0 Hours to CFI

1st Passenger

2010-09-16T09:38:00.000-07:00

Enjoy this video of my flight, carrying my first passenger, from last Sunday. We made it back in time for Football, in case you were worried. Our route was Truckee to Chester, CA back to Truckee, across the North Shore of Lake Tahoe and landing in Truckee.

This was the first time I ventured to fly over my house. I called my wife so she could step outside to see us, and she did. But, just as I was beginning to circle I heard a call from a Hawker jet announcing an arrival in exactly the place I was. The one and only time I decided to maneuver over my house and traffic has me make a quick exit

Enjoy the video...
Matt

http://www.youtube.com/watch?v=Z_H2y7Jyt4o

30+ Years and I Did It

2010-09-05T10:12:00.000-07:00

Sorry, no pictures and no video. But a big announcement. I did it.

Passed the oral portion of the exam a week ago today, nailed it! However, the weather was poor last Sunday so we discontinued and re-scheduled for yesterday.

Yesterday turned out to be a great day for flying. Calm winds and sunny skies prevailed. I then proceeded to nail all the PTS maneuvers (including being spot on for the Short Field landing).

Once I parked and killed the engine my DPE turned to me, put out his hand and said congratulations. I got my Private Pilot ASEL temporary license. Hurray for me!

Now I will have more time for this neglected blog. I apologize to my 5 regular readers, you all rock.

Talk to you soon,
Matt

2010-07-05T19:12:00.001-07:00

The last Thursday of June my primary CFI and I attended a "Fly In" FAA seminar at Reno/Stead airport, KRTS. This is where the famous Reno Air Races are held. See my older post for pictures of last years event to give you an idea of the venue, then watch the video below as we land at the same airport.

The seminar was quite interesting as the subject was Stall/Spin Awareness, considering that just the previous day there was (as best anyone could imagine what happened since there were no witnesses) a stall/spin accident at my home airport as they were turning base to final. It's one thing to stall 3000' above the ground. Quite another to stall at 300'-600'.

http://www.sierrasun.com/article/20100617/NEWS/100619910

I mentioned in my last post about the scheduling of my "phase check", which had been postponed 4 times due to weather this Spring-urary. And this last time it was a bad starter (I don't blame them) and the owner preferred us not to hand start it. Darn, there went my lesson in how to do that. So we spent 3 hours in the terminal and went over the pre-flight portion of the practical. She felt I was ready but still need to show her my skills in the air. So we are set for this Thursday. I'll let you know how it goes.

Matt

My Faux Cross-country

2010-06-14T14:05:00.000-07:00

Hola, It's been awhile. And if there are folks out there who enjoy this blog I sincerely apologize for being remiss with posts (official sounding huh?). Many excuses are available to me, but the number one excuse has been the birth of our second child, Julia Rose. She is super cute, of course.

However, I'm back with only a phase check and a practical test to accomplish. I'm that close!

This last Sunday we had brilliant weather for flying. Clear, calm and cool. I got to the airport a 6am, pre-flighted, planned and pottied; and was in the air by 7am. It had been over a month since by last PIC flight, so I started with quick trip around the pattern on runway 19. Then taxied and took off straight out on runway 1.

My mission was to practice a VFR cross country (that's using NO GPS) and using my E6B in flight. I wasn't endorsed to land anywhere other than O02 (Beckwourth) and KRNO. So I devised a route around the Northern Sierra that kept O02 in sight but gave me good checkpoints and 116nm. Below is my flight plan and results. Let's call it the score card.

As you may be able to see I nailed my time enroute, but that was a bit'o luck. My fuel was off by 2 gallons, so not bad there. Follow along below as I snapped a photo of each of my check points. In addition, take a look at the San Francisco VFR sectional to see the route. You can find the VFR chart at skyvector.com (cool site if you haven't been there yet).

OK, here we go. Feet off the brakes, full throttle (smoothly), airspeed active, engine instruments in the green, V1, rotate...

Two hot air balloons enjoying the same weather as I. This is just after take off, straight out runway 1, looking west over Prosser Reservoir

Looking back on Stampede Reservoir, my first checkpoint.

Checkpoint #2, the small but lovely town of Loyalton, CA. The area beyond Loyalton, in the background is called the Sierra Valley. It is also our practice area. Good roads and circular fields to practice patterns and turns about a point.

Beckwourth pass, checkpoint #3. Looking East from my route.

Frenchmen's Lake was checkpoint #4.

The Herlong airport is in the frame, but hard to see as the airport is roughly the same color as the surrounding dirt. Can you find it? I did, but I was almost on top of it before I did.

Lake Davis off my left shoulder, but still a checkpoint.

Gansner airport, Quincy CA. This is a mildly challenging airport to get in and out of. The airport is surrounded by mountains in all directions. I look forward to landing here once I get my ticket.

Checkpoint Cromberg, I think. It was hard to find it so I guessed. The checkpoint was on the starboard side of the aircraft, which is difficult to see from the pilots seat. Choosing a checkpoint you can see from the pilots window is good, when you can manage it.

And the destination, Beckwourth/Nervino O02. Here I took a break, used the poddy and ate a banana. Then I took off to KRNO for practice in Charlie class airspace and a towered full stop landing, even though I don't need it for my license. I like flying into big airports, for me it is fun.

See you next time. I have a "phase check" for next week, it's like a PSAT for pilots. Then time to schedule the practical!!!!

Diamond DA-40 Ride.mpg

2010-06-10T16:49:00.000-07:00

A View of My Airspace

2010-01-20T12:57:00.000-08:00

"In the fabric of space and in the nature of matter, as in a great work of art, there is, written small, the artist's signature." Carl Sagan

After my lesson last week I soloed around the North Shore of Lake Tahoe to bag another hour. Enjoy the photos I was able to snap as I aviated, navigated, communicated, then took pictures.

Foreground: Squaw Valley. Background: Alpine Meadows, where I teach skiing.

Looking South towards South Lake Tahoe and Heavenly ski resort.

Looking East across the lake at the East Shore and the Carson Range. In the foreground is what's known as Thunder Ridge. Cool name, huh?

A lone cloud formation half way up the modest mountain that is my backyard, Mt. Baldy, with the 11,000' Mt. Rose in the left background.

Desolation Wilderness in the background, with Alpine's sister resort, Homewood in the foreground. Homewood has the best views of the lake. Sometimes at Homewood it seems that if you blow your turn you'll end up in the lake!

Downtown, or rather most all of, Tahoe City, CA. The large white spot is Tahoe City Golf Course.

Could you ask for a better avionics set up in a trainer?

Better view of Mt. Baldy and my personal playground.

KTRK, aka Truckee Tahoe Airport, looking West at 10,000'.

It's dumping here right now. We are expecting several feet of snow by Saturday. We've already had 16+" since Monday. I love ski season.

I'm Back

2010-01-19T18:36:00.000-08:00

"Video killed the radio star" The Buggles

It's been awhile huh? Sorry. Life is a busy thing. Especially around the holidays when my ski season starts and all the wonderful time with family. These things take priority over flying, as they should. These are the things that keep me grounded, starting with my wife and kid(s). Sprout is expected April 13 and we are excited.

I have gotten out twice so far this month, working under the hood to fulfill that portion of my training. I'm really close as I only need: 1 more solo landing at a towered airport, 7 more night landings, another 1 hour or so under the hood, then it's on to my phase check and THE PRACTICAL EXAM.

