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My Future In Aviation

If you read my string of posts the last couple of weeks you would think I would know better than to try to make plans for my career, and in particular flying.  Nothing in my career has gone the way I intended, but it has all worked out.  That being said, I figured I would put my plans out there because you never know when the right person to help you get there may stumble across what you write.

The first order of business is obviously getting dates for pilot training.  I will go into more detail about the steps of pilot training as it gets closer, and as I go through, but the basic detail is that you spend about 13 months at a pilot training base and you leave with your pilot wings.  The three pilot training bases for the Air Force are Laughlin AFB in Del Rio, TX; Vance AFB in Enid, Oklahoma, and Columbus AFB in Columbus, MS.

Each of the locations has good and bad about it so I am perfectly fine going to any of them.  My priority is to get started as soon as I can because I am not getting any younger, and the rest of my plans are going to take some time.

I should also mention for those keeping score at home that many people have to attend Initial Flight Training before going to pilot training in the Air Force.  I will not have to do this since I already have my PPL.  It is essentially a crash course in flying like you would receive at many flight schools, but done in the way the Air Force does it.  For pilots you go a little ways beyond your solo, but only about halfway to actually getting your PPL.  Navigators only get about 14 hours and spend more time on the navigation side.

While I am in pilot training my plan is to write or make videos everyday during training.  Based on time constraints I don’t expect most of them to be lengthy, simply the things I am learning as I go.  Now, I know that most people reading this are thinking that will only detract from my efforts and take away from time studying.

On the contrary, I feel like it will help me learn it better because I have found that things stick in my head better when I teach it to other people, or at least when I have to explain it.  Just reading something does not help it stick in my head.  The challenge, as I see it, will be in sharing principles, while not disclosing anything that would be considered sensitive information.  Fortunately, most of the information at pilot training, or UPT, is not particularly sensitive.

I already mentioned one of the reasons for this being a way to help myself retain the information better as well as debriefing myself after flights and such.  The other thing I would like to do is help share information for the people coming after me.  I know how much the lessons of people in front of me have helped me in the past so I hope to pass that along to the people coming after me.

After pilot training I will attend C-130 training in Little Rock, AR.  It will be fun to go back to my old stomping grounds, and even more fun to move up into the front seat.  This training takes approximately six months though weather and aircraft maintenance can add significant time if you are unlucky.  I think it will help a lot that I am already comfortable in the airframe and understand some of the systems, but I will also be learning about a lot more systems now so I am excited.

After finishing up in Little Rock, I will come back home to Reno, which is when the real fun starts.  On the military side, I will get about 8 months of orders to get spun up on our local mission and ensure I am flying the way I should.  It will be fun to have flying be my priority again, but based on my rank, it will likely not stay that way for too long.  But, I will try to fly there as much as I can to learn and develop and progress.  Just like in the civilian word, hours and experience are the key in the early years.

It will be weird taking such a large step back professionally because I will not have the same experience and opportunities for a while.  This is to be expected, and I look forward to the new angle I will be learning with all of it, but I will miss some of the other stuff.  The biggest thing I will miss is not participating in the MAFFS mission for a number of years.  It has been the most fulfilling mission I have ever been a part of, and I will really miss it.  Hopefully, I will be able to gain experience and get back to it at some point, but that will take some time.

On the civilian side, I want to really ramp up my involvement in general aviation.  Be forewarned that this may get a little chaotic, because I get really excited when I start thinking about it, and there are a lot of things I want to do.

The first order of business will be becoming a CFI.  The huge advantage I will have here is that after UPT you can take an equivalency test and get your civilian commercial license.  I am also hoping that I can work with the FSDO and figure out if there are other requirements that may be simpler because I have been a flying instructor and evaluator before, though I am also realistic that it was as a navigator so it may mean nothing, and that is okay too.

I also think it would be incredible to teach my own kids to fly.  They have all expressed some interest and there are still enough years before they are old enough that I should be established as a CFI by the time they are ready.  I would love to give them a jumpstart on their flying lives and help them to see how amazing it can be.

The next step may actually happen as part of getting my CFI, but I want to buy my own plane for a number of reasons.  The first is the most obvious reason, then I can take my family up and go chasing $100 hamburgers, though in this area it may be more like $200 hamburgers.  The second is to be able to instruct on my own terms.  Joining a flight school would certainly be one avenue, but it is not the one I want to pursue.

The cost of instruction in this area is insane.  I have heard of CFIs charging as much as $85 an hour with most of them in the $65 range.  With as much as it already costs for the plane and gas, I want to keep the other numbers as low as possible to try to help people out.  I should be making enough through the military that I can afford to cheapen it up as much as possible.

That is the last part of owning my own plane.  I don’t intend to get anything fancy or crazy expensive because you don’t need that, and some would argue you can actually become a better pilot with the less advanced aircraft.  The cheaper the plane I can get, the cheaper the cost I will need to charge a student.

I am aware that there are still things like insurance, annuals, 100-hr checks, and other maintenance, but again, the simpler the plane the lower the cost.  At the same time realizing that an older plane can quickly become a hangar queen if you aren’t careful, so I will make sure to do a thorough pre-buy as well as taking the time to understand all of the costs of ownership before I close that deal.

I also want to get a tail-dragger for a few different reasons.  It would give me the opportunity to give tailwheel endorsements to some of the pilots I work with at the Guard.  I have read numerous articles and comments that talk about how learning on a tailwheel can really help your stick and rudder skills, which is also a nice bonus.  So if you have good recommendations of planes I should be looking at I would really appreciate it.  The long-term goal would be to end with a Maule as I have a major love of them, but that may not be practical initially.

In the long-term it also serves a valuable purpose to me.  I really, really, really want to get into backcountry flying, and many of the best planes for that are taildraggers.  I want to make sure I have the proper level of skill before I go too far in that direction, but I know there is a ridiculous amount of opportunity for that in this area of the country and I want to take advantage of it.

An important part of doing that type of flying, at least from my perspective is sharing with other people, both in the plane and through pictures and video.  While the majority of people will never go backcountry flying, it is important to show all of the different ways flying can be enjoyed.  I know there are other people doing this, and in no way do I want to take away from them or just be a copy cat, I just want to join in on the fun.

In a perfect world all of that would pay for itself and support my family, but I am also ready to plan for the airlines if that is the path my life takes.  I know that is what my wife wants because of the travel benefits.  It wouldn’t be too bad though as I will still have the Guard for fun flying, as well as hopefully being well into backcountry flying at that point.  If I have to do one to finance the other, that is totally worth it.

At the end of the day I really only have one goal with all of this.  I want to get more people involved in aviation and having fun with it.  It has become such a normal part of our lives that so many people see it as simply a means of travel, and not a way to open up life to new adventures, and amazing people.

Whether I can inspire people through writing, pictures, videos, or ideally going flying with me, or other people, I am all in on it.  It is also worth pointing out that this is all a long-term play.  I don’t have the means right now to pursue it the way I want to, but I have a plan in place to get there, and I will get there.  Inevitably some things will take longer than expected, and others will happen more quickly, but I know as long as I stay the course, I will get there.

My sister once told me something very insightful when I was nearing the end of high school, almost 20 years ago.  She said that “most people don’t pursue the things they really want to do because it will take three or four years [or more], but three or four years later they are still living the same life, when they could be living their dream.”

