Dan's Pilot Times

Finally Flying Again

Dan — Wed, 26 Nov 2008 21:26:19 +0000

After more than a month since my last flight, I finally got up into the sky again today. It’s not like haven’t been trying, though, it’s just the weather around Chicago hasn’t been cooperating on the weekends. Luckily, since I had off of work today, I was able to schedule a plane and putz around a bit. My trusty Cessna 152 trainer, N64920, was the plane I flew.

I did a quick jaunt up to Burlington (BUU) just to land somewhere else, rather than run the pattern a few times at Westosha. The flight was uneventful, but it was definitely great to get flying again. I’m scheduled to fly tomorrow (Thanksgiving Day) with both my parents for the first time since earning my license. This practice helped make sure everything goes smoothly tomorrow!

This flight I logged 0.8 hours of flight time. Have a Happy Thanksgiving everyone!

Airspace Requirments Memory Aids

Dan — Fri, 14 Nov 2008 11:01:53 +0000

When I was in flight training I heard a lot of suggestions to help me remember the visibility and cloud clearance requirements for different airspace. I compiled these tips into one table when I was preparing for my FAA exam. Here it is to help others…enjoy! My CFI drew a nice visual representation of this as well, which I’ll try to recreate electronically and post eventually.

Airspace Class	Nickname	Memory Aid	Visibility	Cloud Clearance
E & G above 10,000 msl	High Regular	5-F111’s	5 SM	1,000 above 1,000 below 1 SM horizontal
C, D, E & G below 10,000 at night	Low Regular	3-152’s	3 SM	1,000 above 500 below 2,000 horizontal
B	Big	3 clear	3 SM	Clear of clouds
G day below 10,000 msl, but above 1,200 agl	Go	1-152	1 SM	1,000 above 500 below 2,000 horizontal
G day below 1,200	Low Go	1 Clear	1 SM	Clear of clouds

Note - I make no warranties as to the correctness of this information in the future. It was correct when I took the test, it is always the student/pilot’s responsibility to look up the current and correct information from the FAR’s (FAR 91.155).

Itching to Fly

Dan — Mon, 10 Nov 2008 11:17:55 +0000

It has been a while since my last post (and my last flight) and I have to admit I’m really itching to fly. It’s not like I haven’t tried to fly, but Chicago fall/winter weather is definitely starting to rear its ugly head. I’ve had the last two Sundays where I had booked a plane to take my parents up for their maiden voyage, and both days the winds simply were not cooperating (gusty 20+ knot winds). If it was just myself flying, I may have probably went up, but with noobie passengers like my parents, I wouldn’t want to scare them away from general aviation with a horribly windy and turbulent flight. Plus, I’m always reminded of the quote I heard during my pilot training: “It’s better to be down here wishing you were up there, than to be up there wishing you were down here.” As such, I’ll always play it safe…

Furthermore, the time shift for daylight-savings-time to standard time really puts a damper on my Wednesday-evening flights. I’m a little hesitant to fly into a new airport at night (plus it wouldn’t be a very exciting view for my wife), and starting a trip after work this time of year already begins it in darkness. Such is flying in Chicago in the winter!

I guess I’ll need to start getting up earlier on weekends and do some breakfast fly-ins!

Another Date Night

Dan — Mon, 27 Oct 2008 11:15:20 +0000

Continuing our new date night tradition, my wife and I had our second “flying date night” this past Wednesday. I wanted to go a bit further and up into Wisconsin this time (rather than a quick jaunt down to Schaumburg). I decided we’d fly to Watertown, WI (KRYV), about 45 nautical miles northwest of Westosha. My CFI mentioned there was a good restaurant walking distance from the airport called “Steakfire” where you can even grill your own steak (or they’ll cook it for you for one dollar more). Since my wife and I hadn’t had steak in quite some time, this was the perfect place to fly.

The wind was a little brisk that evening, but helped us to our destination. Again, since we’d flying back at night, I took our club’s best plane (the 172SP with moving map GPS). We make quick work of the 45 miles. Upon making my radio calls into Watertown before landing, my wife was amused with the smooth-talking woman over the radio at the FBO asking “if the FBO could provide any services this evening.” We taxied and parked and headed over for a great dinner.

This was my second time parking and leaving my plane at an FBO, and the second time where an FBO employee came out to put the parking chalks under my tires. During dinner we discussed whether it’s standard to tip those guys…and I decided I’d tip the guy when we departed. When I attempted to give the guy a five-spot, he vehemently said “oh no, that’s not necessary” but did eventually take the tip. So, I still wonder what the standard is at FBO’s when all you are doing is parking? Anyone out there have any advice?

Anyway, the flight back went smoothly, although a bit longer because of the wind. Another great date night! I logged 1.3 hours of PIC flight.

First Flight with a Passenger (my wife)

Dan — Sun, 12 Oct 2008 18:36:58 +0000

Three days after I passed my checkride, I had the pleasure of taking my wife, Lisa, up for my first flight with a passenger! It was a very proud moment for me as this was my first real flight after the checkride as a full pilot. I had taken up Lisa with my CFI before, but this was the first time just the two of us.

