There come some occasions in life when that voice in the back of your head challenges your ability to believe that you will be successful at something. Lately, all I've heard is, "This is too much," or "You're never going to get this." Usually, this voice has crept up on me when studying for my knowledge test. This week, I finally responded to that voice and I said, "SHUT UP!" So far, my greatest challenge in studying for my knowledge test has been myself. Having finally realized this, I believe I'm starting to make some headway.
I tend to be a perfectionist when it comes to my study process, reading and attempting to understand why each answer is the specific answer the FAA is looking for. This process takes a huge amount of time and with over 1,000 available questions for the IFR knowledge test, it is a daunting process. Because this task is so huge, I've allowed my self-doubts to creep in and challenge my self efficacy.
However, I've come to realize that possibly my approach is a bit off. One of the things I learned in graduate school was that adult learners have different learning methods and they must adapt and develop ways of learning that create success for them. So while I like to have a firm understanding and knowledge of why each answer is correct, I've also come to realize that this isn't always entirely necessary.
Indeed, there are multiple test questions that essentially have the same answer, but are worded differently. These are not a problem. Then there are others that are heavy on diagrams and charts which require a little more effort in an attempt to understand what the specific processes are. Here is where I use a bit of training from my undergraduate career as a drama major. When in the rehearsal process, a trick I used to memorize my lines were to find operative words in the script that connected a string of thoughts or ideas of the character, and the same process has worked with my private pilot knowledge test.
I'm not saying that memorizing the answers to the test without understanding the content of the answers is what I'm doing, but in a way it is. However, I've found that when using this process, the concepts begin to connect and make sense once I'm finally in the airplane. This will make more efficient use of my study time and will allow me to review more questions. All it takes now is a little bit of repetition. Now that I'm over my self-doubts, it's time to develop my groove and get settled into it.
Friday, May 24, 2013
Monday, May 20, 2013
IFR: Weeks 2 and 3
I must admit that the past few weeks have not been too heavily laden with IFR study time. In fact, I think I've actually studied only a handful of days out of the past two weeks. Case and point, this IFR work is much slower than what I had anticipated. These past few weeks, I've found myself distracted by other things to keep me entertained- like a Nintendo DS and Wii. And while I've been pretty lucky at collecting all of the Star Coins in Super Mario Bros on the DS and Wii, I can only tell you some stuff about an enroute IFR chart.
The upside to this story is after reviewing the flight planning session, and starting to feel over my head, I decided to break the natural progression. Usually, I check off the list topic by topic. Breaking from this routine, I started looking at the IFR charts instead. I figured it'd be better if I understood how to read and interpret those before looking at flight planning so I could at least understand a segment of the flight planning process. Again, after finishing over 150 questions, I felt exhausted, but felt like I had learned something. I must admit that while I have still learned, the details are still quite fuzzy.
Getting down to it, I've become dissatisfied with my study process. Clearly, this process isn't working as well as it has for me in the past. Possibly because there is a lot of information to take in that is completely different from what was required for private pilot training, and possibly because I'm intimidated by everything so I just strafe away from it- a self discipline issue.
So now it's time to take a step back and reconfigure what needs to be done. I've got a solution in mind, but I am currently waiting on the right things to fall into place. If they do, I'm hoping this new strategy will be more effective than what I've used in the past. The unfortunate side to this is having to spend more money for the training, but in order to meet my set goal, perhaps this is a necessary sacrifice. I am still determined to pass my knowledge test first. I still have my simulator waiting on me once I'm ready. I am still hopeful, but to be honest, I wish this process were easier than what it is.
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| Study me! |
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| This looks more fun! |
Getting down to it, I've become dissatisfied with my study process. Clearly, this process isn't working as well as it has for me in the past. Possibly because there is a lot of information to take in that is completely different from what was required for private pilot training, and possibly because I'm intimidated by everything so I just strafe away from it- a self discipline issue.
So now it's time to take a step back and reconfigure what needs to be done. I've got a solution in mind, but I am currently waiting on the right things to fall into place. If they do, I'm hoping this new strategy will be more effective than what I've used in the past. The unfortunate side to this is having to spend more money for the training, but in order to meet my set goal, perhaps this is a necessary sacrifice. I am still determined to pass my knowledge test first. I still have my simulator waiting on me once I'm ready. I am still hopeful, but to be honest, I wish this process were easier than what it is.