Earning my pilot certificate last year helped me to realize that there is always a way to get to where  you want to be.  It may not be easy, it will likely take sacrifice, and where you end up may not be where you planned, but if you actively go after it, you will get there.

 

July 13, 2019 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

How I Became a Pilot: Part 5 Joining the Reno National Guard and Becoming a Pilot

For a long time it looked like I would not be able to go to the Guard yet.  In fact, my first application was denied outright. I know it was never looked at because it came back in less than 48 hours, and the Air Force never does anything that fast.  

But with some consistent support from my current, and future leadership we got through the process and I was able to leave Active Duty about 8 months before the end of my commitment.  I was super excited to be back on the West Coast, and to get to fly in the mountains around Reno.

When I was going through the process of joining the unit I mentioned a desire to become a pilot, but based on my age, and their needs I was told it was not going to happen.  Honestly, I was okay with that as I genuinely love what I do, but I figured it didn’t hurt to ask.

Adapting to Guard life took some getting used to.  Financially it was far more complex than getting a paycheck on the 1st and the 15th, but we have figured it out.  The culture is also very different since the majority of the people in the unit are part-time and thus are not available to do  training or for flying at a moments notice like we were on active duty.

Maybe most importantly, the Guard is also one big family.  An incredibly dysfunctional family at times, but the dynamics of a group of people who work together in one place, for in some cases 30+ years, can get very interesting.  

Families know each other, and not just spouses and children, but siblings and parents and other extended relatives.  While it does have its challenges, there is a bond that is undeniable, and something I personally find valuable.

I was also excited to be flying in what is the best local flying area anywhere in the world.  Though recently I have decided I may need to alter that statement as Alaska is pretty darn amazing, it is incredible to rage through the Sierra Nevada mountains on a regular basis.

About six months after I joined the unit they decided they were going to have a board to convert some navigators to pilots.  Initially, I was hesitant as I was 36 and pretty set in my ways. The idea of going back through 18 months of training with 23 and 24 year olds was not appealing.  I reached out to some trusted friends and after hours of discussing the practical side of it all I was still not convinced.

Then a great friend, who apparently knew me better than I knew myself at the time, appealed to the emotional side of it all and it tipped me over the edge.  Essentially he told me that for as long as he had known me I had wanted to be a pilot, so why would I not even try to do it. Let them tell me it wasn’t going to happen, but I at least needed to try.

As part of the preparation process for the board I decided that I needed to finish my private pilot’s license.  We had just gotten our tax return, and I convinced my saint of a wife to let me use most of it to chase my childhood dream.  I figured that even if the pilot thing in the Air Force didn’t work out, I would still be a pilot in the eyes of the FAA and I would have fulfilled a dream.

I immediately set to work finding an instructor and preparing to take the written test.  The first time I went up in the air with Nikk I knew that I had made the right choice. I really can’t even put it into words, even more than a year later.  It awakens something inside of me that nothing else does. I have written quite a bit about all of that training so I will refer you to past posts to read more about that.

I was not able to finish my license in time for the board, but I was proud of myself for getting as close as I did.  If it weren’t for weather I would have finished, but I don’t think it would have really made any difference with the results.

The time for the board came and I felt really good about how I presented myself and what I wanted to accomplish.  When the results were given I was not surprised as they selected the person they knew better who had been around longer.  While I was disappointed, I once again knew that things always seem to have a way of working out for me and my family.

After a few more weather delays,  I was finally prepared for my checkride and got it scheduled for 22 June 2018.  You can read about the details of that memorable day here, but as you are likely already aware, I became a private pilot on that very day, and it was maybe the most proud I have ever been of myself on a professional level.

To finally do something that I had talked about for more than 30 years was simply incredible.  The path was much longer than I had anticipated and there were many times that I thought it would never happen.  With all of the twists and turns that life takes, I had given up on fulfilling that dream. Like so many people I had moved on to something more practical and left those childhood dreams behind.

It happens to all of us at some point, whether we realize that at 5’9″ we are never going to play in the NBA, or that despite our love for the violin we will never play at Carnegie Hall.  At some point most of us concede to reality.

I have often struggled with this as I believe that you should never give up on your dream, but that at the same time, at what point is it keeping you from doing something else great because your other dream just isn’t going to happen.

Recently I have come to feel that it isn’t that you need to give up on your dreams completely, you may just need to tweak them a little.  If you are a five foot tall adult you will never be a center in the NBA, but maybe you can become a coach, or a trainer, or a writer for Sports Illustrated, or a sports agent.  If you don’t have the eyesight or stomach to be a fighter pilot maybe you can work for an airline, or an airport, or do maintenance on airplanes, or write a blog about them that becomes wildly popular and now you get to go for rides in those same fighter jets.

I firmly believe anyone can achieve true and lasting happiness in this life by pursuing their dreams.  As you can see by my path, it was windy and bumpy with a few pit stops and 180s, but I did it, I became a pilot.  

I have flown more than 1500 hours as a navigator all over the world in a C-130 and seen sights that few other people in the world will ever see.  I have provided life saving airlift to people who needed it. I have helped fight forest fires saving people’s lives and homes.

I don’t say any of that to brag or be prideful.  I say all of those things to point out that I have lived an amazing life.  I have fulfilled so many of the dreams that I had as a kid with my face pressed against a window at DFW looking at airplanes with my dad.  I just didn’t even realize that I had some of those dreams. I knew that I loved airplanes, and that I wanted to fly, and once I actually pursued that dream I found happiness and purpose that I did not have before.

That to me is true success.  I still have a lot of things I want to do, and fortunately I am still young enough to pursue many of them, but I feel successful with the things I have already done.  I have done things that money can’t buy, and I know that the experiences I have had are priceless.

So if you have a dream, go after it.  You may need to tweak your expectations a little, and you may not get there as fast as you would like, but when you put your heart into something and you chase it because it awakens part of your soul in a way that nothing else does, you can’t go wrong.  You will find happiness, and that is what I found when I became a pilot.

June 27, 2019 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

How I Became a Pilot: Part 2 Joining the Air Force

That’s right, I ended the previous post about becoming a pilot telling you about how I quit.  Again, it is not one of my prouder moments, but 11 years later, it is what it is and I can’t go back and change it.  I learned from the experience, and I am better for it.

A year or so after I gave up on my dream, I was visiting my old cub scout leader who was a retired pilot and former navigator in the Air Force.  We had a nice meal harassing each other about the Marine Corps and the Chair Force. All in good fun of course. On my way home that night I was talking to my wife and jokingly said, “Maybe I should just join the Air Force.”  We both had a good laugh.

The next morning when we talked on the phone she asked me if I had been joking about that comment the night before.  I told her that at the time I was, but that I had stayed up late that night and done some research and as far as I could tell I still had a chance before I would need a waiver, which is not something they were giving out at the time.  At the time you had to be into training by the time you were 30. (That limit was recently raised to 33) So we decided to look into it.

I contacted a recruiter in the area I was visiting that was incredibly helpful but he told me I should really work with one in the area I lived.  So I got in contact with her. She told me I was already too old and that it was impossible. After more research I realized she had no idea what she was talking about.  With some support from the online community at airforceots.com, and the help of the first recruiter I helped her realize that she was wrong and my package started to come together in earnest.

The first lesson here is to realize when a no is really a no, and when it is just laziness.  I could have easily taken her word for it and I would never have gotten to where I am today. At the same time I didn’t berate her or get mad, I simply kept searching and asking questions and eventually I found the right answers.  So never give up on your dream, especially if the first answer is no.