My instructor agreed to shoot some video of me at the controls, once around the pattern. Enjoy!

Across the Country, By Myself

2009-11-25T20:47:00.000-08:00

"An unhurried sense of time is in itself a form of wealth". Bonnie Friedman

On Monday last, Nov. 23, my instructor and I did our dual cross-country to Chico, CA, Oroville, CA and back to Truckee, CA. We flew 68F into Chico's calss D airspace just in time for me to hit the head. This was my first full stop at a tower controlled aerodrome so a clearence to taxi to take off was necessary. This is way different from my home base uncontrolled airport, where you simply announce where you are going to taxi to and then do it.

Apart from some light chop the flights went smooth. Flying over that part of the Sierra is a little unnerving as there are few, if any, places to bring her down in an emergency. But the scenery is beautiful. For any flight around here I wear solid shoes and clothes; and carry with me water, gators and some food. As well as a good knife, flash light and a jacket. Just in case.

When I woke up this morning, knowing the forecast was for a stable high pressure domination over the area, I called my CFI and asked if she'd meet me at the airport, review my plan and endorse my log book for my first solo cross-country. She agreed! It was just excellent, not even any light turbulence, just a nice steady 12-15KTS wind from the SSE.

My flight plan was similar to our dual night cross-country at the beginning of this month (see previous post) but in reverse and 1 different aiport, one I'm more familiar with. I started in Truckee, to Derby airport in Lovelock, NV, then to Nervino in Beckworth, CA, and back home to Truckee. KTRK-KLOL-O02-KTRK, total round trip of 3 hours hobbs time and 201NM. I had a great landing in KLOL, a good one at O02, and then blew it back home in Truckee. Too high and too fast, ending in a moderate bounce and a light side load. Sorry 68F. Enjoy the photos below!

68F on the ground at Derby (LOL).

Pryamid Lake a good 40+NM away.

Upgraded avionics in 68F, the rivets are still warm. On Monday we were the first to fly her with the upgrade, how cool is that?

A dry lakebed East of Pryamid Lake. If it has to happen, engine out here please.

Pryamid Lake, engine on here please! Pryamid Lake is the end point for the Truckee River, which is the only outlet from Lake Tahoe. So this is where the water from Lake Tahoe ends up, only to evaporate into the Nevada air. Yes, that means the Truckee River doesn't flow into an ocean, one of the few that doesn't.

My destination O02 lies just beyond these two ridge lines, which I approached at a 45 degree angle like the Mountain Flying Bible suggests. Thanks Sparky.

I like the contrast in textures and colors in this photo. Do you? This is the other side of the ridge in the previous photo.

Ski season is almost here and that means less time to flight train. And I'm getting close to finishing my training requirements. It's going to be tight down the stretch. Hang in there with me.

Lesson learned

2009-11-06T10:48:00.000-08:00

"If you don't like the question that's asked, answer some other question." Howard Baker

I hear you. Why haven't you posted in a while? Where are more photos? In getting ready for the knowledge test I haven't had time to post and I keep forgetting to take the camera with me. Both of these transgressions are forgivable, so forgive me, OK? So here is what has been happening since my last post.

Reno Solo

I went to Reno on my own. Solo into class C airspace. Be sure I said "student pilot" on my initial contact to Reno approach, and then once more with Reno tower. Saying this alerts the controllers to slow down and "hold my hand" through the process.

I was much better with the radio calls; both making and listening. I found it easier to listen to ATC calls by myself. I also feel my calls were easier without my instructor in the seat next to me, judging me, correcting me and generally making me nervous. I don't seem to have the same self consciousness by myself, and since the voices of ATC are disembodied their personal approval or disapproval is not so important as understanding and complying with their instructions.

One of the reasons why children within a certain age range can learn multiple languages better than adults is that they are not afraid to make mistakes. They inherently know they are expected to make mistakes and will be corrected when they do. They take no shame when committing a mistake and being corrected, so the lessons sink in better. This is the idea I am taking into learning to work with ATC. So far it is working as I am making mistakes and learning from them.

After I made 2 good touch and go's I received permission to depart the area to the West. So I asked the controller "How'd I do?". He came back a told me I did fine except for not reporting my position midfield on the downwind. "Then again," he said, "I forgot to tell you to report there." Lesson learned.

Fly by Night

On Monday Nov. 1st the weather was clear and calm, and a full moon was floating over the Carson Range. It is one of the most beautiful sites in the Tahoe area and one of my favorites. So I called my instructor and arranged to use the opportunity to do my first night training.

So after a thurough preflight using my headlamp and topping off the tanks we headed off into the crisp Sierra night.

Our first stop, Reno Stead (RTS) where the Air Races are held (see previous posts). As we climbed over the ridge and looked down to Stead we could see lights everywhere, including Stead's beacon but no runway lights. I keyed the mike 7 times and lit up the runway lights. They popped into existence in succession down each runway, it was the coolest thing to see and control! I made a decent landing considering it was my first at night and a right traffic pattern (which is my weakest pattern to land in).

A quick taxi back to the beginning of the opposite runway (did I say the winds were calm?) and back into the air heading to Lovelock Derby Field (LOL). We had a 40 minute flight and for the most of it I had on the foggles. What are foggles? They are a training device like sunglasses, except they limit your vision to the flight instruments only and "fog out" outside references. Basic instrument flying at night and I nailed it. I feel this is an aspect of my training that was enhanced by my years of flying MS Flight Simulator. Score one for me and all you other flight simmers out there.

Derby Field was desolate, especially at night. So after a quick potty break and snack we were "back taxiing" on 19 to head home to TRK. Another 30+ minutes under the hood (that is with the foggles on) and we were approaching Reno. You could see the glow over the mountains surrounding Reno from miles out. Then we soon passed over Reno at 9500'. How cool is that, I thought.

Followed by an uneventful but excellent landing at TRK. I'm getting better at landing smoothly every time. It is a pleasure to do this and it is my favorite challenge of flying. But still room for improvement, lesson learned.

Test Time

Yesterday I drove down to Minden, NV and Hutt Aviation to take the FAA Written Knowledge Test for Private Pilots. It is ironic that I took the "written" test on a computer, huh?

So I've been preparing hard for this test the last two weeks. Once I set the test date appointment I bared down hard on the Gliem practice test book. I also used many of the on-line prep test sites, but only the free ones.

Taking the test was easier than using the Gleim book as there were fewer questions and the figures were in a separate book, instead of in the middle of the book like with the Gleim. I was sequestered in a small room with the proctor and placed in front of a computer, no surprise there. The CATS system was easy to use and I had no troubles. If you use a CATS testing center for your exams make sure you get a $10 off coupon from AOPA, it's worth it.

Results? I scored a 92%. Score another one for me. My prep paid off and now I can look forward to finishing my training and taking the practical exam. This is going to happen, no doubt.

Autumn in the Sierra (Smoke and Fog)

2009-10-24T22:40:00.000-07:00

"What we learn to do, we learn by doing." Aristotle

I apologize for not posting in awhile, I know I promised. Many excuses; starting with family in town, sessions with no photos and time spent in practice tests getting ready to take the written. I expect to do well on the written but only need 70% to pass. Failing to prepare is preparing to fail. I don't know where I've heard that, but I like it.

