March 29, 2011
A few weeks ago, I spoke with the owner of my flight school and told him that I was interested in working for them if anything became available. He told me that was great to hear and that he would discuss it with Sandy. On Monday, I spoke with her and she asked me if I was still interested. She offered me a part time job working 2-3 nights per week behind the front counter as a dispatcher. I told her I would love the opportunity and that I could start training as soon as possible. I plan on keeping my current job, and this will just be a second side job.
Today I began training. I clocked in at 4:00pm and Nick introduced me to the computer system. I learned how to schedule airplanes and lessons, how to do invoicing and update customer records. It was a very slow day at the airport due to rain, so he showed me how to close everything down early. At 6:00 he went home for the day, leaving me in charge of the front desk. Sandy then left around 7:00, which left only me, a line service man, and one instructor who was with a student. I worked on customer records until about 7:45pm, then clocked out for the night.
I'll be in training for a few weeks, and if I still like it, then they'll make it official. I appreciate that they let me get my hands into the job before having me commit. I'm sure that I will stay. I've wanted to work at an airport for a couple years now, and now that I'm a pilot, it will only enhance my resume. The people who work there are so friendly and a lot of fun to talk to. I bet I will learn a lot about aviation, and I certainly look forward to my next night of work.
Wednesday, March 30, 2011
Monday, March 28, 2011
Learning a New Plane
March 28, 2011
As a Sport Pilot, I am limited to only flying Light Sport Airplanes (LSA's). My airport currently has two that I can choose from. One is the Sportstar that I did all my training in, and the other is a 2007 Remos GX. Today I learned to fly the Remos. A lot of things in the Remos are different than in the Sportstar. For example, the brakes in the Remos are part of a center console that you operate by hand, not foot brakes like the Sportstar. The flaps and trim tabs are switches, not levers that you pull. But the biggest thing that I will have to get used to is the visibility of flying in a high wing airplane, vs the low wings on the Sportstar. I felt like I could not see anything sitting inside the Remos. But overall, once I get used to the differences, it should be a fun little plane to fly.
Matt taught me how to do the preflight inspection, then we departed to the north to our usual practice area. To get acquainted to the new plane, he started me off with some basic turns. Afterward, he had me set up for slow flight, followed by doing a power-off stall. This was by far the craziest stall I have ever done. It felt like the nose was going to sky-rocket to the ground, and it definitely wanted to spin. I recovered without any instructor help, but it wasn't the most pleasant experience that I've ever had. We then did a power-on stall, which was pretty normal.
After showing that I was capable of flying the plane, Matt wanted to spend a lot of time practicing landings. The winds kept changing, so I decided to land on Runway 18. He taught me the speeds that I needed to maintain while flying the traffic pattern, and the before landing checklist that I needed to perform. He also told me that the Remos has a tendency to get slow quickly, and that I needed to pay extra attention to my speeds. If I flare too much or too soon on landing, the airplane will want to just drop onto the runway, possibly causing damage to the plane. Most of my landings went well. I think I needed Matt's assistance for most of them though. We did some normal landings, and some crosswind landings, along with a couple go-arounds.
It was a day full of new challenges. We will go up again in the Remos for extra practice, then I should get the signoff soon, so that I can fly it solo anytime I'd like.
As a Sport Pilot, I am limited to only flying Light Sport Airplanes (LSA's). My airport currently has two that I can choose from. One is the Sportstar that I did all my training in, and the other is a 2007 Remos GX. Today I learned to fly the Remos. A lot of things in the Remos are different than in the Sportstar. For example, the brakes in the Remos are part of a center console that you operate by hand, not foot brakes like the Sportstar. The flaps and trim tabs are switches, not levers that you pull. But the biggest thing that I will have to get used to is the visibility of flying in a high wing airplane, vs the low wings on the Sportstar. I felt like I could not see anything sitting inside the Remos. But overall, once I get used to the differences, it should be a fun little plane to fly.
Matt taught me how to do the preflight inspection, then we departed to the north to our usual practice area. To get acquainted to the new plane, he started me off with some basic turns. Afterward, he had me set up for slow flight, followed by doing a power-off stall. This was by far the craziest stall I have ever done. It felt like the nose was going to sky-rocket to the ground, and it definitely wanted to spin. I recovered without any instructor help, but it wasn't the most pleasant experience that I've ever had. We then did a power-on stall, which was pretty normal.
