Grounded By Maintenance Issue

I got up at 4:30 this morning for a 6am flight. I get to the airport, do my weight/balance/performance calculations and preflight the aircraft. I get the can and look at the squawk box and notice that it was squawked yesterday for a significant drop in RPM with the left magneto after 3 leaning attempts. Maintenance closed out the squawk noting only a minor drop in RPM. Note to self, pay extra attention at run-up.

We get in the plane, do all the preflight briefs and taxi. While taxiing, I notice that the tach is varying about 100RPM. During runup, the left magneto shows a 450RPM drop! I think that might be classified as SIGNIFICANT. I try three times to clear it with zero effect. Back to the ramp.

Of course there are not any other planes available, so the day is shot. Maintenance should have replace the magneto yesterday or taken the a/c out of service. Now I trust them even less.

Recommendation to new pilots: Always be cautious of maintenance issues. Don't just check the tach times against the maintenance sheet. Make sure that every necessary system on the aircraft is working perfectly. It's never worth the risk to take someone else's word for it, no matter how experienced they are. Things get overlooked. Overworked A&P's may get sloppy. Problems can be intermittent.

The reason I'm saying this is that in between yesterday's and today's write-up for the same issue, a private student flew the aircraft on a solo. I doubt the magneto was better. Did he do a runup check? I doubt it. Did he have enough experience in the aircraft to realize that it still didn't sound right even with both magnetos on? Probably not.

There are enough ways to die in a small aircraft. Why add to the list?

Instrument Stage One Check Approaching

And I'm finding myself struggling with instrument flying. Getting my private wasn't really that difficult, but I'm still wondering where I'm going to put all the information.

Since I'm going through my instrument rating Part 142, there are 3 stage checks. As in private, stage one is basic and the stage check is kind of warm and fuzzy. To sum it up, stage one involves partial panel flying including compass navigation, power on and off stalls, clean and dirty slow flight and recovery from unusual attitudes. It also includes VOR and NDB intercepting, tracking and homing. I have all of it down within practical test standards, most of the time within commercial guidelines. FS2004 has been helping me practice DME arcs, holding pattern entries and a few other things.

I'm really not worried about stage one. It's beyond stage one that is blowing my mind right now. Things really ramp up for stage two and three. I've been studying IFR plans, departures and approaches. Low altitude charts are pretty straight forward, but approach plates are a little rough. I'm wondering how and if I'll be able to remember all the approach minimums, RVR, missed approach procedures, procedure turns, holds, wind correction, ILS, initial/intermediate/final and missed approach points, fixes...

AAAARRRGGGHHH!

For some reason, looking at what's ahead and expected of me to complete by the end of July is overwhelming me right now. I know people go through it and complete it. Stage two involves more flight time, cross country flying and a lot less FTD. Hopefully it will click. Right now, I feel like a fourth grader trying to take SAT's. This is what I get for doing this while having a full time job and raising a family.

Sorry for the rant. Gotta do it somewhere or else risk having a meltdown and ending up in a padded room, drooling the day away dreaming about Bob Ross paintings.

The First Person With Enough Guts To Fly With Me Is...

My mother. Last week, I told her that I was going flying and asked her if she wanted to join me. I was surprised that she accepted the invitation without any hesitation. My mom is susceptible to motion sickness and was worried that it would happen to her in a small plane.

I assured her that the conditions this morning would be smooth and that I wouldn't try any stalls, lazy eights or emergency descents (unless necessary). It was a beautiful morning. The dew point is up and the morning temperature is about 10 degrees warmer because of it. It was 85 degrees at Stellar at 6:45 this morning.

The plan was to fly her to Marana (AVQ) for breakfast. There's a good restaurant there. I recommend the biscuits and gravy. Anyway, we didn't make it to Marana.

Angel Air has students that they employ to refuel the planes every night. They taxi the plane across the airport to the self-service fuel station, fill the planes, return them to the ramp and tie them down for the next day. The 172 I had reserved has a full tank of gas...and a dead battery. The intern/student that fueled it left the master switch on which killed the battery. Dang.

I returned to the dispatch area and told them the situation. Even though all other aircraft were spoken for, the guy promptly gave me another 172. The only thing the pre-flight revealed was a flat spot on the left tire, but not bad enough for a no-go. The nose wheel tire looked fine.

At the runup area, another 172 called me up on the radio and said I should check the front tire. I shut down and got out to take a look. Sure enough, with the nose wheel turned, the low pressure manifested itself. Definite no-go. Thank you fellow 172 pilot. I returned to the ramp and shut down thinking there was nobody in maintenance this early on a Saturday. The had me drive it over to the hangar, aired up the tire and finally, we were on our way...1 hour late!