In the process of putting together my package there were a number of tests, paperwork, and various other steps that had to be accomplished.  Despite the complete ineptitude of my recruiter I was able to schedule the AFOQT and TBAS which are standardized tests that are required to apply to become a pilot in the Air Force.  All of the services have similar tests. Having already taken the Marine Corps one, and scored very well, I was confident I would do well, and I did. Not perfect, but very competitive scores.

I went into the process with the mindset that I was either going to be a pilot or I wasn’t joining.  I simply didn’t want to do anything else in the military but fly. As the deadline for the selection board approached, I was scrounging to get the last few pieces of paperwork signed and was genuinely scared it would not come in time and I would have missed my opportunity.  Fortunately for me, some of my Marine leadership took it upon themselves to help me, and it did come in time.

On the day that the application was due I made what I consider to be the best decision I have made in my career.  I called the recruiter and told him to add that I was willing to take a navigator slot. I figured that even if I wasn’t selected as a pilot, which was a very real possibility at the time, then at least I would still be flying, and more importantly I would actually be in a career that would support my family.

Then I had to wait.

From the time packages were submitted in June until the results ultimately came out in December was almost exactly six months.  They didn’t announce a release date, but based on previous boards I had determined about when to expect them.

As that time started to approach I became really anxious.  My commitment to the Marine Corps was in its last few weeks and I honestly wasn’t sure what I would do if it didn’t turn out as I had hoped.  I had even started taking classes to become a high school physics teacher because I needed something to take care of my family and the odds were not great that I would be doing that as a pilot.

At that time the selection rates for the boards had been in the 25-30% range because this was 2009.  The economy sucked and a steady paycheck from the military was pretty appealing.

I will never forget where I was when I got the call.  I had visited our local library with my daughter for story time.  As I was putting her in my truck I got a call on my cell phone from my recruiter.  Fortunately, he is not like me and didn’t tease me or keep me waiting and he told me that I had been selected as a navigator.

I really didn’t know what to say other than thank you.  I hung up the phone and screamed as loud as I could before calling my wife to tell her the good news.  I of course made her wait and teased her a little before letting her know our whole world was going to change.

I would later learn through the official press release that my board had resulted in a 17% selection rate. Of the approximately 700 applicants only about 120 had been selected to become an officer period.  Of the 120 or so selected there were only 6 pilots so it just wasn’t meant to be, yet. For reference the last board press releases I saw a couple of years ago had selection rates in the 65-75% range.  What can I say? It is all about timing.

Over the next few months I proceeded to fill out a bunch of paperwork, get a flight physical, and then wait to get a class date to attend OTS.

Shortly after learning I had been selected as a navigator, we learned that my wife was going to be laid off, and in the same month that we were going to be having another baby.  Isn’t life just grand sometimes? It was becoming even more imperative that I get a class date so that I could get going and take care of my family.

Despite some objections from my recruiter, and a relatively unhappy person in the office that scheduled class dates I was able to get a class date for September of 2010 with follow on training in Pensacola, FL.  With a little scraping by, and a lot of blessings from God, we were able to get by until I was sworn in, and three days after my son came into the world I left my growing family behind for Maxwell AFB, Alabama.

I have to laugh a little as I think back on that time.  Until that dinner with my cubmaster I don’t think I had once considered joining the Air Force, at least not seriously.  And once I had become a Marine there was absolutely no way I would lower my standards and go to what I considered a lesser service.

To be clear, I still had great respect for the Air Force and what they did, the way that I had, and still have, great respect for all of the services.  We all provide unique skill sets to accomplish our assigned objectives.  The greatest problems we create in the military are when we try to take on the roles that have already been perfected by the other services, but that is a topic for a different time.

But for a Marine to go to the Chair Force?  That is madness.  Fortunately, I had enough sense to care more about my family than my own over inflated ego.  And, even more importantly, I had a wife that loved me and supported me through it all.  Not many women would willingly send their husband away for three months only three days after giving birth, and as I would later learn, only a few days before she would have an emergency surgery.

Adding to the theme of the people who got me to where I am, I am forever indebted to my little sister Natalie who willingly came to live with my family and take care of my kids and wife which she recovered.  The real sacrifice is that she is not really a big fan of kids, but she was an angel to those kids and I will never forget it.

So if you are having trouble finding how to accomplish your dream, it may be time to look down a path that you have never considered, and hopefully there will be someone who will push you in that direction.  You may find, like I did, that something that you never considered, is it exactly the path that you needed to take.

June 24, 2019 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

How I Became a Pilot: Part 1 Early Motivation, and Quitting too Easily

I started writing this post a few weeks ago with the intent of publishing it yesterday which was the anniversary of the day I got my private pilot certificate.  But, before I knew it, what was intended to be one post turned into a ten page life story and I decided that I would be better off breaking it up.

It was fun looking back on where I have come from and where I will be going in the future.  Speaking of the future I was hoping to have gotten some news last week to put a cherry on the top, but it hasn’t come yet, so maybe it will come by the time I get all of this published.

As I often do, much of my writing is really for me, but in this case I am hoping that my story will help other people to realize that it is never too late to follow your dreams.  Even when you have given up on yourself, it is never too late to kick yourself in the butt and get back at it.  I also want to emphasize the importance of other people in achieving your dreams, and maybe more importantly, looking for opportunities to help others in their journey.  That is really what I would like to accomplish with this series of posts.

There are as many stories about becoming a pilot as there are pilots.  Each person has their own unique angle and path that they took to get there.  While there are many similarities, even those who followed a similar path, say USAF Pilot Training or an ATP school, will still have a unique story because that is simply the nature of the industry.

I have loved flying and airplanes for as long as I can remember.  I will spare all of the dirty details since I write about it pretty regularly, and this is about becoming a pilot.

When I started college I had originally intended to become an engineer of some sort much like my oldest brother, and a few good friends that had followed that path.  However, upon moving to California and discovering that there were actual aviation majors I knew that engineering was not going to be for me.

The first thing that pushed me back to aviation was working as a stock person at the Nordtroms in La Jolla (San Diego), CA.  You may think that Nordstroms has nothing to do with flying, and you would be right. But, if you know anything about the area I am referring to, that store sits just off the departure end of the runway at MCAS Miramar.

Everyday as I would come to and from work I would see all of the different planes (mostly F/A-18s) coming and going, and I would just sit there and dream about flying in them.  After months of this I finally kicked myself in the butt and decided that if I didn’t at least try then I would regret it for the rest of my life. So off to the recruiter’s office I went.

I think I surprised him a little because he started to try and sell me on the benefits of becoming a Marine, but I told him to stop selling and just tell me where to sign.  To make a long story a little shorter, I was off to boot camp a month later and nine months after that I finished training as an aviation ordnance systems repair technician.  I had no idea what that was when I joined, but it was the only job available in the air wing when I enlisted so there you go. My whole intent was to finish school as fast as I could and get my commission in the Marines and fly fighter jets.

After coming back from all of my training, I first enrolled in aviation courses at Palomar College in San Marcos California.  Sadly, I just discovered that those classes no longer exist. After the main instructor, Jerry Houser, retired, enrollment was too low and they had to cut the classes.  It’s really a shame because I learned a lot there. Jerry was one of those old school fliers that had a million different stories that you only acquire with decades of learning and living in the industry.

