tag:blogger.com,1999:blog-59989003607073843942024-02-19T00:03:19.462-06:00AviatedFulfilling the dream of becoming a Private PilotTedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comBlogger25125tag:blogger.com,1999:blog-5998900360707384394.post-86728171428062550402011-04-07T14:12:00.001-05:002011-05-15T13:42:29.819-05:00Bear Grylls, Drink My Own Piss<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihHw1k2ZMogv_A5-Wryo0NPjLHtLmqie26J35zUIuzeyvm6Bglt7EMCG8HI4I0T_RpouyZrZZijFQDHJzOdaN4_gibDQ4CXB3jGi9FEnagvHaJxn1tIf_umdH0wws4Gg_vVTSYPaW0st0/s1600/bear+grylls+piss.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="219" r6="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihHw1k2ZMogv_A5-Wryo0NPjLHtLmqie26J35zUIuzeyvm6Bglt7EMCG8HI4I0T_RpouyZrZZijFQDHJzOdaN4_gibDQ4CXB3jGi9FEnagvHaJxn1tIf_umdH0wws4Gg_vVTSYPaW0st0/s320/bear+grylls+piss.JPG" width="320" /></a></div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-69198928189087943672011-03-11T18:46:00.000-06:002011-03-11T18:46:28.091-06:00King Schools Private Pilot Practical Test Course Review<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I was debating whether or not I should purchase this product about a week ago. I was unable to find any reviews online because a) I am too incompetent or impatient with Google search to find them, or b) none exist. Assuming no other (or very few) reviews of the PPL Practical Test Course exist, I have decided to do a review of this product. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">So, I ordered my King Schools Private Pilot Practical Test Course set last week Friday, with expedited 2-day shipping from FedEx. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">As requested, the product arrived on Tuesday (2 business days). Mark that up as a positive for FedEx. </span><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioR9dkxAfCiJ1vfTQrWboY8LD-AM7AAUjTANNEaXJLsAvcZ0iu0lU7SSaKGXYZjq7JpR7AB621OdJ8o6YzISUN_-1jVM4cRt52_tp15GHchwJTYSYRqojVij61sa68ST3SYqZqyqXuX1I/s1600/kingpracticaltestcourse.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><img border="0" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioR9dkxAfCiJ1vfTQrWboY8LD-AM7AAUjTANNEaXJLsAvcZ0iu0lU7SSaKGXYZjq7JpR7AB621OdJ8o6YzISUN_-1jVM4cRt52_tp15GHchwJTYSYRqojVij61sa68ST3SYqZqyqXuX1I/s400/kingpracticaltestcourse.jpg" width="400" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">This is what is included in the King Schools PP Practical Test Course.<br />
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</tbody></table><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I ordered the course, unaware of what it included (the website seems to say nothing about what is actually <i>in </i>the box).</span><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">So what was the cost of the above items (listed left to right: Practical Test Standards book, King Schools Instructional Royalty article, packing slip, King Schools product magazine, Business Reply Mail card, VFR/IFR cockpit card, AVEMCO Insurance pamphlet, DVD case)?</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">$119</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Maybe I am just a frugal stickler, but that seems like a bit too much for a DVD case and a bunch of advertisements. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Some of my main hangups with the course:</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">1) Format. This is how the DVD works: you install software to run the DVD on your computer, then you put the DVD in to open the video files. I don't quite understand why two disks are needed for this, but that's just me. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">You can also order the course online, but given how bad the video quality is in the first place, there is a chance that you will have even worse video quality if you have low bandwidth. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">And why, exactly, can't the videos be watched on a normal DVD player??? I think this is a major oversight; most people prefer to watch DVDs on a couch, not a computer. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">2) Video quality. When I say quality, I mean picture quality. The videos look like they were filmed in 1993 and are low definition (probably around 360p or 480p). If you put them in full screen, they look like crap. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">3) The King Schools video player. The player used to play the videos (one of the things installed using the first disc), is primitive. It does not list how much time is left in the video (which may be to show you from seeing how little footage you are actually getting for $120) If I were King Schools, I would use something more advanced like Windows Media Player or VLC, heck, even YouTube is more advanced! </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Good news is that you can still watch the videos using a third party player, such as the ones I just described, by opening the video files from the DVD. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">4) Price. $119?! The price seems quite steep to me for what one gets in the course. I think a price of $50 to $60 would be much more reasonable for a DVD. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The redeeming qualities of the course: </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">1) Content. The content is indeed informative and as far as I can tell, up to date. John King does a good job of answering all questions and showing how to properly execute a check ride. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">2) Checkride pass guarantee. Evidently you are guaranteed to pass the checkride after watching the videos. I will take them up on this guarantee if I happen to fail (fingers crossed that I don't!). </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">So how much footage is included in all?</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">4h 4m 12s </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">In summary, the videos could use an update (John King accesses DUAT through an MS-DOS internet connection, excuse the lingo, but lol), a lower price, and some technical modifications. </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">In all, I give it a: </span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh04i3T0A_zmEcSaNAxXVuqVkJSYTWw2PEO5Q6D9Bz_pPkdKLsxchNdyickzkNES8JsUaFnWxgMaWG_e8Latq07Shjm1FEVTxvo_wbcjZtdt4HzeCOhimdPRcaKi9OWIlRkLKhTBh-K5bM/s1600/stars.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh04i3T0A_zmEcSaNAxXVuqVkJSYTWw2PEO5Q6D9Bz_pPkdKLsxchNdyickzkNES8JsUaFnWxgMaWG_e8Latq07Shjm1FEVTxvo_wbcjZtdt4HzeCOhimdPRcaKi9OWIlRkLKhTBh-K5bM/s1600/stars.png" /></span></a></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
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</div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-54324293556315808782011-03-07T22:54:00.000-06:002011-03-07T22:54:29.564-06:00What's New?<span class="Apple-style-span" style="font-family: Verdana, sans-serif;">I apologize for the lack of posting over the last few days; weekends are often pretty busy for me.</span><br />
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</span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;">So, what's new with the flight training? </span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;">Not too much, unfortunately. In equation form: WI winter weather + airplane = no flying. As a diversion, I've been trying to do a lot of practical test prep even though it seems relatively far off. Speaking of practical test prep, I ordered the King Schools Private Pilot Practical Test prep course off of their website and Saturday; the videos are supposed to get here on Tuesday. I will most likely review the videos when I'm done with them. From what I've heard, they are very informative and well make you pass the test. We'll see if they hold up to their reputation. </span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;">In other news, I have 33.5 hours and will need at least 6.5 more. I think I will be comfortable taking the test with around 45-50 hrs total time. That means 3 hrs practical test prep, and 3.2 hrs XC, plus some random 0.3 hrs. </span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;">To keep the flying enthusiasm going, I have been perusing youtube for aviation videos. I recently found a <a href="http://www.youtube.com/user/blub77">channel</a> that I really enjoy. The videos are well composed and I personally believe they are under-viewed based on their quality. The guy is a private pilot from Germany who layers techno music over videos of him flying around, facing sunsets and the like. Sunsets, flying, and techno are almost always a good combination. </span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;">I also found this video today. Make sure you watch the whole thing, because it is all real life stuff and a good learning experience. </span></div><span class="Apple-style-span" style="font-family: Verdana, sans-serif;"><br />
