35 Burst results for "Flight Training"
Economics of Flight Training: Taking The Written Test First?
"So the big question. The one that kind of started all this this. This particular episode for us was while i get asked all the time or i see people all the time. Walking the only go. You know what i'm gonna. I'm gonna start flight training but i'm a couple months away i'm gonna take my ridden first and then i'm gonna come back and see you ever heard anybody with that guidance. I have and i've had a lot of people Suggest that to say go ahead and get the written out of the way or As as the faa calls it the knowledge test So we're gonna use those terms interchangeably the written or the knowledge tests. We're all talking about the same thing. And and ironically when we say the written there's really nothing written about it. It's all online That's that's a little bit old school but The faa has done has gone to great lengths to Make the written or the knowledge test more relevant in the the the scheme of flight training in and they're making strides. I don't think there where they wanna be with it As far as it it making a whole lot of sense. I know when back in the day. When i was learning to fly and taking these these knowledge tests For my first several ratings seventies. On all mine written tests and then i i learned how to pass the tests and then i started making nineties If i go back and i look at my experience. I don't think i ever made an eighty something on a written test anywhere higher low. Yeah yeah i was barely passing it. And then all of a sudden i figure out the tricks to pass the test and then i was making ninety five's and as an examiner I i've never really taken paid attention to The data but i think that's pretty. I think if i were to actually track the written test scores i think the majority that i would see are in the seventies or in the nineties You know you'd think Just statistically that about a third of your tests scores will be in the eighties. But i really don't think that's the way it it turns out so I think the the the idea of getting the written out of the way before you even start training is. It's a nice idea in that. Okay that's just something you don't have to worry about but the fact is that You just don't Me you you just memorize answers. Yeah and and You know there's a lot of the things on the knowledge test that make are gonna make a whole lot more sense if you've actually done it in the airplane princeton. If you're gonna let let's let's just use this example. Let's say you you've got a friend who has come from a foreign country and they have never will us golf. We'll use the sport of golf since you're an avid golfer. They have never played golf. And you want to teach them how to play golf. Well you're probably not gonna give him a book and say read this book and then in three weeks will go out and we'll we'll get a golf club and hit some balls probably pretty fast pre- pretty upfront in the process. You're going to go outside at least out in the backyard and show okay. This is a golf club. This is the way you hold it. This is the way you swing it. You're gonna let them get some hands on stuff so You know use that with the airplane. You want some hands on knowledge before you start attacking the the knowledge test. at least. that's my opinion. yeah. I'm a big believer in that. As well and i don't know under which context you this question. Obviously i get it when people are coming in here looking for a flight school there asking these questions. Normally they're saying. I was told that it'll save me a lotta money. If i do this. It'll save me a lot of money. That just doesn't make sense to me at all. I think you know i. I like the idea of saying. I could get that done but it really is memorization and there are no. There are no time requirements for the knowledge exam. I just have to take it before. I'm endorsed to take my practical exam. Which would be the check ride and mine. My normal advice to young people and adults and parents would bring their. There's sip in i say. Look when would you take a test that you're gonna be graded on and then have to speak to orally about your results. Would you take it before you ever did any flying or would you wait and do it like five to ten days before you had to take that practical exam if there really is no timeline on it. Why would i ever take it before. I finished all this training. You know right. I do my cross country planning probably a month into my flight training but i'm going to go take a written exam how to do cross country flight planning before i ever do any cross country flight planning right. It really is either memorization at that point. Or you're missing the opportunity to truly understand the material like
Building successful lives, one plane at a time with TeenFlight,
"Successful lives one plane at a time at the as air venture in oshkosh a group of oregon teenagers stand beside an rv. Twelve light sport aircraft answering questions. They have spent eighteen months building the plane on display and they are eager to put their expertise on display as well. The adults who quiz them are rightly impressed. The students are with teen flight. The high school arm of airway science for kids or ask which serves students in and around portland oregon team. Flight is the brainchild of erin. Figura ted miller and van's aircraft founder. Richard van grunsven. Who wanted to honor the memory of ask. Founder bob strickland by creating a program for high school students team flight. Young people are given an opportunity to build an aircraft that they will eventually be able to fly. The student built aircraft has showcased at oshkosh and then sold to fund the next build session. Van grunsven noted that this is the kind of program he would have loved as a young man for the first build. Classy offered space in his hangar at the aurora airport and agreed to oversee construction of one of his company's own kit planes the rv twelve quote. The twelve is a well-developed kit plane. He said we were confident. That with the help of adult mentors with the right group of motivated kids. They could get the job done. And the sex. A little. Bit about eric krause. Who was a high school junior when he joined the inaugural teen flight class in two thousand nine. He said whenever. I tell people in school about the program they'd say oh you're building an rc. Plane krause said nobody ever believed we were building actual aircrash if the naysayers could have seen the students mechanical skills on day one their skepticism would have been justified said krause. Some kids didn't know which side of a screwdriver to hold a few years. After graduation cross took his team flight build plan to interview and discuss the process of building an aircraft as a teenager the interviewers impressed and he landed the job. he's now a manager advanced aircraft and he believes the program taught him not only general mechanical skills but leadership skills as well the program's goal is not produce the next generation of aviators or aviation engineers students pursue those goals and ask provides as much support to them as it can including scholarships to pursue flight. Training figure keeps a broader goal in mind when thinking about the program's impact quote. Most of the kids that we work with go on and do interesting things and do creative things so they use the skills they learned in teen flight. He said we like to say that. We're not really teaching teenagers. How to build airplanes. Were teaching them how to have a fulfilling life with good interesting careers and to be excited about it. Van grunsven echoed that sentiment. We have found that the program can be most helpful for kids who maybe don't fit in on other things and maybe aren't doing well in school but when they're able to work with airplanes they get excited. He said we've had parents tell. Their children's grades went up after they went into the program. They work harder and they do better great story and i wish there were more programs like this around the united states and around the world
Fast Five With Flight School Association Chief Robert Rockmaker
"Could you describe some of the association's goals and and the outcomes? In the early years we're now eleven years old was really focused on building the core foundation of the organization and at the same time working to help bring about some cultural changes that we had identified that were present in the flight training environment in America and I think we've done a pretty good job of meeting some of those early targets. For example, there were numerous occasions where flight schools would take large security deposits from point training. Students. And for whatever reason, and there's many different reasons, the schools, all of a sudden. Close up doors are locked lighter off and the students show up and have no idea what's going on those deposits could be as much as twenty thousand dollars at a time, and unfortunately there was no recourse in almost every situation students were out dead money or their parents route that money it seemed to be more prevalent school that we're doing foreign play training bringing people in from other countries and as you know, America is the leader in training foreign individuals more foreign play training is done in. America than anywhere else. So, what did the association do about that the students forfeiting those deposits? We brought it out and we wrote about it and we wanted people to be aware that it was at least on some people radar in our new website. We actually have that as one of the many checkoff items for the general public to be aware of we're not opposed to having security deposit or an advanced deposit because some flight schools will offer a discount if you put down some additional moneys versus just paying by the hour but I, think we recommend no. More than between one thousand or two thousand dollars be put down at any given time. There's no reason to go any further unless you're in an accelerated program we do have schools across the country who specialized in accelerated training as you know, and you can get a private pilot certificate in two to three weeks and he'd do a very good job. They have specific syllabus put together for these kind of programs. Well, you can imagine typically might cost eight to ten thousand. Dollars to take two or three week private pilots course all the way through and you're all done in three weeks at the most those schools will require a larger deposit. So we're not saying that there are extenuating circumstances because there are but at the same time, we are certainly guiding people that there is no reason to be putting large sums of money down because in most cases, there's no special account that is set up, and if that school closes its doors they're. On you can't find them, and in some cases, some of these schools disappeared, they had leases at the airports they walk away from the leases if their own by a foreigner, they may even go back to their country. There are folks that have dual citizenship. They just literally disappear if you have fifty students and fifty students have put down ten thousand dollars in advanced deposits. That's five hundred, thousand dollars if they put down twenty thousand dollars toward their training, that's a million dollars. We wrote about it. We talked about it. We are now putting it on our new website as well to educate people because the public is not aware of some of these things. It's in the news every day that the airlines are threatening or actually shedding thousands of pilots from their payrolls has that had an impact on the pilot training community are people backing away from this as a career. Right now I don't think there's any professional in the industry that would stay that there's a overabundance of commercial career pilots. However, this will change over the next twelve months as far out as maybe thirty six months. We all know that domestic airline service in this country continues to come back and it was just August thirty first or August thirtieth where the airlines are starting to. Relax on their policies, regarding changes of airfare and seat selection and travel dates, and so forth. I believe United announced at I and I believe American has now announced it as of today, which is September the first and so domestically, the airlines are certainly looking to get people back into the air and from what we see the general public still has that real urge to get up. And go not everybody of course, and there are some people who are not going to travel right now by air or even leave their house because of the covy will fully understand but people wanna get up they WANNA get out they want to visit family they want go to special occasions they want to go on vacation for a couple of days and the best way to get. There is normally to go buy airline. If you're traveling longer mileages that the international air carrier movement will take a longer period of time, and that's because every country has its own. Instead of Kobe guidelines. Number one, they're setting the criteria for when people can come in and out of their country and they're setting in some cases, quarantine restrictions, and therefore international travel is definitely gonNA take. Longer to come back will the pilot shortage come back again the answer is, yes. The FAA requires under the A. Ours that all airline pilots cannot fly after age sixty five as an airline pilot by regulation and to some of the most senior and experienced airline captains. Today are not flying because they typically are flying the international routes and international is still very, very slow as. Compared to pre covid airlines were having record years they were flying record numbers of available seat miles, revenue passenger miles, load factors on both domestic and international have just been unbelievable airlines have been doing very very well financially over the past couple of years. But again, they also took probably the largest hit between airline travel and the hospitality industry I think those are the three that have. Really impacted the greatest but pilot. Wise. It's GonNa come back and we are encouraging young people to continue their career pathways because if someone brand new starts today to learn to fly and they WANNA be a career pilot they're going to have to build their flight time and that can take anywhere from on the low side about a year and a half up to about three. Years before they're able to be eligible to be hired on into the right seat of a regional airline to two to three years from now, the people that are even starting now will be in a position to be ready to go. So we WANNA see the pipeline stay filled as much as possible, and we are not discouraging anyone at this point in time, there will be positions.
