OK, I'm going to stop numbering the lessons now. I imagine it was annoying you, the reader, as much as it was annoying me.
Today's lesson was pattern work, and Joel has advised me that I've hit what they call "the plateau". I'm comfortable with most of the initial easy things, but getting to the next level will involve a period of slow progress until it "clicks". That makes sense to me, and I'm in it for the long haul.
I tried a different headset today, not because I didn't like the Lightspeed one Joel has been lending me, but because I'll need to get my own soon and I wanted to try something different. Glacier has David Clark sets, and I tried one, and it worked ok. I'll give it another try; I'd like it if a DC works since they're about half the price of the Lightspeeds.
I'm getting quite comfortable with taxiing now. The winds were out of the north today, so that meant runway 35, which is a much longer taxi from the Glacier ramp than 17. So I got some good driving practice in, and Joel says it's a good sign that my taxi speed is up. Means I'm getting more comfortable in Zulu Tango.
We did eight pattern circuits. I handled all the takeoffs. A pilot friend told me before my first lesson last week: "Right rudder, Right rudder". Today that sunk in. My takeoffs are much more coordinated now, and I can stay on the runway centerline without Joel's assistance for the full roll. After circuit #4 or so, I improved my ability to hit pattern altitude (1000' above ground level, or AGL) and basically keep speeds where they need to be. My base and final legs are still pretty weak though. I'm having a tough time establishing the right glideslope on base, and I'm also not turning base at quite the right point. Nothing disastrous, but it needs some work.
After eight circuits, I was actually really tired. It's a lot of work and focused concentration.
Frankly, I'm ready for a week away from training (necessitated by a business trip). I'll take the books along and do some reading, but I've been hitting it pretty hard for several days now and I need a break. I'll be working with another instructor next weekend (Joel will be away for a week or so), which is not all bad--I can get the benefit of a slightly different style and perspective. Joel is terrific though--I have no intention of changing long-term.
Saturday, February 28, 2009
Lesson Three: slow flight and patterns
Last night Joel and I went up for lesson three. He suggested we combine some pattern work with basic emergency procedures and slow flight.
I'm doing the pre-flight inspections all by myself now, and getting pretty methodical about it. That is, I can go in a nice flow around the airplane without having to move from side to side because I forgot something. Just little things that come with experience--even the little bit I've had.
I'm also handling all the radio work now, and is definitely my strong-suit. The hours on vatsim have paid off (though I am now a firm believer that other than practicing radio phraseology with vatsim, a flight simulator is pretty much worthless for private pilot training.)
It was getting towards dusk when we started. We flew in early evening twilight down south of Olympia, to the area Glacier uses for practice maneuvers. Climbed to 2500, and Joel says, "You're about to have an engine failure, though you don't know it." As I'm absorbing what that means, and understanding that we're in a make-believe scenario, Joel cuts the throttle. I pitch up to get as much altitude out of our momentum as I can, and then establish a glide speed of around 65 knots. We start looking for a non-airport place for an emergency landing. There's a speedway near there, which would be excellent. I set up to land down the wide part of the oval, and didn't do too bad.
We climbed back up to 2000 or so, and reduced airspeed (maybe 70 knots), and then Joel had me gradually pitch up to reduce to the stall speed (which is 47 knots in our aircraft, assuming no flaps). As we got down to around 55 or so--mind you the aircraft is in a pretty steep pitch-up attitude at this point--the little horn starts going off, a little slower and the aircraft starts to shake a bit, and we really lose lift. We stopped short of a full stall, since you're not supposed to do intentional stalls in a 172. But I definitely got the gist of what it feels like and how it happens. We did it again for good measure, then I practiced VOR navigation to get us back to Olympia.
We did three circuits of the pattern, and I'm getting the hang of it, though it's surprising how many different things there are to remember within a span of about 5 minutes. It's one of those things that you just need to do enough for it to become natural.