Instead of going to Marana, I decided to take an hour long route from Stellar-Casa Grande-Coolidge-Florence and then transitioned Williams Gateway, then flew over Mom's house and then back to Stellar. It was a nice, smooth flight and Mom really enjoyed herself. That makes me happy.

NDB Tracking Isn't Clicking

For some reason, NDB tracking and intercepting is remaining foreign to me. I can do it in the aircraft. But in a classroom or oral exam situation, it somehow fails me. When my instructor gives me a sample tracking problem, I freeze up like Larry the Cable Guy taking an IQ test.

I think the main confusion is that it's non-directional and I'm fixating on the compass rose for relative bearing. If I don't figure it out by Monday, it could possibly put me behind schedule. Ideally, I'd like to have a stage check next Saturday.

Does anyone know a simple method for intercepting specific bearings to & from an NDB? I can't seem to get it right and my instructor can't explain it to me in a way that my simple mind can comprehend.

I'm grateful to say that this is the first thing (and hopefully the last) that's actually confused me so far.

The bummer thing is that even though NDB's are yesterday's news and many are being decommissioned, it's still in the PATS. I doubt I'll ever apply it in anything other than training and check rides. Are there any commercial guys out there that fly in civilization and use NDB's for instrument approaches?

Did I mention that I really hate NDB navigation other than direct-to?

Wake Turbulence Body Surfing In St. Maarten

Watch these people do a Billy Bob Thornton at the beach in St. Maarten as an Air France 747 spools up for a short field t/o.

God Bless Gleim

I recently took my first instrument exam and got a 98! Now I'm not one of those guys that killed the curve in school, so a 98 is a pretty big deal to me.

How did this happen? One word: Gleim

Gleim Publications publishes study manuals for every aspect of FAA training. Sport, Private, Instrument, Commercial, CFI, II and ATP. They also publish the same kind of stuff for CPA WANNABES..,

But the best thing they publish are their computerized study session and FAA test simulator. There are a variety of options to choose from. For practice, I like to create study sessions. You can choose the modules you want, the number of questions and how they're presented. Then it is presented in a test format, except the it tells you immediately if you're right or wrong. The best part is it explains the answers, right or wrong so you can comprehend better, not just memorize.

Some people try to memorize answers for FAA exams. I don't get the point. If you don't understand the question and you just know the answer, what good is it doing you. Someone in my instrument class was observed trying to cheat. WHY? Again, what purpose does that serve.

When you sit down for your airline interview and they ask you a question that you have an answer memorized, you just might think "Great, I got it". Then the interviewer/check airman asks you "WHY". Duh. I don't know.

Gleim has helped me to understand a few concepts that I didn't quite grasp in a classroom. It's also good for a little "classic" cramming.

My .02 about Gleim and how it has helped me so far. If you're a new student, I suggest you look into it. It's really worth the price. (budgeting hint: up to 3 computers can be loaded with one key - $59.95/3=$19.98)

Time For A Change

I put in a request for a new flight instructor today.

I have had my instrument instructor for a several weeks and it just hasn't been working out. His knowledge is strong, but the teaching skills he possesses are not compatible with my learning ability. Our personalities are just too different.

He's a very nice guy and I feel bad for knocking his self confidence, but school is EXPENSIVE and important. I can't continue lessons with an instructor that I am uncomfortable with. I spoke with him about this last week. I asked him what I could do to be a better student to him and told him where I was coming from in hopes of solidifying the student/instructor relationship.

Another week has passed and it hasn't really improved. I told him this morning that I need to find a new instructor. I tried to make him feel better, but I know it bothered him. I don't like hurting others, but it was the right decision. I really think he knows it. If I were in his shoes, I would be bothered by it too.

The new chief in charge of instrument training is out of town and I don't know how long it's going to take to be reassigned. We agreed to continue working together until the change can be made. I don't want to get behind and I don't want him to go unpaid.

I know I did the right thing, but sometimes doing the right thing is hard.

New Headset Finally Arrived and...

It's FANTASTIC. I was a little worried, due to the lightweight headphone design, about how the hybrid Bose® QCII and U-Fly-Mike would work in a noisy Cherokee. They supress as much noise as the 3x as heavy David Clarks and the ENC works great.

So if they work great in a noisy Cherokee, I'm sure they'll do fine in a turbine powered aircraft down the road.

My initial evaluation of the Bose®QCII and U-Fly-Mike is two thumbs up. I'll update in a few weeks, after I've put about 30 hours on them.

If you have any questions about them, just ask.