The FAA have released the Flight Standardization Board Report for the 737 MAX
"Affiliate released its scrawl or lay up to the topic at the full name, the fight standardization board report provision seventeen, date xxx x x, x, x I think they forgot to fully about before there but this is basically the proposal for the pilot. Flight Training that will need to be conducted before pilot can get back in the left or right seat seven, thirty, seven Max, and it is not insignificant. There are two components to it is a ground training component. Of course that will take several hours to complete. They have to do training on runaway stabiliser speed trim fail stabiliser out of trim. airspeed unreliable altitude disagree out angle of attack disagree specific training for things like dealing with multiple alerts and. Notifications going on at the same time since that was one of the contributing factors to both accidents was that there was just so much going on in the fight deck at the same time that it was completely overwhelming for the crew. Some other things that go over the change from the engineer, the classic to the Max like Ian You pointed out the either is Glenn new, Gear Knob Retraining I. Think Nob End yes. Yes. There has the physical. Location of some switches on the Max have been moved. So they're doing some ground trying to get pilots familiar with that. In case they need access it quickly but then it comes to the flight training which remember one of the if not the biggest selling point of the Max especially to airlines like southwest was bad pilots would not need specialized fight training. They would not need simulator time to get to upgrade from the N. G. to the Max. Here's what they'll have to do in said full motion fight simulator five key competencies, demonstration of the M. cast activation for pilots, which will simulate activation during impending or full stall and recovery demonstration during manual fight in a clean configuration, the also have to step to simulate a runaway stabiliser condition that requires the pilot manual stabiliser trim which I believe was a big issue in the Ethiopian crash, and that there airspeed was too high that they couldn't manually trim after turning off the electronic systems. Step three is the use of annual stabiliser during approach go around in a level off. Four, a cross full flight simulator at believe vendors activation demonstration by either pilot acting as pilot flooring in the last is dealing with an erroneous high angle of attack on takeoff that leads to unreliable airspeed condition accomplish by either pilots or acting as pilot flying, and that demonstrates that the flight deck all of the alerts going off the visual the TAC. Toe The audio alerts going off associated with that failure and had to deal with it. So this is a lot of time in the simulator only two of which two of these five points can be done in seven three, seven N engy simulator. So the six, seven, eight or nine, hundred while three of the five key points must be done in an actual. Maximum later of which I'm assuming they're still are not that many in the world. So it's GonNa be pretty slow roll to get pilots in the simulator and trained up and authorized to operate the Max once again.
WASP Documentarian Erin Miller
"I'm talking today to Aaron Miller. Now, Erin is not a pilot, but she is the granddaughter of a wasp that's women's airforce service pilots, and she has a fascinating story to tell. So Aaron, thank you so much for being with us today. Thank you for having me your welcome so What I'd like is for you to to share with us what what your grandmother has shared with you about her flying story, and then we'll get to your story of how you how you made things right for your grandmother. But can you tell us how she got her starting aviation? So. My Grandmother. Elaine. Dan. For harmon was born in Baltimore Maryland in Nineteen nineteen and she grew up in the city and was born at home in her house. And had two siblings and was very independent. sporty did a lot of rotor bike and very athletic growing up and she attended the University of Maryland in College Park. Maryland for college. and. She did lots of activities there as well. She was a cheerleader she was on the rifle team swim team. She was in a sorority in all kinds of things very active and her senior year of college. She saw an advertisement in the school newspaper for the civilian. Pilot Training. program. Which I'm sure your listeners are familiar with but it was a program in the nineteen thirties to have more people in the United States prepare to get a pilot's license and Senate was I guess subsidized by the US government and it was offered through a lot of universities and university. Of Maryland was one of them. And Anyway. So they had an advertisement for this program where you could learn how to fly and it costs thirty five dollars. Or forty dollars and you got thirty five hours of flight training and ground school and whatever. So my grandma thought that would be cool. So she applied and at the time which doesn't sound like a big deal you're signing up for a class nowadays. But back, then if you were a woman, they only accepted one woman for every ten men in the class. So you kind of had to I don't I never asked her if there were comp competition about this or she just happened to be the only woman that applied I don't really know but anyway. So, she asked her dad for the money and she also had to get a permission slip signed because she was female and under the age of twenty one and not married. So her dad had to sign a permission slip and that's how she initially took pilot training lessons West, through this program at the University of Maryland. Very. Cool. So after she got her thirty five hours, did she continue to fly on her own? Not Really she I think she did a little bit but she basically that was in nineteen, hundred forty, sue her last year of college. She got her pilot's license and then not too long after that, she got married in the summer of nineteen forty one. To my grandfather, and then as your listeners I'm sure. Well, aware six months later Pearl Harbor happened. So I don't think you flying around was generally something that happened. A Lot. So at that point, my grandmother and grandfather were moving around a lot to support the war effort they lived in Ohio at one point for a while and we're kind of working at different places. And and so how did she get back into? So in nineteen, forty, three, I believe there was an big. The Women Airforce Service pilots kind of became newsworthy and there was a little bit of news about them. Newsreel. The old newsreels are in life magazine, and so my grandmother heard about this program called the WAAS. And thought she could apply and she asked my grandfather. If he thought it would be a good idea and he thought it would be a great idea for her. So she applied and she kind of didn't really think she would get in because she really the most she had done was that civilian pilot training program she didn't have a lot of hours. And she kind of applied and thought oh well, we'll see what happens but they accepted her. So that's how she ended up becoming one of the Watson. Then she started training in April of Nineteen, forty four where did she go for Carini? She was in sweetwater Texas Avenger field, which is in western Texas. About an hour west of Abilene Texas. Now. Did your grandfather go there with her when she went there No. So my grandfather was an engineer and he later became a patent attorney, but he was not in the service because he had a physical defect so he was So, he couldn't serve in the army. But he was I think recruited I would say by a company to actually manufactured airplane parts called Jack and Heintz which some people may not because I've seen their parts in the in the warbirds He got sent to Asia to work on a plan to repair aircraft for the US military in theater in the Pacific. So the planes didn't have to be sent back to the continental United States to be repaired to save time. So he got sent over there to work on that program as a civilian, and so he was gone during this time when she was trainy. tweet water. Aircraft was she trained in? So she was trained on I think they were all trained on basic plane. So things like the the steersman PT, seventeen, eighteen, nineteen, eighty, sixes, bt, Thirteen's neither all planes that she was training on. And what did she eventually flawed she I assume she was multi current and flew a lot of different airplanes as wasp. Yes. So all the WAAS flu lots of different planes and there were groups of wasps that were trained to fly every plane that was produced during World War Two from little trainer planes all the way up to be twenty nine bomber. So not every wasp was trained to fly every plane obviously but they're little groups trained to fly like you know pursuit crafter bombers or whatever. So. She was trained to fly bt thirteen's to train men in instrument training. So that was her job after she graduated. So she was transferred to Nellis Air. Base. In Las Vegas. And with her best friend from the WAAS Maggie Gee and Magnesia was to- target pilot in Las Vegas. So they were transferred there and my grandma trained men on instrument training in the thirteen. And she was also has some time as a co-pilot on the B seventeen.
Control The Plane and Don't Hit Anything
"We really have to concentrate on aircraft control and trying to avoid any collisions with terrain vehicles, etc. One of the things that we do aviators and we learn when we're aviators is we start with. Navigate and communicate mantra, and that's A way that we can pray our ties things, but there's times when we need more than just that, we have to internalize in not just talking about it and one of the things that we're finding now in this whole pandemic and it happens when people stop flying and we're seeing that throughout general aviation is that we see more accidents incidents in even people that are dropping out because they're afraid of. There's ways that we can actually hopefully maybe promote the vision industry and promote you to start getting back into flying and also do it safely, and that's the most important thing. So, let's talk a little bit about this and you know Eric that whole I wanna ask you real quickly because you kind of in that that collegiate environment. Navigate Communicate Mantra as far as what has happened here because you're you have so many students go through. Have you seen this these challenges of people having issues coming back from flying or not flying for? Awhile. Assure absolutely. So when everything sorta hit the skids in March mid March late March. WE SHUT flight training down effective April I was a cruel April fool's Day joke but it was real And we didn't resume flight training until the fifteenth of June so. We had two and a half months go by where students worked flying and when everybody came back. It it was an interesting thing. So instead of just picking up at the last lesson where everybody left. We thought it was important. To, basically re standardize everybody. So the flight instructors went back through standardisation training which. Requires whatever, year. Under part one, forty one, we re standardized everybody anyway, and then we brought all this bag standardized them and it's amazing I mean you know that it's true. But when you see it happen on that kind of scale the the amount that those physical skills degrade over a short period of time is is extreme. But. More important than that, and maybe the things we take for granted are those soft skills like collision avoidance like clearing turns before you start maneuvers right? And as the airspace particularly here in central, Florida started to get flooded with more and more aircraft if people were coming back. We started seeing a lot of students reporting. Hey, like We were in the middle of the clearing, someone other aircraft, and just off the just off the wing and change your altitude change your position. Just. Doesn't happen. Anyway it's just to your point Carl I think when when we have a hiatus like that when we come back, we're so focused on the physical flying skills. I hope I still remember the stick and rudder stuff, which is important. Sure. But those soft skills like looking outside the airplane at a staring at the flight instruments that we know those things but we. That stuff degrades to. When we're looking outside the airplane trying to avoid those are like you said, some of the sauce skills, clearing turns, etc.. One one thing that I think that degrades quickly is our ability to make decisions. But I think part of that can be attributed somewhat I'd like to kind of think outside the box here because our our degradation of are flying skills are currency our proficiency because I think what happens is whether we think we are proficient or not. We actually those skills start diminishing and we have to put more brain energy Omar Energy towards that physical flying, which means that we take away from like those soft skills you you talked about and that's where we talk about currency and proficiency I know that now especially at some of the airlines this whole. Extension of the Ninety Day rule has been talked about. Quite a bit and been reduced because of that because. Again going back to we we see that those physical skills come back quickly but during that period of bringing those physical skills back, we do grade some of those other soft skills like you talked about. So are you current or you proficient I think that's kind of where we're going with. That is the difference between currency and proficiency and currency is more of an FAA turn and it means that your legal in my mind truly true proficiency is like what you're talking about Eric.
