My Flying Career

Wow, 2010 already?  Time flies when you’re having fun (John, do not make a lame joke using this pun).  I have yet to fly this year because  have been studying diligently for my CFI-A Knowledge Test.  I really want to get a good score on this test and even more, I want to REALLY know this stuff backwards and forwards.  So that’s where I am at.

My IFR PIC currency lapsed at the end of November because I did not meet the requirements in the last 6 months to remain current.  The way the currency works, for IFR at least, is that you must have accomplished, in the last 6 months, the following:

• At least six instrument approaches;
• Holding procedures; and
• Intercepting and tracking courses through the use of navigation systems.

You can find all this information in Part 61.57 of the Code of Federal Regulations.  Well by the end of November I had all but 4 instrument approaches.  It had just been such nice weather the last 6 months, I haven’t had to shoot an approach.  So what happens when you lapse like I did?  Well you are given a 6 month grace period where the FAA allows you to go up with a Safety Pilot and shoot the remaining requirements in simulated conditions.  Who qualifies as a Safety Pilot?  All they have to possess is at least a Private Pilot’s Certificate and a current medical certificate.  I decided to give my Grandpa a call and ask him to be my safety pilot.

My grandpa is a corporate pilot out of Hillsboro and used to be an airline pilot for Eastern Airlines before they went bankrupt.  So you can imagine how much fun we have when we both are in the cockpit.  I really enjoy flying with him and I get a kick out of his comments on how slow the Cessna is compared to the Learjet 35 he currently flies.  So I flew up to Hillsboro, picked him up and we got my required 4 approaches in.  Did the ILS to Aurora, ILS to McMinneville, the VOR approach to Hillsboro, then got radar vectors for the ILS back into Hillsboro.  It reminded me of when I was training for my Instrument Rating.  Approach after approach after approach.  It mentally wears on you.  I think it is one of the toughest things I’ve had to do in aviation.  I think the only way to make it more difficult would be to have to do it in a light twin.

Well I’ve rambled on long enough.  Happy new year everyone and hopefully my next post will be on how well I did on my CFI-A Knowledge Test!

Today I took my FOI (Fundamentals of Instructing) knowledge test.  I felt very confident as I have studied hard for a while.  Not only did I pass, but I got a 100% test score!  Funny little side story – recently the LaserGrade testing centers have been able to reveal what answers you got incorrect at the end of your test.  I know, most of you are thinking, why hasn’t that always been the case?  Well, they have been a little behind the times, and until now, you never got to see which questions you got wrong.  It was very depressing.  Well the proctor was very excited to see how the new system works, and how it shows you your missed answers.  Well when I had finished, she was confused at how come we didn’t get to see my missed answers, then she looked at the score.  ”Wait a second, no wonder….you got ALL the answers right!”  I chuckled and apologized for not being able to be the guinea pig for this new system. Maybe next time…. hopefully not, but maybe.

Next up, studying for my FIA (Flight Instructor Airplane) test.  This is a 100 question knowledge test spanning basically everything I have learned thus far (minus Instrument Rating questions).  So this is a big question bank they will be grabbing questions from.  So I will need to review and study A LOT!  So let me get back to that, so I can get another 100%.

Well it’s official, I am a Commercial Pilot! For multi-engine aircraft at least. How did the checkride go you ask?  I’m glad you asked!  The checkride is a pass or fail situation, so I am unable to give you a letter grade or percentage.  But what I can give you is how I felt it went.  The checkride  consisted of two parts, the Oral quiz, and the Practical flight.  The oral was about 2 hours long and I felt very comfortable answering all of the questions the examiner asked.  Examiners tend to like to find an area that you seem to know the least about, and question you for more details on that subject.  On this particular checkride, she found out my inexperience with crossing the U.S. border and what steps are needed in order to do so.  I knew the basics.  You must have a radio operators license, you must call ahead to Customs and let them know you are coming.  However the examiner was also very practical, and I told her I would certainly not plan on crossing the border without first studying and questioning someone who has.  From what I’ve heard, it’s not something you just go willy-nilly doing without first knowing what’s going on.  She asked a lot of questions about VFR operations.  I had no problem answering those.  She also asked a lot of questions about performance in the Seminole, which I thought was weird, since I already had my Private Multi-Engine license and had already been drilled on a previous oral about that.  But hey, I’m not complaining, I knew all the right answers!

Ok, onto the flight.  When we started the Oral portion the clouds were reported at 3,500 feet broken and expected to continue like that for most of the day.  I was really worried that we would only be able to knock out the oral portion of the practical test that day because I needed at least 4,000 feet AGL to do an Engine-Failure, which was required on this checkride.  By the time we finished the oral to go flying the ceiling had raised to 7,000 feet.  Sweet!  Well, almost sweet.  There was a 12 gusting to 17 knot 20 degree crosswind.  Oh joy! Welcome to the start of fall.  Now it’s important to note, I have not flown the Seminole in a crosswind of this caliber before.  But again, the examiner was great and said, “lets just make our first trip around the pattern a normal takeoff and landing so you can get a feel for the crosswind”.  Off we went, takeoff was great, immediately went into a crab on climb out.  But man, the downwind leg went super fast with that tail wind.  In a matter of seconds I was putting the gear back down, few more seconds later I was turning base to final and trying to slow her down.  First landing was not terrible.  A little bit harder of a touch down than I like, but within standards.  Anyway in an effort not to make this blog post unnecessarily long, I will just say, the rest of the flight went very well, my best landing (which was honestly my main concern for the flight) was the short field landing, and it was beautiful.