A Friend Gets A Job

Congratulations to my friend Tim. He starts F.O. training at Express Jet (Continental Express) in two weeks. He'll be flying ERJ145's.

Way to go Tim! Good luck and don't forget about your friends :)

Tailwind Landings...Not For The Weak Hearted!

Since I travel to Wickenburg specifically for business every week, I got approval to fly there instead of driving.

Thanks to 61.113 I can get reimbursed for the expense:

(b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if:

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation or hire.

I've mentioned in other posts that I like renting from Angel Air at Stellar Airpark (P19) in Chandler, AZ. They have new, well-maintained 172SP's that are a pleasure to fly.

The only downside is flying in and out of Stellar, especially in. The designated calm wind runway is 17. Apparently, that means everything short of gale-force tailwinds because everyone ALWAYS uses 17.

This morning I was coming back from Wickenburg, tuned Chandler (KCHD) ATIS which was reporting winds 350@10. OK, looks like I'll be using 35. Call up Stellar and find out there are 3 a/c positioning for 17. The wind sock is pointing straight South. Um...ok 17 it is. On downwind, I'm thinking about how to land in a tailwind. Faster ground speed, longer roll...I'm not liking this. I look at the field and see a Lear 45 holding number 1. CRAP! Tailwind and wake turbulence. Sure enough, he positions and takes off. Airspace around Stellar is tight but I extend my downwind as long as possible.

Short final, 65 Kts IAS and probably more than 75 kts GS. Damn I bounced once. It took 2,000 ft to land, I missed the mid-field taxiway and had to go all the way to the end. Thankfully, the wake turbulence had dissipated enough. Safe, yet very uncomfortable. Since I bounced, do I get to log 2 landings?

Taxiing back, I didn't feel so bad as a guy in an Arrow had a very squirrelly landing after me. If I had more time, or if the wind was more than 10kts I would have waited until everyone took off using 17 and called 35.

I guess what I'm trying to say is that I prefer operations at airports where the correct runway is always utilized. MORE EXPERIENCE NEEDED.

UPDATE- I forgot to mention another tidbit about Stellar. Parasitic winds can be monstrous there too. There are large hangars less than 100 yards to the east and large homes hangars attached 100 yards to the west. Good times.

Flight Training Devices

I am under part 141 training. For my private license, I spent exactly 1 hour in the FTD (Flight Training Device). In case you don't know, a FTD is like a simulator, but has no motion. There are other differences, but that's the gist of it.

Well for instrument training, about 40% of the flight training is completed in the FTD. The school's FTD's are all nice. They have two Seneca Level 6, 1 AST Hawk and a 737 simulator. The Hawk is what I'm using right now. Like I said, it's a very nice FTD. It's comfortable and everything works well, for an FTD.

The problem I'm having is no feedback. As much as I work on my instrument scanning technique, I can't seem to master instrument flying in it. I'm using about a 4 second rectangular scan, but still am having trouble holding a heading. I can't get the yaw trim set. Even in smooth level flight, the FTD drifts left. If there is a sweet spot for trim, I can't find it.

There's no problem with pitch, altitude and speed. But if I can't keep the attitude straight and level, it doesn't matter. It's about control. I'm struggling with finding the finesse to control the FTD. HELP!

I'm really hoping that the finesse comes with more time in the FTD. Maneuvers that I have zero problem with in an aircraft while wearing a hood (slow flight, stalls, unusual attitude recovery) are killing me right now.

I'm not sure if I'm clicking with my instrument instructor yet. I don't know if this is part of the problem of not yet. Any advice would be greatly appreciated.

Engrish In The Practice Area

As many of you probably know, there are two flight training Meccas. Florida and Arizona. People come from all over the world to train here in Arizona's 350 VFR days per year. The problem is, many CAN'T.

Among the many requirements of a student pilot, here's an interesting one:

Title 14 CFR, Part 61, Subpart C 61.83
(c) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.


Several foreign carriers either have their own training center or contract out to local flight schools. A few that use Phoenix: Luftansa, KLM, China Airlines, Korean Airlines and Sabena. I'm not multilingual and regret not being so, but English is the international aviation language. Many students that speak English fluently have a difficult time learning radio procedures and dealing with that in a busy practice area is difficult enough. Add in a few lines like this for some real fun:


(Phonetically spelled for realism)

1. Sow wess pwactiss eweea - chewokee uhseren fouruh .... ((10 second pause with mic keyed on freq) ... nineow papa ouwfuh is tree kilo...um ahh...2 mile ees of wainbow varre at four athousan fie ahunre making starrs.

