The contents of this past week have been filled with excitement, stress, anxiety, and worry. This cocktail of emotions came to the summit of what I have been preparing for the past three months: my IFR Knowledge Test. Studying in short, hour-long bursts on a semi-regular schedule and reviewing all content questions at least twice, I began the final process of preparing for my tests by completing mock tests. 12 of them. While all of my grade results were satisfactory by the standards of the FAA, I considered them to be below my personal minimums.
Once the day arrived that I was to actually take my test, I had to stop and collect my thoughts over what had occurred the past few days. My test scores, while passing, weren't where I wanted them to be. To further complicate the problem, it is theorized by many flight instructors that students will do about 10 points less on their actual test compared to a simulated test. This is due to a variety of factors including new or strange test questions and test anxiety. This "10 point factor" also held true for me when I completed my Private Pilot Knowledge Test. Factoring in the "10 point factor" I began to realize that there was a strong possibility that I would not meet my personal minimum goal for my knowledge test. Concerned over this, I decided to cancel my test, and use the weekend to review and polish up a little more.
That weekend, I continued my regimen of practice tests with moderate results at first. As the weekend continued, I saw my scores slowly begin to increase to a satisfactory level. Internally, I still wasn't completely satisfied with myself, but the realization that I was running out of time gave me no further room to delay my test. As my test day grew closer, I began to realize that my learning had plateaued and that it would continue to remain in such a trend unless I changed my study habits. Not having the time for this, I decided to face the challenge, use what extra days I had left and do the best that I could do.
On test day, the hours of the day crept by at a slow pace, each adding a bit more stress and pressure as my test time grew closer. I even had brought some last minute study notes with me to review in my spare time, but the busyness of the work day kept me from glancing at them.
Finally, it was time. I walked into the testing facility, my heart beating furiously from the nervousness contained within my body. After completing paperwork, and verifying my name and address a minimum of 5 times, I sat down in font of the computer and began my test. As I saw my first question, I felt my eyes widen in fear. I was being asked a question I had never even seen or studied. "Maybe it's just one of those new questions they ask you," I thought to myself. The FAA will include 5 questions in s test for data collection that don't affect the grade of the test. Testers are not notified which questions are for this purpose, but I have to say it's pretty evident.
I pressed on, reviewing each question and selecting my answers and marking those I wasn't sure about to later review. Completing all of my questions, I reviewed my marked ones and finally submitted it for grading. Stepping out of the room to notify the proctor, she asked me if I'd like to review the ones I missed. "Nope. Just give me my grade," I said anxiously. Looking back, I know this was a foolish decision, but I had been through so much anxiety that I didn't care at that point. I didn't want to see how many I missed, because I knew I would count them to calculate my grade and didn't want to risk any disappointment.
Hearing the printer finally spin up, I knew that what was on that piece of paper would either make the rest of my week, or crush me in disappointment and fill me with fear of having to continue what has already been a long, drawn out process. Looking at my test results, my eyes caught it. "PASSED". While it was a promising sign, I also wanted to make sure that my score was above my personal minimum. A second later, I found my actual score and realizing it was ABOVE my personal minimum, I raised my hands in victory.
Relief came to me instantly. The long 3 months of studying had paid off and came to a successful completion. That evening, I walked out of the testing facility, a smile on my face, satisfaction in my soul, and adventure on my mind as to what will follow next- the flying portion!
Friday, July 19, 2013
Friday, June 28, 2013
COP
COP. By now in my pursuit of an IFR certificate, I've learned that this acronym means "Change Over Point" and indicates to pilots using VORs to switch VOR frequencies in order to maintain adequate reception and ensure proper course heading and track. Using a change over point means that a pilot must tack a new VOR in order to maintain course. I've also found that I have just arrived at a COP in my journey to the instrument rating. After investing time and money into this next step of my aviation journey, I've learned that I may need to begin to re-evaluate my decisions about how I am going to accomplish this certificate.
To explain, I need to set up a bit of a back story. My last VFR flight revealed to me that it was time to go up with an instructor again. In short, my landings were terrible, nearly bouncing every time and even wheel-barrowing in on one landing. Due to personal budget limitations, the past few months have kept me out of the left seat, allowing my skills to further deteriorate and even allowing my currency to expire. Needless to say, as July moves in, I look forward to getting some flight time in to work on my takeoffs and landings and gain my currency back.
Today, after a quick round of emails with my instructor this morning, I've learned that the Cherokee that I had intended on flying this weekend (as well as using for my instrument rating) has recently been taken offline and is now unavailable to rent. Surprised to hear this, I wasn't able to fully connect my thoughts on the implications of how this would affect my continual training until it finally sunk in- "Where do I go from here?"
Sure, there are other aircraft available for rent and nicer ones at that too, even ones with autopilots. However, those luxuries comes with a price that I am not willing to pay. After all, I've set a personal goal to not spend as much money on this rating as I did with my initial ticket and I choose to remain committed to that goal.
For now, I'm still committing to continue with this rating even though the thought of "cutting my losses" has crept across my brain today. Though I would probably have a more flexible budget if I made that decision, I've put in too much time, I've spent too much money, and I enjoy flying too much to simply turn my back and walk away.
I've got some decisions to make ahead of me. I'll keep you posted as I make them.
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| A Change Over Point as shown on an Enroute Chart |
To explain, I need to set up a bit of a back story. My last VFR flight revealed to me that it was time to go up with an instructor again. In short, my landings were terrible, nearly bouncing every time and even wheel-barrowing in on one landing. Due to personal budget limitations, the past few months have kept me out of the left seat, allowing my skills to further deteriorate and even allowing my currency to expire. Needless to say, as July moves in, I look forward to getting some flight time in to work on my takeoffs and landings and gain my currency back.
Today, after a quick round of emails with my instructor this morning, I've learned that the Cherokee that I had intended on flying this weekend (as well as using for my instrument rating) has recently been taken offline and is now unavailable to rent. Surprised to hear this, I wasn't able to fully connect my thoughts on the implications of how this would affect my continual training until it finally sunk in- "Where do I go from here?"
Sure, there are other aircraft available for rent and nicer ones at that too, even ones with autopilots. However, those luxuries comes with a price that I am not willing to pay. After all, I've set a personal goal to not spend as much money on this rating as I did with my initial ticket and I choose to remain committed to that goal.
For now, I'm still committing to continue with this rating even though the thought of "cutting my losses" has crept across my brain today. Though I would probably have a more flexible budget if I made that decision, I've put in too much time, I've spent too much money, and I enjoy flying too much to simply turn my back and walk away.
I've got some decisions to make ahead of me. I'll keep you posted as I make them.
Friday, May 24, 2013
Shut up and study!
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.
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.
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! |
 |
| 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.
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