Since Wednesdays are our normal “date night”, I planned a trip to Schaumburg airport (06C) to eat at “Pilot Pete’s”…a restaurant which I heard lots of good things about (plus I had never been to 06C before). Since my flight was in the evening and we’d be returning after dark, I decided to take one of our club’s 172SP’s. The 32 nm trip took only about 16 minutes as these SP’s really haul (especially with only 2 people inside). The ride went great, and it was very cool to fly as close to O’Hare airspace as Schaumburg gets. I had to fly pretty low to keep under the Class B airspace, but it gave us some awesome views of huge houses in Barrington and such.

Dinner at Pilot Pete’s was outstanding…what a cool restaurant! We were seated overlooking our plane on the ramp even. It was very cool to see other planes landing and taking off, and especially cool to hear little kids in neighboring tables awed at the planes coming in and leaving. It was fun to think that only minutes before they saw ME land in amazement!

The flight back was very smooth - a beautiful Chicago night. Visibility was great. Lisa was admittedly scared coming in for the landing at Westosha (since it’s so dark in Wisconsin)…but it went fine. I then went around the pattern for 2 more full stop landings (just to stay night-current for another 90 days). On the way home we talked about how great our new type of date night was - one where you FLY to your destination for the date!

This flight I logged 1.3 hours of flight as PIC.

My Private Pilot Checkride (which I passed)

Dan — Fri, 03 Oct 2008 01:30:29 +0000

As promised, here is a little more detail on my private pilot checkride, which I passed this past Sunday afternoon. It’s funny, I was actually more nervous leading up to this particular test than I had ever been before for any other test I could remember (ACTs, SATs, GMATs, Finals, etc.). In retrospect, that anxiety probably wasn’t necessary, but I guess it helped keep me more on my toes.

I arrived to Westosha a bit before the time I scheduled with my FAA examiner, just to get comfortable and settle myself. The examiner walked in perfectly on time and was a very nice and down-to-earth guy. We chit-chatted for a bit as he went over my paperwork, which helped calmed my nerves somewhat. Everything checked out from a documentation standpoint and he started in on the oral examination part. We first went over my cross country plan, which he had me plan from Westosha to La Crosse, WI (KLSE). I was able to pre-plan that flight before the day - so I purposefully came in very well prepared for that portion. I think that helped as he seemed impressed with my planning system and the documents I prepared. After that, he tended to ask general questions about pretty much anything/everything and have me explain topics as much as I could - to see the depth of how much I knew of certain rules and systems. He had me focus a lot on the systems of the plane (specifically the Cessna 152 - which I was flying that day), then controlled airspace rules, then a bunch on weather actually (apparently he likes to quiz on weather). He then said he had heard enough, was satisfied, and would head out to fly. I was pretty excited at that point knowing I did pretty well so far. It was probably about 1 hour 15 minutes of oral exam.

Upon reaching the plane (my trusty N64920), I pre-flighted VERY thoroughly, walking and talking him through every step and my thinking. Overall, I tried to verbalize my thoughts (for my sake and his sake)….I think it worked well. I briefed him like he was just a normal a passenger (since I’m truly the pilot-in-command for this flight). He explained that he hopefully wouldn’t be saying much, just to fly normally and relax. He had me start out with a short field takeoff, which went beautifully. I then proceeded to my flight plan’s heading. About 4 minutes into the flight, he asked if I was on-course. I said that I was (I was indeed), and he said great, we’ll then proceed with the rest of the maneuvers. I knew I wouldn’t complete the cross-country, but I figured we’d go at least to my first checkpoint - about 15 minutes away. Obviously he was satisfied enough! That was easy…

He had me divert to the west and slap on the “Foggles” (works like the IFR hood - to do simulated instrument flying). He had me just putz around a bit, hone in on a VOR, do some turns, and one unusual attitude recovery. It was only about 6 minutes for that portion. I took the foggles off and he then had me perform stalls, power on and off, but he had me do them accelerated (turning). I guess I did okay because he didn’t even have me do them straight. I did a steep turn (only to the right), then slow flight, and then descended to pattern altitude to perform turns around a point. My CFI told me this examiner likes the pull the throttle during these ground-reference maneuvers, so I purposely pre-spotted possible off-field landing points when/if he did that. As expected, he did pull the throttle after I completed about 2 circles around a point. I quickly pointed out and descended towards the field we’d be “landing” at if my engine had truly lost power. We didn’t have to get too low before he said that was fine and asked me to head back to Westosha. I was a little shocked/surprised because everything was moving so fast and I wasn’t doing as many maneuvers as I remember doing with my CFI during my mock checkrides.