While the program at Palomar would never get you a bachelor’s, there was a companion program from Southern Illinois University, that still exists, that would allow you to do your general coursework at a junior college like Palomar.  You could then finish your bachelor’s at their satellite campus in San Diego. It actually moved into the classroom at Palomar right before I started the program.

For someone that was working multiple jobs, drill weekends with the Marines, coaching high school sports, and trying to date girls as often as I could, this program was amazing.  We met essentially every other weekend on Saturday and Sunday for 18 months and after that, you were finished. It was a fantastic program that catered to the military, but that benefited civilians who were in the classes as well.

As I was completing my general coursework, I started to work with an officer selection officer to get selected for OCS and a pilot slot in the Marines.  After completing all of the necessary testing and physicals, I submitted my package and was blessed to be selected for a pilot slot with an OCS date in the summer of 2006.  The way the program works I would attend OCS and then come back and finish my degree at which point I would receive my commission and attend pilot training.

As life is wont to do, my plans changed dramatically when I got sick two weeks before I was to leave for OCS.  The doctors weren’t sure what exactly was wrong so out of an abundance of caution my orders were cancelled and I was told to reapply once my medical was cleared up, which it was, a few weeks after I was supposed to have left.

No worries, I would just finish school first and reapply later.  But, on the day I was supposed to graduate OCS I met my now wife.  I made it very clear from day one what my plans were, and she was always very supportive.  Never once did she try and dissuade me from pursuing my dream. However, after some deep soul searching I decided that I would not reapply and that I would simply take my aviation management degree and find a different way to be involved in the industry.

Shortly thereafter we moved to Austin, TX and I got a job working at the FBO there which is still one of my favorite jobs I have ever had.  Within that FBO there was a Cessna Flight School which always got my attention when I was at work. After much debate with my wife, because we were barely getting by, we decided to take on the debt and just go for it.

So I got my Sallie Mae loan and started working on becoming a pilot.  3 Instructors, 7.5 hours and $3,500 later I realized that this was not a sustainable model, especially with a new baby girl in the family.  So as much as it pains me to think about it even now, I gave up on my dream.

I would love to say that this was the right thing to do, but part of me still thinks it wasn’t.  I really think I just didn’t listen to the right people and had gone down the wrong path.  I could have found a way, but instead I put it to the side for the time being.  It happens to most people at some point in their lives, but it still hurts when you are the one doing it.

June 4, 2019 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

How to Get More People Excited About Aviation?

This is the thought that runs through my head more than probably anything else in my life, except maybe how much I love my family…maybe.  I intentionally made the title a question because I don’t think I have the answer, nor do I think there is “AN”  answer.  For that matter there may not be an answer at all.

For me it was a father that loved airplanes and would take me with him to airshows, airports, The Boneyard, etc.  The interesting thing is that he took some of my other siblings too, so why I am the only one that caught the bug?  Is it something inherent in who I am?  Or did I just hit the right events at the right times in my formative years?

Who knows?

There are so many obvious answers out there that come to mind.  Get people to airshows, take cool pictures or cool videos, show them the cool places you can take a plane, and the list goes on and on.

Personally, I think the absolute best way to get people excited about airplanes and aviation, is to get them in a small airplane.  I know nothing changed my perspective more than getting in that little plane for the very first time.  Even as someone who loved airplanes the first time I got in a 172 I was never going to be the same.

It may have been getting in the plane, but as I think about it, it is more likely that it was taking the controls for the very first time that really made the difference.  It was insane to me that I got to take the controls within minutes of getting into the plane for the very first time.  I know I didn’t do anything crazy or groundbreaking, but to feel an airplane maneuver through the air at your own bidding is incomparable with anything else I have ever done.

Since that first flight I have accrued only about 50 hours in small planes, but about 1500 as a navigator in the C-130.  I love everything about my job, and would gladly do it until they kick me out, but if I am really getting down to the heart of it, I think I cherish those 50 hours in small single engine planes even more.

Maybe that sounds crazy, and maybe I am lying to myself, but there really is something indescribable about leaving the earth, and then safely returning with your hands and feet at the controls.  Flying is so inherently unnatural for a human being, that successfully accomplishing it is difficult to put into words.  It is amazing, and incredible, and empowering, and liberating, and a dozen other adjectives at least, but there is seriously not enough adjectives to do it justice.

So where am I going with this little rant?  Simply put, we need to get more butts in the seats.  You have to get people at the controls, and up in the air to really light that spark inside of them.  It is true that some people will hate it, and that is fine, but if we want more people to care about aviation, and to put in the time to learn the aspects of the industry that make it so valuable, they need to be at the controls.

For many people flying has become as much a part of life as driving a car.  I recently had someone tell me they actually spend more time in airplanes that they do in their own car.  This individual was a fellow avgeek so his passion is pretty well secured, but when something becomes run of the mill, it is not easy to create the excitement and passion that are necessary to create valuable change.

Now many of us don’t have our own planes, or in some cases may not even be pilots, but that doesn’t mean that we can’t get more people at the controls.

The first thought that comes to my mind is the EAA Young Eagles program.  If you are not familiar with the program I would encourage you to visit the site and learn more.  But, in short, it is a program that gives kids and teens the opportunity to get their first flight in a small aircraft for free to try to ignite that spark early.  According to their website they have given more than 2 million kids their first flights in the 27 years that the program has existed.  It is also supported by the likes of Harrison Ford and Jimmy Graham who regularly posts pictures on Instagram of the kids he takes up in his plane.

If you can’t take the kids up yourself, you can donate to the organization, or you can even just educate kids and teens that the program exists.  I’ve said it before and I’ll say it again, but lack of education is one of the biggest things hurting the industry.  We have to educate kids about all of the different paths and opportunities that there are in the industry.  Some of which don’t even involve flying, though my favorite ones all do.

June 2, 2019 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Earning the Title of Pilot

Have you ever wanted something your whole life?  Something that you have thought about pretty much everyday for as long as you can remember?  Something that you have always wanted to do, but always made excuses as to why you couldn’t?  Something that you actually started once, but then those excuses came rushing back in so you quit?  Something you actually convinced yourself would never really happen, but it sure was a nice dream to have for 30+ years?

But then you actually did it?

Such was my journey to becoming a pilot.  I have written about most of the journey in previous posts so I won’t dive in too deep, but before I talk about the hill that I finally reached the top of, I would not be telling the whole story if I didn’t share the struggles to get there.  If you would like to skip the struggle scroll about halfway down the page, past the picture, and you will get to hear about my checkride.

All of the questions that I wrote above were real life for me for more than three decades.  I would beat myself down and say it could never happen.  I would make excuses and blame everyone else for it not happening.  I would get really excited and motivated only to toss aside the dream the very next day.  I would say I wanted to do it so bad only to waste money on games or stuff or even just food.

To be very clear, these were all choices that I made.  Some of them I don’t regret one bit, like stopping flying when my daughter was born and we simply couldn’t afford it, but if I am being honest with myself, I wasn’t willing to do what it would take to actually get it done.  What that means is very different for everybody.

Some people are fortunate enough to be born into money or through some other means get their ratings paid for.  Others work multiple jobs, clean planes, sweep hangars, give up all of their free time and can barely squeak out a rating every year or two.  Still others decide to take on the debt and just go for it with that airline dream to pay it back later.