Staying Confident In The Airplane
"And what I want to address this podcast and I'm hearing a lot of things like Jason I, got my private a year ago I flew pretty regularly for a few months but you know life. And just not flying as much as I wanted to, and I'm starting to lose that confidence I. Don't feel like I wanNA, take my kids up or my wife because I don't feel confident if something happens up there that I can deal with it or at least deal with it is sharply as I did the day after my check reading. So I've gotten a few versions of that story and I WANNA talk to you about how you can do this how you can stay proficient and you can stay confident and you don't have to spend a fortune to do it and I think there are three main points that I wanna make in small tweaks you might have to make to your flying. But the first one is in, you know how close this is to my how hard the standardization the idea that you can ritualized you're flying. And then remember like rehearse remember and perform the ritual of flying and so all you really have to remember is that ritual and what the ritual is designed to do is to weed out the possibility of thousands of other smaller mistakes from happening I'm great example there is the final walk around on a preflight, right. If you just remember to do the final walk around on a preflight, you might catch tomorrow on the nose wheel cinderblocks blocks on the tail Pito Tube cover. Fuel caps left off seatbelts hanging out of the door baggage compartment opened I mean I, you go on and on and on with the things that you might catch. Simply. By remembering to walk around the airplane after the preflight. Okay and that goes deep. If you want a very detailed version of all of the soap's the standard operating procedures that I teach, those are all in my book setting the standard. But that is one concept that will add huge beer flying. This is an I didn't make this operate. This is the way the professional pilots do it because they've got money in the game they've got a business, they have to take care of one of their pilots crashes. It can't be game over right not only that as you've heard me say the company's survived the accident typically. So the company has a chance to evolve develop a procedure that will prevent the. Pie The from any other pilots for making the same mistakes and they can force compliance with that procedure. That's huge. That's the whole process, and if you can get yourself to do that, you are miles ahead of the game. All right. That's one thing we'd like to ritualized the flying, and the second thing is getting rid of this idea that you go back every two years for what they used to call a biennial flight review or a flight review that is not. Enough that is not regularly. You're not going to regularly enough if you're going back every two years and the pros know this to right how often do the pros go back? I heard you say it every six months, right. So if you're a professional pilot, every six months, you go back with your instructor. Back to the training environment and you go through the ringer right you practice all of the emergency procedures, all of those things that you might need if someday. You're you're in a situation where you have an incident? You've got your family on board right and all of this training inspires confidence. So this is the feeling of confidence in the airplane comes from doing it regularly and feeling confident that you can handle the edge cases if they come up. I'm so what most people do just to kind of get US summarized here three point two when most people do is they get their pilot certificate they here. Okay. I have to get a flare view maybe they go get a new club checkout and then that's it right and then they're out flying with their friends and their kids and their wife and two years ago by nothing boy I better go get a flight review that is not a way to inspire confidence. That is not a way to feel good about what you're doing. In the pros know that. and. So the last thing I'd like to say is this is the part where we get into. This is the third point where we get into the budget. Is that there's been a lot of evidence to suggest that if you just keep your head in the game right back in the day they see if you read flying magazine or you re Flight Training magazine those are still great ideas by the way. But in today's world you've got youtube and you've got APPS late ground school and you've got you know ah so many different ways to stay engaged with aviation. And I always tell students when they come in to train. The typical question is how much is this gonNa cost me I don't. Generally answer that question as a complete daughter a mount I won't say, well, this certificate certificate is GonNa cost you fifteen thousand dollars or twenty thousand dollars. If you really pin me down on it, I will say it will cost you anywhere from fifteen to twenty five, thousand dollars. There's a ten thousand dollar. Window there depending on how prepared you are when you show up for lessons how regularly fly how busy you are all that sort of stuff. But that's not even the important part. The important part is that you really think about flying more like a monthly expense more like a habit. So when a student comes in and says or perspective, Stephen Comes in and says, I'm thinking about flying how much is this gonNa cost me I will usually say how much can you afford each month? Right? Is this something you can. Afford. To put fifteen hundred dollars a month into or is it something you can only afford to five hundred dollars a month into is something you can put an unlimited amount of money anti right I mean I just have no idea where you're coming from but the important part is you're starting to think about it like a habit that you're taking on and you're never gonNA stop. So you have this monthly expense for flying. Now, let's take A. Relatively for flying a relatively modest budget. Let's see we have seven hundred dollars or eight hundred dollars a month that we feel as though we can spend on flying right it doesn't sound like a lot when you consider your CFI's probably one hundred dollars an hour on the airplane while it's running. Over one hundred dollars an hour. So you're out there spending on, let's say, let's just pick numbers. Let's say the airplanes one hundred and fifty dollars an hour and you go out for one point five keep it keep it. You know easy math that's two hundred, twenty, five dollars right? One, fifty plus seventy, five, two, hundred, and twenty, five dollars plus your CFI you're together with your. Maybe. Instead of one point five year together for two hours it's another two hundred dollars. So we're looking at four hundred and seventy five dollars we're looking at. If you do one lesson a month after your certificate, you're spending four hundred and seventy-five bucks. You've left yourself with a budget of about three hundred, fifty dollars maybe a short two hour flight somewhere with your family. But you've flown twice in the month right and that's the way you need to think about the finance part of it think about it as as a monthly expense and try to allocate how much you're spending each month a little bit toward training and
Air Force Helicopter Shot While Flying Over Virginia; Crew Member Injured
"A training flight was fired on from the ground. It didn't happen in a war zone took fire just outside of Washington, D. C. Air Force reports to Huey helicopter assigned to joint base. Andrews. That's the same military air base that's home to Air Force One was performing a routine flight training exercise when it was shot at near Manassas, Virginia, just over 25 miles west of Washington, D C. The helicopter was forced to make an emergency landing at Manassas Regional Airport in Virginia, where the pilot was taken to a nearby hospital for treatment. The airforce described the injury is non threatening. The shooting is now under the airforce and FBI investigation to determine if the helicopter was deliberately shot at or if someone was randomly shooting into the air. Jeff McKay
Virgin Galactic shows off passenger spaceship cabin interior
"Of the rocket ship will look life that will carry passengers on flights into space is Laura Reaches cabin cabin is is designed designed to to a a Nancy Nancy experience experience of of weightlessness. weightlessness. And And seeing seeing the the Earth Earth far far below below Virgin Virgin Galactic Galactic officials officials say say they they will will be be a a few few more more test test flights flights before before commercial commercial operations operations began began in in southern southern Mexico. Mexico. Starbase Starbase has not been announced for the passenger flight training stories or next along with
"Let me tell you that this is borderline genius. If you ask me, this is just borderline genius all right? Let's color code the runways. I like that it's it's. KINDA UNIQUE DEER VALLEY Because they have a lot of rocks it wouldn't work a lot of other locales OKO although. Fake being what it is, we would probably discover that. Harrison Ford is colorblind but. That was Hodgson agent. Now is just an easy Joko. It's too easy. Sorry about that Harrison. I know he's a listener and It's kind of a clever idea. So this is we found this from a listener I think he's a listener, but a tweet twitter guy Ryan Ewing Nine high-ranking guy. What did I say? You Twitter Guy Twitter? Guy Yeah I. Don't know what the on twitter at twitter guy. We're all twitter guys in this day and age. He tweeted he tweeted. The Phoenix area is one of the most popular regions for flight training as such mistakes do happen. Runway landings have occurred Deer Valley airport. He writes owned by the city of Phoenix Arizona has a unique solution to prevent this different colored rocks surrounding each runway. So basically the what what I would think of as being the grass around the runway apparently is gravel. Zona 'cause grasping grow real quickly. You said wrong way. That's not correct. Wrong runway wrong runway landings. Oh! If I said runway. That was a mistake. You're absolutely right. That was Corrigan Corcoran. Different meaning different meaning. ANYWAYS so they've done apparently have done it with colored gravel. The terrain surrounding the runway and taxiways has a distinct color to it and but I want to know whether ATC, do they say you know land on Purple? Runway, purple instead of instead of landing on on the green dot at Oshkosh. Read read one roster. I can't say one way. Runway Yeah Right. Valley. QUIT GLENN! Wait. Never. Only one drawback or Weakness in it. Being told to land on the color runway doesn't tell you which way on the colored runway will now. That's true. True, but you they could say. Let's see what are. Let's just assume that these are two seven and nine there probably not exactly that. Zuma would picture. It should cut down on the confusion on. is at this piece. Is Strip payment or that? Oh! This is the one surrounded by green now which way on that runway? It's seventy five. Seventy five, so they'll say land on runway to five purple or I don't. Know they'll say land on runway to five left the purple one, which happens to be perfect. Yeah, that'd be an interesting question, Ryan, if you're a listener Give us anything in the in the in the follow up in the responses here, let's see. Someone else made my hair. Practice four joke, but there's a lot of colorblind jokes. CH-. Help for blind pilots. That's that's. This is also true. Well. That's yeah I know. Are Up sorry. From flight DECK IS HE THERE'S A. Problem, with death pilots, because they just don't listen. Higgin hi. Let's just discard this recording is. Really really know all right so. colorizing runways. I I hadn't thought of that I hadn't thought about the. Air! Venture colored dots, thing which apparently is wildly effective. I've haven't landed on those runways during those type. Jeb. You have obviously. Is it I. Don't know what's your reaction to that system as a pilot who's used operated on and off it? It works I mean. A IT works well I'll be seems to work well. I haven't landed on the dots that often. Over the years generally I will get in before the show opens, and although the dots are there, I'm I'm. ABC is not asking me to land on them. generally there's been a few years at that's been. Landed on the DOTS, but they're easy to spot and and. My only concern. In the past has been when landing on the first dot of the runway the one I come to. Its. Knowing, that there's a bunch of traffic and knowing that the runway is constantly in use. My only concern is getting run over from behind