After showing that I was capable of flying the plane, Matt wanted to spend a lot of time practicing landings. The winds kept changing, so I decided to land on Runway 18. He taught me the speeds that I needed to maintain while flying the traffic pattern, and the before landing checklist that I needed to perform. He also told me that the Remos has a tendency to get slow quickly, and that I needed to pay extra attention to my speeds. If I flare too much or too soon on landing, the airplane will want to just drop onto the runway, possibly causing damage to the plane. Most of my landings went well. I think I needed Matt's assistance for most of them though. We did some normal landings, and some crosswind landings, along with a couple go-arounds.
It was a day full of new challenges. We will go up again in the Remos for extra practice, then I should get the signoff soon, so that I can fly it solo anytime I'd like.
Sunday, March 27, 2011
Flying my Mom
March 27, 2011
My Mom and I spent the morning having some good mother-daughter time in my airplane. She's been so excited to go, and she's let everyone know it. We were originally planning on flying Friday, but we ended up having bad weather. I picked her up today at 8:30am and drove out to the airport. The plan was to take her on a cross country trip by flying up the Mississippi River to Hannibal, MO. She's into photography, so I thought it would be a great photo opp for her and a new experience for me. However, once we were up in the air, I noticed how windy it was flying over and near the river. I didn't want her remembering her first time flying with me as unpleasant or get the impression that it was always going to be that turbulent. I too felt more comfortable aborting the trip and just flying her around the area for a while. She was just happy to be up there with me.
We flew around for about an hour over small towns, and open fields. I showed her steep turns, and like my boyfriend, she loved them. The whole time, I'd look over and she'd be smiling from ear-to-ear and taking pictures right and left.
We then went back to the airport and I showed her short and soft field takeoffs. All my landings were normal because I had to deal with some crosswinds. Never once did she show any nerves, only excitement. We had a great time hanging out today, and we both look forward to going again.
My Mom and I spent the morning having some good mother-daughter time in my airplane. She's been so excited to go, and she's let everyone know it. We were originally planning on flying Friday, but we ended up having bad weather. I picked her up today at 8:30am and drove out to the airport. The plan was to take her on a cross country trip by flying up the Mississippi River to Hannibal, MO. She's into photography, so I thought it would be a great photo opp for her and a new experience for me. However, once we were up in the air, I noticed how windy it was flying over and near the river. I didn't want her remembering her first time flying with me as unpleasant or get the impression that it was always going to be that turbulent. I too felt more comfortable aborting the trip and just flying her around the area for a while. She was just happy to be up there with me.
We flew around for about an hour over small towns, and open fields. I showed her steep turns, and like my boyfriend, she loved them. The whole time, I'd look over and she'd be smiling from ear-to-ear and taking pictures right and left.
We then went back to the airport and I showed her short and soft field takeoffs. All my landings were normal because I had to deal with some crosswinds. Never once did she show any nerves, only excitement. We had a great time hanging out today, and we both look forward to going again.
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| Mom and I at 3500ft |
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| Coming in for a landing |
Saturday, March 19, 2011
1st Passenger!
March 19, 2011
Today was my first time flying as a licensed pilot, and flying a passenger. I took my boyfriend up for an hour and flew him around the practice area. He's never been in that small of an airplane before, so at first he was nervous, but then he got used to it and thought it was fun. I eventually showed him steep turns and turns around a point, then decided to head back to the airport. The first landing was normal, then I asked if he wanted to see a short field takeoff. He was up for it, so I showed him one. That ended up being his favorite takeoff. He kept saying how fun it was. Then I did a short field landing. I have to keep practicing these because the airport is having an Accuracy Landing Contest soon that I plan on competing in. Afterward, I showed him a soft field takeoff. He didn't like that as much, which I completely respect. Flying that close to the ground can make anyone nervous. The last landing was a soft field landing.
I had a lot of fun flying him around today. I'm so happy that I have someone that I can share this passion with. Next time maybe I will fly over our house, or do a shorter cross country. He's ready to go again, so that's a positive thing.