On that note we all do it for different reasons.  Some people do it to get to the airlines, others to fly in airshows, some to chase that $100 hamburger.  The reasons are endless, and it really doesn’t matter what your reason is, as long as it gets you where you want to go.  Your reasons may even change over time, and that is okay too.

So what finally pushed me to get it done?

I don’t really know for sure.  It definitely wasn’t one thing, but I can think of a few things that probably led to it happening.  In the last 9 months or so I have started listening to a handful of podcasts that relate to business and self-improvement and one aviation related one.  As I listened to all of these shows I was always blown away by how many incredibly successful people started later in life, or made huge commitments to stuff like Law School only to never practice law but instead be a comedian or a writer or some other job with no formal education needed.

It didn’t really matter where they had started, or where they had ended up, but the one theme that seemed common throughout them all was that they weren’t happy with where they were so they decided to do something that would make them happy.  Forget everyone else who told them they couldn’t, or that they were crazy, or that they would regret it.  In many cases they gave up hundreds of thousands of dollars to live on next to nothing, but they were happy because their life was filled with what they wanted to do.

I am sure that you can find just as many people with similar stories who failed as succeeded, but I have great respect for all of them, because at least they tried.  They saw something in their life they didn’t like and decided to try something new.  Even if they didn’t find success in the new venture they learned and grew and had a story to tell.  How boring will life be if the only story you have to tell is about the inside of a cubicle?

My apologies if it feels like I am digressing a little, but these were all of the thoughts swirling around in my brain when I finally said I truly didn’t care what I had to sacrifice, I am going to pursue my dream no matter what.  With any luck maybe it will inspire one person to realize they are not unique in having doubts and yes they actually can do it.

I had a plan to use a big chunk of my tax return to knock it out quickly, which lasted as long as it took the weather to ruin that plan.  It ended up taking a little more than three months, and I did take on some credit card debt to get it finished, but I don’t regret it one bit.  I still recommend getting it done as close together as possible since that does make a difference.  Having as much of the money together up front is also a good plan for the same reason, but don’t wait for everything to be perfect, because it never will be.  There will always be an excuse and somewhere else to spend your time and money.  That’s okay if you go a different direction, we all have different passions and flying isn’t for everyone.

The chariot that took me to a fulfilled dream.

Enough of me blabbering on about feelings and stuff.  Let me tell you about my checkride in the hopes that maybe you can learn from my mistakes and gain hope for your checkride(s).

I showed up to the airport about an hour before the scheduled checkride.  My CFI had the plane all clean and ready to go with logbooks in hand.  I should also mention that I did a mock checkride a few days before with my CFI’s brother Zakk who is also a CFI and regional pilot.  There wasn’t much on the flying side that was improved on that flight, but the time he spent asking me questions about the plane and other stuff felt invaluable to me and my comfort level.  While much of it was not asked about, the peace of mind it gave me was well worth the time.  If you have the time I would highly recommend having a CFI that hasn’t flown with you go up for a quick ride to get an outside perspective.

After a good thorough pre-flight I taxied over to the fuel pit and filled her up before tying her down and heading inside to meet the Designated Pilot Examiner (DPE).  It was at this point that we discovered two issues.  My CFI needed to recommend me for my checkride online, and I had done an electronic flight plan but not a paper one.  With a little bit of luck, and 7 years of making flight plans, we were able to get both of them taken care of and I was only a few minutes late meeting my DPE.

After getting through some of the admin and introductions we went through the logbooks, where I looked like an idiot staring at the page with the transponder inspection while my eyes refused to see where it actually said it.  I chalk that one up to checkride jitters.  I’m not sure what to chalk the next question up to once we got talking about flying, because I had a complete brain dump once again.  At this point I was a little worried, but he quickly moved on and I got on a roll.  There was nothing that he asked that was a surprise after studying the ASA Oral Exam Guide, which I highly recommend.  $12 very well spent.

I still struggled through a few questions just because I wasn’t exactly sure what he was asking.  Once we clarified a little back and forth I was able to answer all of his questions except one (I will now never forget that the plane prevents itself from exceeding its load factor by stalling).  The oral part of the checkride was actually faster and smoother than I expected it to be after the first few questions.  He then gave me a quick brief on what to expect on the flight and we stepped out to the plane.

When we got to the plane he did a quick walk around himself and asked a few questions about the plane including asking if a lower pressure on one tire was normal, which it was in this case.  We then jumped in the plane and kicked off the flying portion.  I gave a good thorough passenger brief which is something I wish I had started doing earlier with my CFI so it would have been more in my habit pattern, then we started her up and headed for the runway.

I have the habit of talking myself through what I am doing including my thoughts when I am in this type of situation which may or may not be a good thing.  It shows that you are considering all different types of things, but it also opens you up to saying something wrong and leading to more questions that never would have been asked if you kept your mouth shut.  For me, I also don’t like silence, and a good examiner will not say much so the talking helps keep me more relaxed.

As we rolled onto the runway I got a little excited, and I said what I say on pretty much every flight I took in preparation for this day, “Let’s do this!”  It is kind of a silly thing, but it reminds me how much fun this is supposed to be.  In my excitement to get in the air, I tried to rotate too early, and the plane didn’t want to fly.  I relaxed a little, let it build up some speed, and we lifted off without further issue.

We headed out to the West on the first leg of the cross-country I planned, which did not take long to show I knew what I was doing.  I guess the millions of dollars the Air Force has spent on teaching me to flight plan and navigate has been money well spent.  Once we had climbed up and found some clear air, which was abundant on a gorgeous Summer morning in the Reno area, we proceeded to go through all of the maneuvers.  Stalls, steep turns, unusual attitude recovery, engine out, using the foggles, etc.  The whole thing went really well other than slow flight.  I went to full flaps, and I did it too quickly.  This led to me being unable to maintain altitude like I wanted.  I was in control the whole time, but descended more than I would have liked before slowly climbing back up to altitude.

A great lesson for anyone who has not done a checkride before is to not evaluate yourself.  If you do something less than perfect then push it out of your mind and move on.  Dwelling on the past will only make the rest of the ride go worse.  Having had my fair share of checkrides, as well as giving a fair number as well, I pushed it aside and kept flying the plane, which is the most important thing you can do.

With all of the maneuvers complete we headed back to Stead to take care of my landings.  I opted for my soft field first probably because I was more scared about the short field landing and my tendency to float and I hoped that getting a good one in first would help calm my nerves a little.  I came around high as usual and took advantage of the opportunity to get my slip in.  Still one of my favorite things to do in a small plane.  As it turns out my soft field landing was not incredibly soft, but I got it down safely, and we taxied back for my soft field take-off, which went much more smoothly.

I flew around the pattern more nervous than I had been on the rest of the flight, especially after my less than stellar soft field.  As we came in for the short field I was actually a little low and drug in which is incredibly unusual for me as I am almost always pretty high.  I was also a little fast, and just as we came over the threshold I let the wind push me to the side of the runway so I decided to go around.  Something else that you shouldn’t forget when you show up for your checkride.  If you have a bad approach to landing without a DPE you would go around, why wouldn’t you do it with the DPE?  I have a friend that told me he went around five times on his checkride because he was so nervous, but he still passed.