Pensacola base shooter coordinated with al Qaeda
"I'm Anthony Davis the gunman who killed three. Us sailors at a military base in in Florida. Last year repeatedly communicated with Al Qaeda operatives about planning in the months leading up to the attack. Us officials said yesterday as they lashed out at apple for failing to help them open. The shooter phones so they could access key. Evidence law enforcement officials discovered contacts between Muhammad Side al-Shamrani and operatives of Al Qaida off the FBI. Technician succeeded on their own in breaking into two cell phones. That had previously been locked that the shooter a Saudi Air Force officer tried to destroy before he was killed by law enforcement. We now have a clearer understanding of al-Shamrani associations and activities in the years months and days leading up to this attack attorney. General William Bar said at a news conference the new details including that Al Sham. Ronnie had been radicalized abroad before he arrived in the. Us raised fresh questions about the vetting of Saudi military members. And trainees who spend time at American basis. The criticism directed at apple could also escalate divisions between the US government and the massive Technology Company. Which has rejected the characterization that it has been unhelpful. The company said that it does not store customers pass codes nor does it have the capability to unlock passcode protected. Devices and believes that weakening encryption could create vulnerabilities that could be exploited by hackers. Al-shamrani was killed by a sheriff's deputy during the December six rampage at a classroom building at Pensacola Naval Air Station. He'd been undergoing flight training at Pensacola as part of an instruction offered at American military bases to foreign nationals. Besides the three sailors who died eight other people were injured once unlocked by the FBI? Us officials said the phones revealed contact between Al Sham. Ronnie and dangerous operatives from Al Qaeda in the Arabian peninsula or a Qa p. including the night before the attack. They also revealed that he had been
Maj. John Rain Waters: F16 Deployed & Demo Pilot, USAF Instructor, and 777 Pilot
"Give us a little bit of background just like a quick elevator. Pitch on John. What what have you been known for? What are you doing now? Yeah so I started flying in high school. Got The bug hooked and I wanted to go sir. By countries so best of both worlds is able to go fly in the Air Force has been twelve years flying air force mix from being a t six instructor pilot flying that sixteen and eventually the being. F16 DEMO pilot edges recently transitioned into airlines flying. A triple seven right now. Right on very cool. So let's start at the beginning then so you started flying in highschool tells about where you got the bug and how that love for aviation started. I Group A community. That was just full of aviation a lot of Delta pilots. Round where I live in all our ex air force next navy guys and my neighbor actually took me flying in a piper cub but a day it was like seventy degrees as absolutely beautiful door open when cruising around. I think that was the first Hook I had put in me for aviation. My Dad was a big influence. He wasn't a pilot but he saw it as a great career. Opportunity to kind of push me in that direction and so I was fortunate to have someone who wanted to teach of a friend of mine. Fly His son. He wants you to send out a fly but he wanted to teach them to fly with someone so I was fortunate to be able to be that other person and me and my friend were taught how to fly. My I fly was on September tenth. Two thousand one. So the next day I was is a big moment for so many across the world little in America so when September eleventh happened that really solidified my desire to WanNa go serve and if I go serve while flying two birds with one stone and was fortunate. That's where I put all my effort in high school was to get an ROTC scholarship. Go in and get a pilot slot and then flying air force now. That's amazing I think for me. No connection to nine eleven. I think I took my first flight less than a year after that. So yeah September Eleventh. Two thousand two so wild and crazy now coming up with me. It's almost two decades ago right so there's so many people that you know in op. See Our age no it lifted everyone holderness no it and lived it but you know being the demo pilot going out and talking to kids. Now there's just we now have the first generation of Americans serving in the military who were born after September eleventh. Yeah so is just. It's such a such a big event moment in history for so many people and it's crazy to hear the different stories and then you go dig up my logbook and take a picture of an shared or something because it is kind of wild. I remember another friend of mine that has a similar store to you is working the financial sector nine eleven happened and then he became. He became an air force pilot as well. He ended up in the rapture. But you know he. He felt the call as well so Can you walk us through? What the process for you as like say in high school to get to that point where you're qualifying to be a fighter pilot. I don't know if that's like an acceptable her. But you're obviously shooting for something there. So what's that process like to actually get in a position to be able to do that so for me? I think most people the average is a very long process. They're opposites exceptions to someone who monitoring have their degree in apply saucer training school which is a shorter condensed program and they go off and become a pilot but on average most people commission become officers in the Air Force which you had to offer to be a pilot most people commission through the Air Force Academy which is a four year college military school out in Colorado Springs or through ROTC which is at most universities across the nation. So I did ROTC Georgia Tech. But you start queuing yourself up in high school because you have to be competitive in order to get into. Rotc or get into Air Force Academy so mine started really like eighth ninth grade looking to see whether requirements were in order to get a ROTC scholarship or get into the Air Force Academy which is good. Gpa's good sat be well rounded so be involved in sports or working but they also want to see in those processes of work or your club or sports that over the course of three or four years you go from. Yeah the guy who just joined the group to being the club president or being the team captain. Because they're looking for leadership ability so it really cute up early on and it was a long path just to get ROTC and get into college and then once you get into ROTC or college Air Force Academy. The process kind of starts all over again. Because you're competing with everyone who's shown up at the end of school your junior year. That's really when most people find out what they're going to do in the Air Force. Three years to develop as a leader develop as an officer. Show that you had that potential to serve at a higher level and function at a higher level and then you apply for pilot slot or navigator slaughter intelligence officer. Whatever might be but you've been racked and stacked against your peers. There's a number one. There's a number two. There's a number ten and they all comes down to the needs of the air force so if we need ten pilots great news for that group of ten people but if there's only need to pilots than the top two people get that that's a very broad brush gail but in the end it's a really long process typically in order to get to that point and it's a big investment to write without being guaranteed that you're actually. GonNa get that slot you're putting in years and years of work before you ever know that you're GonNa get pilot
Power Off Stall Tips
"Start something that's a little bit little bit just technical and start to talk about that so having a hard time with my power off stall any tips so the power off stall is also known as the approach to landing stall and I've really tried to rename it myself to make sure that I connect that approach to landing to it because that will tell you everything you need to know about setting up your power off stall. So you're coming into the pattern right. You're going to be landing. You're reducing your power back as you're coming into the pattern power off. That's how we know we are doing a power off stall emulating a landing so you'll typically do this with flaps you will you can either do a straight ahead or you can do it. In a banked turn essentially this one is really easy with the flaps out and most airplanes the the airplane is more docile in the stall. You don't have the left turning. Tendencies that the power on stall we know that if you have that powerful throttle or even partial throttle that you are going to get those left turning tendencies that will pull the one way in power off stall you. Don't really have that so. The airplane is fairly docile. What I do is I get the airplane in. Approach speed Say Sixty to seventy miles per hour in a Cessna. One seventy two. And then all you do. Is you pull the nose up to the horizon? Okay you put the top of the cowling right on the horizon in a one seventy. Two's going to different other airplanes. And then you You hold it there. Until you get the stall indications with the flaps down you're going to get a fairly mild stall You'll feel buffet. You'll hear the stall warning Horn and you may get that momentary drop and as a pilot. You're the one forcing it there right. You're forcing it to that horizon. So all you need to do to recover is relaxed the pressure on the yoke reduce the angle of attack. And then you can get the wing flying again now. The recovery the entire recovery is reducing the angle of attack sue. Get Out of the critical of attack the wing flying again just by doing that. Little Bit of change in your pitch attitude and then adding power in and climbing out of that approach to land install so recently emulating that we've come in we've we've for some reason Become distracted and we got to slow. We got to a stall condition and we really do want to have that power in there to recover. You still can just put that nose right on the horizon. And that's GonNa give you a enough of a of of a climb and then you would want to reduce your flaps by one notch. If you are say at thirty thirty degrees you can even go to twenty degrees in one. Seventy two so couple of different helpful. Things THEIR POWER PITCH UP CLEANUP BASICALLY POWER UP POWER FORWARD PITCH UP CLEAN UP FAST recovery after you've reduced angle of attack and got the wing flying again and then you minimize how much altitude you lose all right. So it's all about that recovery and in there you go.