2. Stafeel...ahh...woeeo fiveuh zeewo papa ouwfuh is taa a sta staffeel Vee Ow Ahh ata fie athousan IRS miss appro fo cassuh gran...(pause with mic keyed for 10 seconds) uhhh ahhhh stafeel

As funny as it sounds, I'm not making fun of anyone's speaking ability. I'm just questioning why there are guys in a/c that cannot clearly speak English and spend time translating in their head with the mic keyed. Practice areas are dangerous enough, especially around VOR's and instrument approach areas.

We laughed about it during private because you can go anywhere for private pilot maneuvers and steer clear of the Engrish speakers. Now that I'm in instrument training, it scares the heck out of me.

Bose® Envy Satisfied On The Cheap (I Hope)

I've been considering a new ANR headset for a while. I currently have a David Clark® H10-13S headset. It's a high quality headset, just a little heavy and hot...Even with cloth earpiece covers. They'll be great for backup and taking friends along.

I have been looking at different options and have heard really good things about Bose® Aviation X, but just can't justify the cost right now. The FAA DE that did my check ride raved about his as has everyone I know that owns them.

So I had Bose® envy which is really weird for me. The Wave Radio and Bose® headsets are the only products from them that I like. I actually hate Bose® speakers.

I was perusing eBay looking for pre-owned Aviation X headsets. While there were very few to be found, I ran across something called U-Fly-Mike. It's basically an ANC microphone adapter that works with Bose® QuietComfort 2 headphones. I did a little research and found quite a few very satisfied pilots that have gotten Bose® ANC technology for under $500. Now that sounded a little more in my budget.



U-Fly-Mike is was designed by a guy who's a captain at Southwest. Apparently, Bose® doesn't like pilots being able to have access to their ANC technology with the tighter profit margin of the QuietComfort 2's. They sued the U-Fly-Mike people, but didn't prevail. Score one for the little guy.

Both Bose and U-Fly-Mike have a 30 day risk free period, I figured there's no harm in trying them out. I also like supporting a new company with a product that is designed and manufactured in the USA. I ordered both today. I should have them both by mid week and will report my experience with them. If they work in a noisy Cherokee, they should be great in a CRJ and will last me for years.

June 17th - A Really Busy Day Around Here

Today is my birthday. It's really just another day...never been one to make a big deal over it. It also happens to be my parent's anniversary and, on some years, Father's Day. My parents have been married for 37 years now and I would much rather celebrate that achievement than my birthday.

I am grateful to still have both of my parents. They are friends, mentors and the best cheerleaders anyone could ever ask for. My dad is recovering from some pretty major surgery and I'm glad to report that he's recovering quickly. He's always been there for me and I love him for that. His values and leadership have made me the father that I am. I only hope that my children feel the same way when they grow up.

In an earlier post, I commented on how much being a father has changed my life. Sure, it can be very difficult. But the rewards far outweigh any hardships along the way. My sweet children know nothing but love and they try so hard to show me that. When I came home this afternoon after four hours of BORING FTD instrument flying, they had a surprise party for me. They had filled up fifty balloons, drew airplane pictures and each one of them made me a birthday card. It made me feel incredibly loved and realize that their love for me is as unconditional as mine is for them.

I guess I am glad that today was my birthday after all.

Happy Father's Day to all the dads out there.

You Really Have To Love Flying To Train For This...

By HARRY R. WEBER, AP Business Writer

ATLANTA - Delta Air Lines Inc. will file a request Monday to terminate its pilots' pension plan, the company's chief executive said in a letter to a lawmaker Friday.

CEO Gerald Grinstein said in the letter to Sen. Johnny Isakson, R-Ga., that the nation's third-largest carrier will ask that the pilots' pension plan be terminated effective Sept. 2.

The move was not unexpected, and Grinstein said the Atlanta-based airline is still seeking pension reform in Congress in hopes of preserving the pension plan for other employees.

"The unfortunate reality is that even if a pension reform bill containing airline relief passes, unless the pilot plan is terminated, Delta cannot successfully restructure and emerge from bankruptcy," Grinstein wrote.

He added that the relief Delta is seeking is necessary "if we are to preserve tens of thousands of jobs and provide ongoing service to tens of millions of customers in local communities around the world."

Once the notice is made to the Pension Benefit Guaranty Corp. on Monday, then the company will seek approval by a judge. There likely will be objections, though the pilots, for their part, have agreed not to object.

The letter to Isakson, who has been pushing for pension reform in Congress, also was sent to more than a dozen other members of Congress.

Delta has lost more than $14 billion in the last five years. It filed for bankruptcy last September and since then it has cut more jobs, rejected aircraft leases and reaped cost savings through pay cuts for employees.