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<span class="Apple-style-span" style="font-family: Verdana, sans-serif;"><iframe allowfullscreen="" frameborder="0" height="390" src="http://www.youtube.com/embed/bvbS-oHi9ro?rel=0" title="YouTube video player" width="480"></iframe></span><br />
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</span><br />
<span class="Apple-style-span" style="font-family: Verdana, sans-serif;">Anyway, expect a David Clark headset review, along with a training update (composed of actual flying!) in the next few days. </span>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-51603271777695804322011-03-03T20:12:00.000-06:002011-03-03T20:12:00.818-06:00Private Pilot Practical Test PrepSo, yesterday I began preparing for my practical test by reviewing with this Jeppesen study guide:<br />
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<div style="text-align: center;"><img alt="Jeppesen Private Pilot Practical Test Study Guide" src="http://images.mypilotstore.com/products/2249.jpg" /></div><div style="text-align: center;"><br />
</div><div style="text-align: left;">On the inside, it's a bit crude, but it gets the job done. There are a ton of chapters covering each portion of the test and showing stuff you shouldn't mess up on (clearing turns for example). Some of the information is redundant, but there is also a lot that I think will help. </div><div style="text-align: left;"><br />
</div><div style="text-align: left;">I don't think it's too early to start preparing either, considering how much free time I have on my hands lately. Besides, I am scared of failing so I am making sure to adequately prepare. As someone very wise once said, "Failing to prepare is preparing to fail," and the last thing I want to do is fail my first checkride. </div><div style="text-align: left;"><br />
</div><div style="text-align: left;">I am hoping to take the practical test by mid-April (fingers crossed). All I have left is the 3.2 hrs of solo XC, which will be covered in my long cross country (tentatively scheduled for Mar. 17th/18th). </div><div style="text-align: left;"><br />
</div><div style="text-align: left;">The route will likely be out to La Crosse, then to Central Wisconsin Airport, and back to the home base. </div><div style="text-align: left;">La Crosse may be a little hectic, considering there are some small regional operations that run out of there. On the way out there is also a huge MOA that will likely be inactive, but also a restricted area used for (I assume) bombing runs and the like that I will have to be careful of. Good news is that there is a river that guards the western side of La Crosse. If I cross the river, I'll know I'm heading for Minnesota! </div><div style="text-align: left;"><br />
</div><div style="text-align: left;">Central Wisconsin Airport is a smaller airport with an L-shaped runway configuration. From what I hear, the tower controllers are friendly, and there is a nice little FBO on field.<br />
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Flying this week looks questionable due to snow, but stay posted for updates in the next three weeks. </div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-23872621855754545032011-02-28T18:47:00.000-06:002011-02-28T18:47:54.882-06:00The End of the Pilot Era<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
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<tr><td style="text-align: center;"><img alt="File:FMS B747-cockpit.jpg" height="150" src="http://upload.wikimedia.org/wikipedia/commons/4/44/FMS_B747-cockpit.jpg" style="margin-left: auto; margin-right: auto;" width="400" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An Outdated B747 Autopilot System</td></tr>
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><span class="Apple-style-span" style="font-family: 'Times New Roman';"></span>After a recent post about the <a href="http://aviated.blogspot.com/2011/02/this-day-in-aviation-first-flight-of-rq.html">RQ-4 Global Hawk</a>, I raised the question of the role of pilots in the cockpit.</span><br />
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</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">So, are pilots really necessary to the operation of an aircraft, and the aviation industry at large, or will we one day see an end to the "Pilot Era?"</span><br />
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</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">My personal belief: yes, and no.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I say this for a number of reasons:</span><br />
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<b><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif; font-size: large;">1. Computers Can Fail</span></b><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Imagine that your computer fails, shuts down, or crashes at this very moment and you are unable to read the rest of my well-written and informative post. As upset as you would be, you would still be able to access my post at a later date when you fix your computer or simply use a different one.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Now, imagine that your computer is controlling a fully-loaded 747 style aircraft with x-million dollars worth of cargo on it. If your computer crashes, guess what? You can't get those x-million dollars worth of cargo back. There is really no reset button when an aircraft is 45,000 feet in the air. As soon as an event like this happens, some CEO will be <i>very </i>unhappy, and that will be the end of computer-piloted aircraft for at least a few years.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Of course, there is the potential for a "fail-safe" or back-up system, but those have the potential to fail as well.</span><br />
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<b><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif; font-size: large;">2. People don't Trust Computers</span></b><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Building off of point one, try to think of yourself walking onto an aircraft piloted by a computer. Would you be willing to put your life in the hands of a computer? I, for one, would be unable to do such a thing.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Imagine that 747 style aircraft was carrying a large number of passengers and happened to crash into the Atlantic Ocean because its inertial reference system got damaged in-flight, failed to continue working and caused fuel starvation as the aircraft wandered in circles 45,000 feet in the air.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">What would the media response be?</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The event would undoubtedly be sensationalized <i>ad-nauseam</i>. It is unlikely anyone would choose to fly on a pilot-less plane after such an incident.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif; font-size: large;">3. <b>The "Seat of the Pants" Instinct</b></span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">There is something to be said for human intuition and awareness in the face of danger. Of course an autopilot can hold a heading precisely, climb at a constant rate, and hold a constant cruise altitude better than any human pilot.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">But what happens when the TSHTF (literally, think bird entering jet engine. I think you get the idea)?</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">A human pilot may be able to handle an emergency better than any autopilot or computer-controlled aircraft, especially if the emergency is out of the ordinary.</span><br />
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<b><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif; font-size: large;">4. Man's Love of Flight</span></b><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Finally, what pilot will accept the death of his profession, his passion, his obsession?</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I know I won't.</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The fact of the matter is that there a lot of pilots that love flying just for the sake of flying and would hate to see it fall into the hands of a computer.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">What is flying when it is no longer a "human endeavor," and instead becomes a lifeless, computerized ATMesque means of business?</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I think it is fair to say we will never see the end of human pilots, at least in my lifetime.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">If you are searching for solace as you contemplate man's role in the future of flight as you sit at your fickle, failure-prone computer, I hope this article has given you that solace.</span><br />
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<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Based on the <a href="http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=busav&id=news/awx/2011/02/16/awx_02_16_2011_p0-290285.xml&headline=FAA+Sees+Slow+Stable+General+Aviation+Growth,+Despite+Rocky+2010">FAA's Aviation Forecast Conference</a>, flying and pilots are alive and kicking and expected to stay that way for a long time.</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">In addition, organizations like AOPA are committed to protecting the rights of pilots against government and someday, even computers.</span>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-92015591307012061052011-02-28T18:46:00.001-06:002011-02-28T18:48:56.270-06:00This Day in Aviation: First Flight of the RQ-4 Global Hawk<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I haven't done a "This Day in Aviation" post in a few days, so here's one!</span><br />