Monday, May 6, 2013
IFR: A Week In
Last week, I wrote a post with the fullest intention to begin the process to add the IFR ticket to my Private Pilot Certificate. While I still have the intention to do so, the first week has been rather uneventful. As I sat down the first night in front of my computer to begin this process, my study software had the first topic to address- Federal Aviation Regulations. 97 questions to review, I set to work looking at each question, settling back into the once-familiar groove I used to prepare for the PPL and AGI. Some 50 minutes later I finished reviewing, feeling accomplished in the fact that I had learned some new things.
The next day I continued the routine, but not before reviewing what I'd looked at the day before. This particular day's topic was IFR Flight Planning and after a few minutes in, I began to feel somewhat under prepared. This study session brought with it lots of charts, flight plans, and general trivial information that needed to be crammed in my head. Soon I realized that I didn't have what I needed to be successful for this session, so a few minutes later I closed the session and took to the internet to order my testing supplement that is full of those charts and diagrams. Personally, I prefer to have the booklet in front of me, rather than staring at a computer screen and being forced to use scroll bars to grasp the entire picture. While I was at it, I also ordered my IFR kneeboard and View-limiting device, even though I knew I would not be needing them anytime soon.
Since my supplies were not scheduled to arrive for the next few days I took a break from studying, rationalizing the fact that I still have plenty of time to get everything in. I fully had the intention of studying more this week, but after a brief spell of feeling under the weather and lacking the motivation necessary to study, I found myself short on study time this week.
Feeling a bit better this weekend I found myself in front of my computer screen again studying away. Now that my testing supplement had arrived, I felt more confident in my abilities to grasp the material, but after a few questions in, I once again felt the doubts creeping in. The material again seemed foreign and unfamiliar, and I began to realize that some additional reading and review is going to be required before I move further. Cutting my study session short once again, I decided to call it a night, and save everything else for this week. I still have plenty of time ahead of me to get familiar with this material. I am determined to be successful.
Total Study Time: 2.3 hours
The next day I continued the routine, but not before reviewing what I'd looked at the day before. This particular day's topic was IFR Flight Planning and after a few minutes in, I began to feel somewhat under prepared. This study session brought with it lots of charts, flight plans, and general trivial information that needed to be crammed in my head. Soon I realized that I didn't have what I needed to be successful for this session, so a few minutes later I closed the session and took to the internet to order my testing supplement that is full of those charts and diagrams. Personally, I prefer to have the booklet in front of me, rather than staring at a computer screen and being forced to use scroll bars to grasp the entire picture. While I was at it, I also ordered my IFR kneeboard and View-limiting device, even though I knew I would not be needing them anytime soon.
Since my supplies were not scheduled to arrive for the next few days I took a break from studying, rationalizing the fact that I still have plenty of time to get everything in. I fully had the intention of studying more this week, but after a brief spell of feeling under the weather and lacking the motivation necessary to study, I found myself short on study time this week.
Feeling a bit better this weekend I found myself in front of my computer screen again studying away. Now that my testing supplement had arrived, I felt more confident in my abilities to grasp the material, but after a few questions in, I once again felt the doubts creeping in. The material again seemed foreign and unfamiliar, and I began to realize that some additional reading and review is going to be required before I move further. Cutting my study session short once again, I decided to call it a night, and save everything else for this week. I still have plenty of time ahead of me to get familiar with this material. I am determined to be successful.
Total Study Time: 2.3 hours
Tuesday, April 30, 2013
The Quest for IFR
Let's face it, I'm not an avid blogger, but after reading a post by professional pilot and avid aviation blogger, Brad of AirlinePilotChatter, I'm willing to give this another shot. Recently, Brad, a First Officer for American Airlines won a bid to upgrade to First Officer on a B737 after faithfully flying the MD80 for over 10 years. As he wrote in his blog, he mentioned his study and preparation process for transitioning to a new aircraft and mentioned that it was similar to "drinking from a fire hose." I am somewhat familiar with this process, having studied and successfully obtained a Private Pilot Certificate and an Advanced Ground Instructor Certificate, but I can't imagine what the process must be like for learning an entirely different aircraft, and a jet at that.
However, after reading Brad's post, somehow, he inspired me to muster up enough confidence to initiate my next aviation goal- an instrument rating. One of my new year's resolutions was to start my IFR ticket this year, and yesterday became Day 1. I must say that I am somewhat intimidated having no other instrument experience other than what was required for the Private Pilot Certificate, and looking at approach plates and reviewing Federal Aviation Regulations, I once again feel like I am shrouded in ambiguity and the unknown. At the same time, I urge myself to push through, and remind myself that this is only the first week. Things are going to seem foreign and confusing. They were when I first started out for my initial ticket. But it seems the benefits of the IFR ticket- becoming a more proficient and safe pilot seem to outweigh those challenges.