Today was my first time flying as a licensed pilot, and flying a passenger. I took my boyfriend up for an hour and flew him around the practice area. He's never been in that small of an airplane before, so at first he was nervous, but then he got used to it and thought it was fun. I eventually showed him steep turns and turns around a point, then decided to head back to the airport. The first landing was normal, then I asked if he wanted to see a short field takeoff. He was up for it, so I showed him one. That ended up being his favorite takeoff. He kept saying how fun it was. Then I did a short field landing. I have to keep practicing these because the airport is having an Accuracy Landing Contest soon that I plan on competing in. Afterward, I showed him a soft field takeoff. He didn't like that as much, which I completely respect. Flying that close to the ground can make anyone nervous. The last landing was a soft field landing.
I had a lot of fun flying him around today. I'm so happy that I have someone that I can share this passion with. Next time maybe I will fly over our house, or do a shorter cross country. He's ready to go again, so that's a positive thing.
Wednesday, March 16, 2011
Checkride Part 2
March 16, 2011
Bob and I met at 8am this morning to finish the checkride. We were originally scheduled to fly yesterday, however the clouds were too low and we had to reschedule for today.
I don't have much to say other than... I PASSED!!! I'm now a certified Sport Pilot!
I always dreamed of this day. I can't wait to take my family and friends up.
Here's some little facts about my training:
1st Lesson- October 21, 2010
1st Solo- December 21, 2010
1st Day Flying With My New Instructor- December 26, 2010
1st Solo Cross Country- January 9, 2011
Passed Written/Knowledge Exam- January 26, 2011
Checkride Part 1- March 12, 2011
Checkride Part 2- March 16, 2011
These hours include today's flight:
Total Hours To Date: 36.9
Total Solo Hours (includes checkride hours): 10.4
Total Landings: 102
What are my plans next? I plan on getting checked out in a different airplane called a Remos. Once I'm comfortable with that I will move up to a Cessna 152 or 172 and work towards my Private Pilot Certificate.
Flight Log to Date
Hours flown: 36.9
Bob and I met at 8am this morning to finish the checkride. We were originally scheduled to fly yesterday, however the clouds were too low and we had to reschedule for today.
I don't have much to say other than... I PASSED!!! I'm now a certified Sport Pilot!
I always dreamed of this day. I can't wait to take my family and friends up.
Here's some little facts about my training:
1st Lesson- October 21, 2010
1st Solo- December 21, 2010
1st Day Flying With My New Instructor- December 26, 2010
1st Solo Cross Country- January 9, 2011
Passed Written/Knowledge Exam- January 26, 2011
Checkride Part 1- March 12, 2011
Checkride Part 2- March 16, 2011
These hours include today's flight:
Total Hours To Date: 36.9
Total Solo Hours (includes checkride hours): 10.4
Total Landings: 102
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| Bob, the FAA Examiner, and I after passing my Sport Pilot Checkride |
What are my plans next? I plan on getting checked out in a different airplane called a Remos. Once I'm comfortable with that I will move up to a Cessna 152 or 172 and work towards my Private Pilot Certificate.
Flight Log to Date
Hours flown: 36.9
Checkride Part 1
March 12, 2011
Today was the long awaited checkride. I met Bob, the FAA examiner at 1:00pm. We spent 30-45 minutes going over paperwork, then began the oral exam. He asked me about airspace, weather, regulations, and plenty of other things. The exam took a little over an hour. The good news is that I passed!
Afterward, we dialed in to get the weather report. It was a bit breezy, so Bob left it up to me if I wanted to fly or not. I told him that I felt comfortable going up. The preflight preparation went well. The plane was low on oil, so I had a line service man fill it up. Other than that, we were set. The first takeoff was just a normal takeoff. We spiraled above the airport before heading north towards my first checkpoint. This part of the checkride was to make sure I was capable of flying cross country. Once we reached the checkpoint, he asked me to calculate the groundspeed. Once I answered correctly, he told me to make a diversion to an alternate airport. I turned the plane in the general direction, then told him how many miles it would take to get there. He was happy with my answer, so he asked me to go ahead and head north again and climb to 4000ft so we could do the high altitude maneuvers.