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</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">On February 28th, 1998, the RQ-4 "Global Hawk" made its first flight. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The Global Hawk is the main UAV (unmanned aerial vehicle) of the armed forces, utilized by both the Navy and Air Force. </span><br />
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</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><img alt="File:NASA Dryden Global Hawk.jpg" height="318" src="http://upload.wikimedia.org/wikipedia/commons/thumb/6/6c/NASA_Dryden_Global_Hawk.jpg/751px-NASA_Dryden_Global_Hawk.jpg" style="margin-left: auto; margin-right: auto;" width="400" /></span></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://en.wikipedia.org/wiki/File:NASA_Dryden_Global_Hawk.jpg"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif; font-size: small;">http://en.wikipedia.org/wiki/File:NASA_Dryden_Global_Hawk.jpg</span></a></td></tr>
</tbody></table><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Some of the stats from the Global Hawk:</span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"></span></span><br />
<ul style="line-height: 1.5em; list-style-image: url(data:image/png; list-style-type: square; margin-bottom: 0.5em; margin-left: 1.5em; margin-right: 0px; margin-top: 0.3em; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><li style="margin-bottom: 0.1em;"><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><b>Length:</b> 44 ft 5 in (13.54 m)</span></span></li>
<span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">
<li style="margin-bottom: 0.1em;"><b>Wingspan:</b> 116 ft 2 in (35.41 m)</li>
<li style="margin-bottom: 0.1em;"><b>Height:</b> 15 ft 2 in (4.62 m)</li>
<li style="margin-bottom: 0.1em;"><b>Empty weight:</b> 8,490 lb (3,851 kg)</li>
<li style="margin-bottom: 0.1em;"><b>Gross weight:</b> 22,900 lb (10,387 kg)</li>
<li style="margin-bottom: 0.1em;"><b>Powerplant:</b> 1 × Allison Rolls-Royce AE3007H turbofan engine, 7,050 lbf (31.4 kN) thrust</li>
</span></span></ul><div style="line-height: 1.5em; margin-bottom: 0.5em; margin-left: 0px; margin-right: 0px; margin-top: 0.4em;"><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><big><b><span class="Apple-style-span" style="font-size: small;">Performance</span></b></big></span></span></div><ul style="line-height: 1.5em; list-style-image: url(data:image/png; list-style-type: square; margin-bottom: 0.5em; margin-left: 1.5em; margin-right: 0px; margin-top: 0.3em; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><li style="margin-bottom: 0.1em;"><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><b>Maximum speed:</b> 497.1 mph (800.0 km/h; 432.0 kn)</span></span></li>
<span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">
<li style="margin-bottom: 0.1em;"><b>Cruise speed:</b> 404 mph (351 kn; 650 km/h)</li>
<li style="margin-bottom: 0.1em;"><b>Range:</b> 15,525 mi (13,491 nmi; 24,985 km)</li>
<li style="margin-bottom: 0.1em;"><b>Endurance:</b> 36 hours</li>
<li style="margin-bottom: 0.1em;"><b>Service ceiling:</b> 65,000 ft (19,812 m)</li>
</span></span></ul><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><i><b>So, what is so impressive (and perhaps disturbing) about the Global Hawk?</b></i></span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">It is approved by the FAA to file its own flight plans!</span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">This calls into question the role of pilots in the cockpit. </span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><b><i>Will we ever see an end to the pilot era? </i></b></span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I address (well, speculate on) this question in <a href="http://aviated.blogspot.com/2011/02/end-of-pilot-era.html">another post</a>. </span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></span></div><div><span class="Apple-style-span" style="line-height: 19px;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></span></div></div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-58252877387214832902011-02-26T11:43:00.000-06:002011-02-26T11:43:38.432-06:00Back at It!<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I just went up for around 1.1 hrs today with one of the instructors, Scott. It was abnormally cold this morning at 10F, and -1F windchill. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I started the pre-flight and surprisingly remembered how to do everything. That was good sign, considering my last flight was 10/10/2010. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I taxied out on the unplowed taxiways, and almost at the same time, Scott and I brought up the topic of Flying Wild Alaska. It certainly felt like Alaska with all of the snow, and freezing temperatures to match. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Last night the forecast was 1-2 in of snow in the morning with overcast cloud cover. It turned out to be clear skies, calm winds, and smooth air--excellent flying weather!</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">We flew out north-east to the practice area for some power on/off stalls, steep turns, slow flight, and emergency descents. The steep turns were rough; I felt uncoordinated. Everything else went very well, especially the slow flight and stalls. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">We headed back to the airport for a few landings. On the way back, I overshot the VOR radial (something I need to practice not doing). </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The landings all felt smooth as butter; we did a short field, soft field, and normal landing. I think the snow on the runway may have added some padding and made the landings nicer, but my flares seemed to be right on the dot nonetheless. </span><br />
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</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Mark up 3 landings and takeoffs for the day, along with new solo endorsement that expires in May (this will be the last one!) </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">I'm setting a goal to have the license by April 30th. </span>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-84227819449882877492011-02-25T17:17:00.000-06:002011-02-25T17:17:46.647-06:00This Day in Aviation: Eastern Air Lines Flight 304<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">On this day in aviation, February 25th, 1964 Eastern Air Lines Flight 304 crashed into Lake Pontchartrain, resulting in 58 fatalities. The crash was a result of aircraft instability in turbulence, due to improper/abnormal longitudinal trim positions. </span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The aircraft, a Douglas DC-8 was flying enroute from New Orleans International Airport (KMSY) to Washington Dulles International Airport (KIAD) when it encountered turbulence and crashed approximately nine minutes into the flight. </span><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxQikv5cgJ-9nOYyH-HjX_8pxX4ySKA0RCHTiML-fctFh3OaHHQcd4ugAuWezR07J5W1FKFE9veLCstjT7If7uUgwjfVqkGNWqE6Xw1KQhPlOTrLfwTSQ3-VjS_tt5R8h0ErmZoHjdraQ/s1600/lakepontchartrain304.bmp" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><img border="0" height="306" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxQikv5cgJ-9nOYyH-HjX_8pxX4ySKA0RCHTiML-fctFh3OaHHQcd4ugAuWezR07J5W1FKFE9veLCstjT7If7uUgwjfVqkGNWqE6Xw1KQhPlOTrLfwTSQ3-VjS_tt5R8h0ErmZoHjdraQ/s400/lakepontchartrain304.bmp" width="400" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The relative locations of KMSY and Pontchatrain</span></td></tr>
</tbody></table><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">The following is the <a href="http://www.ntsb.gov/ntsb/brief.asp?ev_id=159&key=0">NTSB report</a>: </span></div><div><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span></div><div><center><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">NTSB Identification: <b>Unknown</b><br />
14 CFR Part 121 Scheduled operation of EASTERN AIR LINES INC<br />
Event occurred Tuesday, February 25, 1964 in NEW ORLEANS, LA<br />
Aircraft: DOUGLAS DC-8, registration: N8607</span></center><br />
<pre><span style="font-family: 'Trebuchet MS', sans-serif; font-size: xx-small;">----------------------------------------------------------------------------------------------------------------------------
FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA
F S M/N PURPOSE
----------------------------------------------------------------------------------------------------------------------------
1-0006 64/2/25 NR.NEW ORLEANS LA DOUGLAS DC-8 CR- 7 0 0 SCHED INTERNATL PASSG SRV AIRLINE TRANSPORT, AGE
TIME - 0206 N8607 PX- 51 0 0 47, 19160 TOTAL HOURS,
DAMAGE-DESTROYED OT- 0 0 0 916 IN TYPE, INSTRUMENT
RATED.