Ground school followed, and pointed out to me how much more I need to be studying at home. So after facilitating Michael's (son, 7) bedtime routine, I hit the books until around 11.
I'm doing the pre-flight inspections all by myself now, and getting pretty methodical about it. That is, I can go in a nice flow around the airplane without having to move from side to side because I forgot something. Just little things that come with experience--even the little bit I've had.
I'm also handling all the radio work now, and is definitely my strong-suit. The hours on vatsim have paid off (though I am now a firm believer that other than practicing radio phraseology with vatsim, a flight simulator is pretty much worthless for private pilot training.)
It was getting towards dusk when we started. We flew in early evening twilight down south of Olympia, to the area Glacier uses for practice maneuvers. Climbed to 2500, and Joel says, "You're about to have an engine failure, though you don't know it." As I'm absorbing what that means, and understanding that we're in a make-believe scenario, Joel cuts the throttle. I pitch up to get as much altitude out of our momentum as I can, and then establish a glide speed of around 65 knots. We start looking for a non-airport place for an emergency landing. There's a speedway near there, which would be excellent. I set up to land down the wide part of the oval, and didn't do too bad.
We climbed back up to 2000 or so, and reduced airspeed (maybe 70 knots), and then Joel had me gradually pitch up to reduce to the stall speed (which is 47 knots in our aircraft, assuming no flaps). As we got down to around 55 or so--mind you the aircraft is in a pretty steep pitch-up attitude at this point--the little horn starts going off, a little slower and the aircraft starts to shake a bit, and we really lose lift. We stopped short of a full stall, since you're not supposed to do intentional stalls in a 172. But I definitely got the gist of what it feels like and how it happens. We did it again for good measure, then I practiced VOR navigation to get us back to Olympia.
We did three circuits of the pattern, and I'm getting the hang of it, though it's surprising how many different things there are to remember within a span of about 5 minutes. It's one of those things that you just need to do enough for it to become natural.
Ground school followed, and pointed out to me how much more I need to be studying at home. So after facilitating Michael's (son, 7) bedtime routine, I hit the books until around 11.
Thursday, February 26, 2009
Lesson Two
Tonight was lesson #2 with Joel. A lot less adventurous than Saturday's tour, but much needed focus on fundamentals.
I did the pre-flight inspection myself; Joel invited me to do that myself in the future if I arrive ahead of him. ZT checked out just fine of course. The hardest part of pre-flight is inspecting the tops of the wings (which is also the opportunity to put back the few ounces of fuel extracted during fuel inspection--the fuel intake is up top). I need to work on my own agility, as I'm finding balancing on the struts and holding onto the wing a bit challenging. Maybe tomorrow I'll take the camera and ask Joel to take a picture of this entertaining aspect of pre-flight.
We completed the pre-start checklist, I got our taxi clearance, and we made the short trip from Glacier to the 17 runup area in just a few seconds. I did the takeoff on my own, climbed into the left traffic pattern, and began the process of driving in three dimensions. There are particular RPM, altitude, and speed targets for different segments of the pattern, interrupted by occasional radio transmissions. After a circuit or two, I got the hang of it, though certainly it will take practice.
The lesson was during that magical beautiful period when the sun sets through high clouds. The lights of Olympia were coming up, the airport lights were on, and on one circuit I had to extend downwind to get behind one of the Beechcraft 1900 aircraft that shuttles Intel employees back and forth between Hillsboro (near Portland) and the Intel facility near Olympia. As I extended downwind, I turned left base pretty darned close to home, though I was too busy to do any sightseeing. I found that the rabbit made it a little easier to find the centerline on approach.
We did four circuits of the pattern, and I did most of the flying, including landings (with a little adjustment from Joel). Tomorrow I think I may just about get it.
We parked the aircraft, went inside, and did about an hour of ground school. Joel, who is an aircraft mechanic on his day job, taught me more than I ever expected to know about magnetos, oil systems, and other mechanical details. I appreciate that he's capable of and willing to go into this depth--I find it interesting for one thing, and for another, you never know what that examiner might choose to explore on the particular day of my practical test...