Since my glorious solo I've gone out on my own 2 more times. Once to Beckworth where I landed full stop, taxied her to parking and shut her down. Then used the facilities in the beat up and characterized "Pilots Lounge" at Beckworth. Then back in, start up and off back to Truckee.

The briefer let me know that a layer of smoke was in the area on my route and the picture below shows it. It's just hanging there at 8500'. I originally climbed to 8500' out of Truckee and saw it ahead of me over Stampede Reservoir, so I felt it best to descend below it. See Below.

Smoke layer at 8500'

Self portrait. See Ma, no passengers!

The next two training sessions with my CFI were Short and Soft Field take offs and landings. The Short Field maneuvers were techniques to take off in the shortest ground roll possible and to clear a 50' obstacle. Same on the landing; shortest landing roll and clear a 50' obstacle. Short Field maneuvers were more fun. The technique was to keep as much weight off the nose wheel as possible. Holding the nose wheel off the ground as you begin, then taking off in ground effect staying 10' off the runway while your airspeed builds and then letting her climb. That was a cool thing to do! Upon landing keeping the nose wheel off the surface was challenging but not as scary as you may think.

I got rained out the next day, but that's the way it goes sometimes.

Then last Thursday we flew to Reno (RNO). It was my first time into class C airspace to fly with the airliners.

Truckee was fogged in as I drove past the airport to take Seth to his babysitter and the temperature was right at 32 degrees. The sun was climbing and I knew if the temperature were to go up one degree the fog would burn off quick. I dropped Seth off and headed back to TRK and watched the OAT (Outside Air Temperature guage) in my car go up two degrees to 34 and the sun poke through. By the time I preflighted 68F it was clear enough to take off.

The flying wasn't too difficult as I am gaining much confidence controlling the aircraft, but working with ATC was interesting, difficult and challenging. Many times I looked over at my instructor with a quizzical look on my face as if to say "What did he say?" I missed a few calls and read back a few calls all wrong, but the three touch and goes went smoothly. No loose meat landings. I was happy with that.

On our way back to Truckee we saw that the fog layer hadn't completely dissipated as it was mixed in with some smoke from controlled burns in the area. What we saw was spooky as I it made it difficult to "see and avoid" other traffic.

Turning in towards the Dragon's Breath, TRK is out there somewhere.

Same view without my fat head in the way.

The beard is coming in nice, as it always does.

Stampede Reservoir, water rings and smoke/fog.

More of the same.

We made it back to TRK no problem as the skies were clear over the airport. No traffic and calm winds. Abeam the numbers she tells me engine out and pulls the throttle. This time I got it, and got it good. We landed smooth and withing the first 300' of the runway. Again I was pleased.

This is us coming back from Beckworth the day after my first solo, thus the absence of fog.

Since my CFI endorsed my log book to go back to Reno solo, I'm going to do it tomorrow. I'm a little nervous but I know I'll do fine. There is no better way to learn than to jump right in and start. Just do it!

Solo, Just Me and 68F

2009-10-06T17:07:00.000-07:00

"Sometimes I think we're alone. Sometimes I think we're not. In either case, the thought is staggering." R. Buckminster Fuller

At 10:00am, 1800zulu, 11 hours into my training, October 6, 2009, I soloed the airplane for the first time. Two laps around the pattern, 0.5 hours total of pilot in command. Wow!

Yesterday my instructor said I will be soloing this week. After 2 laps around the pattern with her, as we cleared the runway she said, "I have to go to the bathroom, you take her out."

And with a big smile and thumbs up she got out of the airplane and left me with it.

Below are some pictures from Monday and Today's solo. See you later.

This section of Truckee is called Olympic Heights.

Flying over Lake Tahoe, that's Kings Beach/Tahoe Vista in front of my nose, that's where I live. The point above the panel is Crystal Bay point.

Flying over TRK looking West at the Pacific Crest. You can see the ski runs on Lookout Mountain at Northstar on the left.

That's me moments after I brought her back down from my first solo.

The subject of this blog and a proud instructor, with the traditional shirt tail cut off. Thank you AOPA for the free shirt, made and sent just for the purpose.

The Substitute

2009-10-01T14:58:00.000-07:00

"Our minds are like our stomachs; they are whetted by the change of their food, and variety supplies both with fresh appetites." Quintilian

This week was marked by the completion of my first 10 hours of flight time. Yeah, for me! I guess I can't claim to be 0 hours to CFI anymore, more like 10 hours to CFI. But that would be dumb, to change the title of this blog after every milestone. So I'll stick with 0 Hours to CFI, for now.

This week was also marked by my primary instructor being out of town on Monday. So I flew with a substitute. My substitute was the owner of 68F, an AP mechanic and all around good Englishmen. But aside from these apparent deficits he turned out to be a good substitute, he knows 68F really well as you would imagine.

After our first go around the pattern and the resultant sloppy landing he said.
"I know what your problem is, you're going to fast."
The next time around he slowed me down on the downwind leg, had me reduce power a bit before "abeam the numbers" and taught me to let the plane find it's own speed after you set flaps.

With these pearls of advice from the man who knows 68F better than any I made a nice smooth landing, touching down on both main gears at the same time. This was to be the only good landing that day. The rest were classic sloppy joe landings. We'll call them loose meat landings form here on out, just for fun, OK?

One of these loose meat landings was with my first forward slip, this could have been the cause. To go from totally uncoordinated flight (in fact a forward slip is not uncoordinated, it just feels like it) to a landing is hard to compute and result in a slick landing. Much more work (read practice) is needed.

Today my lovely primary instructor was back and we had good lesson. The temperature was 30 degrees F when I arrived at the airport, the wind was calm and you couldn't ask for better conditions. She was very excited to introduce me to her new puppy. In my opinion, it is a very cute puppy, but aren't they all?

For the first lap around the pattern I was able to make a decent landing into a touch and go.

The next lap I didn't hear her say "Engine out", so as I saw we were a little low I applied power. Oops! So we practiced a go around.

On the next lap I performed a power on full stop landing. Loose meat.

Back to start at "Go", don't collect $200 and try again. This time around it was another engine out simulation, this time I heard her. I got it this time. Carb heat, pitch for 65 kts and came in nice and high for an engine out loose meat landing. The loosest yet. Looser than any slot machine in this economy in our neighboring state or Nevada. Bounced her, then landed flat and hard on the nose gear. Then in the process of getting her back on the centerline I forgot to pull back on the stick all the way, and just like on our first flight (recall one of my earliest posts) my feet accidentally got on the brakes and set up a pronounced shimmy for the main gear.

In my inexperienced opinion I suggested we stop and inspect. So we did and that was the end of the session. Only .8 hours, but enough to get me at 10 hours and through my first paid 10 hours block of time. As far as we could tell there was nothing wrong with 68F. Just my hard touchdown. Sorry girl, didn't mean to hurt you.

I need to get you some more pictures. Next week my wife is home on October break and I am scheduled to fly five days in a row. Here's hoping the weather holds out for me.

The Learning Curve

2009-09-27T17:06:00.000-07:00

"I'm a pessimist about probabilities; I'm an optimist about possibilities." Lewis Mumford

I don't know where I am on the learning curve but I'm at the phase where the work really begins in earnest. This was evident last Monday when I made a no-go decision based on my gut. I second guessed that decision until Thursday when I got back on the horse and took 68F around the pattern for a sloppy landing.