OPERATOR - EASTERN AIR LINES,INC.
TYPE OF ACCIDENT PHASE OF OPERATION
COLLISION WITH GROUND/WATER: UNCONTROLLED IN FLIGHT: UNCONTROLLED DESCENT
PROBABLE CAUSE(S)
SYSTEMS - FLIGHT CONTROL SYSTEMS: HORIZONTAL STABILIZER DRIVE SYSTEM
MISCELLANEOUS ACTS,CONDITIONS - MATERIAL FAILURE
WEATHER - TURBULENCE, ASSOCIATED W/CLOUDS AND/OR THUNDERSTORMS
FACTOR(S)
MISCELLANEOUS ACTS,CONDITIONS - AIRCRAFT CAME TO REST IN WATER
WEATHER BRIEFING - COMPANY DISPATCH
WEATHER FORECAST - FORECAST SUBSTANTIALLY CORRECT
SKY CONDITION CEILING AT ACCIDENT SITE
OVERCAST 1000
VISIBILITY AT ACCIDENT SITE PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED) NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE TEMPERATURE-F
NONE 46
WIND DIRECTION-DEGREES WIND VELOCITY-KNOTS
20 12
TYPE OF WEATHER CONDITIONS TYPE OF FLIGHT PLAN
VFR IFR
REMARKS- AIRCRAFT CRASHED IN LAKE PONTCHARTRAIN WITH DISINTEGRATING FORCE.</span></pre><span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Trebuchet MS', sans-serif;">Although it is difficult to see from the data, the pilot had 19,160 hours of flight time at the time of the incident. The incident serves as a valuable reminder that even the best, most experienced pilots are not invincible. </span><br />
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</div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-73778576799029477392011-02-24T07:48:00.002-06:002011-02-24T07:48:04.156-06:00Test<span class="Apple-style-span" style="color: #2a2a2a; font-family: 'Segoe UI', Tahoma, Verdana, Arial, sans-serif; font-size: 13px;"></span><br />
<pre style="line-height: 17px; white-space: normal;">5NCBUHNKPH3Q</pre>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-73640542971015395712011-02-23T16:18:00.000-06:002011-02-23T16:18:37.369-06:00This Day in Aviation: The AEA Silver DartOn this day in aviation, the Aerial Experiment Association Silver Dart flew off of the Baddeck Bay in Nova Scotia on February 23rd, 1909. The flight marked the first controlled powered flight in the British Empire.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><img alt="The A.E.A Silver Dart" height="216" src="http://www.aviation.technomuses.ca/assets/images/aircraft/silver_dart1.gif" style="margin-left: auto; margin-right: auto;" width="320" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Canada Aviation and Space Museum</td></tr>
</tbody></table><br />
The plane was piloted by John McCurdy and powered by a Curtiss V-8, 35 horsepower engine. The wings of the aircraft were covered in silver Japanese silk, giving it the name the "Silver Dart." Interestingly enough, Alexander Graham Bell assisted in the design of the aircraft.<br />
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The Silver Dart achieved the honor of making the first passenger flight in Canada.<br />
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Unfortunately, the aircraft was later destroyed on its fifth flight in August of 1909 after a landing mishap.<br />
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Source: <a href="http://en.wikipedia.org/wiki/AEA_Silver_Dart">AEA Silver Dart</a>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-4323496343887746002011-02-22T07:00:00.003-06:002011-02-22T07:00:20.278-06:00This Day in AviationOn February 22nd, 1935 the White House was first deemed a "no-fly" zone.<br />
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This fact of the day is particularly interesting in that it marked one of the first (if not <i>the </i>first) restricted areas of flight.<br />
<br />
The institution of the restricted area over the White House was likely a delayed reaction to the so-called "Business Plot," a conspiracy to overthrow FDR in 1933 and '34. In addition, the presence of the FAA was growing under FDR's funding for various civil service programs. These two factors, combined with numerous extraneous factors, led to the restriction of White House airspace.<br />
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The change in airspace can be seen in the images below:<br />
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In this sectional image, notice there is no restriction over the capital, Washington Monument, and White House in the upper-right hand corner.<br />
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The sectional is from 1935 (prior to the February 22nd implication of restrictions).<br />
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<a href="http://members.tripod.com/airfields_freeman/VA/Airfields_VA_Arlington.htm"><img src="http://members.tripod.com/airfields_freeman/VA/WashHoover_35sect.jpg" /></a><br />
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<a href="http://members.tripod.com/airfields_freeman/VA/Airfields_VA_Arlington.htm">Sourced from "Abandoned & Little Known Airfields: Virginia"</a><br />
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The following sectional image is from 1940, and does indeed display the restricted area over the capital and associated areas (the White House area may not be visible in this sectional image):<br />
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<img src="http://members.tripod.com/airfields_freeman/VA/WashHoover_40sect.jpg" /><br />
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<a href="http://members.tripod.com/airfields_freeman/VA/Airfields_VA_Arlington.htm">Sourced from "Abandoned & Little Known Airfields: Virginia"</a><br />
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A recent sectional chart of the D.C. area shows the expansion of the restricted area to where it is today:<br />
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<img height="328" src="http://footflyer.com/PPGBibleUpdates/Chapter08/DC-SectionalChart.jpg" width="400" />Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-71968974042790756982011-02-22T01:00:00.000-06:002011-02-22T01:00:05.884-06:00Preparing for the PPL Knowledge TestBack in August, I wrote about passing my FAA knowledge examination. In this post, I will describe some of the steps I took to prepare for the exam:<br />
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1. Learn your E6-B.<br />
One of the things I am most proud of in my flight training thus far is learning to use the E6-B. Although it may appear to be antiquated technology in this day and age, it remains a valuable tool for simple in-flight and ground calculations. I use a mechanical version because it came with my Jeppesen Private Pilot kit, but now I've learned to appreciate it. No electronic E6-B will work if its batteries die, the screen cracks, or a button decides to quit. The E6-B is useful on the test mainly for the fuel consumption, time, speed, and distance calculation. Learn to multiply and divide with it, almost to the point that you can do it without looking. It may seem overkill for the knowledge test, but I remember I used my E6-B to calculate my ground speed during my first cross country flight. Learning the E6-B will give you practical abilities for use in flight, not just on a test.<br />
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2. Learn your plotter.<br />
Make sure you learn to use your plotter correctly before taking the knowledge test. It helps to plan a few cross countries as well, in that the plotter is an essential component of doing so. Determining headings can be difficult if you are unfamiliar with the instrument and how to use it. Make sure to use the manual provided and practice determining headings to and from different locations many times. Draw lines and determine the relative headings/bearings to and from the endpoints. When it comes down to it, use common sense. If a heading doesn't make sense on the sectional, it's most likely wrong.<br />
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3. Work through many practice questions.<br />
This Jeppesen flight bag/kit that I was writing about before also included the entire bank of PPL knowledge test questions. These questions are provided to the general public and are only occasionally altered. Working through nearly every problem in the book will undoubtedly increase your score on the knowledge test. Also, use sites like e<a href="http://exams4pilots.com/">xams4pilots.com</a>, which provide a customized test of practice questions. Try to keep doing practice tests every day for a week, prior to the test. Of course, this is no substitute for going through ground school or self-study.<br />
<br />
4. Eat a good breakfast and sleep well the night before the test.<br />
Do not underestimate the effect eating and sleep can have on your test-taking abilities. I am a student and know first hand the difficulties encountered when testing with an improperly-rested body. Just as you check to make sure you are "fit to fly," check to make sure you are "fit to test."<br />