Josh Flowers from Aviation101: Tools to Help Avoid CFIT
"I WanNa talk a little bit about Actually kind of bringing in a tool that you and I used I. I didn't brief you on this or anything but a tool that unite us when we flew from battles down to Nanna on our way back. 'cause we got in a situation where we got a close to see fit. I. I'm not sure I'd say close but I I wouldn't it but it started to be car alarm. Bell STARTED GO OFF. We need to get out of it. Basic right so see fit is controlled flight into terrain. We were flying around the mountains. The weather was a little bit. It wasn't even like marginal really when we went in there. But I never considered a The rain could start on top of you and just come down. Which is what happened and then as I was happening we got into an area of smoke and so we kind of got in the situation where almost instantly within two minutes everything went away We were done away. Yeah and we knew that there was rising terrain in front of us. And we're going to want to climb here soon and is like all of a sudden it just kind of faded into like Milky White Mist and it was like okay So it it. We weren't close to see fit. We had so many outs. The the the important thing is our wisdom. Our past experience is what caused us to start setting off alarm bells on our heads individually. I like okay. How do we get out? Let's get out. Let's stop this. What do we do now right? Neither of US had a warm and fuzzy anymore. It went away right and when that happens like you just gotTa go with your gut and we. We were looking at four in the terrain pages and stuff. And we yeah. We had these amazing tools in the cockpit to help us get out of it but ultimately what kept us out of that situation was our aeronautical decision making and judgment to be like this just got way worse than we thought it was going to. We know that there's lower land that way we're GonNa go that way and then sure enough. We go that way and the weather got better and we can see everything yet. Yeah Yeah I mean I. I felt like in that situation where the everything deteriorated so quickly in our alarm bells. Were going off. It was nice to be able to pivot something like four flight Rome. You did a good job in that sense because you you basically looked at the train very quickly and you could see on the terrain adviser like hazard advisor where to go so we basically did a left ninety degree turn and went to lower terrain and it was. It was kind of like river valley that led to to lower landgraf and almost immediately things improved like the rain went away but then we got in the more smoke and then we follow the Yukon River down so it was interesting to to come up against those situations. You have any advice for people. I guess that the get themselves in that situation like 'cause you've been in you've fallen a lot now so you've probably had a dozen situations where it's like okay. Something needs to change. What do we do? So what is your advice for? Someone that is getting into a situation like that right. I think I think one issue is had you get yourself in that situation to begin with but we're talking about like in the plane. They're already in the situation. Worry about debriefing. It later when you're in the plane. What tools do you have to to help you with that? Like even if you've got a garment for thirty bring that thing up to the terrain page and start looking at what you've got around you and of course I just want everybody flies with an IPAD. These days use that become. I've I've run into a lot of pilots and in fact we just had this conversation with my dad about this morning. Dan Greider right now to do this like AAC. Up Recurrent Training series in addressing fatal accident rates and stuff. And we had this long drawn out conversation about when you're going to depart in airport or you're gonNA fly around terrain or fly at night. Anything like that. There is no excuse to not bring up a terrain page of some sort like get turn on the obstacle layer on four flight or bring up the terrain terrain profile or synthetic vision that synthetic vision is awesome. You know if you've got a stratus or a century or in our case we have the garment transponder That talks to the eyepatches brings something like that. Use Your resources not only use your resources but know how to use them effectively. No every little feature And it'll you don't Wanna find out in a situation like that. It's kind of becoming critical almost like life or death critical for you to know these features and know how to access this kind of stuff. You don't want to be figuring out in that moment that you don't know how to access the terrain page or access that vision you know. Sit in sit in bed like before you fall asleep plot your eye powder pull out your phone four flight and just play with it. Learn the new features and of course four flight has all the they've got all sorts of webinars and stuff that an online videos that walk you through all those features but know how to use the tools that are in your cockpit. That's a big. It's a big deal. Yeah is interesting because when when you pull up the map view when we were in that situation I pulled it. The synthetic vision view like right away like an airplane has the ability to pull in the Harz from the airplane so I can actually see. I can't see the synthetic vision on four flight so I pulled that up. You pulled out a route and so we had like instantly a safe way to navigate in case we did go. Imc for some reason even though we were trying to avoid it and then you had an out to get out the other direction. And so exactly I. I think that's it's interesting because you talked about like knocking in the situation in the first place. You know we could rewind the clock on that in in in We could talk about that. We don't need to but it comes on the judgment. I like knowing when things are getting bad and then being willing to like knock it off and do something different right like you have to do something different to get yourself out of that and then you know utilizing tools to assist you in that
Interview With Josh Flowers From Aviation101
"How did you get the aviation bug? How did you fall in love with aviation through my Dad So he he got his license in nineteen seventy nine and in nineteen eighty three. He bought a Cessna. One seventy two. It's a nineteen eighty Cessna. One seventy two so it was like it was really new and Super Nice when he bought it and he owned it for about seventeen years or so sold it in one thousand nine hundred ninety. I was three years old when he sold sold the plane as Super Vague. Memories of flying in it with him. I actually kind of remember the last flight that we took which is kinda straight you know I was three years. It's a long time ago but Very vague memories of being terrified in the back of the plane and and then when the when the plane sold and I I kinda got older and there's just that interest it was the spark that was lots of curiosity there and and I just started asking questions and then when I was about fourteen my you know Kinda talked about it with my parents and they were like you now. Seems like he's interested in flying. You know so let you know. Why don't we get you into a discovery Fleiss? We did and I pretty much started flying every now and then from there and as time progressed Turn sixteen turn seventeen. Got My private and then from there. You know instrument commercial see that stuff so what were some of the steps that you took that early on to be able to Solo. Say Sixteen private at seventeen et CETERA. The main thing was consistency to just keep flying at a steady cadence. But when you're that young at least for most people when you're young you're you're like a sponge you absorb things really really well so I didn't have to fly super often. I was actually flying once every two weeks so every other week. I'd go on just to you know hour and a half lesson but I was absorbing stuff really while I was doing a lot of reading a lot of studying on my own time whenever somebody asks me I get the question a lot. I'm too young to get an flying. Maybe they can't afford it right now. But how can I get my foot in the door and I always tell them like go read? Fa Air Airplane Flying Handbook. And the pilot's Handbook. Very nautical knowledge. Just read those documents online So that's the kind of thing that I was doing. Just gained much knowledge as I can and then by the time I turned sixteen it was just you know we'll see and I George. We had flown so much together that he was just like. Yeah you're sixteen now go solo and I did and then pretty much for a whole year. I didn't really see him that much. You know I just kind of like get flying. You know. Renew the endorsement and all that kind of stuff and and I just sold for like an entire year and you know turned seventeen right in the middle of some busy times with school so it was like a month after my seventeenth birthday that we finally were able to go ahead and get ready for the check ride. I took it like to remember how many hours you had when you got your license like it was a minimal. Seems like you'd have more hours than I did. I had a I had eighty five. Okay Yeah 'cause 'cause you know turn sixteen solo over and over again so I built a bunch of ours that probably if I was if age wasn't a restriction there I would have been able to go through it and probably get the minimum but But Yeah I had about eighty five when I got my certificate. So why don't you tell the audience for those that have been living under a rock and haven't seen either one of US collaborate together because we'll we'll talk more about our Alaska Later on but for those. That aren't familiar with you. Tell them about. How your other vocation and how How you've actually made a career out of aviation and what you're doing in film. Yeah it's it's really interesting or unique I guess how I've kind of made a career but whenever somebody asked me what I do for a living I often don't even like I don't even divulge it because I don't want to explain it to them. I usually just be like I'm a flight instructor. And that's like the simplest way I can just explain it. But I've always had a deep burning passion for filmmaking and cameras of like ever since I can remember as a kid. I had a camera in my hand so when I got enough to start flying. I figured out how I could combine these two things through this thing called Youtube and it. It's a pretty dangerous weapon when you put youtube account in the hands of a fourteen year old and I found that out pretty quick and And especially putting myself out there like showing my my training as like fifteen sixteen year old ED putting it out there on Youtube and people are learning from it but I'm also like showing things that I probably shouldn't show I mainly. I was like showing mistakes that I was making. I wasn't giving any contexts of like it. You know it took me a while to learn how to effectively do that but I turned it into. What's now aviation WANNA one? This is my tenth year doing whole Youtube thing and And it's pretty much turned into a fulltime career. Just with you know. Just showing people how they can apply aviation with their private pilot's certificate and take one seventy two average airplane that like everybody has access to and how can you do something awesome with it so I take these crazy long trips on our skyhawk or you know like last trip took out west Took a buddy in his Cherokee and we just went on this trip that most people don't imagine a Cherokee going on and that kind of stuff and And it's it's turned into a fulltime career. You know I'm I'm always sitting back here. Editing and spending time trying to figure out how to tell another story and aviation and then also teach people something along the way awesome. Yeah so what? I share a similar story because I do. I do video as well and found myself as a young boy like what I would do how I kind of got in the film as I do. These World War Two models night packing with firecrackers and then on film and blowing up. We've talked about this. I did the same thing you did the same thing. Yeah so what are. What are some of your early filmmaking memories just playing with the Family Camera Basically Yeah well I remember. I had this I forget the name of the company. It's like it's a big company that manufacturers like toy cars or model cars but these are like really detailed you know replicas of like a Jaguar or something and I remember this. One particular is a Jaguar and it was like light blue and I remember loading it up with miniature explosives and it was. It was a high eight camera recording on the little hike sets and I- recording at thirty frames. A second I think is what it was or might have been sixty interlaced frame size. Able to slow it down a little bit and just recording this. You know absolutely obliterating this model car and putting it in slow motion. That's one of the original memories I have. I build stuff. Like cardboard houses like a house out of cardboard or like building and I would wired up with firecrackers. But I wouldn't just have uses enlight him. You know I would actually run. Filaments hooked up to a battery and like have a detonator easy and that's almost killed myself at electricity at many times to but but yeah that's kind of how I got started with played with cameras staging some scenes lighting all this kind of stuff and that was all just like playing with the family. You know home movie camera and And you know getting a with editing software and all that kind of stuff and then it just kind of took off from there