The second time we came around the whole thing felt much more normal, or in other words high, but in this case normal proved to be the right place to be, and I put it down near the back of the zone, but still inside of it.  A good firm application of the breaks and retracting the flaps and he told me to taxi off the runway.  As I maneuvered the plane down the runway towards the midfield taxiway the DPE said some of the sweetest words I have ever heard from another man, “Well, if you don’t crash on the way to parking then you passed.”

Just thinking about those words makes me pause for a minute.

I did successfully navigate back to parking where he shook my hand and told me congratulations.  The next half an hour or so finishing up paperwork and putting the plane to bed are all a little fuzzy to me now as I think back on it.  But the feeling of finally achieving something that I had wanted for so long is something that I will never forget.  I was finally, officially, a pilot.

I will share a few things he debriefed me on, again in the hopes of helping someone else.  One of the reasons my landings were not great is that I was landing with a tailwind.  I checked the weather on the way in and picked the correct runway, but while we were in the pattern the wind shifted which only made it harder on myself, so keep the windsock in your cross check.  There is no need to go to full flaps for slow flight, at least in a Cherokee.  The maneuver can be performed with other flap settings as long as you are safely getting to the correct speeds.  Don’t forget the little power bump before touchdown on a soft field landing, it really makes all the difference in how soft it will be.

The biggest lesson that I would like to share to help those who may be nervous is that you don’t have to be perfect.  I completely missed some of the questions he asked me on the ground.  My slow flight descended too much, my soft field landing was in his words, “not soft”, but I still passed.  At the end of the day he told me that he feels comfortable that I will handle a plane safely in the future, which is the whole point of the checkride.  You aren’t held to commercial pilot standards, they just want to make sure you will be safe and smart in the air, that’s it. It is often said that the Private Pilot Certificate is simply a license to learn, and I am even more excited to learn now than I was before.  Now to convince my wife to let me pursue an instrument rating.

I’m not sure if it is better or worse that I waited to write this post until a few weeks after it actually happened, but the whole thing is still very surreal to me.  I haven’t been able to get back up since the checkride courtesy of work, life, and some things I put off to finish my certificate, but I look forward to taking my sons and daughters up in the near future, as well as my sweet wife who sacrificed just as much during this time.

There is one other reason that I finally pursued this dream that I left out earlier.  If I am being honest with myself, it is probably the biggest reason, and the one that pushed me all the way to the end when it took longer than I hoped, I wasn’t as good at first as I hoped, and when the money ran out and I had to take on some debt.  I really wanted to show my kids that they can follow their dreams too.  It doesn’t matter how long you wait, or how hard it is, when you truly commit to your dream, you can get there.  I don’t know if any of my kids will love planes as much as I do, I hope they will, but if nothing more comes of this than showing my kids that they can follow their dreams, then the whole thing was worth it.

July 17, 2018 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

My PPL Checkride is in 9 Hours

I had originally intended to write a whole post about this and my preparations for this day that I have been anticipating for 30+ years. Unfortunately, life got in the way, as it often does, and I think a good night’s rest is more important so this will be shorter than I had hoped.

I just finished going through my log book to make sure all of my times were accurate and complete. I got a brief from the flight service station that confirmed what Foreflight and my eyes already showed: it is going to be gorgeous weather tomorrow.

I rechecked my weight and balance along with drawing my route of flight on my paper chart. I took one last look through my study guide and have run through A TOMATO FLAMES, ARROW, and FLAPS about a thousand times in my head, so hopefully I won’t forget about the Mag compass tomorrow like I always do.

The crazy thing is that I don’t really feel that nervous. I have had plenty of checkrides in the Air Force so that probably helps. There is still some uncertainty of what the DPE will dig into on the ground, but I feel pretty good about the whole thing.

I don’t know that this is providing any value for anyone other than myself as it is helping clear my head before I go to sleep, and I am probably only doing it so that people will say good luck and make me feel better about myself.

To those of you out there that are pursuing the same path, at whatever stage you may be, stay the course, because it is totally worth it. I may be singing a different tune if it goes poorly tomorrow, but I doubt it. The sucky thing is I won’t even get to drink my sorrows away, or celebrate for that matter, because I don’t drink. Lol

Wish me luck!

June 21, 2018 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

My Last Flight With MY CFI?

This may be a little optimistic on my part, which is why I included the question mark, but at least as far as the requirements go, I have now completed all of the time I need with an instructor.

After knocking out about half of my required solo time, we decided it would be best to get back to some of the specifics of the checkride, as well as completing the remaining simulated instrument time. Fortunately, there is an airfield that is just over 50 miles away that makes for a great, short cross-country field.

Before we headed over to Fallon (KFLX) we went out into the practice area and went through all of the maneuvers again for the first time since one of our first flights together. It was great to work on something other than landings for a change.

When we had first gone through the maneuvers a few months ago I do okay, with the exception of my stalls, which kind of surprised me because I had never had too much issue with them nine years ago when I first started.

I’m not really sure what happened, but everything went much better this time. I guess I just felt more confident in the plane as a whole, and more specifically in my ability to handle the plane in a number of different situations. It was reassuring to me that it went so well, and gave me the confidence to get out there and practice them on my own in the future.

After going through the maneuvers I put on the foggles and we headed over the KFLX. The only thing that I have found incredibly annoying about the foggles is their lack of protection from the sun. I’m not sure why, but every time I have worn them we have always been flying directly into the sun. Maybe that is just poor planning on my part, but I am glad I was able to knock that out of the way.

Our intention with going to Fallon was mostly to knock out the cross-country and simulated instrument time I needed, so we didn’t stay long. Though I did take a second landing because I was not happy about the first.

On our way back to Stead we found ourselves safely squished between the Reno Class C airspace, and the mountains. At which point my CFI, who I realize has a name, Nikk took the controls for a minute and casually flew through some of the hills for a minute. It is easy to get so wrapped up in the learning aspect of this process that I can forget about what makes flying fun: freedom.

It was only a couple of minutes, and we didn’t do anything crazy, but it was awesome to watch him just freely move the plane through the air and demonstrate the lack of restrictions on VFR flying. You are not bound to a road, or track, or even an airway. You can let your hands take you all over the place and see and do exactly what you WANT to see and do. It was just great.

Once we got back into Stead it was time to get back to work, taking on short and soft field landings/takeoffs again. After working on them for an hour, the biggest thing I took away from it is that if you just always try and hit your mark there is no reason to do much differently. The one caveat to that being control manipulation on the ground for soft field work.

What I did find interesting in this instance is how familiar I had gotten landing with only one person in the plane. You add another 200 pound dude next to you and the plane handles a little differently. My challenge at this point is really in creating a steady glide path into the runway. I have a tendency to remain high through my base turn, something I think stems from the fact there is a big pond at the approach end of the runway that subconsciously makes me want to stay high.

The irony is that I then have a tendency to correct through what a normal glide slope would be and end up a little more drug in than I should be, not the best setup for either soft or short field landings. If I had to analyze myself, since Nikk isn’t here next to me to do it, I would say I am not properly using the inputs I have to make the whole thing smoother.

While I shouldn’t stare at them, I am not utilizing the PAPIs enough as I try to develop my sight picture.

I’m not paying enough attention to my VVI as I make the base turn and turn to final which is causing me to make a completely level turn instead of a descending one.

Finally, I am trying to make the landings as if they have become muscle memory, and they haven’t yet. I need to more consciously go through the steps of landing and make sure that both hands, and both feet, are making the proper inputs so that the plane will behave the way it is designed to.