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Hopefully these steps will make passing your knowledge test much easier. Make the test fee worth it, pass the first time, and impress your examiner with a high score!Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-89517625711781092492011-02-21T12:19:00.001-06:002011-02-21T16:36:17.941-06:00Good News For Aviation<div><span class="Apple-style-span" style="font-family: inherit;">There is good news for the future of aviation on the way after the FAA released its annual Aerospace Forecast for 2011-2031. </span></div><div><span class="Apple-style-span" style="font-family: inherit;">A few key points from the forecast:</span><br />
<ul><li><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">The general aviation fleet will grow from 224,172 in 2010 to 270,920 in 2031</span></li>
<li><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">General aviation flight hours will increase from 24.1 million in 2010 to 37.8 million in 2031</span></li>
<li><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">4% increase in business turbine flight hours annually</span></li>
<li><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">3% increase in rotorcraft hours annually </span></li>
<li><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">0.7% in piston aircraft flight hours annually </span></li>
</ul><div><span class="Apple-style-span" style="line-height: 18px;">After the previous two years or so of recession and lower flight hours, it appears as though recovery is on the way. As many aviation experts have predicted, it appears the general aviation market will begin to thrive again in the coming years. </span></div></div><div><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div><br />
</div>Original Article:<br />
<a href="http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=busav&id=news%2Fawx%2F2011%2F02%2F16%2Fawx_02_16_2011_p0-290285.xml&headline=FAA+Sees+Slow+Stable+General+Aviation+Growth%2C+Despite+Rocky+2010">FAA Sees Slow Stable General Aviation Growth, Despite Rocky 2010 | AVIATION WEEK</a><br />
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</div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-67429157065954084282011-02-21T01:00:00.003-06:002011-02-21T16:37:50.056-06:00This Day in Aviation: Libyan Arab Airlines Flight 114On this day in aviation, Libyan Arab Airlines Flight 114 (a Boeing 727-224, call sign 5A-DAH) was shot-down after entering Israeli-controlled airspace on February 21st, 1973.<br />
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The pilot was forced to rely on instruments after overflying a sandstorm and losing reference to the ground and an air traffic beacon. After entering Israeli airspace over the Sinai desert, the Boeing 727-224 was shot down by two Israeli Air Force F-4s. 108 of the 113 people on board were killed in the incident.<br />
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The incident resulted in censorship of Israel by the ICAO. The circumstances surrounding the incident further complicated the matter, in that Israel was with war with Egypt at the time.<br />
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Source: <a href="http://en.wikipedia.org/wiki/Libyan_Arab_Airlines_Flight_114">Libyan Arab Airlines Flight 114</a>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-68135371668404320692011-02-20T13:06:00.003-06:002011-02-21T17:49:22.748-06:00Wisconsin WeatherA major blizzard is rolling through Wisconsin today, which means no flying for almost everyone. Just after a week of highs in the 40s, we are experiencing 3-5 inches of snowfall and a winter storm warning. <br />
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Here's the nasty area radar image: <br />
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<a href="http://www.wunderground.com/radar/radblast.asp?ID=MKX&region=a4&lat=42.94722366&lon=-87.89638519&label=Gen%20Mitchell%20International%2c%20WI"><img alt="Local Radar" height="320" id="radarImage" src="http://icons.wxug.com/data/nids/MKX19_thumb_t_mm.jpg" width="320" /></a><br />
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The raw METAR: <br />
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METAR KMKE 201852Z 10013KT 1SM -SN BR OVC003 01/M01 A2987 RMK AO2 SFC VIS 1 1/2 RAB34E40 SLP122 P0009 T00061006<br />
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300 foot ceilings, 1.5 mi visibility, and 13 KT winds!<br />
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The view from the ground:<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEDqY4r-KlyHfU-Rb8F5HwIy43oL5rfP2dRaVcifQg78KfND3kNX1OOsPdW2b9sRol4wNYmYGm9b471r-ay5oPebr63onPVbMBssDzP1icVW96AaRZV5Cv_v_QdrAvv1MOkbiYEwVJnLc/s1600/blizzard.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" j6="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEDqY4r-KlyHfU-Rb8F5HwIy43oL5rfP2dRaVcifQg78KfND3kNX1OOsPdW2b9sRol4wNYmYGm9b471r-ay5oPebr63onPVbMBssDzP1icVW96AaRZV5Cv_v_QdrAvv1MOkbiYEwVJnLc/s320/blizzard.jpg" width="320" /></a></div><br />
A number of flights have been delayed/cancelled at KMKE as a result of the blizzard.Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-74496116243371049072011-02-20T02:00:00.005-06:002011-02-20T02:00:04.685-06:00Tips for Your SoloAre you finally at the point in your training where you must complete the infamous "solo" flight? If so, I have a few tips that helped me through my solo flight.<div><br />
</div><div>Back in January of 2010, I completed my first solo with 9.2 hours. The task can be daunting at first, but the initial step is to accept that flying by yourself <i>is</i> daunting. </div><div><br />
</div><div>It's OK to be scared for your solo; the fear will make you more alert to your surroundings and the plane. The objective is to get yourself at an optimal arousal level; by that, I mean a sort of nervousness that makes you alert, but not so afraid that you are unfit for flight. </div><div><br />
</div><div>The second point is to rely on your training. All of the training that you have been doing over the past weeks, months, or even days, will still be there when you need it by yourself, in the air...so don't change anything! Do as you have been taught, and you will be safe. Obviously you may have to make minor adjustments based on conditions (say there is an aircraft taking the runway while you are on final), but you must stick to the procedures you have been taught.</div><div><br />
</div><div>The third point is <i>to enjoy the flight</i>! Once you are up in the air, make sure you take time to stop and smell the roses (well, not literally, but you understand what I mean). Don't lose your situational awareness, but make sure you take a few seconds to look at the right seat and notice no one is there. It will scare you and impress you at the same time. Once you realize you are flying by yourself, the feeling will most likely be of great accomplishment. </div><div><br />
</div><div>In short, do these three things to have a safe and enjoyable first solo:</div><div><ol><li>Remember it's normal to be nervous</li>
<li>Rely on your training (I cannot stress this enough)</li>
<li>Enjoy the once-in-a-lifetime experience of being alone in the air for the first time</li>
</ol><div>A final note is to listen to your instructor, who will surely be able to help you through the whole experience and make it a bit less daunting. He/she will surely support you and give you some last-minute confidence and tips (mine sat outside in his truck with a radio and watched me fly over). </div></div>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-2746120360739191402011-02-19T20:43:00.000-06:002011-02-19T20:43:45.361-06:00This Day in Aviation: The Avro Canada CF-105 ArrowI've been having this idea to do a "This Day in Aviation" post, similar to a "This Day in History" type of thing.<br />