First, I must go back and talk about my previous lesson. After a preflight brief and practice "engine out" procedure while still on the ground, we took off for Nervino/Beckworth and the Sierra Valley. At 8,500', over our training area, my instructor reaches over and pulls the throttle to idle and announces, "OK, your engine just quit, what do you do?" First thing I did was to engage the carb heat as the RPM's dropped out of the green arc. Then went through my recently memorized emergency checklist. Then made a descent and approach to a suitable landing field. After my first forward slip to loose altitude, which I didn't do very well, at about 250' above the ground she declared, "We've made it so power on and climb."

It was on to Nervino where I attempted my first right turn traffic pattern and power off approach. I had difficulty holding my approach speed. I was afraid of the ground and kept pulling back, which bleeds off speed. We were still a good 10-15kts from a stall but to slow for comfort. So, at my instructors urgency I got the nose down and brought it in for a bouncy landing. Then back out over the Sierra Valley and another practice engine out simulation, this time a a lower altitude above ground level.

That was a good lesson and I learned a lot, but not enough to be comfortable in the cockpit yet. That will take some time.

My next lesson went better as we stayed in the pattern at Truckee. Five approaches and 4 landings, with one go-around. Whew, this is a lot of work! What have I got myself into? Well, I can't stop now so I'll get back to you next week. I have a substitute instructor for Monday and my regular CFI is back on Thursday. Best of all, next week I am scheduled to fly 5 days. I hope the weather is good for me.

Air Races Today!

2009-09-19T00:31:00.000-07:00

Today my father-in-law and I went to the 2009 Reno Air Races. This is one of the top 5 coolest events in aviation to go to. Up there with Oshkosh, Fleet Week, Paris and your local fly in.

Enjoy these photos. Next time I'll tell you all about my first simulated engine out training last week.

That's all for today, see you next week.

2009-09-11T15:21:00.000-07:00

"Patience is bitter, but its fruit is sweet." Aristotle

Last week I left you with the hope of a good training session on Thursday. But the aviation gods were not with me and my babysitter had to cancel, so I had to cancel my flight. I may not have been able to go flying, but if I can't fly, hanging out with my boy Seth is just as good. Really. He's just so darn cute, and smart, and funny; all you parents out there understand what I'm saying.

So I had to wait until this last Tuesday to get back in the air. I was ready.

Proof that I'm flying the plane, a photo of me at the controls. Note the demonstration of the three finger technique holding the control yoke.

The big test, for me at least, during Tuesdays lesson was the return of steep turns. If you recall from earlier posts, the first time I tried steep turns I got motion sickness. I was prepared this time, I had in my possession Ginger Chews. So far they are working for me. Not only that, but I preformed the maneuver better. So good in fact that when we came around to our original heading we encountered our own wake turbulence. How cool is that? And I didn't feel a bit of nausea, hooray for me!

We followed that with unusual attitudes. My instructor had me close my eyes and start a left turn. Then a right turn. At the moment of her choice she told me to open my eyes and recover. We were is a nose down turn to the right. The recovery was like this: power off, carb heat on, wings level and raise the nose. When the plane was back to a normal attitude I put the power back on. We did this twice, I couldn't help but peak on the second time and I got in trouble for it. She threw me out.

Based on the ground reference maneuvers I did last time, we did another one this time. A spiral descent. We picked a crossroads under us and I made a left turn spiral 300'/minute descent to 7,500'. Once again I aced the maneuver. We leveled out at our altitude heading straight for the airport. I couldn't have planned it any better, but it just happened that that was our heading when we rolled out.

They were still working on runway 28, so it had a displaced threshold, and we were going to land that direction. Have you ever wondered about the term "threshold"? Leave a comment if you know the origin.

My instructor was pleased as we came within 2 miles of the airport and she checked our speed and altitude. Right at 85kts and 7,000'. We entered the pattern on the left downwind runway 28, midfield. It wasn't easy to tell when I was "abeam the numbers" because of the construction. But she let me know when it was time to begin our descent.

As we turned onto the base leg I looked down to see an airplane that had crashed the evening before. It was upside down in a field. But I was to occupied to say anything to my instructor, opting instead to point. She didn't notice. Moments later we were on final and looking good. A smooth touchdown, well, smooth for me, the student pilot that I am. We taxied back to the hangers where we met up with the owner of 68F who told us about the accident. You can read about it here... http://www.sierrasun.com/article/20090908/NEWS/909089998/1051

I sure hope everyone recovers from this accident, they have my best wishes.

It was an interesting way to end a training session. I didn't scare me off, rather renewed my desire to learn to be the safest pilot; not necessarily the best. I have a philosophy when it comes to skiing. All my calculated risk decisions on the mountain are based on my desire to ski until I'm too old to walk. It keeps me from thinking I'm 28 again and able to withstand the ensuing wipe out. The same can be said for flying, except I want to fly until I'm too old to lift the fuel hose up on my own. I tell my wife that many many more pilots die of old age and car wrecks than in airplane crashes. I don't know if this is true, but it seems right. I sometimes wish the media focused more on these aviators than the ones who die from a mistake in the left seat.

This is Boca reservoir, 2-3 miles NE of Truckee Tahoe airport. It was a calm day as evidenced by the glassy surface of the lake. The area just to the right of the spar in this picture is a Bald Eagle refuge.

Thursday came and I got to the airport early. It was my first time to preflight the airplane without my instructor looking over my shoulder. I did the preflight starting at the left fuel tank sump and worked my way around the airplane from there. Then used the checklist to see what I missed. Only one thing, the carburetor air intake. It was clear. We only had 5.5 gallons and we need at least 22 gallons to do our training. Once she arrived that was the first thing we did, get fuel. I finally got to break out the work gloves I put in my flight bag just for this purpose. They worked great and I didn't get my hands black from reeling in the fuel hose. I win.

On that day runway 10-28 was closed, still due to construction, and we only had 01-19 to choose from. Good thing the winds were calm out of the north, so runway 1 was the best choice. After our run-up we did the usual 360 to spy any traffic in the pattern, and I spotted some. There was traffic on final for runway 19, traffic that had not used their radio to self announce their position and intentions. I'm glad that it is SOP to always scan the pattern before entering any runway at an uncontrolled airport like TRK. Sometimes pilots don't participate and you must keep an eye out for them.

On take off I got a little cross controlled, veered a little too much to the right and failed to rotate well. Once I got uncrossed we climbed out just fine. It was another beautiful Sierra day, not a breath of wind. An uneventful transit to the Sierra Valley training grounds was our reward for being there that day.

Once to the valley we reviewed slow flight maneuvers and power off stalls. Then I got to land at a new airport for me. Beckworth/Nervino was the destination. I use both names because on the sectional chart it's called Nervino, but in the Airport/Facility Directory it's call Bechworth. My instructor likes to use both because Nervino can sound like Reno over the radio. So I abide, it makes sense. Anyways, I made a great approach but ended up bouncing a little on the landing. Learning is fun.

I followed that landing with a much better take off at Nervino than the one earlier at Truckee. Once in the air and out of the traffic pattern it was time to go back. On the way back we worked on radio calls. I have got to work on not "machine gunning" my calls, speak slow and intelligible, Matt. I once made a position report without saying our altitude. This is not good because with out an altitude other aircraft won't know where to look for us. It's hard keeping everything you need to say straight in your head. I know it will become second nature to me, but for now it's difficult to get it right.