As we were climbing, I did my instrument scan and noticed something wrong. The oil temperature was way too high and the oil pressure was low. Bob hadn't noticed it yet, so I pointed it out to him. I then decreased the power and lowed the nose of the plane to help relieve the stress on the engine. We watched the gages for a couple minutes, and it barely got better. I told him that I didn't think it was safe to fly and I'd prefer if we went back to the airport and call it quits for the day. He agreed.
After making it back safely, he issued me a Letter of Discontinuance. This just states that I did not fail the checkride, it is merely a letter stating that a portion of the test could not be completed due to an issue. Bob and I have rescheduled the exam, and will finish it soon. I will not have to repeat any of the things that I have already passed.
Although I'm bummed that I didn't get my certificate today, I completely stand by my decision to have discontinued the flight. I suppose you could say that I had my first minor emergency today. It was a lesson that I will probably never forget. Nonetheless, I am excited to continue.
Flight Log to Date
Hours flown: 36.0
Today was the long awaited checkride. I met Bob, the FAA examiner at 1:00pm. We spent 30-45 minutes going over paperwork, then began the oral exam. He asked me about airspace, weather, regulations, and plenty of other things. The exam took a little over an hour. The good news is that I passed!
Afterward, we dialed in to get the weather report. It was a bit breezy, so Bob left it up to me if I wanted to fly or not. I told him that I felt comfortable going up. The preflight preparation went well. The plane was low on oil, so I had a line service man fill it up. Other than that, we were set. The first takeoff was just a normal takeoff. We spiraled above the airport before heading north towards my first checkpoint. This part of the checkride was to make sure I was capable of flying cross country. Once we reached the checkpoint, he asked me to calculate the groundspeed. Once I answered correctly, he told me to make a diversion to an alternate airport. I turned the plane in the general direction, then told him how many miles it would take to get there. He was happy with my answer, so he asked me to go ahead and head north again and climb to 4000ft so we could do the high altitude maneuvers.
As we were climbing, I did my instrument scan and noticed something wrong. The oil temperature was way too high and the oil pressure was low. Bob hadn't noticed it yet, so I pointed it out to him. I then decreased the power and lowed the nose of the plane to help relieve the stress on the engine. We watched the gages for a couple minutes, and it barely got better. I told him that I didn't think it was safe to fly and I'd prefer if we went back to the airport and call it quits for the day. He agreed.
After making it back safely, he issued me a Letter of Discontinuance. This just states that I did not fail the checkride, it is merely a letter stating that a portion of the test could not be completed due to an issue. Bob and I have rescheduled the exam, and will finish it soon. I will not have to repeat any of the things that I have already passed.
Although I'm bummed that I didn't get my certificate today, I completely stand by my decision to have discontinued the flight. I suppose you could say that I had my first minor emergency today. It was a lesson that I will probably never forget. Nonetheless, I am excited to continue.
Flight Log to Date
Hours flown: 36.0
Friday, March 11, 2011
Flight 29
March 11, 2011
Matt and I flew together today. We did a power-on and a power-off stall, then did a steep turn for extra practice. I mainly wanted to practice landings, so we headed back to the airport. The wind was coming from the south, so I asked if we could do a straight-in landing for Runway 18. He said that would be ok, but he wanted the landing to be a short field. So once I was over the river, I began configuring the airplane for landing. As we got closer, Matt asked what I wanted my touchdown point to be. I told him I was aiming for the first stripe after the numbers. To my surprise, and I think his, I landed right on top of the stripe.
We then did a short field takeoff, flew the pattern around and did a soft field landing. That landing wasn't as good, which frustrated me. As we were slowing down on the runway, Matt said he had the controls and applied full power and took off. He said he was going to show me some more tips to help make the landing smoother. So he flew around and showed me a landing. I always enjoy watching an instructor land the plane, they make it look so effortless. I guess that's what 2500 hours of experience will bring.
Afterward, we decided to practice crosswind takeoffs and landings. He helped me with the first takeoff and landing, then the second time I did it myself. The winds were from the south at about 12 knots, gusting to 16. The most crosswind that I have dealt with have been under 8 knots, with no gusts. I did pretty good, and definitely feel more prepared to handle crosswinds if I need to.
Back inside, I got the much anticipated checkride endorsement! Matt and I also filled out the online application, so I am completely set. I am mixed with nerves and excitement.