---

All this time, money and effort to aspire to a career that is in a pretty severe state of decline. Looking at this from the outside without my rose colored glasses, I must look dim to some of my friends and family. No matter. I would rather make less money and look forward to work every day. I love flying. Life is too short to have a career based strictly on earning potential.

FULL SPEED AHEAD.

Useful Navigation Training Tool For Students

Tim's AirNav Simulator is a great java applet. It's really easy to use and helps private and instrument students work out the kinks. It's absolutely free and he encourages sharing.

I can't figure out how to embed java applets into Blogger entries, so you'll have to check out Tim's Air Navigation Simulator for yourself.

Also, if you have a PDA operating with Palm OS, there's a program called SASI-Situational Awareness Simulator. It's a shareware program that is free for 30 minutes, then $19.99 if you like it. It's AOPA recommended. I don't think it's a easy to use as Tim's, but it's nice to have when I'm studying away from the computer.

Download SASI and give it a try too.

Taking The Kids For A Ride

I had to go to Wickenburg for business and decided to fly. Since my kids are on their summer vacation, I decided to take them along.

I flew from Stellar Airpark (P19) to Wickenburg (E25). Since I had little ones who's voices never cease, I decided to skirt the Phoenix Bravo both ways. No need to be trying to listen to 2 little voices on the intercom while listening for radar vectors from Phoenix Approach.

The kids had a great time after the initial uneasiness of being in a small plane. They really enjoyed the view and the whole experience.

It got a little hairy landing in Wickenburg. The runway is being lengthened from 5,500 to 6.500 feet. While it's under construction, the northeast 1850' of runway is closed, welll actually, GONE. The runway is only 3,500 feet now.

Winds were direct crosswind 15 knots, gusts to 20, so I came in with only 10 degrees of flaps and crabbed hard. I took a little more runway that I would have liked, but it came out just fine. Had to back taxi a bit. We were safe, so it was a good landing, right?

Much Funnier Than 747 Race

747 Race

A little stupid...ok alot stupid, but a little funny too.

Renting A Cessna With An Interesting Story

I travel weekly to Wickenburg on business. It's a very boring drive and recent growth in the Northwest Phoenix Metro Area has made the drive more time consuming and dangerous. Now I can finally fly up there. It really doesn't cost that much more than driving and it is PIC time.

There are several FBO's that offer rentals near my home. The best place I've found is Angel Air at Stellar Airpark (P19). They have been in business since 2003 and all of their aircraft are 2002 or newer. They have 6 172SP's with GPS and autopilot and 2 172SP's with Garmin G1000 glass cockpits. They just sold their Turbo 182 and have a new one with G1000 on order. Their hourly rates are lower than most places with much older aircraft and they don't have a fuel surcharge (yet). Angel Air is a top-notch FBO and their maintenance (yes, I checked it out) is spotless.

Anyway, I got checked out today in a 172SP. What a nice aircraft and a real pleasure to fly. Like the title says, this particular 172 has a sad, yet interesting story in it's history.

Here's the NTSB summary:

On January 18, 2005, approximately 2330 mountain standard time, the pilot of a Cessna 172SP airplane, N2157H, walked into the airplane's rotating propeller as it stood on a taxiway with the engine running at the Casa Grande Municipal Airport (CGZ), Casa Grande, Arizona. The airplane was not damaged; however, the pilot, who was the sole occupant, sustained fatal injuries. The airplane was registered to Desert Angels Aircraft Leasing, LLC, Phoenix, Arizona, and was operated by Angel Air, Chandler, Arizona, under the provisions of 14 CFR Part 91 as a personal flight. Dark night visual meteorological conditions prevailed, and a flight plan had not been filed. The flight was originating at the time, and was destined for Stellar Airpark (P19), Chandler.

According to Casa Grande Police Department personnel, the pilot flew to Casa Grande with another pilot earlier in the evening. The other pilot picked up a Mooney with the intent on flying it to Stellar ahead of the Cessna. After taking off from Casa Grande, the Mooney pilot attempted to contact the Cessna pilot over the common traffic advisory frequency, but could not establish communications. The Mooney pilot flew around Casa Grande attempting to contact the Cessna pilot. He then flew to Stellar believing that the Cessna pilot had already departed. When the Mooney pilot arrived at Stellar, there was no sign of the Cessna pilot, so he flew back to Casa Grande to see if the Cessna pilot was still in the area. After a number of flights back and forth between Stellar and Casa Grande, the Mooney pilot elected to land and refuel at Stellar before initiating another search. At 0300 on the 19th, the pilot's wife became concerned and contacted friends to start a search effort. A friend of the pilot's wife and the Mooney pilot met at Stellar, and elected to drive to Casa Grande after initiating search efforts with flight service station personnel.