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On February 20th, 1959, the Canadian government Prime Minister decided to cancel the Avro Arrow project, indirectly putting 30,000 people out of work. The <a href="http://en.wikipedia.org/wiki/Avro_Canada_CF-105_Arrow">A</a><a href="http://en.wikipedia.org/wiki/Avro_Canada_CF-105_Arrow">vro Canada CF-105 Arrow</a> was a "delta-winged" interceptor aircraft, designed in the early 1950s for use in the RCAF.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7K3G6QIJlJbpj7K75If-OAQsErsr-WX4Ze3YaebSEfPXVYqSdQ8gO11GyqVeoykBJF6WNd0pB6Fku49cG-ZqdIbMQNBJHDDFrPLCr75MdSzhrE7U2bWMWvbagpb3Z7UDtiqLBWV4QlPDl/s1600/ARROW+pic+side.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7K3G6QIJlJbpj7K75If-OAQsErsr-WX4Ze3YaebSEfPXVYqSdQ8gO11GyqVeoykBJF6WNd0pB6Fku49cG-ZqdIbMQNBJHDDFrPLCr75MdSzhrE7U2bWMWvbagpb3Z7UDtiqLBWV4QlPDl/s400/ARROW+pic+side.jpg" width="400" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"></div>Wikipedia has an excellent description of the design and testing of the aircraft, along with a description of the ending of the project in 1959, which I have linked to above.Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-48640868380980919652011-02-19T18:49:00.000-06:002011-02-19T18:49:36.219-06:00A Short Review of Flying Wild Alaska<div class="separator" style="clear: both; text-align: center;"><a href="http://www.allthepages.org/images/blog/alaska_adventure-2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="http://www.allthepages.org/images/blog/alaska_adventure-2.jpg" width="320" /></a></div><br />
Discovery Channel's hit new show "<a href="http://dsc.discovery.com/tv/flying-wild-alaska/">Flying Wild Alaska,</a>" is likely the new-favorite show of many pilots and aviation enthusiasts alike. It depicts a unique section of the aviation community and illustrates the "American Dream" as it applies to aviation. Flying Wild Alaska tells the story of Jim Tweeto, his family, and the many pilots and aircraft that comprise his upstart company <a href="http://www.flyera.com/">Era Alaska</a>, which has become the premier regional airline of the state.<br />
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The show depicts the glories and hardships of flying as an Alaskan bush pilot, but also the harsh realities of the Alaskan wilderness itself--teen suicides, difficult communication and transport of goods, and unforgiving weather. Flying (and living) in the comparatively calm climate of Wisconsin seems much easier after watching Flying Wild Alaska!<br />
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Beyond the actual flying, the show indirectly raises the question: Is the American Dream still possible in aviation? After seeing the success of Era Alaska, it certainly seems so. Within the next ten, twenty, or thirty years, we may see the next "Era" expanding to a different frontier. Perhaps a modest upstart company will pave the way to chartered space flight (although some companies have already begun doing this), and rise as a successful business receiving national attention. Look for "Flying Wild Space" in the future.<br />
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Okay, enough of the sequitur about the "next frontier" of aviation and upstart aviation charters; back to Flying Wild Alaska.<br />
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The show can serve as a useful teaching tool for aeronautical decision making. On the most recent episode, Jim Tweeto had to make the difficult go/no-go decision to land on a waterlogged and significantly shortened gravel runway. In a prior episode, pilot <a href="http://dsc.discovery.com/videos/flying-wild-alaska-episode-6-videos/">Doug Doherty flew along Russian airspace in an explosive-packed airplane, all the while losing radar contact with ATC</a>. These situations provide examples of aeronautical decision making that most pilot will most likely never encounter.<br />
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In all, Flying Wild Alaska is an excellent show for both pilots and non-pilots (the show averages 2 million viewers on Friday nights). Its ADM lessons and exciting aviation action will draw in nearly any viewer.<br />
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I just hope Discovery Channel decides to make a second season!Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-60629827287635341752011-02-13T15:18:00.000-06:002011-02-13T15:18:08.789-06:00ReturnIt's been a while since my last post. I have been on a flying hiatus for the past few months for a variety of reasons. A ton is going on with school and I now have a job.<br />
I've been getting the flying bug again over the last few days or so. I will have to start up training again very soon (once the cold, windy WI weather subsides). On another note, it is a balmy 45 degrees today, compared to the low of -6 this past week. It's one of those days where I wish I could fly, but I just don't have time.<br />
Looks like training will begin again in mid-March. It will probably be like starting from scratch, but I still feel I have some proficiency left over from October (yes, I checked my logbook on Thursday, and Oct. 10th was the last time I flew).<br />
Anyway, I can't give up on what I've started. It would be a shame to get so far into the program and then quit. It may just take longer than anticipated, but the license will be obtained.Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-23042248422720498132010-10-13T18:15:00.000-05:002010-10-13T18:15:27.608-05:00UpdateIt's been a while since the last time I flew (August 29th). School, college applications, and Follies have been consuming a large portion of my time. <br />
Anyway, I went up for about an hour on Sunday with Nate to knock the dust off. The weather has been absolutely perfect for the past two weeks and I have been itching to fly. We flew the pattern a few a times, practicing short and soft field take-offs and landings. <br />
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<div class="separator" style="clear: both; text-align: center;"><a href="http://blog.seveng.net/wp-content/uploads/2008/05/soft-field-300x193.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" ex="true" src="http://blog.seveng.net/wp-content/uploads/2008/05/soft-field-300x193.jpg" /></a></div>For not flying for over a month, I thought I did pretty well. <br />
As far as the Private Pilot License goes, all requirements are met except for the long cross country. I will most likely do it Saturday, Sunday, or next Friday. After that, it's practice practice practice for the practical test. <br />
T.J. has been taking a lot of pictures lately and is getting good at it, so once the license is done, some sweet videos and pictures will follow!Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-43216914387096061032010-08-25T14:13:00.000-05:002010-08-25T14:13:54.949-05:00Milestone: Private Pilot Knowledge Test Completed<span style="font-family: Georgia, "Times New Roman", serif;">Just completed my PPL knowledge test and am happy to report a passing score of 93%! I was shooting for a 90, so anything above that is great. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">I missed two weather questions, one about thunderstorm development stages, and one about mountain turbulence (good thing there are no mountains for a few hundred miles). </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;"><img img="" src="http://www.physicalgeography.net/fundamentals/images/thunderstorm.jpg" width="400" /></span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">I also screwed up a performance chart question regarding landing distance. Try as I might, I can never seem to get an accurate answer with those stupid reference lines, sloped lines, etc...</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">The only other question I missed was, surprisingly, related to course plotting. I couldn't seem to get an answer that matched up with the choices, no matter how many times I plotted the course. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Oh well. I am happy with my score and getting psyched to complete my hours!</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">No flying tomorrow. The weather looks good; however, due to last minute procrastination on schoolwork, I won't be able to fly around the state of WI for 3-4 hrs.</span>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-89322021767408611252010-08-23T20:44:00.000-05:002010-08-23T20:44:26.714-05:00Milestone: The First Solo Cross Country<span style="font-family: Georgia, "Times New Roman", serif;">FINALLY! I have been waiting so long for this day. After numerous cancelled flights (including yesterday's), I finally got some solo XC done! </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">The original route was ETB-ENW-JVL-ETB:</span><br />
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<tr><td><a href="http://picasaweb.google.com/lh/photo/Pwr0vc7kg63x_SYF6yK39sgnlSZpwE8Pr3adRYSRBKc?feat=embedwebsite"><span style="font-family: Georgia, "Times New Roman", serif;"><img src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-poqUvrohR2941wNroNixFpQjjQrNQDhyNuAXDQ5tf-G30Uqpy_Kxk3CSPhSR5sJ-ILCb-QYrg69RN-fbCMP1FTEldK6Zc2V2ZGLz8sg0Q-jCtY1gM51LKuLIP4OvmFkDR4YAOaczKeGs/s800/etb%20enw%20jvl%20etb.jpg" width="450" /></span></a></td></tr>