Lesson three is tomorrow, and the weather looks good so far!
I did the pre-flight inspection myself; Joel invited me to do that myself in the future if I arrive ahead of him. ZT checked out just fine of course. The hardest part of pre-flight is inspecting the tops of the wings (which is also the opportunity to put back the few ounces of fuel extracted during fuel inspection--the fuel intake is up top). I need to work on my own agility, as I'm finding balancing on the struts and holding onto the wing a bit challenging. Maybe tomorrow I'll take the camera and ask Joel to take a picture of this entertaining aspect of pre-flight.
We completed the pre-start checklist, I got our taxi clearance, and we made the short trip from Glacier to the 17 runup area in just a few seconds. I did the takeoff on my own, climbed into the left traffic pattern, and began the process of driving in three dimensions. There are particular RPM, altitude, and speed targets for different segments of the pattern, interrupted by occasional radio transmissions. After a circuit or two, I got the hang of it, though certainly it will take practice.
The lesson was during that magical beautiful period when the sun sets through high clouds. The lights of Olympia were coming up, the airport lights were on, and on one circuit I had to extend downwind to get behind one of the Beechcraft 1900 aircraft that shuttles Intel employees back and forth between Hillsboro (near Portland) and the Intel facility near Olympia. As I extended downwind, I turned left base pretty darned close to home, though I was too busy to do any sightseeing. I found that the rabbit made it a little easier to find the centerline on approach.
We did four circuits of the pattern, and I did most of the flying, including landings (with a little adjustment from Joel). Tomorrow I think I may just about get it.
We parked the aircraft, went inside, and did about an hour of ground school. Joel, who is an aircraft mechanic on his day job, taught me more than I ever expected to know about magnetos, oil systems, and other mechanical details. I appreciate that he's capable of and willing to go into this depth--I find it interesting for one thing, and for another, you never know what that examiner might choose to explore on the particular day of my practical test...
Lesson three is tomorrow, and the weather looks good so far!
Student Pilot
Yesterday I officially became a student pilot, after completing the medical exam for a third-class medical certificate. Nothing more than an ordinary physical. In and out in 30 minutes.
Sunday, February 22, 2009
Lesson One
Arrived at Glacier yesterday for my first lesson.
It started with my instructor, Joel, and I talking for about 20 minutes--my background, his background, my interest in aviation, what kind of training program I wanted...all good stuff for a solid foundation.
We spent around 40 minutes doing the pre-flight inspection of N738ZT, the Cessna 172 that we would take on what they call an "intro flight". We followed the checklist of around 20 steps or so, all pretty straightforward, and Joel was very helpful in answering all my questions.
We climbed into the airplane and Joel asked, "So where do you want to go today?" I had assumed this first lesson would be a few circuits around the traffic pattern at KOLM and maybe some maneuvers near the airport. Joel had something more adventurous in mind. We settled on Boeing Field (KBFI), south of downtown Seattle. I had mentioned to Joel my experiences on vatsim, plus monitoring the KOLM tower frequency on my radio at home; he asked if I would feel comfortable handling the tower communications on the trip. With barely concealed excitement, I agreed. He also informed me that I would be doing almost all of the taxiing, and a fair amount of the flying too.
We did the pre-start checklist, started the engine, got the KOLM ATIS (the recorded weather and runway information) and I called up the ground controller at KOLM to get taxi clearance. My first ATC communication went just fine. With our clearance to taxi to runway 35 in hand, I began the adventure that is driving with one's feet...the rudder pedals control both steering and brakes in a somewhat counter-intuitive combination. I didn't do too bad, but it will definitely take more practice.
After about 5 minutes we were at the end of 35, I pulled over into the runup area, and we did the pre-takeoff checklist, which basically means making sure the flight controls and engine are operating properly. Called up tower, got our takeoff clearance, and Joel had me do the takeoff roll. Quite a bit easier than I thought it would be, and I'll need some practice, but all in all not too bad.