Upon arriving at Casa Grande, at 0450, they found N2157H idling on the taxiway with the pilot lying on the ground on the left side of the airplane, and a flashlight lying on the ground to the right of the pilot. The airplane's engine was running at idle and its propeller was rotating. The parking brake was set, and the taxi and the landing light switches were in the ON position. The taxi light was dimly lit and the landing light was not illuminated. The battery was dead.

The airplane was towed to the ramp area where it was examined by Federal Aviation Administration (FAA) inspectors. According to the FAA inspectors, they noted that the nose wheel fairing panel, located on top of the nose fairing, but below the scissor link, was not inserted inside the fairing and impact marks (similar in shape as the bottom scissor link) were noted on the top of the fairing panel.

According to the Mooney pilot, there were no anomalies noted during the flight to Casa Grande, nor did the Cessna pilot report any anomalies to him. According to the operator, the airplane underwent its last annual/100-hour inspection on the 17th of January, 1.3 hours prior to the accident.

According to the pilot's wife, the pilot woke up on the morning of the accident approximately 0700, and left for work at 0800. The pilot worked in the medical management field. The pilot's wife called and spoke with the pilot at work a couple of times throughout the day, and lastly around 1900. During the last conversation, the pilot informed her that he and his boss (the pilot of the Mooney) would probably not get to the airport until 2100 or 2130.

According to the pilot's wife, the pilot accumulated 78.5 total flight hours, of which 4.6 hours were accumulated at night.

The Pinal County Medical Examiner's (ME) Office conducted an autopsy on the pilot. According to the autopsy report, there were no pre-existing medical conditions that would have prevented the pilot from performing his duties as pilot-in-command. Toxicological tests performed under the request of the ME for drugs and alcohol were all negative.

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I know it's a kind of morbid story to post and I just posted about a tragedy in Phoenix last week, but I find the story intriguing.

Why would a single pilot exit the aircraft on an active taxiway with the engine on? I don't mean it in a sarcastic way. As a newbie pilot, I'm wondering if there really is any reason to not shut down the engine before exiting the plane. Especially if I were alone. Anyone have a scenario where this would be the right thing to do?

Would anyone be creeped out by flying this plane? Am I weird for not being creeped out? I'm just not the superstitious type.

I'm taking my two oldest children with me. My little jr. aviation enthusiasts are very excited. I am too.

Brand New Private Pilot

Well it happened. 8 weeks, 52 hours flight time and alot of studying and preparation have paid off. I got my private pilot's license this morning.

Just as I thought the examiner was getting into the meat and potatoes of the oral exam, he said "OK, let's go flying". I couldn't believe it went so smoothly and was over so fast.

The flight was uneventful. It was a brisk 36c degrees on the ground. The only problem I ran into was minor. I had a little trouble coordinating my power on stall. We discussed it and the adjustments necessary due to density altitude and tried again. It went without a hitch.

He cut my engine over Phoenix Regional Airport (A39) and we actually glided in to a full stop. I hadn't done that before and it was fun. He also had me land at Williams Gateway (IWA) with zero flaps, which I had only done one other time with 15-20 knot crosswinds at Falcon Field in Mesa (FFZ). It was fine. We came it at about 75 knots, ground effected to the 1,000 foot markers and, with a little left crosswind correction, touched down smoothly and uneventfully (a little right of center, but good enough for the DE).

He issued my temp and said I'd have my hard license in about 100 days. The funny thing is that it will be obsolete when I get it because I'll have my instrument rating by then. When I get my instrument rating, it too will be obsolete due to my commercial. Hopefully in about a year, I'll get a hard license that I can actually keep and use ;)

SIGH. Breath. Relax. It's over...for now.

By the way, the DE was a great guy. I won't mention his name for privacy. We had alot in common. He took the same path in life as me. Started flying at 35 while working full-time and raising a family. Like every other pilot I've met, he wouldn't change a thing if he could.

Saturday Will Be The Big Day

I just finished my first day of instrument ground school. Thankfully, it was pretty easy stuff and it looks like the first week or two will be refresher information. The chief flight instructor called me today and told me that my FAA designated examiner confirmed for Saturday morning. Oral at 8 a.m. and flight at 10.

I'm really excited. I just turned in the request and filled out the examination paperwork today. That was a quick turnaround. From what I understand, I lucked out with the examiner. They say he is one of the more personable, easy going guys. Not easy, just easy going. I'm glad to hear that.

I added up the hours in my logbook today and it came out to 51. A few weeks ago, I thought I might do it in less than 45. It really doesn't matter how many hours it takes as long as I'm ready.