<tr><td style="font-family: arial,sans-serif; font-size: 11px; text-align: right;"><span style="font-family: Georgia, "Times New Roman", serif;">From </span><a href="http://picasaweb.google.com/103918555655842476742/BloggerPictures?authkey=Gv1sRgCLif29yJqJHVwQE&feat=embedwebsite"><span style="font-family: Georgia, "Times New Roman", serif;">Blogger Pictures</span></a></td></tr>
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<span style="font-family: Georgia, "Times New Roman", serif;">Ceilings to the east over MKE and ENW did not look good. This was evident from both the METARs and simply driving east to west to ETB. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">Glenn arrived and looked over my flight plan. We talked about doing only ETB-JVL-ETB, and he agreed. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">I set up a nav log for ETB to JVL and prepared to file. After a quick call to 1-800-WX BRIEF and a weather briefing from a friendly briefer, it was time to file. I ran through the list, trying to speak confidently, although I have to admit that I was nervous. As I went down the list, I added those two magic words "Student Pilot" to the remarks section. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Moments later, I was out pre-flighting the plane (a Cessna 152 with 7500 hours). I methodically went through pre-flight, then sat down and buckled up. The last time I attempted the solo cross country, I rushed through the pre-flight and forgot to open my flight plan as a result. This caused me to become a bit distraught, return to the airport, and attempt to open it from the ground. Although safety was in no way compromised, it was quite embarassing. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Needless to say, I remembered to open my flight plan this time. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">I powered up the plane, did a run-up, and was off. The winds were gentle and forgiving; a mere 6 knots. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">The trip out to JVL was surprisingly uneventful. Throughout the whole, 44 minutes, I expected something to go wrong. I was just waiting for a hidden cloud layer to consume the plane, or my radio to fail, or to have an engine fire. Nothing happened. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">I made it to Janesville without a problem, speaking the magic words "Student Pilot" once again. The controller talked slower and tried to make it easy for me. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">I turned left base for Rwy 4 and made a pretty decent landing. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Minutes later, it was time to head back to ETB. During the flight back, I was grinning ear to ear. I had already completed the difficult part of the flight; getting back to West Bend was easy. </span><br />
<span style="font-family: Georgia;">I was more organized on the way back. I timed checkpoints and found my groundspeed was slightly lower than I planned for. Staying on course was no problem. </span><br />
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<span style="font-family: Georgia;">I finally made it back to ETB after having to descend a bit early in order to avoid a scattered cloud layer at 2700 AGL. </span><br />
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<span style="font-family: Georgia;">I triumphantly stepped out of the plane and back onto <em>terra firma</em> after 1.8 hrs and 134 n.m. of flight. </span><br />
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<span style="font-family: Georgia;">3.2 hrs of solo cross country, .6 simulated instrument, then checkride prep! </span><br />
<span style="font-family: Georgia;">Written test on Wednesday. </span>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-79251299905985576192010-08-22T15:30:00.000-05:002010-08-22T15:30:06.108-05:00A "Higher" Calling<span style="font-family: Georgia, "Times New Roman", serif;">Linked from <a href="http://www.aopa.org/careerpilot/cs-mission_pilot.html">http://www.aopa.org/careerpilot/cs-mission_pilot.html</a></span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">Mission Aviation Fellowship</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">Mission Pilot</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">Flying for a higher authority</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">By Wayne Phillips (From AOPA Flight Training)</span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Who operates the largest humanitarian airline in the world? Which airline flies into and out of the most challenging airstrips located in some of the planet's most remote places? Can you name the outfit that launches more than 55 aircraft from more than 30 bases in at least 18 countries, tallying in excess of 80,000 flights annually? This enterprise logs more than five million miles and operates at more than 3,000 dirt or grass strips. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">The answer: Mission Aviation Fellowship (MAF) of Redlands, California. </span><br />
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</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">With more than 189 million Christians living within its borders, the United States is home to the largest Christian population on Earth--and for churchgoing aviators, a career with MAF as a missionary pilot might be worth looking into. MAF maintains a fleet of Cessna 185s, 206s, 207s, 208s, and 210s. Some of these machines are equipped with floats. MAF also has three Beech King Airs in its aircraft stable. </span><br />
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</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">Flight missions are varied, challenging, and sometimes dangerous. MAF operations support workers, evangelists, and teachers on the missionary field. MAF pilots transport passengers and cargo of all kinds, including doctors, patients, food, seed, medicine, supplies, and just about anything else necessary to improve the quality of life in some of the world's most forlorn and forgotten areas. </span><br />
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</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">And the flying! Missionary flying can best be described as the antithesis of airline flight. A Boeing or Airbus captain will step onto the flight deck, program the FMS, and watch the airliner take off, climb, fly straight and level, descend, and land, time after time after time, year after year after year. An MAF pilot may arrive at a short strip literally carved out of the jungle. He will then hand-fly his aircraft to dodge the surrounding mountains and late-morning thunderstorms. He flies like life depends on it. In most cases, it does. </span><br />
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</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">To get a true flavor of the work, read an excerpt from the diary of Sandy Toomer, an MAF pilot who served in Shell, Ecuador. Toomer is currently an MAF recruiter. </span><br />
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</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"As I watch the deluge splatter the tarmac, our flight coordinator, Tomas, trots up to me. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"'Capitan, there's a snakebite patient in Molino. As soon as the weather breaks, we'll send you out. It's a small boy...he was bitten in the face...yesterday.' </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"By 10 a.m., the rain slows, the reports out in the jungle are improving, and I decided it's worth a try to get the boy out. I depart within 15 minutes for the 30-minute flight out to Molino, a Quichua village. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"After landing on the gooey surface I can see it is bad. His head is swollen to the size of a soccer ball, and his breathing is labored as his mouth and likely throat are closing off. I customarily shake hands with as many people as I can, then load the boy and his mom on board my 206 for the flight back to Shell. As soon as I land in Shell, the boy will be sent by ambulance to the HCJB Hospital Vozandes, five minutes from the MAF hangar. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"As soon as I get back I find that my original schedule has been shot to pieces due to the spotty rain throughout the jungle. We'll do what we can today and make up for it tomorrow...if it doesn't rain...as much. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"On this flight I leave Shell to the southwest where some missionaries are working to translate the Old Testament into the Shuar language. My mission is to pick up five Shuar Indians in three villages and get them back to Makuma before the rain starts again. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"By 2 p.m. I finish up and I'm ready to leave Makuma for another five landings and takeoffs to pick up more medical emergencies and run them over to a jungle hospital operated by the Ecuadorian government in Taisha. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