Ok, so what are my plans now.  What’s next on the list of accomplishments for my career?  Well I need to get my Commercial Single-Engine addon.  This will just add Single-Engine privileges to my existing Commercial license.  It should be a faily short Oral (just questions about the performance of Single-Engine aircraft) and then the flight.  The flight has some different maneuvers than the twin.  So I need to get up and practice the maneuvers a bit before I take the checkride.  I expect to take my checkride in the next few weeks.  After that, I will start studying for my flight instructor ratings.  I would like to get all three flight instructor ratings.  The CFI (Certified Flight Instructor), CFI-I (Certified Flight Instructor – Instrument), and an MEI (Multi-Engine Instructor).  In order to take those checkrides, I will need to knock out three knowledge tests.  The CFI-A, the CFI-I, and the FOI (Fundamentals of Instructing).  I will also need to start practicing the same maneuvers I did for my commercial rating from the right seat.  And also practice teaching.  I need to be able to explain to a non-pilot how to perform a maneuver.  So my friends may be getting some free flights, provided they listen to my jibber-jabber for a bit and tell my how I did.

Thanks to everyone for their continued encouragement and support.  It really helps having people interested and encouraging me to “keep it up”!  So I thank you.

Until next time…

Today was a good day.  After a month of studying I passed my Commercial Pilot Knowledge test with a score of 91%.  That’s an A in my book.

So what does this mean and what do I do next?  Well this is just the first part of getting my Commercial License.  I still have my checkride which consists of a flying portion and an oral portion.  I also am getting two different commercial licenses.  I am getting a Single-Engine Commercial, and a Multi-Engine Commercial.  And those are two different checkrides that I will either take back to back (if I’m feeling up to the long day) or I will take very close to each other.

Over the past few months I have been flying a lot in the Club Cessna building time trying to get closer to the 250 hours required for the commercial license.  Well I now have 222 hours and am close enough that I will spend the rest of my time practicing commercial maneuvers and wiping off the rust on my Multi-Engine skills.

As part of the requirements I get to do a 250 mile straight line cross-country flight.  So basically I have to fly to an airport 250 miles straight line distance away.  And I’m going to do it in the twin!  I’m thinking I’ll go to Lewiston, ID.  But haven’t settled for sure.  Anybody have any good ideas?

Well, I have that on top of the world feeling once again. I just passed my Private Multi-Engine Land checkride! It felt so good to log my first few hours of PIC multi time! Instead of paying all that money for non-PIC multi time.

I learned something from this multi-engine training experience. I am better at learning knowledge as apposed to learning a skill. This is the first checkride (since my private) that I had to learn a new airplane. And not just a new airplane, but brand new concepts to the plane. So what I took away from this was that I could learn the concepts of how things worked on the plane, and why the plane moved and operated the way it did. But actually flying the airplane was more tough.  I felt like I was back at square one when I learned to fly the Cessna 172.  I was an infant learning to walk with new legs.

Having said all that, my next step, my commercial multi-engine rating, will be a very challenging one.  As I basically have to do the same checkride, but with stricter margins.  For example I have to do a short field landing on a point +100 feet, -0 feet.  As opposed to a short field landing on a point +200 feet, -0 feet.
I also have to study for my knowledge test.  I’ve gotten above 90% on all my other knowledge tests, and I would love to keep that streak going.  However, I have heard the commercial knowledge test is much harder than the Instrument and Private knowledge tests that I have already taken.  I guess that means I just have to study all that much harder.  Again, my strength, I believe, is in the knowledge, so I’m not sweating it too much.  I am more concerned about learning to fly the airplane to these stricter standards without paying an arm and a leg in aircraft rental (and instructor) fees.

So begins the Commercial Knowledge Test studying.  Back to the King Videos.

I received my loan check in the mail yesterday.  I have never seen a check this big before in my life.  Too bad they have to show how much you owe back on the same page.  What a downer there.

First things first, I plan on purchasing the Instrument and Multi-Engine ground school courses from King Schools and start studying for my knowledge tests.  A lot of people think the Kings’ videos are boring and I can definitely see why, but for some reason they work for me.  I have used them on my Private and Instrument knowledge tests, and got above a 90% on both.  So no complaints coming from me.

I also will start flying as much as possible to accumulate as much TT (Total Time) as possible in the club plane I use at Salem.  I plan on making as much of this TT cross-country time as well.  Might as well hit two birds with one stone right?

Hope the weather holds out, I need to do a VOR check before I can fly IFR in the club plane again.  And it hasn’t been too promising.