Ask the CFI: Class Golf Airspace and Base to Final Turn Loss of Control
"We go. Let's dive into ask the CFI hope you guys enjoy? This is an interesting one that came across and I like it because it's a bit different from a lot of the questions we get. We get a lot of aviation career questions here on on. Asiya fi but I like this one because it was a little bit out in left field so class. Golf airspace. Class Golf airspace is the only uncontrolled airspace. We have is not charted unless it's like a different altitude and so you'll actually see some of this in eastern Alaska. There's there's kind of the what I call like. The castle wall around a big Area Eastern Alaska on the border of Canada. You'll see that there. Otherwise class golf is essentially really low. And it's outside or below class echo airspace. So we know that a certain altitude class echo starts at twelve hundred feet. Ag L. unless otherwise depicted. Sometimes it will start at seven hundred feet. Ag L. That is your that is your Magenta shaded line. Kind of a the inside of the line is where you have the the shaded or rather the airspace. So you'll typically CD's around airports which coincides with the approaches. That'll be going into the report and then you'll see that airport break down to the surface areas well which will be a dashed Magenta line. So that's echo but anything below that is going to be golf and that's really important because golf can give you lower weather minimums for getting into rural airports. And so it's not so much seeing where the airspace is the class. Golf airspace is seeing where everything else is. Not So if you know that there's not something else they're like echo at twelve hundred or to the surface then you or seven hundred twelve hundred seven hundred into the surface you know that it's class golf underneath that so it's a little bit out in left. Field is kind of weird that these things are there but not depicted but class. Golf is something to look at And Not really because it's kind of invisible they don't even show it to you okay. This is a good question. The FAA is big on this loss of control thing right now based the final turn where people can typically get uncoordinated and there are a lot of accidents that happen in this area or at least when it comes the the loss of control there are particular amount of accidents on that base to final. Turn so Someone asks as a student. How do you ensure no stall spin on bass the final so I I always want to be careful with this conversation because I feel like the first thing people will jump to his air speed and airspeed is not the whole picture? We know the air speed is just an indication of how well the wing can fly so while we don't WanNa get too slow on that base to final stretch. You can actually theoretically fly that pretty slow as long as you know what angle of attack is. And you're using that now. Angle of attack is an indicated in any way unless you have one of these New England attack indicators but it's not so much a thing of Airspeed because what I mean by that is can get into that base the final turn and if you pull back enough and get into an increased load factor situation and get your critical angle of attack past where the wing will fly. Then you can stall at a higher speed remember that the aircraft can stall at any airspeed so pointing out. Air Speed is something we have to be really careful with so if I'm just teaching a student about the very basics of how to remain safe in that base the final turn we do have to look that indication of airspeed. You know an airplane. We're going from from typically seventy miles per hour down to sixty miles per hour sixty five miles per hour from that base to final area depending on where you're at in the pattern and how tight you have it. We need to worry about coordination. There we need to keep the airplane coordinated. We need to also make sure that if we overshoot the runway this. I think this is one of the typical things that happens. You don't compensate for the wind rights. Say The runways right here you come past and you try to fight back for it right you might kick the rudder and and get yourself uncoordinated and then you start pulling back to get yourself back there. That's I think where people get in the to the most trouble so if you come pass that final just keep flying pass and then come back and get back on track. That is what I want students to realize that then continuing to pull an increase. A load factor regardless of the speed is really. What's going to cause the stall? So if you're GONNA come from that that base the final turn and you do want to pull you also need to let actually let the nose down and loose some altitude there. If you're actually going to do that into a bank turn okay so keeping in mind that angle of attack at all times a super super important but I just wanted to word it that way rather than saying oh just check your air speed and check your coordination because I think the big factor here is that load factor that people forget about and the fact that you can stall. You're playing at an ear speed and when you're uncoordinated and you really pull back quickly to get back on that final approach cores and try to line up perfect. That's the perfect scenario so Hope that made sense. But that's That's how I view it at
Success While Flying a Desk at Home
"Let's get into flight simulation so I have a question for you. First and foremost do you want to have infinite meaningful practice that can help most aspects of your flying during this time while you're at home a bit of a rhetorical question of course you would love to have that infinite meaningful practice while you're at home who wouldn't want that in simulation can open up that door for you so the goal through this process of perhaps implementing flight simulation into your at home study. You're at home. Time right now is to build a simple ineffective home simulator. I'm also going to talk about some ways that you can use that home simulator Q. Keep your skills going to refresh you build skills even which is a little bit tricky without an instructor onboard but there still are ways. So let's talk through that a little bit. I think the biggest thing that people have a question about first and foremost is gear. What do you actually need to have a flight simulator to make a flight simulator happen so I'm going to get through that a little bit? Now you can go to my website. Angle OF ATTACK DOT com go to the blog area. And you'll see this particular episode there and I'll also put it on the Youtube episode of the links to some of this gear that I'm recommending and then you can go there and perhaps purchase some of these things. Okay so this is a place that you can go and get started. This is really more of a gift. Started thought for those of you that haven't even Built a simulator yet. I WanNa keep it really simple. I don't think you need to go crazy. I'm talking about low cost high effective Or High Efficiency Simulator. That we can just get right now. Set up some controls and get going so first and foremost you need a simple gaming computer. That term gaining is really important because the video card and some of the other hardware that you need to run. The simulator is more in line with a gaming computer than it is any other type of computer so there are some affordable options out there. You can get some laptops and desktops that are already built You can get them on Amazon. He can get them from. Dell and HP that are fairly affordable reason. Why I start there and just say that you can get them basically off. The shelf is because I feel like most of you pilots aren't going to want to go out there and become these ultra nerdy fight. Simmers that Bill the cockpit in their spare bedroom. I know that you want to get something off the shelf and get started right away in. So that's more the direction. This goes a gaming computer helps. Do that can be a laptop or a desktop. You may already have something like that that works and that's going to be what you're looking for overall. I'd like to keep the cost of all of this below a thousand dollars and I'm talking like the computer. The peripherals and controls was trying to keep everything under a thousand dollars For the entire setup okay is definitely possible you can go above and beyond that. I have a simulator here in my office. That is very very nice That is more in the three thousand dollar range but it is way too nice for the average consumer. I mean this is more of like a show piece for the material that I create Then it is something just to practice at home in half proficiency so ah gaming laptop or desktop then we get into the flight controls. There are many options out there where you buy them. They literally connect up with. Usb They clamp on your desk and and they just plugged right into the simulator essentially the simulator detects those. And then you can get flying right away you can go into the simulator. Pick your airplane and essentially the controls will work. Sometimes there's a little bit of a calibration thing you have to go through but that's fairly straightforward the for the most part these flight controls are plug and play now. I think that you should get all three flight controls if you possibly can talking yoke throttle and pedals. This isn't investment for the future as well where even when we're outside of this pandemic time you can You can use these flight controls for your continued proficiency. So you're going to be talking in the three hundred to four hundred dollar range at the bottom end and you could even go above that if you want to invest in even nicer flight controls. I actually use the cheaper stuff. I think it works just fine. I don't feel like I need Realistic controls like having the airplane because an airplane as an airplane a simulator simulator. And I'd rather you know use that money more effectively somewhere else so they have really nice yolks. You can get recommend one of those again in the description on the blog Rudder pedals are very helpful because I think as a pilot need to connect your mind your feet. So let's not forget about those rudder pedals Somewhat eating suggests that if you have to just use a joystick with the rudder on there and everything else throttle on there that can work to. I don't think that's the end of the world if you just get a joystick. That's that's just fine. I can even recommend one again in the description but I do think that investing in a yoke throttle pedals For those of you that are Are Flying Fixed wing airplanes for training purposes Which is going to be most of you that. That's that's going to be your best setup. The fight controls. I like their logitech. They have both a yoke and a throttle that come in the same package. And then you buy the pedals separately again. You'll see that link the simulator self so the software Mac or PC can run plane. I actually prefer x plane right now because it looks really good just outside the ball out of the box like you loaded up and everything looks nice. And it runs really well Multi types of computers there with Mac and PC and they have just everything you need right out of the box. If you WANNA get crazy and going by a third party airplane then you can do that by going to Going to some of these other software