</span><br />
<span style="font-family: Georgia, "Times New Roman", serif;">"By 5 p.m., I depart Taisha still with one last stop. Go by San Carlos and pick up a carpenter and his crew and tools. They have been building a new school building in the village. From San Carlos we'll head back to Shell. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">"As I get closer to Shell it indeed looks dark, very dark, dreary and gray. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">"Switching gears, I pull out the instrument approach plate and give it the once-over like a hundred times before. The primary approach we use into Shell is a VOR/DME arc beginning eight kilometers out. </span><br />
<span style="font-family: Georgia, "Times New Roman", serif;"><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">"It's nearly 6 p.m. After 12 landings, 3.5 hours of tach time, 40 minutes of actual instrument conditions, and an approach to minimums my day is done. Hey, and it's just Monday!" </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">The foregoing narrative makes airline flying seem awfully mundane, doesn't it? </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">The minimum requirements to be considered as a fixed-wing MAF pilot are these: commercial pilot certificate with instrument rating and 400 hours of total time; 50 hours of high-performance time; airframe and powerplant (A&P) certificate. CFIs who have good tailwheel experience are especially valuable candidates. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Why the A&P? When your engine hiccups in the jungle, placing a cell call to the local FBO mechanic for help is not an option. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">But, wait--there are other requisites that you will not see for ordinary aviation employment because this is not an ordinary career. It's a service to both mankind and that higher authority. The process is rigorous and is not for the faint of heart. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Primary requirements: Quite detailed, but best described as a dedicated member of the Christian community and active subscriber to its religious principles. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Preparation and training: Completion of MAF's nontechnical and technical requirements (nontechnical requirements apply to both applicant and spouse). </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Application: Formal applications are sent, upon request, to persons who currently fulfill, or are in the final phases of fulfilling, MAF's minimum requirements. If approved, the applicant receives a formal invitation to technical candidacy. Included with the formal invitation are medical examination forms and psychological tests to be completed and returned prior to technical candidacy. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Technical candidacy: Technical candidacy is at the applicant's expense except for housing. Pilot/mechanics spend one week in flight evaluation (seven to 10 hours in a Cessna 206) and one week of maintenance evaluation. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Non-technical candidacy: A two-week session at MAF headquarters. Candidate families are introduced to the operation, mission, and philosophy of MAF. During this stage successful candidates are accepted into membership and field assignments made. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Fast track: New MAF families seek out ministry partners--friends, family, and churches that provide both spiritual and financial support. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Orientation: For pilots/mechanics, 10 weeks of additional preparatory training. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Language school: Approximately six months to one year is spent in concentrated language study outside the United States. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Field orientation: A minimum of six months of supervised, on-location flight maintenance training and cultural adjustment. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Mission career: The normal MAF term of service consists of three and one-half years on the field followed by six months of furlough in your home country. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Now, the big question. What about pay? The answer is best put forth by Paul Lay, a former flier who spent six years in MAF service. "Being a MAF pilot is flying on the front lines of war against isolation, poverty, and darkness: it's giving people--men, women, and children--who have no chance, a second chance. MAF pilots don't pull down the pay of a lot of professional pilots, but they're the richest fliers I know." </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">Other organizations involved in missionary aviation include JAARS and Missionary Flights International, an air arm for missions in the West Indies. </span><br />
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<span style="font-family: Georgia, "Times New Roman", serif;">If you want more information, surf over to MAF's Web site and recruiting site, or contact any of the schools listed that prepare pilots for a career in missionary aviation. </span><br />
<strong>Link to MAF Blog:</strong><br />
<a href="http://mafrecruiting.blogspot.com/"><br />
<img src="http://upload.wikimedia.org/wikipedia/en/7/77/Mission-Aviation-Fellowship-Logo-20060927.png" /></a>Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-4807734938495181712010-08-22T14:42:00.002-05:002010-08-22T15:32:30.979-05:00PatienceWhether it's waiting for a clearance, or waiting for the weather to clear up, flying takes patience. Today was one of those days that requires an extra bit of patience. <br />
I arrived at the airport at 10:20 A.M. this morning. The weather looked excellent for the solo cross country I have been trying to complete for the last three months. After learning that my instructor would be going on a charter flight this afternoon, I waited 30 mins for a second instructor to sign me off. <br />
To fill the time, I called 1-800-WX-Brief. Unfortunately, the briefer informed me that an IFR Airmet that covered the southern half of Wisconsin threatened my flight. The second instructor decided to call the flight off, a decision that I reluctantly agreed with. A quick review of the TAFs confirmed the decision; there's no way the ceiling would lift by the time of my flight. <br />
After learning my solo cross country would be cancelled <em>again</em>, I decided to do some patterns. I went to check out the plane, only to learn my solo endorsement had expired. A new endorsement, and away I went. <br />
Although what happened today is not all that exciting, I did learn a few things.<br />
1) Flying, like anything else, takes a lot of patience.<br />
2) When it comes to the weather, it's better to be "safe than sorry."<br />
<h1 align="center"><img height="200" src="http://www.bayareaflyinglessons.com/images/landmarks_pictures/landmarks/TCY_AP_IFR_APCH_sw_lg.jpg" width="400" /></h1><br />
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In the end, the ceilings at ENW and JVL lifted by 1:00 P.M. They could have easily stayed at 1,000 feet, and I would have had to turn back or face an unsafe and illegal situation. As frustrating as it is to continually call off flights, I'd rather be safe than sorry. <br />
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Safe flying.Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.comtag:blogger.com,1999:blog-5998900360707384394.post-89316188166432398022010-08-22T08:24:00.000-05:002010-08-22T08:24:17.096-05:00The "Inaugural" First PostI am creating a blog to discuss my experiences in aviation. In the age of accelerated flight programs and get rich quick schemes, I think of it as a way to "stop and smell the flowers" (although that's difficult to do when you're a few thousand feet above the ground). By recording aspects of my flight training, and general encounters with aviation, I'll be able to look back and be reminded of how much enjoyment flying can bring.<br />
I want my encounters with flight, that started when I was less than ten years old, to be remembered; remembered as more than hours in a logbook, but as a once-in-a lifetime experience.<br />
I want to save my experiences and remember what it was like when I <em>Aviated</em>. Tedhttp://www.blogger.com/profile/02318844502430045713noreply@blogger.com