All in all it was a good flight, and the fact that I no longer require the supervision of an instructor is a pretty awesome feeling. It makes me feel like I am seeing the light at the end of the tunnel to finally getting that license to learn I have longed for all of these years.

May 24, 2018 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Solo Cross Country Flight: Starting to Feel Like a Real Pilot

The fun just never seems to stop for me these days, though it doesn’t always feel that way during the day.

After my long night flight a few weeks ago, it was so nice to get back to flying during the day.  Even when I fly at work I prefer flying during the day.  It is just so much more enjoyable seeing everything around you as you cruise along.  I also feel like my situational awareness is leaps and bounds better during the day, which is to be expected.

For my next flight I was planning to go solo cross-country, with the intent to knock out my long sortie requirement since the weather was so good.  As the day approached, I decided to be a little more ambitious, and knock out all five hours of solo cross-country time in one shot.  The sun ended up setting before I could finish, but it was still a good run.

I took off from Stead (KRTS) in a plane completely full of fuel on a warm afternoon, which meant it was a long climb up to 8500′ even when you are starting at 5000′.  No worries though as I mentioned that it was a beautiful day and I was thrilled to be in the air.  There were a couple of bumps on climb-out which is also to be expected when you fly through the mountains.  A completely smooth flight is essentially unheard of in this part of the world.

This is one of my favorite ridges to cross. We often do what is called a zoom climb in the C-130 here which gives you about 2-2.5k feet in a matter of seconds. I know that is no fighter stuff, but for a heavy that is pretty good.

My first leg would take me up to Susanville, CA (KSVE) which led me to fly through one of the areas that we often train in for work in the C-130.  It is so fun to fly through some of these same areas at a much lower speed and really get to enjoy more of the scenery.  It is also a trip to be the one at the controls.  Getting eyes on the Susanville airport proved to be quite challenging despite the small town that it is a part of.  Normally, you can look for an area that is a little more sparsely populated and that will help, but the whole area is pretty sparsely populated, so nothing really stood out.  I knew about where it should be though so I set up for a 45 to downwind based on the winds, and right about the time I wanted to enter the downwind, the runway popped up in front of me.

At this point, it dawned on me again that I was in an airplane all by myself again.  The last time I had done this was at Stead where I had already made dozens of landings with an instructor by my side.  Now I was at a brand new airport, that I had never seen, landing the plane all by myself.  I gave myself a little pep talk as I turned base and told myself it was no different from the other landings I had done by myself.  In hindsight I kind of wish I had done a touch and go at Stead before departing just to remind myself I knew what I was doing.  Fortunately, I still knew what I was doing and, while I floated it a little after coming in high, I landed smoothly and taxied clear well before the end.

After landing and pulling off the runway I had another one of those yell for joy moments like I did on my first solo.  It was the most incredible feeling to be out on the road all by myself.  I am once again somewhat speechless as I think back on it.

When you have wanted to do something for as long as I have wanted to be a pilot, it seems completely surreal that I am actually doing it.  It doesn’t even matter that it is not an airliner or some other big aircraft, pretty soon I will actually be a licensed pilot.

Stopped at Susanville and enjoying the glory of my first solo cross-country landing.

After taking a minute to enjoy the moment, I sent a message to my CFI, and my wife, to let them know I was safe.  Then after a drink and a quick look at the iPad I lined back up for another takeoff.  With the runway being a bit shorter I decided a notch of flaps wouldn’t be a bad idea, which I am glad I did, because it was definitely the most runway I have used for a takeoff.  I would have been fine either way, but it is always nice to have a safety buffer.  Leaving Susanville, I was also a little leery about birds because I know there are a lot in the area with the large lake east of the airport.

No worries though as I climbed out away from the town with no problems.  I fly in this area all of the time for work, and I was pretty much lined up on the run-in that we use for airdrops which was also fun.  I’m pretty sure there are no restrictions for flying in that area, and I knew none of our planes were flying on a Friday night, but I decided it would be better to just continue my climb so I could pick up some true airspeed.  It was still cool to see the area from a different perspective though.

Pyramid Lake is a great warm fuzz for navigation because it is huge, and easy to reset your bearings if you aren’t quite sure where you are.

This leg took me across the northern edge of Pyramid Lake, which is a great visual landmark in the area.  Right now the lake is super full with good spring runoff and a few little rainstorms we have had recently.  It is also one of the common areas for us to practice maneuvers because there are obviously no mountains in the middle of a large lake, and there are some great flat beaches along the shore in the event of engine problems.  I considered practicing some maneuvers, but decided my energy was better spent focusing on the task at hand, as well as making sure I got back before sunset.

After passing Pyramid Lake I crossed a bunch of the North-South running ridges that are all over Nevada.  It was a good reminder of how easily you could get lost if you aren’t paying attention, because they all look alike.  Those same ridges made for a bit of a different arrival into my next airport; Lovelock (KLOL).  Having to stay high over the ridges I pulled the engine almost to idle and started a more rapid descent into the airport than I did when I came in here at night.  It is amazing how different airfields look at night, and I was glad to come back and get that perspective.

Lovelock may not be real pretty, but…yeah, it just isn’t very pretty.

Being as high as I was, I decided to do a bit of an overhead pattern to set up for the landing, which proved to be uneventful.  Something that I was grateful for after every landing.  They say any landing you walk away from is a good one, but I was grateful for no real issues other than maybe not being as close to centerline as I would like, or it not being as smooth as I would like.

Leaving Lovelock would be my shortest leg so I spent a little extra time making sure I had my frequencies squared away as well as looking at the airspace for Fallon Municipal (KFLX) as it sits right on the edge of NAS Fallon’s airspace, and I had heard them recovering aircraft on the radio only about half an hour before.  This would also prove to be the bumpiest leg flying over a bunch of fields that had been warming up with the sun sitting high.  I am quite familiar with turbulence from work, but it is always rougher in a small plane.  Knowing just how durable planes are makes the whole thing easier to tolerate.

Fallon almost felt like home after flying over so much open land for so long.

At this point I was about half way through my sortie and this would be the first traffic I encountered.  As I was setting up for a 45 to downwind there was another aircraft taking off from the field.  We both communicated clearly, and I thought he would just fall in behind me, but instead he decided to bug out, so I had the pattern to myself.  It was nice to get back to a field I had been to before as well as an area I had previously flown the Cherokee in.  I think those factors contributed to this being one of my better landings of the day.  After a quick stop for a text to my CFI I was on my way back towards busier airspace.

This is exactly what I would experience flying over a couple of smaller airports, including an amazing airpark that I would love to live at, but a few simple radio calls made the whole thing a non-issue.  I will say that my comfort on the radios has made this whole training much less stressful.  I still mess it up on occasion, and I have plenty to learn, but knowing enough to keep the whole system flowing relatively smoothly has made a big difference.

I talked to this guy a few times on my way to Carson. It is always fun seeing different aircraft types.

As I approached Carson City (KCXP) I came in behind some traffic, and had to quickly clear the runway for some other traffic headed inbound.  Another smooth landing, and a quick exit made me feel like I actually knew what I was doing.  While I was taking a quick break in the run up area I was able to call out a flock of birds to another aircraft in the pattern which made me feel like even more a part of the community.