We climbed up over Olympia's west side...the weather was terrific, only high clouds and no wind. We flew over Shelton and Allyn, two towns on the west side of Puget Sound, as Joel explained the VFR transition routes into KBFI. The idea is to fly over the north end of Vashon Island, call the tower there, cross the shoreline at 1500, and enter the pattern over the Seattle Reservoir. (If you're really interested, the official word is here.) I did much of it ok on my own, then Joel entered the pattern and landed on runway 31L. We called ground off the runway and requested taxi for immediate departure to the east. Got the clearance for 31R, executed another takeoff, and soon we were headed east over Seward Park in Seattle, over Mercer Island, south of Bellevue, and around Cougar Mountain to the south.
Joel asked if I wanted to do a little tour of Mount Rainier, and I said I'd rather do a touch-and-go landing someplace to get a better idea of airport operations and some more radio practice. We decided on Auburn (S50), and as if we'd planned it state highway 18 appeared below us...we followed it nearly to the field. We did a teardrop entry into the left traffic pattern after crossing midfield, did a quick touch-and-go, and headed southwest for downtown Tacoma. We needed to transition the airspace for Tacoma Narrows airport (KTIW) so I called the tower for clearance, got it, and Joel had me practice a little VOR (radio) navigation to get back home.
It was a terrific first lesson, I really learned a lot and also built a foundation of confidence for lessons two and beyond. I picked up my books and pilot tools, and that was that.
Today's lesson is cancelled due to weather, but we're hopeful for a lesson mid-week and another next weekend.
It started with my instructor, Joel, and I talking for about 20 minutes--my background, his background, my interest in aviation, what kind of training program I wanted...all good stuff for a solid foundation.
We spent around 40 minutes doing the pre-flight inspection of N738ZT, the Cessna 172 that we would take on what they call an "intro flight". We followed the checklist of around 20 steps or so, all pretty straightforward, and Joel was very helpful in answering all my questions.
We climbed into the airplane and Joel asked, "So where do you want to go today?" I had assumed this first lesson would be a few circuits around the traffic pattern at KOLM and maybe some maneuvers near the airport. Joel had something more adventurous in mind. We settled on Boeing Field (KBFI), south of downtown Seattle. I had mentioned to Joel my experiences on vatsim, plus monitoring the KOLM tower frequency on my radio at home; he asked if I would feel comfortable handling the tower communications on the trip. With barely concealed excitement, I agreed. He also informed me that I would be doing almost all of the taxiing, and a fair amount of the flying too.
We did the pre-start checklist, started the engine, got the KOLM ATIS (the recorded weather and runway information) and I called up the ground controller at KOLM to get taxi clearance. My first ATC communication went just fine. With our clearance to taxi to runway 35 in hand, I began the adventure that is driving with one's feet...the rudder pedals control both steering and brakes in a somewhat counter-intuitive combination. I didn't do too bad, but it will definitely take more practice.
After about 5 minutes we were at the end of 35, I pulled over into the runup area, and we did the pre-takeoff checklist, which basically means making sure the flight controls and engine are operating properly. Called up tower, got our takeoff clearance, and Joel had me do the takeoff roll. Quite a bit easier than I thought it would be, and I'll need some practice, but all in all not too bad.
We climbed up over Olympia's west side...the weather was terrific, only high clouds and no wind. We flew over Shelton and Allyn, two towns on the west side of Puget Sound, as Joel explained the VFR transition routes into KBFI. The idea is to fly over the north end of Vashon Island, call the tower there, cross the shoreline at 1500, and enter the pattern over the Seattle Reservoir. (If you're really interested, the official word is here.) I did much of it ok on my own, then Joel entered the pattern and landed on runway 31L. We called ground off the runway and requested taxi for immediate departure to the east. Got the clearance for 31R, executed another takeoff, and soon we were headed east over Seward Park in Seattle, over Mercer Island, south of Bellevue, and around Cougar Mountain to the south.