The landing at Truckee, on runway 1, was better than at Nervino, but I pulled back a little to much on flair and we nosed up too much for a smooth landing. It wasn't too bad though. One of these days I going to put her down "like a butterfly with sore feet".

Once 68F was put back in her hanger I handed in my pre-solo written exam. I had time to work on it last week as I wasn't flying. Next week I'll let you know if I passed it.

Happy thoughts,

Matt

It's All so Cool!

2009-09-01T16:20:00.000-07:00

"We cannot direct the wind, but we can adjust the sails." Bertha Calloway

I've been rained out. I've been snowed out and I've been blown out by the wind on the mountain. But I've never been crosswinded out. Today I was.

My lesson today was in humility and patience, two excellent traits in a student pilot. When I arrived at the airport at 8:40am the wind was 3-5 kts from the SE. My instructor hadn't arrived yet so I went to my aircraft, 68F, to read up on the Pilot Operating Handbook (POH) that lives in the plane and is not to be removed. I had wanted to do this since I hadn't had the chance to study it yet. In the 15 minutes I had my head in the cabin looking at the POH the wind arrived.

By the time my instructor found me the winds had climbed to 15 kts, gusting to 22 kts. At 22 kts from the SE, our crosswind component was 22 kts. The demonstrated crosswind takeoff maximum for 68F is 15 kts. And with runway 01-19 closed we had no option. Besides on my 4th lesson it would not be good to fly in those winds form any direction.

This person is ready to go at 8:45am with light winds. Note the blocked taxiway to the left. That is because runway 28 is closed beyond that taxi point. So from where this person is doing their run-up, you must back taxi to get all 4000' available.

So I had to settle for an hour and a half of ground school. That's quite alright as I love talking about aviation and airplanes, just ask any of my friends. All my books had arrived last week so I've had a chance to start my studies; aircraft systems, radio communications and aerodynamics. I had many questions.

Also last week. I passed my Airman's Medical Exam, woo hoo! I am now an official student pilot with a 3rd class medical in my possession. I was saddened to learn that I have shrunk some. I had the nurse measure me 3 times and it came out 5'9" every time. I swear that I'm 5'11", so that's what I'm going with.

In this aviation weather map, in the pilots "lounge", you can see they are forecasting moderate turbulence in our area.

Is it me or are there a lot of acronyms and mnemonic devices in aviation? Turn into, dive away. GUMPS. High to low, look out below. Low to high, clear the sky. The 4 W's, who, who, where, what. Pitch, power and trim. Look outside, peek inside. VOR, DME, VASI, PAPI, etc.

My studies are going smooth but I had some trouble with the different types of altitude and visualizing how pressure differences effect the altimeter. But other than that, bring on the written exam. OK, not just yet.

This windsock doesn't look so bad. Then a gust came up and blew the camera out of my hands. Not really.

I've been using my flight simulator, not for the flying, rather for practicing communication. My wife thinks I'm crazy up in the office. Who am I talking to she wonders and then comes up to inquire and sees me in front of the computer. It's OK, she knows I'm just plane crazy. As I fly the pattern I practice my CATF calls. "Truckee traffic, Skyhawk 1968F, left base runway 28, Truckee.", and the like.

Too bad, so sad. Saying goodbye to 68F for the day. Until next time amiga.

We are set for this Thursday for another lesson. I'm keeping my fingers crossed that the wind is more favorable. Also, they most likely will be done with the re-construction of the touchdown zone on 28, which would open 01-19 as well. I'll let you know next time if we have a complete airport to work with.

The next three photos are a takeoff sequence of a private jet in the same crosswinds 68F shouldn't attempt. Can anybody tell me what make and model this jet is? I don't know.

Kicking up dust with Mt. Rose in the background.

Note the windsock. They are taking off with a quartering tailwind!

Adios, from Truckee Tahoe Airport

http://truckeetahoeairport.com/

Say Goodbye to the Death Grip

2009-08-26T11:01:00.000-07:00

"Remember wherever you go, there you are." Earl MacRauch, The Adventures of Buckaroo Bonzi Across the English Dimension, 1984

So there I am, nervous about my upcoming flight training session. Considering last week's upset; no, down right angry stomach, I had a lot pinning on this session. If I suffered again from motion sickness, how was I going to do this? And if I can't do this I've wasted $1,000+ already. And I just can't go back to the simulator only. And, and, and... You get the picture.

I was to meet my CFI at 9:30am at hanger Bravo 12 for that day's ground lesson and briefing. I had a lot to get ready before I left the house; the usual breakfast dishes and the boy's needs for his morning at Nonna's (Grandma) house. With five minutes to go the poor boy falls into the front door and bangs his head so hard it shakes the foundation. Well, I sit and rock him while applying an ice pack to the goose egg on his forehead for 20 minutes. I felt so bad for him, but I know it's one of many he will have; I know I had more than a few bumps and bruises growing up. Once he recovered enough I got him to Nonna's and then I made it to Bravo 12 twenty minutes early.

My approach to the session was to eat a light breakfast with no dairy and eat a Tums as I got in the cockpit. So after the briefing it was on to hanger Bravo 1 where 1968Foxtrot was resting. The lesson plan was to takeoff normally (as normally as you can with a shortened runway 10-28 still under construction and 01-19 closed), depart to the north and transit to the Sierra Valley training airspace. Once there we were to begin Ground Reference Maneuvers.

After a proper preflight inspection of 1968F I ate my Tums, climbed in and plugged in my newly acquired David Clark 10-60 headset. Then went on to the before start checklist, check. I called out "clear prop". The engine turned over, throttle to 800rpm, then radio check. "Truckee unicom, Skyhawk 1968Foxtrot radio check." In response "Skyhawk 1968Foxtrot, loud and clear, altimeter 30.29, winds calm." It worked! The used headset worked. Thank you Ebay.

With that relief I taxied her out to the transient parking for a run-up. Then out to diminished runway 28 and off into the lovely Sierra morning sky.

While climbing to 8,500' over Boca lake my instructor corrected my grip on the yoke. Until then I had a death grip on it. All five fingers wrapped around it as if I were holding on to a water ski rope. And it felt like it took herculean strength to pull back on it sometimes. She wisely instructed my to hold it using only my thumb, index and middle fingers. Using the tips of the fingers, with a light touch. Bingo, light bulb going on in above my head, revelation, et. al.

After that nugget of information I felt much more authority over the aircraft. I was able to hold speed, altitude and attitude with greater ease. I felt empowered. I felt I was going to be able to master this flying beast of a machine. An easy smile crept over my face and my stomach settled down for the flight.

Once we got to the Sierra Valley we descended to 1,000' AGL (above ground level) to learn and practice these three maneuvers: turns about a point, rectangular pattern and S-turns. The entire session went well. I was able to perform the maneuvers as well as a student pilot should. OK, better than a student pilot should. I enjoyed the sensations and the discovery of how you must adjust your bank angle to accommodate the direction and velocity of the wind. These maneuvers demonstrate this principle well. Then it was back to Truckee.

Sorry, I forgot my camera, with all of the issues prior to leaving the house it just didn't make it. Next time, I promise.

Then, to my great enjoyment, as we transited back to home base my stomach was well settled. That meant I was going to land it this time!