So now, I'm buckling in, and preparing myself yet again for the challenges ahead of me, but hopefully a little more wiser this time around. While earning my PPL, I was very anxious about getting up in the air, so I decided to fly first before ever sitting down to complete my knowledge test. Looking back with my PPL in hand, I've learned a few lessons that I'm going to apply to this IFR ticket:
The Plan
Study first, fly later. One of the reasons why I think it took me so long to initially complete my PPL is because I didn't complete my knowledge test first. Once I did, concepts seemed to come easier to me, having the understanding of how it affects the flight. Before I ever get in the plane to train for instrument flying, I will make certain that I have a passing grade on my knowledge test first.
The Plane
Once the written test is complete, it's time to jump in the plane, and a familiar one at that. After trying to figure out how to save as much money as possible for this rating, I will be flying the same plane I complete my PPL checkride in, a 1971 Piper Cherokee 140. This particular plane has had a 160hp upgrade and features a Garmin 430 WAAS. Since I began flying this plane, Piper has become my favorite aircraft company, thanks to this plane's stability and easiness to fly. I also happen to be a sucker for low wings.
The Timeline
Strategically planning for this new certificate has been fun for me, and if I have my cards right, I plan to start my instrument training the same week I started (and finished) my PPL. This will be the first week of August. I plan to sit for my written test sometime in July, giving me about 2 and a half months to prepare. In the meantime, I have my simulator to use to practice shooting approaches. My foggles (view limiting device) and kneeboard have been ordered and should be arriving later this week. Once I get into the flying portion, I've budgeted enough money to keep me flying on a constant basis each month until I'm ready for the checkride, which I'm giving about a year. Personally, I don't want it to take that long, but that's my set goal.
So there it is, my next step into this crazy obsession with aviation. I am looking forward to the challenges, frustrations, and joys this new rating will bring. Here's to the quest for IFR!
However, after reading Brad's post, somehow, he inspired me to muster up enough confidence to initiate my next aviation goal- an instrument rating. One of my new year's resolutions was to start my IFR ticket this year, and yesterday became Day 1. I must say that I am somewhat intimidated having no other instrument experience other than what was required for the Private Pilot Certificate, and looking at approach plates and reviewing Federal Aviation Regulations, I once again feel like I am shrouded in ambiguity and the unknown. At the same time, I urge myself to push through, and remind myself that this is only the first week. Things are going to seem foreign and confusing. They were when I first started out for my initial ticket. But it seems the benefits of the IFR ticket- becoming a more proficient and safe pilot seem to outweigh those challenges.
So now, I'm buckling in, and preparing myself yet again for the challenges ahead of me, but hopefully a little more wiser this time around. While earning my PPL, I was very anxious about getting up in the air, so I decided to fly first before ever sitting down to complete my knowledge test. Looking back with my PPL in hand, I've learned a few lessons that I'm going to apply to this IFR ticket:
The Plan
Study first, fly later. One of the reasons why I think it took me so long to initially complete my PPL is because I didn't complete my knowledge test first. Once I did, concepts seemed to come easier to me, having the understanding of how it affects the flight. Before I ever get in the plane to train for instrument flying, I will make certain that I have a passing grade on my knowledge test first.
The Plane
Once the written test is complete, it's time to jump in the plane, and a familiar one at that. After trying to figure out how to save as much money as possible for this rating, I will be flying the same plane I complete my PPL checkride in, a 1971 Piper Cherokee 140. This particular plane has had a 160hp upgrade and features a Garmin 430 WAAS. Since I began flying this plane, Piper has become my favorite aircraft company, thanks to this plane's stability and easiness to fly. I also happen to be a sucker for low wings.
 |
| 1971 Piper Cherokee 140 |
Strategically planning for this new certificate has been fun for me, and if I have my cards right, I plan to start my instrument training the same week I started (and finished) my PPL. This will be the first week of August. I plan to sit for my written test sometime in July, giving me about 2 and a half months to prepare. In the meantime, I have my simulator to use to practice shooting approaches. My foggles (view limiting device) and kneeboard have been ordered and should be arriving later this week. Once I get into the flying portion, I've budgeted enough money to keep me flying on a constant basis each month until I'm ready for the checkride, which I'm giving about a year. Personally, I don't want it to take that long, but that's my set goal.
So there it is, my next step into this crazy obsession with aviation. I am looking forward to the challenges, frustrations, and joys this new rating will bring. Here's to the quest for IFR!
Wednesday, January 23, 2013
One is Never Enough
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.
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.
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.
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