During the ride back, we chatted about general stuff he said he’d have me do a simulated short field landing. That went fine and he asked me to taxi back to perform a soft-field takeoff, run the pattern, do a forward slip for the approach and then land soft-field. The takeoff and pattern went fine, but I have to admit I had never combined a slip and soft-field landing before….so I was a little flustered for the final approach. I mistakenly left the power too high, so although my slip was good, I had way too much speed for the landing. I decided to go around, which I verbalized, and he even said “good idea” - disaster averted! I went around, reduced power appropriately and landed moderately soft (not my best). Apparently it was good enough because he asked me drop him off at the club house. Upon shutting the plane off, he said “let me be the first to congratulate you…you passed!” At that moment, a huge weight was lifted off me and I knew I had did it! It was an awesome feeling!

Looking back, the test wasn’t that bad and my CFI had prepped me exceptionally well for it. If I could offer any advice to other people taking their private pilot checkride… is to prepare well beforehand. With an impressive flight plan and oral test, I think the examiner already expected a good flight. Once you start proving that during the flight, things will just flow easier.

Anyway, that completes my original journey to earn my private pilot certificate! Now I’ll be blogging about all the great flying that I can now do own on my own, with my wife, family, and friends! I can’t wait!! This flight I did log 1.1 hours of PIC (pilot-in-command) flight.

Checkride… PASSED! I’m a pilot!

Dan — Mon, 29 Sep 2008 11:15:06 +0000

Although I don’t really have time at the moment to write more about my private pilot checkride yesterday, I can simply say that I PASSED! Obviously I’m super thrilled and proud to have completed this journey. Over the next day or so I’ll find the time to write about the actual test experience…but I simply had to provide a quick update! {Off to work now.}

Pre-Checkride Practice

Dan — Thu, 04 Sep 2008 13:50:19 +0000

In preparation for my impending FAA checkride, I’ve been doing a fair amoung of practicing the skills necessary to pass the test. Last week I flew first with my CFI doing a sort-of mock checkride. I had to demonstrate turns-around-a-point, s-turns, steep banks, slow flight, and stalls (power on, power off, and while banked). I also demonstrated slow and soft field takeoffs and landings.

We identified a few points where I had to practice a little more - which I then followed by going up solo to work on them a bit. After 3 of each, I feel very confident on the slow and soft field takeoffs and landings. I still want to work on my turns-around-a-point (which I never feel I get perfect).

This coming week I’ll do a ground-school session with my CFI just to refresh on stuff and probably go up this weekend to solo practice one more time before a final mock check-ride and signoff from my CFI to take the real thing.

Private Pilot FAA Knowledge Test … PASSED!

Dan — Sat, 23 Aug 2008 19:28:05 +0000

I finally got around to taking the FAA Private Pilot written knowledge test today and passed it! With a score of 90%, I think that may qualify as heartily passed it, dare I say, even aced it?! In any case, I was stressing much more about the exam than necessary, it really wasn’t bad at all. You get 150 minutes (2.5 hours) to answer 60 multiple choice questions (each with 3 possible choices). That was way more than enough time as I finished in about 50 minutes (and I took my time). It’s a computerized testing system, with the ability to ‘mark’ questions and come back if need be. So, I breezed through the 50 or so questions that I could answer instantly or with little/simple calculations. The other 10 I came back to and worked about 6 of those with multi-step calculations, the remaining 4 I took confident educated guesses because I simply didn’t feel like working on them much more knowing I had likely passed with plenty of buffer.

I never took an official ground school class, just learning from the Gleim Publications books - the Pilot Han dbook to learn the theory and rules, and the Private Pilot FAA Knowledge Test Prep book to prepare for this test. As I mentioned in my last blog post, learning from books only cost me about $40 (verus $200-$300 for full ground school course). I would definitely recommend these books, and the Pilot Handbook will be a great reference to check back on when needed in the future.

All that’s left now is about 1 more hour of standard solo practice flight time, and then my practical test!

How Expensive is it to Learn to Fly?

Dan — Tue, 19 Aug 2008 11:04:08 +0000

As I’m nearing the end of my initial training journey, I figured I’d take a look back at what this whole endeavor is costing me. Plus, all my friends and family keep asking: “How much does it cost to learn to fly?” Well, here’s my answer! Granted, I haven’t taken the test yet, so I’ve estimated the last few hours of flight training time (I hope I haven’t jinxed myself)…but here’s a solid picture of how much it cost me to learn to fly!

44 total hours of plane time. My flight club rental rates are VERY inexpensive and this is probably the most variable part of the equation for anyone figuring out how much it would cost them to fly. But, in my case (and I’ve flown various planes in the club), the average cost per hour of flight time is $52/hour. That includes fuel. Total cost = $2,288.
35 hours of instructor time. That’s the ground instruction and time in the air with him. He charges the fairly standard rate of $40/hr around Chicago. Total cost = $1,400.
Pilot reference book, FAR/AIM, sectionals, E6B calculator, plotter, and study guide for written test. Total cost = $90.
Headset. Another huge variable cost, I bought a Flightcom 4DLX, a solid starter set. You can check out my review here. Obviously you can save costs here if you buy something used - I bought new. Total cost = $120.

Grand Total = $3,898.

So, there you have it! I figure I’m probably on the low end of full training costs, but if anyone knows there individual costs, put them below.