The approach was to land runway 10. Winds had picked up to 9kts from the South East, gusting to 16kts. We descended to 7,000', the traffic pattern altitude (TPA), and entered the left downwind for runway 10 over the beginning of runway 19. I had some difficulty maintaining 7,000' in the pattern but kept it no more than 150' below TPA. I should get better at that with more practice. At the proper moment we turned left onto base, brought the rpm's to 1,500 and put in 10 degrees flaps. Shortly thereafter we turned on to final and set 20 degrees on the flaps, kept the descent at around 500'/minute and slowed the airplane to around 60-65kts. We were lined up with the center line well at 300' above the runway when we brought the engine to idle and glided in the remaining altitude. As we got closer to the ground we encountered a crosswind gust that took us off center line. Then I over steered with too much right rudder, released my over steer and caught another crosswind gust during flare which pushed us to the left as we touched down. It was still a rather smooth landing, even considering the lateral movement at the end. All in all, not to shabby.

What a great training session, I was jazzed! Can't wait till the next one. That session proved to me I can do it, and I will. You just watch.

Tomorrow, my adventure at my Airman's Medical Exam. Spoiler alert, I passed.

Adios,
Matt

Paging Dr. Iron Gut

2009-08-19T14:48:00.001-07:00

"By perseverance the snail reached the ark." Charles Haddon Spurgeon

I just got back from the dentist, so If it seems like I'm mumbling that's because the rightba sida od my moubth is numba.

So as not to damage expensive equipment, this is my trainer. I'm told to use my imagination. Just Kidding!

Yesterday was my second training flight. I was able to get some sleep the night before, unlike the night before my introductory flight.

I read my assignment twice, wing tip vortexes in the AIM. I don't have my FAR/AIM yet (it's in the mail) but thanks to the excellent people at AOPA's flighttraining.aopa.org I am able to read the FAR/AIM online, now that's a cool use of the Internet. As I've said before AOPA is the best resource for information on learning to fly.

So I've ordered all my texts and gear suggested by my instructor. I didn't need the whole kit as no single student pilot kit has all the different texts my instructor wants to work from, and I don't need a "flight bag" yet as we have too many unused bags around the house. Maybe in the future I'll get a nice flight bag, when I'm the BMOC at the airport.

This is what my flight bag will include when it all arrives...

-Jeppeson Guided Flight Discovery 2007 edition

-Gliem Written Test Prep

-ASA Flight Maneuvers for High Wing Aircraft

-FAR/AIM

-Aluminium E6B computer

-Plotter

-Headset

-Computer bag found in the closet

And I did it all for under $340. The least expensive "kit" was $299 and didn't include the headset. I bought a used David Clark H10-60 headset on Ebay for $165, I'll let you know next week if it works.

This is where it all begins. The ground school/briefing room. Actually, my instructor's private hanger where she keeps her Taylorcraft.

We started out with a discussion of lift generation that seamlessly led into a discussion about my homework assignment on wing tip vortexes. Bottom line, avoid them. Then we briefed our flight plan, whcih included: Slow flight, power on and off stalls and steep turns/unusual attitudes. And off we went.

During pre-flight we determined that more fuel would be necessary for our flight. So after our inspection we hopped in, started her up (of course following the checklist) and taxied over to the fuel pumps. Now as I've stated before, when I was 15 I worked at my local airport fueling, washing and begging for rides; so I had a good idea how to fuel a plane. But I listened very carefully and followed instructions, which is hard for me as "I already know everything", that's a whole other story.

Once fueled up we did our run up, everything checked. So off to the active runway.

If you go to www.truckeetahoeairport.com or listen to AWOS 118.0, you'll learn that Truckee Tahoe Airport is reconstructing the landing zone for runway 28. So until September 3rd runways 01-19 are closed and runways 10-28 are shortened to 4,372' usable, that means a temporary 2,628' displaced threshold for runway 28. So here is how the call goes, "Truckee traffic, Skyhawk 1968Foxtrot is back taxing for takeoff Runway 28, Truckee."

Once again I preformed an excellent takeoff, climb out and turn to 300 degrees (part of the "Fly Quiet" noise abatement procedures program), until reaching the bypass/I-80 intersection. Then off to our training zone in the Sierra Valley. While in transit to the Sierra Valley we enjoyed the views of the Sierra and talked about if it would be best to stay away from the lee side of the valley or work the other side where the air might be smoother. Because we would have to climb higher and possibly deal with Reno traffic we choose to stay close to the lee side. Where we proceeded to find a moderate thermal. Bouncy fun, it was.

After we reported our position on the CTAF and cleared the area we began training maneuvers. Starting with slow flight and on to power off and power on stalls. These went great, I did a fair job of holding altitude in slow flight. I recovered right and well from the stalls, exactly like we briefed. Then came the steep turns. We started a left steep turn and lost altitude. So I pulled back and felt the positive G's in the pit of my stomach. I almost puked right then and there, but held it together for the sake of my instructor. It was time to go back.

So keeping my eyes on a distant peak I struggled with the pain of nausea. And it is pain! It was once studied by the defense department as a weapon, imagine the effectiveness. As we got close to our descent point I asked my instructor to take the plane as I got a drink of water from my bag. I was grateful as she took the controls. As I grabbed for my water bottle I felt my camera and took the photo below.

That's the I-80 Inspection Station in the middle right of the photo. We call it "The Bug Station". It is a reporting and arrival procedure point for Truckee Tahoe Airport. You can see Northstar-at-Tahoe ski resort in the background as well. The airport is just left and below the ski runs.

After my intro flight landing (see below) I really wanted to land the airplane this time, but every time I looked at the instrument panel the motion sickness felt stronger. So I had to settle for holding the controls with my instructor as she landed the plane. Next time I'll get it, I promise.

If you have any good remedies or suggestions on controlling air sickness please feel free to share them. I'll take any advice at this point. I assume that I can condition myself to it, but any ideas for relief, for now, are welcomed.

However, I will persevere over this minor set back!

There she is, the 1979 Cessna 172N Skyhawk I will be doing my training in. What was/is your first trainer?

Next week I've an appointment for my Airman's Medical Exam. I'll let you know what it's like to turn my head a cough for a student pilot certificate. I image a lot different than going to camp.

See you next week,

Matt

I Finally Did It, Continued... Part III

2009-08-16T10:54:00.000-07:00

"Only those who do nothing...make no mistakes." Joseph Conrad

As we approached Stampede reservoir we began our descent by decreasing power for a 500'/min rate of descent. Looking out over the distant airport we caught a glimpse of a tow plane pulling a glider, climbing out from runway 19. Turning to the east, it and the glider disappeared.

We turned a few degrees to the SSE to enter a left pattern for runway 1 at a 45 degree angle. Searching, searching for the tow plane and glider. Knowing their normal climb pattern would bring them back towards us, we needed to know where they were. Finally, well before our arrival into the pattern we saw them above and just to the East of us, no consequence to our intended path.

We were almost over the airport when I decided to turn onto the downwind leg, but of course, to early. Mistake number 1. When my instructor was finished with our position report she noticed we were 200' feet below our pattern altitude, oops. Mistake number 2. At that point my inexperience really showed.

I shouldn't be so hard on myself, it was just an introductory flight for jiminy crickets; but I had visions that all my time on the flight simulator would enable me to land that bird with no problems on the first try. Oh, well. I guess I'll have to spend more time in the real thing to reach the kind of proficiency I've achieved on the simulator. Such a problem!