developers that Creator planes that you can install into explain? So there's that whole side market we're not GONNA get too much into but it is interesting that your particular airplane you can get a a model for it and and basically fly what you're flying now in explain so explain is a really good one. Nasa when I recommend right now there is a new one coming out from Microsoft soon is not out yet. I don't know if it's going to be the end of this year with us out. It does look really nice. That's all I really know about it. and then there is prepared. Which is Lockheed Martin? Lockheed Martin actually bought the former rights to the the previous Microsoft simulator and all of its code and they built on top of that they've made a nice simulator but I don't feel it really looks that great and operates that great right outside the box. I X plane is a much better out of the box package And that's definitely the way to go all right so you set up your simulator. You've got a desktop or laptop whether you purchase it or already had one those kind of gaming machine you've got your flight controls you plug those in you. You downloaded the simulator. You can just get get it as a download and you've install it on your machine. So now what? How do you actually work on this in At your home. What should you work on? So one of the biggest things that simulator have an advantage on is instrument work so obviously just being of the stay right there. The instruments that come with the airplane that comes in the simulator and manipulating. The controls is very very helpful for instrument. You can set up the weather and so it's IMC outside the airplane. That will always always always be an effective tool with the simulator that you have purchased so instrument is a fantastic thing to do And a good way to keep proficiency even if legally you can't log the time on your home simulator. It keeps you proficient in that. Craft all right but getting outside the box of instrument. Because I think it's pretty clear to most pilots that a home simulator would be good for that in good for that long term thinking about using this for everything Or every type of flying with things like emergency procedure. So how long has it been since four your airplane? You've taken those emergency procedures and you've really memorized them. So that if something were to come up. You don't even need to look at the checklist. You can just run through those emergency checklists as a memory item. Make sure you've done everything you can. And then you move to the checklist. This is a really good time to get stuff like that down to practice practice practice. You can even simulate engine. Fires you can simulate an engine out and you could ride the airplane all the way down to your your landing spot of choice your best lining spot of choice and that is something that you can't replicate in real airplane so using simulators for Maybe some Reality or virtual reality based things that That they're good at is is pretty
"flight training" Discussed on AviatorCast: Flight Training
"Iof are because I F R is mostly knowledge and there is going to be a lot of focus and technical type of flying very smooth deliberate instrument base flying. Once you get to that point but starting on the ground as soon as you can is really helpful. We do have an instrument ground school England attack. But just getting your head in the game really early okay really really early and chew on that over time and understand it and working in a little bit with your instructor and then go get some more cross country. I'm safety pilot time at CETERA. But you know don't rush your instrument. Do your instrument until you're confident that is my. That's my personal thing. That's how I did. It worked out pretty well. What are some student pilot must house and some APPS besides four flaked? I'll answer both of those separately. So must have a headset. I think we talked about that already. I think a headset is a big one. You could do an IPAD as a must have. I'll talk about that here in a second and battery backup like some sort of battery. The you have backed up I would even say like gum. I know that sounds weird but like chewing gum. Because you're in an airplane with the person and it's just nice chewing gum makes everyone's breath better. I have a simple hood that you could keep. It's a foldable hood is called the Best Hood. A hood is for instrument type of flying. It folds up goes in any fight bag. I really liked that one Charging cables snacks is crazy. That sounds if you're really busy. Snacks can help out a whole lot sticking to that. I am safe checklist so to apps after that was way ahead of the game. They continue to innovate. They released new features every single month. And I've been using for flight since almost the beginning a really enjoy their APP. It's become a mainstay in how I organize all of my aviation material in how I manage all that data. There's so much data pilots to work with how I flight plan just everything and and they've just done a really good job in in the morning you go out there and ask people more people will tell you just to get four fight okay ipad plus for flight. That's the way to go it. May You may not want to get something on android. That's always the argument. But you know it works great fantastic as reliable very reliable which is important for pilot. And you don't want some some underdeveloped. App The crashes. I don't know I'm sure there are decent APPs out there. I just don't I just don't see why you need to fix something. That's not broken and four five is not broken. It's amazing I use it all the time. Can you talk about risk management and flying low? Yeah I think about this a lot because there are plenty of pilots especially in my area of the world in Alaska that Filo low. That's kind of what Bush pilots do a lot of time. But it doesn't always give you the best options if you have an engine failure or or head of bird. There's just so many things that can happen down low and so I think maybe more because of my upbringing as a pilot I started out the traditional way in or rather like the airline way in a one forty one school and learned about safety in altitude and all of these things and just altitude is just one of those things that is your friend And in the more altitude you have the more time you have. Are there necessary times to be flying low absolutely? Can You dip your toes in the water of getting down low and enjoying the sights every now and again absolutely I do that as well? it really just depends on it. You just gotTa think of the risk that you're taking on and also being very Aware of what? You're doing down low so don't be flying around power lines. Don't be flying super close to the ground You gotTA keep to rules of keeping other safety Other safe as well so I always say that the FAA doesn't care if you kill yourself the only carer he kill someone else sell Just don't do anything stupid. If you'RE GONNA fly low be really careful with it and think things through before you you do that. There are plenty of people that Filo all their careers and fly fairly safely. But you know there are benefits to fly to like Like wins and all sorts of stuff so anyway and that extra safety buffer to go to somewhere tips on flying over the Grand Canyon for the first time. Just make sure that you know what the via far corridors are where they are what the rules are who need to talk to. And you should be good to go. It's fairly simple. It's all there it's mapped and you should be able to just easily see where the corridors are and adhere to though so it's going to be bumpy plan on being like six sacks just in case is warm and his bumpy High density altitude. Also if you land at the Grand Canyon Airport Plan on all those things age. You recommend the start flight training. I think the perfect age to start flight training is about fifteen years old. You're going to do it at the young end. You can start your ground school then you can start to get your head into the aviation community you can start flight lessons and you can build up to soloing at sixteen years old. Solo at sixteen years old. Do the rest after that and you can get your license at seventeen people that have done that. On their birthday Solo. On their sixteenth birthday get their license on their seventeenth birthday avenue. A guy got his instrument and his private on his seventeenth birthday. That's super cool. So fifteen is a pretty perfect age if you wanted to start a little bit sooner than that there's nothing wrong with that using a flight simulator and things to get your head in the game as long as it doesn't become your only game so that's my vice there. Sam Flying a non precision approach. And you defy flight path angle of three degrees. What's the best way to do this? Basically what you're going to look here look at four. Here is your aircraft configurations There is like a power setting in a speed forever your plane. That's going to get you right at that. Three degree glide slope or Flight Path Angle. So I know that when I flew a bonanza I'd have it if I remember right is twenty two squared. It's been a while the twenty. Two squared mean twenty two hundred manifold and in twenty two hundred Or twenty two manifold twenty two hundred prop and when you hit the final approach. Fix you'd put down the landing gear you have to retrain or anything else it just descend right on that glide path at At a hundred and ten knots so finding those those configurations for your airplane is very helpful. So you're not just behind it all the time trying to figure out what to do with the power and everything actually the power the tachometer especially for everyone becomes one of the key instruments when you're doing approaches because you know where to set your power and then you should be getting a pretty good Controllable Nice smooth glide path from there. So that's my advice on that that's always seemed to work really well for me and you spend a little bit of time with each new airplane or at least learn from your structure with those idiosyncrasies are and and work from there to three uniform plans we'll see it needs to be upgraded instrument wise. I'd like to add some some garment avionics to it. Get it ready for instrument so I can you instrument training. Imc of double. I have a fight simulator in my office. I have all sorts up. The airplane isn't certified for yet so I mean it's Kinda certified. It doesn't have the right equipment to do the approaches so anyway I need some avionics upgrades and that's Kinda the next plan. Maybe some performance upgrades as well. We'll see what's the difference between a C- A fine a sea of a CFI still a certified or certificated fight instructor see double. I is that certificate finance director but instrument. So you're doing the instrument side Cfi can do the private pilot commercial opposite ends and then the CF double. I can do the instrument like oh the complete. My commercial license suggestions better stay in Europe for Yasser Rules. I don't think so you can transfer over your licenses. It's very cheap here. It's much more affordable in the United States you do have to go through the TSA and get approved to do To do training in the US so if you go to the TSA website and look at their fight training section it will talk about the steps that you as a foreigner need to take in order to do that process. You have to jump through some hoops. The TSA is our Transport Transportation Security Administration basically airport security but they handle security broadly across transportation. And Aviation. So you'll have to jump through some hoops there but this is a very affordable place to fly. Thanks for coming along this week on motivation Monday. It's been great to have you here. I hope that you got some of your questions answered. Make sure to subscribe to Youtube. If you're here. Subscribe on the podcast. If you're there lead comment joining the process would love to hear from you if you ever need anything. Message me on Instagram. I stay active there. And if you need ground school you can head to angle of attack dot com and check out our ground school offering. We do a fantastic ground school or if you need check ride. Preparation check out our check. Ride Ace Course for private instrument commercial where you can ace that test that you're really looking forward to you guys. Thanks for being here. We will talk next time until then throttle on.