Joel asked if I wanted to do a little tour of Mount Rainier, and I said I'd rather do a touch-and-go landing someplace to get a better idea of airport operations and some more radio practice. We decided on Auburn (S50), and as if we'd planned it state highway 18 appeared below us...we followed it nearly to the field. We did a teardrop entry into the left traffic pattern after crossing midfield, did a quick touch-and-go, and headed southwest for downtown Tacoma. We needed to transition the airspace for Tacoma Narrows airport (KTIW) so I called the tower for clearance, got it, and Joel had me practice a little VOR (radio) navigation to get back home.
It was a terrific first lesson, I really learned a lot and also built a foundation of confidence for lessons two and beyond. I picked up my books and pilot tools, and that was that.
Today's lesson is cancelled due to weather, but we're hopeful for a lesson mid-week and another next weekend.
Tuesday, February 17, 2009
Orientation
Well, orientation at flight school was no big deal, just some paperwork and discussion about what the training program will be like. The FAA and TSA now require flight schools to keep a copy of your passport or birth certificate; I'm glad I could find mine easily.
Glacier seems very accommodating and willing to let me set the pace of the program. My goal is to wrap up the private pilot certificate by early summer, so I can enjoy as much of the summer flying weather as I can. But by no means will I rush it! Anyway, to hit that target, I need to commit about 4 hours per week to instruction time, in 2-hour blocks. So that's the plan for now.
I was glad to re-confirm that their approach is an instructor-student ratio of 1:1, even for ground school, and that much of it will be independent study under the instructor's guidance, rather than lectures and the like.
I have my first training sessions this weekend--one on Saturday, one on Sunday--and apparently if the weather is okay it will actually involve some time in the air.
Glacier seems very accommodating and willing to let me set the pace of the program. My goal is to wrap up the private pilot certificate by early summer, so I can enjoy as much of the summer flying weather as I can. But by no means will I rush it! Anyway, to hit that target, I need to commit about 4 hours per week to instruction time, in 2-hour blocks. So that's the plan for now.
I was glad to re-confirm that their approach is an instructor-student ratio of 1:1, even for ground school, and that much of it will be independent study under the instructor's guidance, rather than lectures and the like.
I have my first training sessions this weekend--one on Saturday, one on Sunday--and apparently if the weather is okay it will actually involve some time in the air.
First steps
OK, the process has begun...in fact, wheels were in motion before I even started the blog over the weekend.
Here is what I've accomplished so far:
Here is what I've accomplished so far:
- Chose a flight school. Glacier Aviation, at the Olympia Airport. Glacier was my first choice, based on personal recommendations from pilot friends, and as much Internet research as I could do. I met with the owner, who took 90 minutes of his time to give me a personal tour of the FBO and patiently answer my long list of questions. It seems to be an outfit that has its stuff together, so to speak.
- Arranged for my visit with the Aviation Medical Examiner (AME). Glacier provided a list of AMEs (physicians with approval from the FAA to examine pilots) in the area; I called the one in Olympia proper and found out he does pilot exams only on Wednesday mornings, and the first two weeks were booked up. So I'm scheduled for the 25th.
- Applied for my student pilot certificate. This is actually a health questionnaire that is a precursor to the AME visit. The FAA maintains an online application called MedExpress that, while a bit cumbersome, allows online entry of all the information and subsequent online access by the AME. Took me about 15 minutes to answer the questions and describe the handful of routine doctor visits I've had in the past 3 years. When I visit the doctor next week, he will review the information I supplied, give me a physical, and if all goes well issue my student pilot certificate, which technically is not needed prior to training--just prior to that first solo flight (still many weeks away).
Why?
Why am I expending effort, time, and money on becoming a pilot?