To make matters even easier, the cross-country the DE assigned is one I've already done. That should save me a lot of time. I'm not really worried about the flight itself. I'm really comfortable with my cross-country including diversions & calling FSS, emergency procedures, short & soft t/o and landings, ground refs, stalls, slow flight, unusual attitudes, airspace, CRM, ADM, VOR, NDB, GPS, Dead reckoning & pilotage, radio calls (flying to/from a pretty busy Class Delta airport under a Bravo shelf helps a lot) and ground procedures.

Now the oral is another story. I'm a little shaky when it comes to rattling off VFR minimums for Echo and Golf, weather report/forecast frequencies and durations and a few damn ACRONYMS. I did make a chart for both weather and airspace that I can use for quick reference. Hopefully, that will impress the DE if I have trouble recalling a specific and refer to it. I'm also having trouble remembering FAA Advisory Circulars (which number pertains to what).

Overall, I think I'm ready. My charts are current, I just bought the 6/8 AFD, updated my charts and downloaded the latest FAR/AIM updates.

Does anyone have any advice for me? As confident as I feel right now, there are many things I don't know and have overlooked. ANY help would be greatly appreciated and remembered.

The advice I receive every day is stored for future use. Someday soon, when I am a CFI, I plan on using it on a weekly basis to help mentor teens considering a career in aviation. If I'm going to get a CFI rating, I may as well do something good with it, right?

If you do have a piece of advice for me, post it as a comment or email me directly at flyallday@gmail.com

Good night!

A Pissing Match Runs Its Course

What a pain in the rear the last 4 weeks have been.

One day last month, there's a new read file. Basically it states that all a/c are to be refueled at Chandler, 8 miles southwest of Williams Gateway. The reason: fuel at Chandler is over $1.00 a gallon cheaper, even full-service.

Gateway Aviation refuses to lower the price. If I was in their shoes, I wouldn't either. A flight school's $60-75k per month in fuel is nice and the loss would be felt. However, IWA is on the verge of MAJOR growth. A virtually clean slate airport with three 10,000 foot runways in a metro area with nearly 5 million people is definitely going places. Sky Harbor needs a reliever and IWA is perfect. Gateway Aviation is sitting on a gold mine. Why reel under pressure?

Logistically, it was a nightmare. Every lesson had to originate or end in Chanlder. Double logbook entries had to be made (students couldn't log the time between CHA and IWA or it would be considered a ferry flight). It basically ate at least 30 minutes out of a 2 hour lesson block. Planes were always coming in late.

To make matters worse, UND/Mesa Air and some others started doing the same. One day last week after a fuel stop in Chandler, it took 35 minutes from startup to takeoff due to heavy traffic. What is this...O'Hare? We had over a dozen light a/c in front of us. Both runways were active and the pattern was FULL. Plus there were helicopters everywhere. Way too much traffic for a little airport like CHD. Their controllers were getting a little stressed. They were used to the country club atmosphere with much fewer operations.

Thankfully, cooler heads have prevailed and we're back to fueling with Gateway aviation. Their price has come down enough to mitigate the value of flying to CHD for gas. At least it's not Snottsdale, where FS 100/LL is over $5.50/gallon. That must be some really good avgas.

Gateway does a much better job refueling. Two weeks ago, I had full service refueling at Chandler. I came back from a restroom break, signed the ppwk and headed back to IWA. Of course when I returned, people were standing there waiting for the a/c. After checking the tanks, they asked if I refueled. Huh? I just left Chandler. The dude didn't top off both tanks. Only the left one. Duh-huh. I should have checked at Chandler, but dang. If you fuel small GA planes for a living, woudln't you know that a Cherokee has a tank in each wing?

Flying With The Squawkboxing Heavyweight Champion of the World

Tomorrow morning, I have the redo for last Friday's busted check. The asst. chief pilot that I'm going up with this time is more personable and makes you feel more relaxed in the cockpit. I am sure that it will go as smooth as can be. He's a great guy and there are few people I'd rather fly with. That is...

If we actually fly. He has over 1,000 hours in Piper Cherokees and knows them inside and out. Pre-flights with him are interesting to say the least.

Two weeks ago I was scheduled to fly with him at 11am. Our fist plane was tied down at the North Ramp, which is about a 10 minute walk from our main ramp area. I saw a little oil near the rocker tubes and decided to show him. CAN'T FLY THIS A/C...HAVE TO WRITE IT UP. Ok, no problem. We'll get another plane. When all was said and done, we squawked 3 planes before finding one that had just returned from a phase inspection. He told me that he's not very popular with maintenance, but would rather be safe than sorry. I agree with him 110%. I'd rather be on maintenance's sh*t list than a first name basis with the NTSB.