So as we turned onto base, still to low, my eyes fixated on the tree tops below, instead of the intended runway. It was hard not to, they seemed so close. But yet with my fear of descending further we ended up to high on final. Mistake number 3. How did that happen? I wasn't ahead of the airplane, that's for sure.

So with the command from my instructor to reduce the throttle all the way. We both had the controls. Well, I had my hands and feet on them, but she was in control. As we came withing 10' of the runway (it seemed) I hear, "pull back, pull back, more, more...". Touchdown! On the center line even.

"Brake now?" I said.

"No, not yet." She replied

But in that instant my feet must have been on the brakes a little bit, because there was a harmonic shudder from the landing gear. Mistake number 4.

"This isn't right," she said, "we must have flat or something! Nope not this side, how 'bout yours?"

"No, this one's fine" I observed.

"Huh, that's weird. I wonder what..." as we slowed to ground maneuvering speed, "Let's turn left here and come to a complete stop and see if we can figure out what happened. (pause) Truckee traffic ####Foxtrot clear of runway 1, Truckee."

Nothing seemed wrong so we taxied on to the hanger area. Upon inspection of the tires and gear nothing was wrong.

After we put the Cessna 172N away in its home, we debriefed. That's when I confided that I had my feet in the wrong place on the rudder pedals and applied the brakes, subconsciously, when I asked if I should; which set up the shudder. "My bad". Lesson learned, I hope.

Next time we go up is this Tuesday. I promise pictures. I promise to eliminate at least one of these mistakes. It would be killer if I could eliminate all of them, but not applying the bakes on touchdown would be sufficient.

Till then...

I Finally Did It, Continued... Part II

2009-08-13T19:48:00.000-07:00

"The first and last steps are usually the hardest." Saying

As I was saying.

We took off nice and smooth and exactly as briefed. Nose up at 55kts, then once ground effect was not effecting the plane, a little nose down and climb at 65kts. Holding an airspeed in a climb is a matter of pitch, not thrust. And at altitude in the summer we climbed steady but slow. All the time listening and looking for other aircraft. We found one, but we were of no consequence to its flight path, so on we went. Climbing to 8500' the views of the Sierra and three reservoirs; Prosser, Boca and Stampede, we clear and present.

We headed North by Northwest to the Sierra Valley to our training area. Along the way we had to pass through a lovely alpine valley. The first mountain flying lesson my instructor taught me was to keep a look out for meadows to land in. Why? Well, in a single engine aircraft you never know... At this point you would think a sane person, like myself, would think twice about continuing on. No, not me. I like calculated risk, I'm and expert skier for goodness sake. And people every day take deeper risks than this, regular sane people. That makes me saner than most, huh?

Anyways, the second mountain flying lesson my instructor taught me was to fly on one side of the valley or the other to leave yourself enough room to turn around in an emergency. Good advice in a single engine aircraft. So I choose the Western side of the valley, it looked nicer to me.

In an all to quick 10 minutes we arrived at the training area and did two sweeping turns to check for other aircraft in the vicinity. There were none. Off to our West, sticking up out of nowhere visible, stood the pointy Sierra Buttes, old and worn, and many miles away; a great landmark to work with. So we worked with them. 30 degree turns to the left and right, rolling out on the Buttes. Then finding another nondescript peak, we did the same using it as a landmark. Then back to the Buttes and some slow flight. Throttle to 1500RPM, flaps full, then attempting to hold 55kts, not easy, but fun.

Once out of the flight maneuver and back into normal flight I saw my instructor look at the clock. Nooooo! Time to go back. It felt like 5 minutes had passed. Time is a funny thing huh?

Back SSE, through the valley of mountain flight training, to KTRK. Tomorrow I'll tell you about the descent, pattern and approach.

And in other news, the best kind of news. My wife tells me we are expecting another child. I can't imagine life any better!

I Finally Did It!

2009-08-12T18:45:00.000-07:00

"Seize opportunity by the beard, for it is bald behind" Bulgarian Proverb

I had a big day today. I did it. I took my first introductory flight at 1000 hrs in a 1980 Cessna 172 with a great instructor. It lasted for 1.3 hours and it felt excellent. I want more.

I arrived at the airport at exactly 8:47am, 13 minutes early. My instructor was already waiting for me. Let's back track. In previous posts I said I'd report on my task of searching for an instructor and I didn't, I apologize. Out of the 5 CFI's listed in my area, so far 1 is retiring and another is a contractor and neither is taking new students. A third is too far away but might be a good back up and a fourth I haven't contacted yet. The one I flew with today is taking new students and is available. So far, from a couple of phone conversations and now meeting in person, the dynamic is good and I hope it works out well.

Back to my first flight. After a good hour long pre-flight and briefing we started the engine. She roared to life on the first try, beginners luck. We, I mean I, as it was "my airplane", taxied out from the transient area and onto the taxi way. This was not as easy as I imagined it. That front wheel has a mind of its own, it veers from side to side like a dog walking in the woods. But I was able to keep it on the pavement, all the way to RWY 1.

I had no trouble talking on the radio as I'm experienced with radio work from various different things, plus I'm a bit of a ham and like the sound of my voice.

"Truckee unicom, ####Foxtrot, radio check".

" We hear you loud and clear".

"Thanks Truckee unicom, ####Foxtrot".

Then.

"Truckee traffic, ####Foxtrot taxi form transient area to runway 1, Truckee". Or something like that, I can't remember exactly what I said. I was too excited.

With the run-up completed, take-off briefing done and the pattern scoped out, it was time. I taxied her out on the center line, lowered my toes off the brakes and advanced the throttles to full. At 55kts eased back on the controls and lifted off nice and smooth.

Check back tomorrow for the rest of the story.

Visit Your Local "Lear to Fly Here!"

2009-07-26T15:19:00.000-07:00

"It's no coincidence that in no known language does the phrase ""As pretty as an airport"" appear" Douglas Adams

This week our family took a little picnic to our local airport. They have a nice grass area right on the flight line, including picnic tables and a plaque dedicated to the establishment of the airport board and the airport itself. I have hung out at this spot many times, just watching the traffic. But this was the first time my wife and son came with me. It was a hot day for us in the mountains, almost 88 degrees! Whew! The wind was 10-12 out of the south, or so the wind sock indicated. They are rebuilding the approach end of Rwy 28 so most of the traffic was using the shorter Rwy 19. At just over 4000' there was a sign at the terminal urging all pilots to calculate their altitude density carefully. I understand what that is but I couldn't calculate it, and I can't wait to learn how.

I love that the sign has an exclamation point on it. As if it wasn't exciting enough!

The picnic was an excuse to visit my local "Learn to Fly Here!" operation. I've been there before with friends who were gracious enough to take me up, but I'd never been there as a serious student prospect. I met the owner operator and asked a few questions. I found out that they have 2 planes for rent with one in the shop, a Cessna 152 and 182 if I remember right, the 182 being a bit newer model. I asked about availability issues and he said that these days they are always available. I guess a down economy hits businesses of expensive hobbies hard, which makes sense. That and we are in a resort community dependent on visitors, but it hasn't been that hard on Tahoe as we are an easy drive (2-4 hours) from more than 7 million people.

KTRK at 5,900' elevation, what's your altitude density?