Flight Log to Date
Hours flown: 35.3
Matt and I flew together today. We did a power-on and a power-off stall, then did a steep turn for extra practice. I mainly wanted to practice landings, so we headed back to the airport. The wind was coming from the south, so I asked if we could do a straight-in landing for Runway 18. He said that would be ok, but he wanted the landing to be a short field. So once I was over the river, I began configuring the airplane for landing. As we got closer, Matt asked what I wanted my touchdown point to be. I told him I was aiming for the first stripe after the numbers. To my surprise, and I think his, I landed right on top of the stripe.
We then did a short field takeoff, flew the pattern around and did a soft field landing. That landing wasn't as good, which frustrated me. As we were slowing down on the runway, Matt said he had the controls and applied full power and took off. He said he was going to show me some more tips to help make the landing smoother. So he flew around and showed me a landing. I always enjoy watching an instructor land the plane, they make it look so effortless. I guess that's what 2500 hours of experience will bring.
Afterward, we decided to practice crosswind takeoffs and landings. He helped me with the first takeoff and landing, then the second time I did it myself. The winds were from the south at about 12 knots, gusting to 16. The most crosswind that I have dealt with have been under 8 knots, with no gusts. I did pretty good, and definitely feel more prepared to handle crosswinds if I need to.
Back inside, I got the much anticipated checkride endorsement! Matt and I also filled out the online application, so I am completely set. I am mixed with nerves and excitement.
Flight Log to Date
Hours flown: 35.3
Sunday, March 6, 2011
Flight 28
March 6, 2011
I flew with a different instructor for the second time today. I've worked with Nick on the ground, but last Wednesday was my first time flying with him. My normal instructor asked me to fly with Nick so he could get a non-biased opinion on where I stand. So I flew with Nick on March 2nd and we covered slow flight, power on/off stalls, turns around a point, steep turns, soft field takeoff and landings, emergency procedures, pilotage and dead reckoning.
Today, Nick and I covered S-turns, then did a simulated engine failure, and more pilotage and dead reckoning. Afterward, we flew back to the airport and focused on takeoff and landings. I can't remember the exact order but we worked on short and soft field operations. After a couple times he asked if I wanted to call it a day, but I had almost 45 minutes left, so I asked if we could go back up. We ended up doing one more soft field takeoff and a normal landing, then he asked if I wanted to do a 180 power-off landing. I'm always up for trying something new, so I said yes. It was really quite easy. Once I was abeam the runway numbers, I pulled the power all the way to idle, then turned straight for the runway, ignoring all the traffic patterns since this was basically a simulated engine failure landing. We glided all the way to the runway, then landed.
At the end of the lesson, Nick told me that he feels I am ready for the checkride. Everything I have done would've passed. He suggests that I go ahead and schedule it, then when I fly with my normal instructor later this week, I can get the sign-off/ endorsement. I'm really excited!
Flight Log to Date
Hours flown: 34.2
I flew with a different instructor for the second time today. I've worked with Nick on the ground, but last Wednesday was my first time flying with him. My normal instructor asked me to fly with Nick so he could get a non-biased opinion on where I stand. So I flew with Nick on March 2nd and we covered slow flight, power on/off stalls, turns around a point, steep turns, soft field takeoff and landings, emergency procedures, pilotage and dead reckoning.
Today, Nick and I covered S-turns, then did a simulated engine failure, and more pilotage and dead reckoning. Afterward, we flew back to the airport and focused on takeoff and landings. I can't remember the exact order but we worked on short and soft field operations. After a couple times he asked if I wanted to call it a day, but I had almost 45 minutes left, so I asked if we could go back up. We ended up doing one more soft field takeoff and a normal landing, then he asked if I wanted to do a 180 power-off landing. I'm always up for trying something new, so I said yes. It was really quite easy. Once I was abeam the runway numbers, I pulled the power all the way to idle, then turned straight for the runway, ignoring all the traffic patterns since this was basically a simulated engine failure landing. We glided all the way to the runway, then landed.
At the end of the lesson, Nick told me that he feels I am ready for the checkride. Everything I have done would've passed. He suggests that I go ahead and schedule it, then when I fly with my normal instructor later this week, I can get the sign-off/ endorsement. I'm really excited!
Flight Log to Date
Hours flown: 34.2
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