I'm just glad that he filled out the squawk box. His squawks seem to get more attention. rbtl

I am thinking poisitively about tomorrow. (Deep, slow breathing...good vibes...positive a/c Karma) There will be an airworthy a/c, right T?

Bike Week

Sorry if you've just searched for Bike Week and had Harley Davidson motorcycles in mind...

This week has been bike week at my house...bicycle week that is. My middle son finally showed interest in learning to ride a bike. Santa brought him a new one for Christmas and it went over like a lead balloon. This week, he learned to ride in 2 days on the tiny little bike that started with training wheels. He's almost six and a little too big for it. Hopefully with his new found confidence, he'll have the desire to move up to the big boy bike. Then it will be time to re-attach the training wheels for my 3 year old boy (a.k.a. Mr. Hand-me-down).

My daughter has been riding a bike for 3 years now and she outgrew her little pink bike with white tires, streamers and glitter. I took her to the store yesterday and let her pick out her own new bike. It's a 22 inch mountain bike. It is still girly, but more grown up. I'm glad she likes it, yet sad to see her growing up so fast. It seems like yesterday that I was peforming first aid on her scraped knee when she crashed her new pink bike.

Becoming a pilot is great, but nothing compares to being my kid's daddy. I never knew joy until I became a father.

Plug For A Good DME in Phoenix

Just a quick note to say something nice about Walt Forred, MD. He's a really good guy, has flexible scheduling and the most comfortable office you'll ever see. Let's see...he has a fridge stocked with all kinds of soft drinks and snacks, XM Radio, leather recliners in every exam room and excellent customer service.

When I had to change my medical certificate, he made a point to open his office on a Saturday morning to accomodate me. He also has online appointment scheduling and timely reminders based on your age and certificate types.

Anyway, he's a great guy. If you're in Phoenix and in need of a DME, give him a call.
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A.C.R.O.N.Y.M.

I think one of the few things I'll dislike about being a pilot are acronyms. There are too many! Everything to do with aviation is a damn acronym. Once in a while they are helpful, but many times, it's easier to memorize the words, flow or concept on it's own than the acronym itself. Here's my acronym for acronym:

A - nti Memory

C - ounter Intuitive

R - ecall

O - verdone

N - ever Helpful

Y - eah Right

M - inutiae

Anyone feel like sharing their least favorite acronyms?

Score: Ego - 0 Wisdom - 1

Friday, I had some oral surgery and I think that's the reason I blew my stage check ride. All I could think about Friday morning was that I was a few hours away from major pain. I should have postponed the stage check. Really. I made a few really DUMBASS mistakes that I would have never made had my mind been clear. Want to know what mistakes I made? Here goes...

1. When asked to perform a power off stall with a turn to the left, I performed a near flawless power ON stall with a turn to the left. Perfect execution of the wrong maneuver. Idiot.
2. When the instructor did a simulated engine failure at 6,500 feet, I failed to realize there was an airport directly below me and tried to glide to one nearly 10 miles away. Although I still had a decent alternate site picked, I blew basic common sense. To fan those flames, I forgot to do a clean-up flow after the maneuver and left the carb heat on. Double dumbass.
3. Last but not least, when shutting down, I forgot to turn off the radio stack prior to engine shut down.
   

In reality, I failed myself before getting in the aircraft. My state of mind was a negative aero-medical factor that my ego failed to realize. That check ride proved to me that you don't have to be fatigued or under the influence of drugs or alchol to be unfit for flying. I should never have flown.

Lesson learned. To give lighthearted credit to an aviation acronym: IMSAFE (duh)

Plane Crash In Poland!

Plane Crash In Poland Today

KRAKOW (Reuters) - A Cessna 152 crashed into a cemetery early this afternoon in central Poland. Polish search and rescue workers have heroically recovered 300 bodies so far and expect the body count to rise as rescue and recovery efforts continue into the evening hours.

End Of Course, Part 1

Well, a minor sigh of relief...

I passed the 3 hour oral exam portion for my end of course. Either the person that gave me the exam has become kinder and gentler or I learned a lot in the last few weeks. Either way, I told him that I felt much more comfortable this time.

Tomorrow morning at 7 a.m. is the 3 hour flight portion. I have planned a cross country from Williams Gateway (IWA) to Sierra Vista (FHU). I optimistic that weather will be nice that early and all of my maneuvers will be as smooth as glass.

After my flight, it's a bit of minor surgery. Hopefully, I'll be feeling well enough by Monday to schedule my FAA Check ride for Tuesday or Wednesday. I'd really like to have my license!