There really is no practical reason at all. I won't fly for work; even though I flew 120,000 miles on the job last year, living in the northwest precludes doing those trips in anything other than big tin under someone else's control. Because I'll be renting aircraft, I don't envision taking the family on long weekends to Bend or the Palouse (but day trips to the San Juan Islands are definitely in order!)
There really are two reasons.
The first is the challenge of being a pilot. Aviation is a nexus of several technical subjects that I enjoy: geography, weather, radio communications, technology (ok, gadgets.) It involves intense planning and consideration of alternatives, even for a short flight on a calm sunny day. It relies on the pilot's ability to understand personal and technical limitations, and to remain within them. I expect it will be intellectually stimulating and challenging, and I like that.
The second is being part of a community that is really available only to aviators. My sense is that people only get into this if they're really into it. The chance to be part of a community of pilots who really love it, either as a leisure pursuit or a career, excites me. I also believe that there is a part of the world that you can only see by being a private pilot. Part of it is the famed $100 hamburger, enjoyed in an FBO restaurant 50 miles from home, in the company of an FBO owner and other pilots who share a passion for aviation. Part of it is the unique perspective you get seeing things from the air (and there are so many things to see in this part of the world). I see all of this as a significant potential expansion of my community--the space I inhabit and the other people in it with me.
There really is no practical reason at all. I won't fly for work; even though I flew 120,000 miles on the job last year, living in the northwest precludes doing those trips in anything other than big tin under someone else's control. Because I'll be renting aircraft, I don't envision taking the family on long weekends to Bend or the Palouse (but day trips to the San Juan Islands are definitely in order!)
There really are two reasons.
The first is the challenge of being a pilot. Aviation is a nexus of several technical subjects that I enjoy: geography, weather, radio communications, technology (ok, gadgets.) It involves intense planning and consideration of alternatives, even for a short flight on a calm sunny day. It relies on the pilot's ability to understand personal and technical limitations, and to remain within them. I expect it will be intellectually stimulating and challenging, and I like that.
The second is being part of a community that is really available only to aviators. My sense is that people only get into this if they're really into it. The chance to be part of a community of pilots who really love it, either as a leisure pursuit or a career, excites me. I also believe that there is a part of the world that you can only see by being a private pilot. Part of it is the famed $100 hamburger, enjoyed in an FBO restaurant 50 miles from home, in the company of an FBO owner and other pilots who share a passion for aviation. Part of it is the unique perspective you get seeing things from the air (and there are so many things to see in this part of the world). I see all of this as a significant potential expansion of my community--the space I inhabit and the other people in it with me.
Monday, February 16, 2009
Olympia Pilot Debut
I am about to start an adventure, one that I have dreamed of since I can remember: becoming a pilot.
Tomorrow, February 17, 2009, is my flight training orientation. After years of thinking about it, I've finally taken the leap--with my family's gracious support--and signed up for training. Never mind that it's been 15 years since I've been in any kind of academic environment, requiring studying and reading and preparing for tests. I couldn't be more eager to get started...and hopefully in a few months obtain the privileges and accept the responsibilities of a private pilot.
I wanted to start this blog to share this experience, mostly with family and friends who are supporting me in this adventure, but also with others who may be thinking about going on this same journey. Once my formal training is finished, I plan to continue using this space to document the many adventures to come as I explore the beautiful, diverse, and exciting places in the Pacific Northwest.
Tomorrow, February 17, 2009, is my flight training orientation. After years of thinking about it, I've finally taken the leap--with my family's gracious support--and signed up for training. Never mind that it's been 15 years since I've been in any kind of academic environment, requiring studying and reading and preparing for tests. I couldn't be more eager to get started...and hopefully in a few months obtain the privileges and accept the responsibilities of a private pilot.
I wanted to start this blog to share this experience, mostly with family and friends who are supporting me in this adventure, but also with others who may be thinking about going on this same journey. Once my formal training is finished, I plan to continue using this space to document the many adventures to come as I explore the beautiful, diverse, and exciting places in the Pacific Northwest.
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