When it came time to leave it got even busier with a Bonanza approaching the runway from the opposite side parallel runway, and a 172 on base.  Not being in much of a rush, now with plenty of time before sunset, I let them both go first before taking the runway about to head towards my tower controlled airfield.  I had spent even more time on the ground preparing myself for this leg since it was very short and I would need to contact approach almost immediately.

With the mountains in the way they couldn’t see me, even though they could hear me, so they directed me to the East of the departure corridor and I set up for an extremely long downwind.  I think that flying in a radar controlled area can be a little intimidating for some people, and admittedly Reno (KRNO) is not the most busy of airspaces, but it is amazing how calm it can actually be once you understand the basics.  This is another field I had been to quite a few times, but the runways are about twice as long as all of the other fields I had been to over the last 3.5 hours, so I bet many of you know what was coming on my first landing.

Reno is a little bit bigger than the other fields I visited on this trip, and my landings reflected that.

I flared high, and plopped that thing in there.

I will say that it was not as firm as some of my landings that I really struggled with earlier in my training, but after that first one I had to remind myself about the optical illusion that I was experiencing.  Needing my extra full stop landings at the towered field I spent the taxi time walking myself through the illusion of feeling lower than I actually was to help on the subsequent landings.  They were all still a little high, but they did get better.  Before my final departure I took a nice deep breath as I was about to start my last leg.

By this time I was about four hours in and I could feel the length of the day starting to come on.  Nothing unsafe by any means, just a quick reminder to myself to stay alert and not get lazy on the last leg.  Probably because of that, and the natural straight in that this leg lines up for, I came in too high and had a nice steep descent down to the runway.  I had decided before hand that I would take a couple of victory laps around Stead upon my return as long as the daylight would let me, and it certainly did.

As I took my last couple patterns around I was able to enjoy a beautiful sunset and my best landings of the day.

After leaving the runway and taxiing back to the hangar I took a few moments to think about how amazing of an afternoon it was.  Most people on a Friday night would have taken advantage of an early work day to get in some extra drinking or partying, but as a non-drinker that is also not much of a partier, I couldn’t think of a better way to spend a Friday evening.  I didn’t get the full 5.0 that I had hoped for, but I did log 4.4 hours of some of the most empowering flying I have ever done.

My wife asked for proof that I was actually doing it. This is the face of a very happy man.

Not only CAN I actually do this, I AM DOING IT.  This is no longer a dream that I have had for over 30 years.  This is no longer something that I will get to when my kids are older, and I have no more debt, and the Cleveland Browns are no longer the laughing-stock of the NFL (aka never), this is happening now.  For the first time, that really hit me after this flight.  I guess it was just doing what I have dreamt of for so long that brought it home for me.  I dream about going out for a $100 hamburger, or just cruising around with my kids for an hour or two and enjoying the wonder of flight, and that is essentially what I had just done for the last 4+ hours.

Weather and work continue to delay the timelines I had originally set, but even that is not going to stop me from finishing and forever wearing the title of pilot.

April 30, 2018 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Flying at Night was an Eye Opening Experience

I finally was able to knock out that flight I passed on a few weeks back after a little vacation, and a whole bunch of crappy weather, and all I can say is that I am glad it is over.  I should clarify that any time spent flying is better than time spent in just about any other way, but I realized after this flight that flying a small, civilian aircraft at night is just not a whole lot of fun.

In leaving Stead and heading down to Reno it really wasn’t all that different at first because we were over city the entire time so most everything is lit up pretty well.  That being said, it is definitely a different sight picture at night than it is during the day.  I found myself flaring a little to high and having to hold it off much longer than I would have liked.  This was likely a combination of not having flown for a little while, and the different sight picture I was experiencing at night for the first time.

We proceeded to do three full stop taxi backs at Reno because for some reason the FAA wants all of your night stuff to be full stop landings.  I personally don’t understand the logic in this, so if you have any ideas I would love to hear them.  The one upside in this case was that it gave me more time talking to ground and switching radios, which is something you can never really practice enough.  On the C-130 I just type in numbers so it is good to get practice spinning dials.

After leaving Reno we headed East into the I-80 corridor as we very slowly climbed up to a good safe altitude.  This may very well have been the first time I have ever climbed up through the mountains at night without having NVGs like I wear at work.  To be honest it was pretty unnerving.  Despite knowing that I had planned well, and could see the freeway clearly below me and in front of me, it is not fun not being able to see the even the outline of the mountains around you.  It didn’t help that there was absolutely no moon either, but I wasn’t delaying this mission any longer just for some moonlight.

The half an hour or so it took us to get up to Lovelock (KLOL for those keeping track at home) was relatively uneventful, and once we got to altitude the terrain sloped away to the East and there wasn’t even mountains to worry about.  With nothing really between us and the airport, we were able to pick out the beacon pretty quickly, and a few clicks of the mic lit up the runway like a Christmas tree making it even easier to find a few miles south of any other buildings.

After a quick survey of the area we went in and executed three more full stop taxi backs, but fortunately the winds were mostly calm so we opted to just switch runways with each landing to save on the taxi time.  It was definitely a very different experience flying at such a small airport with no lights around it after flying at Reno that is surrounded in lights.  I also had the thought in the back of my mind that there is a lake off the end of one of the runways that made the whole thing a little more ominous.

After finishing up our landings there we began our trek back to Stead, and since we were running a little behind schedule, we utilized the wonder of ForeFlight to go back home more directly.  I have to say that it is just an incredible tool for anyone out there.  If I had a small plane I would not waste my money on a G1000 or other system, I would just buy an iPad and a ForeFlight subscription, because they honestly offer so much more at probably 5% of the price.  The situational awareness that it gives you is just insane.  I honestly wish the Air Force had just bought subscriptions to ForeFlight rather than wasting money on developing a different app.  If you don’t have it you seriously need to check it out.

By this time it was after 2300 local and after a full day of work I was getting pretty tired, but we still had four more landings to knock out.  It was definitely a little comforting coming back to my home airport after so long in the unfamiliar dark, and it got me a little excited again to finish the whole thing out.  Fortunately, the winds at Stead were also light and we were able to execute a few teardrops in the pattern rather than flying a full standard pattern.  It saved a little time which was okay by me and my CFI.  It was also a fun challenge to execute something other than a standard pattern and having to adjust in ways that you normally wouldn’t have to.  That being said, it is not something you should do if there are other aircraft in the area because it would quickly become a mess.

Flying at night in a small civilian plane definitely opened my eyes to the value of having NVGs with the flying I do at work.  The amount of situational awareness that they provide is just downright ridiculous.  On a well illuminated night it is almost as good as flying during the day.  I can’t even imagine doing anything close to what we do without NVGs.

This was also a good flight to help me remember that you have a whole massive skill set to learn as a pilot.  It isn’t enough to get good at landings during the day on a long and wide runway.  You have to land at night, and on shorter and more narrow fields.  You should try to get to soft fields and different surface types because all of those things are only going to help you build your bag of tools that one day may save your life.  From a less practical side, it is also fun to try new things and go new places.

When I was deployed to Afghanistan we took an F-16 pilot for a ride one day and it was the first time he had ever landed on dirt, especially dirt that was probably only 4000′ long or so.  For a guy that is used to pristine pavement that is at least 10,000′ long, it was an eye-opening experience.  He gained a whole new respect for what we do that day, and I guarantee he became a better pilot with that understanding.

So while trying new and different things is often not very comfortable, it is a great way to learn new things, have some fun, and become a better pilot.

April 19, 2018 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.