I picked up 7 different business cards of local CFI's. It's time to start calling around and asking questions. Here are some questions I have:

~ Would I do better with a female instructor (and I know this is sexist) because they tend to not let their ego get in the way, as is my experience with male ski instructors?

Or, which seems more reasonable - it depends on the person and how I get along with them? Not their race, religion, sex, sexual orientation and/or fear of heights ...

~ How important is it that because I will be flying in and out of KTRK mostly that I get a good mountain learn to fly experience? The field is only 10 min. away.

Would it behoove me to go to Reno where it might be a little more economical, large airport and still get a mountain flying experience? Reno is an hour away, would I loose my savings buying gas to get there?

~ Or is an intensive program where I study and fly every day at a school in Phoenix, Oakland, Florida, etc. then come back to KRTK and hire a CFI to learn the ins and outs of mountain flying, the best? I would miss my family but how fun would it be?

~ How much of the estimated $9,500 and 60+ hours might I shave off because of my experience as a sim pilot and the use of my sim for practice. I know, nothing can substitute for seat of the pants and frame of reference you get actually flying, which you can't get on the sim. But there must be some benefit there?

~ What schedule would work best, 2 or 3 days a week?

~ Regarding ground school, I'm leaning towards an on-line school, but what are the crucial benefits of a bricks and mortar, real live person ground school?

These questions and more I will be asking these CFIs, and of course telling you about their responses in future posts.

The flight line at KTRK, lots of charter aircraft bringing the folks in to vacation here at our little mountain paradise.

Good news is I've got my first donor who has given a large amount to get me started. So I must now come up with a budget including plane rental, instruction, gear, materials, etc. and compare it with one of those all included schools. So Part 61 vs. Part 141. What do you think of each? How was your experience at either?

That's "Look Out Mountain" at Northstar-At-Tahoe in the background. The views of the airport and Martis Valley, which the airport sits in, are excellent from up there.

Finally, I've got to figure out a schedule with my family life. I must consider that in the winter, with my wife teaching school every weekday and I'll be teaching skiing on the weekends and holidays, should I start this fall and make it happen before ski season or wait until next spring and have the spring and summer to accomplish my private?

What a dilemma?

How Did They Fly Before Computers?

2009-07-19T22:37:00.000-07:00

"The 'Net is a waste of time, and that's exactly what's right about it." William Gibson

Let me tell you what I found to be a waste of time and what turns out to be helpful as I've started my research on-line. Tonight I'll review what I received and learned from pilotjourney.com.

The first response I received from pilotjourney.com contained links to on-line seminars, an on-line handbook, pilot forums hosted by piotjourney, a list of career pilot schools and a link to where you can purchase their "Discovery Flight", which is an introductory lesson.

The first link to click on was to an on-line seminar titled Learn to Fly. It's a bit of a cheesy slide show offering encouragement and practical tips as you go forth. Encouragement such as taking lessons often and stick with it, encouragement such as how to save money during training by taking lessons often, using modern planes at schools with more than one or two airplanes. Practical tips such as using and following syllabus, study 2 hours for every 1 hour lesson, get your medical certificate prior to your first lesson and don't worry about how many hours it will take, rather work towards passing the Practical Standards Test. They also suggested taking the written exam as early as possible. All of the information from this seminar is decent if not presented in a hokey way.

I was surprised as they suggested that financing your training was practical and cost savings. Can someone tell me how paying to use money ever "saves" you money? They answer this question by suggesting that financing your training keeps you on track and saves you in the long run. I agree with that but if paying the money back would be difficult, as in my case, it doesn't make sense. Saving money is a better bet as I have started to do, but it's going to take some time to save that much.

All in all this on-line seminar was helpful as it was free, but I wouldn't recommend it as a must see.

Next time I'll review pilotjourney.com's next on-line seminar titled "Discovery Flight".

Learning to fly On-Line

2009-07-13T21:07:00.000-07:00

"The Internet is a series of tubes..." AK Sen. Ted Stevens

My first step is to research learning to fly on the Internet. There is a wealth of information available for the prospective, in training, current and professional pilot on-line. Here is a small list I've narrowed down.

http://www.aopa.org/learntofly/index.html AOPA is Aircraft Owners and Pilots Association, it is an excellent organization which I plan to join as soon as I get going with my training. From what my current pilot friends tell me, they are the best in what they offer to General Aviation.

http://www.cessna.com/learn-to-fly.html It makes sense that the best selling private aircraft manufacturer would have a good learn to fly website.

http://www.learntoflykit.com/ It also make sense that aviation magazines will have learn to fly websites. This one is from Plane & Pilot magazine.

http://www.pilotjourney.com/learntoflykit/ This one is just a pure website devoted to learning to fly.

All of these sites encourage you to sign-up for all of their stuff. Over the next few weeks I'll do just that and report back what's good and what's junk.

I've got my PayPal button and account set-up to receive donations now. Please feel free to be the first to donate. As soon as there is enough in the account I will set-up the first of my introductory flights with a local flight school. Thank you for helping out.

Matt,

FYI, outofbounds676@yahoo.com is my account on record with PayPal.

How to get started?

2009-07-12T15:45:00.000-07:00

I have always wanted to be a pilot...

My grandmother tells a story of when I was 5 years old and my parents sent me, by myself, to visit. It was my first flight ever, I think it was a DC9 or 727, Fort Wayne to Dulles. As she and my grandfather waited at the gate the entire passenger list deplaned, but I was nowhere to be found. After some confusing and worrisome minutes passed, I came up the jet way with the pilots! I barely remember, but they let me push a button near the back of the center console where I was standing looking at the cockpit instruments in awe and wonder. The button set off a loud klaxon the scared the bejesus out of my 5 year old wits, and they just laughed. Then they gave me my first wings and I wore them for weeks (a lifetime for a 5 year old). From then on I wanted to be a pilot. But it was not to be.

When I was 15 I got a summer job at my local municipal airport mowing, fueling planes, washing planes, painting lines on the runway and bumming rides from local pilots. It was great summer, especially when the airport decided to host their first fly-in/air show. It was a busy day and I didn't get to ride with anybody, but I did fuel a helicopter with Jet A (the first and only time I ever turned on the Jet A pump). The biggest lesson I learned that summer was that the high and prohibitive costs of civil aviation was too much for a 15 year old kid. The following years were occupied by the usual pursuits of a teenager. Aviation was still interesting, but out of reach. Besides, I just didn't have the confidence to really pursue my ambition and chose a different path.

Now, 26 years later I still have the passion, just ask my wife, as I am an avid flight simmer. What's different now is I have the confidence. How's that you ask? Well, I am an accomplished ski instructor, stay at home dad, little league umpire and an Email marketing specialist for the family business. I just don't have the means (read: a fortune in cash), that is why I enjoy my flight simulator.

My son Seth and I on my lunch break

My success as a ski instructor leads me to believe that I would make an excellent CFI. If only I could find the money. That is what has led me to this. Asking complete strangers to help me out. In return I will faithfully document my journey from 0 hours to CFI right here on these pages.

I am asking anyone interested in supporting my aspiration to send me even the smallest amount of US dollars that I will use towards my achievement of a CFI certification and beyond. If you are not interested enough in directly supporting my progress then I urge you to click on the ads you are interested in on this blog, as I get a little money from each click thru.

I hope you are interested,

Matt