Aviation Q&A: Turbulence Apprehension, Test Question Bank, and More
"Tips for conquering apprehension of turbulence. Airplanes are made to handle pretty much. Anything in terms of turbulence. Unless you're in something a thunderstorm. There are some caveats to that. You know you might. You might have some other areas where people could argue. You could over stress the airplane. The basically you need to learn about maneuvering speed. Maneuvering speed is where you're basically not going to break the airplane during situations like this in. Airliners they call this rough air penetration speed so yeah look into that but in terms of how much you can handle. The airplane can handle a lot more. So don't be worried about that. Yeah the airplane can handle a ton even these even these these smaller planes that we fly the aren't narrow baddeck. They can still handle a lot. Where can I find a good test question? Bank Andrew Study Material for the private pilot knowledge. So of course you know you've got to go through ground school. I I think that's first and foremost I haven't online video ground school. You can enroll in this second and start your training. Sports has a really good free testing bank. That you can use there. I know there are some other sources. Asa Prep where they do one as well that you can download as an APP on your phone so bunch of sources where you can get it. There are quite a few of them thoughts on doing. Cfi double around the same time. I think it's good. You know if you're in the mindset of teaching and taking your test based on how good a quality you're teaching is meaning your your flight instructor check rides then. I think absolutely I would go. I go your CFI first and then your next. Some people go double next and see if I next but I don't know I don't know why I just think I just think the cf I'd done. I get the hard way and then do the AA. Add on right after that. So Yeah Bang. Bang get him done best resources or ways to learn systems if not mechanically inclined asked by one of my former students. Maybe she is forever student. Sarah Sarah just isn't mechanically inclined. You know that that's one of the areas. Where she she always needed some extra time some extra help and so I went through it quite a bit and I think I think the biggest thing for me about systems is yes. There are systems books. You can buy you. You get a lot about the systems in in the hack. There's plenty of of nerdy stuff out there. Okay stuff you can get really deepen but the thing for me is. I just want to know the common sense of what that system is actually doing. And so that I can know the ramifications if I see some sort of development some sort of you know out of place problem while I'm flying. I want to know how those things were so that I can start to troubleshoot so while some people really nerd out on getting into the super technical details of causes propeller and how it all works which is one of the most complex things That we have in an airplane also one of the most amazing simple things but so it causes feet propeller you can get really deep on that subject very very deep and eventually you might get there but you gotta just take it one step at a time. Understand more about the theory or the process the common sense on how it's working the layman how it's working and they're start to build the technical details from there. That's how my mind works. I think a lot of people's minds work that way. Of course you have the people that are just super smart and can can just take on a bunch of technical and engineering information. I was never really that way. I want to know the common sense of how the how the system works what it's actually doing. And then from there I can over time bill the technical knowledge on top of that because even though I know quite a bit about a constant speed propeller for example I know that if I die back into the books again and again and again I'll just learn more and more and stack on top of what I've already done. So that's my advice. There crossland aviation who happens to be a corporate pilot tips and tricks across landings. I heard recently as like a recipe. If you're in for crosswind landing first off into the wind so you're preventing the drift of the airplane but you don't want to just land like crowd into the wind rights. He might be turned into the wind and tracking down the runway. But what you need to do is you also need to align the nose with the runway. So that takes rudder so aileron into the wind and rudder to align with the runway. But it's GonNa Change. You're down throughout. There's going to be trees around hills Different Bits of wind gusts or whatever usually so buildings blocking the wind cetera. Right it's just going to be different as you're going down. So someone mentioned it recently like Jambalaya recipe or whatever your favorite dishes. That maybe has a variety of spices and things. But you're just GONNA do a little bit more or a little bit rudder or a little bit more this a little bit more that. It's like putting spices into a recipe. Okay or or whatever you're putting into just a little bit more a little bit here and there and that's going to get you on track And and it is. It is kind of that process right. Because as you're going through the crosswind landing you are constantly making little tiny adjustments that gets really critical and quick. When you get in the final phase where you do put deal into the wind. Align with the runway in sometimes even touch down into the windward will I as you touched down but that low energy state tends to weathervane. Some funny things can happen. And that's where you really gotta be on the ball to get her down just takes and UH works pretty well so I encourage you that if you haven't instructor to go out there and practice it in the real thing I know that crossland aviation doesn't need it. He's pretty amazing. So that's for your guys benefit
"flight training" Discussed on AviatorCast: Flight Training
"Well can aviators to another motivation. Monday my name is Chris Palmer from angle of attack. I am May Fight. Us director at my school in Homer Alaska. I do these motivation. Mondays every Monday to kick off your week in a positive way. We talked about your aviation career questions. You're flying questions. Anything related to written tests online ground school technical questions private commercial instrument. Whatever you're working on this is what it's all about Lots of advice flows through these through these sessions every single week and you will be able to search the different questions down below in the description and find the question. That's relevant to you that you want to learn about. There's something for everyone so I hope you enjoy this episode of motivation Monday. If you guys want to get notified about this make sure to subscribe here on Youtube. If that's where you're watching it or listening to it and you can turn on that notification bell that make sure that you get the information every single week. If you're on a podcast you can subscribe to the podcast as well. I tune spotify stitcher. Google play it's everywhere. You can subscribe to that and if you want to not do any of that you can go to our website as well angle of attack dot com find the blog and it'll be on there. Let's get right into it. Lots of great questions this week. Kind of rapid fire. Obviously still a couple run virus questions about its impact on the aviation industry but about I would say. Eighty percent of the questions are related to something else. So hope you're doing well. Let's dive right into it. Is it a good idea to take flight lessons during the outbreak? I don't think so okay and I think that then my biggest advice here is that we need to make sure that we participate in in the advice that our our leaders in the professionals that know about these pandemics are telling us so. They're telling us that we need to stay far away from each other At least six feet two meters or more and that we need to isolate more and when you do less of the things that we've done before so you know the the shorter we make. This better is going to be then we can get right back into it. Otherwise we're just GONNA keep dragging it out if we keep letting this spread around so. I think it's good advice based on what I've I've learned. And being stuck in a tiny cockpit released GONNA help out with that a whole lot eventually. You know. Someone's going to get sick so I think it's best to hold off for now. How do we make good of that situation? I think that there is plenty that you can do right now in your aviation career to work towards something so obviously ground. School is is one of those big things and just as an aside. I do have online ground school and right now I'm offering up to two hours of one on one instruction with you as you go through that to help you out or maybe you're even in flight training and displays and we can go over some other ground stuff that you've had challenges with really anything that you can think of. I can help you out there so we should be using this time right now to improve ourselves in other ways outside of the airplane and I think it's a good example of kind of what we should be doing anyway. There's plenty of home time. You need to spend on your aviation journey. So that's my quick short answer on that one. How does your school differ from kings and sports? So my take on. That is kings is They are wonderful people. They pioneered the industry with what they did. I think they are fantastic teachers and they do have a good product. It's just getting fairly outdated and so I really try to make the design and the process of what I do really really fun and different in modern. So that's how a separates from King's I'm also big on the human factors decision making part of flying and not only getting you to pass the written test but preparing you for when you jump in a cockpit with your flight instructor that your mindset is already good to go all right. So that's how I separate from them. Sports isn't so much like the knowledge base stuff. They are very much in the procedure side of things. So if you win have videos that you were going through while you were going through fight training and he needed videos in between A. T. T. about stalls or or short or southfield budget different things that they you there on procedures maneuvers whereas of course mine is is essentially to pass written tests in King. Schools is along that line as well. So that's the difference there so new trip with Josh soon. We did have a trip plan. I was going to spend a Sun and fun in Florida with him and also go to Texas with him and spend a week there. We had some really really fun things planned but of course everything is on hold now will definitely try to do that. again in the future and for those of you. That don't know what this guy is. Talking about. Josh flowers is a friend of mine. He has a great YouTube Channel called Aviation WanNa one and he came to Alaska last year and did a fantastic trip and and we're looking to do more things together in the future. So we'll see how this all plays out and then we'll make we'll make make it all worth it okay. We'll we'll come back with vengeance. What exactly should you do when you find water in your fuel tester? I've seen people. Just keep siphoning keep siphoning until the water is gone. So yes that's essentially what you have to do. Is You have to get all the different. Drains you have to get the water from the fuel tanks and make sure that it is not in there and you keep doing that until you get it out now. Some people say they. You should even be tilting. The airplane to try to get the water out of some recess spots within the fuel tanks and also make sure that if you're looking straight at the airplane that laterally the airplane isn't on a tilt because that can also put the water in a different part of the tank as well so think about that and what this person is getting at here is. They're talking about checking the fuel before you go on a flight. We do that in the pre fight to make sure that we have both the quantity. We need how much fuel we need for the flight. Successfully with our reserves all that sort of stuff and the quality quantity and quality quality. We make sure that there aren't any contaminants in the fuel. Of course. Water is a contaminant. Our engine can't run a water otherwise there'll be a lot cheaper So we need to make sure none of that waters in the tanks it can get in there in fairly easy ways from just rain falling on top of the wing. And if there's a leak in the in the fuel caps and it can get in that way so I gotta be really careful with that several other ways that it can get in there. But we essentially checked that during the preflight. Do you have any tips or tricks? Unpublished holds and actually just going to give a shout out to my friend. Jason Miller here he and I are colleagues and kind of build off of each other with a lot of the material that we do. He did a fantastic video this week on hold so that you can find on his youtube channel his his channels the finer points of flying. Or if you just search the finer points you'll find his channel and he's also here on Instagram at learned the finer points but he did a great presentation on holes. I'm just GONNA point you to their cause. He's he's he's just really good at it. What's my gas for Air Venture Twenty Twenty? I don't really know at this point. You know It all depends on how how strictly we all adhere to what is going on right now because if we don't get over quickly and stay at home in really distance ourselves then this is just going to get dragged out for a longer period of time and then and then something like like air ventures going to become less and less likely but I think by the time we get to the end of April or at the end of March for sure even through April. We're going to know a lot more about where this this whole. Cova nineteen is headed. And that's what we need to That's what we need to look at so I don't know I really hope at the tail end of it by that point because man. I'll be damned if every single airshow gets councils council this year but I trust that whoever is in charge of these these events will do the smartest thing so yeah. I don't know everything so far is getting council. It's really bumming me out. But it is what it is we gotta be safe. Do I think rental rates will go down? I don't think so you know. I think that The rates if anything I think. See if irate should go up that's probably because I'm a flight instructor myself. And it's unfortunate that we have An industry that supports kind of the CFI as the entry level would be great. If we had a lot of sage Well paid instructors in the industry and that that is what it is. It would be nice if airplanes were cheaper I'm not sure that'll happen. Though you know I think that Anything competition can become less of a thing as a flight. Schools aren't competing with each other part manufacturers. That aren't competing with each other. They can start the Jack. The prices up could actually get more expensive through this process. Am I too old to start a track to? Cfi At fifty. I would say absolutely not especially if you have some sort of background passion and teaching. I think it is definitely something that you could look at as a fun thing to do after you're done with your other career or or maybe you're making career switch. I know plenty of people that have made the switch at that age and they're plenty happy with their decision so I think it's absolutely a good time to do that. Now if you're seventy pushing eighty then I probably not you know you could go find for fun but at that point..
"flight training" Discussed on AviatorCast: Flight Training
"Anything aviation that you need help with moving forward I am a fight instructor. My name is Chris Palmer. I run a flight school in Homer Alaska and currently visiting California. I'm held up in my in my room here because it was going on at the corona virus. There is a little bit of that theme today throughout the questions. And of course it's on all of our minds. How is it going to affect aviation? How do we move forward with fight? Training there are considerations there to make all right so but we'll have a discussion about a lot of other things flight training wise as well because at the end of the day. I think it's important that we continue on with life in some ways we plan for the future and we keep working forward so I hope that this actually does motivate you in many ways today. Let's dive right into your questions. Here we go for another motivation. Monday here at angle of attack. So is it a bad idea to start my training now? Given the state of the economy and Airline Industry Mike Okay Clark from Burlington Vermont. So this is the big question right now right because we have the airlines. That are clearly having trouble with all the travel restrictions and the scare of this corona virus going around and I don't have really good answers for whether or not you should start right now. What I do know is that eventually life will go on. This isn't this isn't a diseases killing everyone and it is very very serious and I don't want to get on a high horse of any kind of want to keep it pretty relevant to flight training but it will recover eventually and so I don't know I don't know what that recovery is GonNa look like. I think the government is definitely looking very seriously about stepping in today on the White House. Briefing president trump was saying that he would step in to help the airlines. He said that's definitely happening. Obviously we haven't heard details about that yet. But I think that's very important in a time like this so I have faith that things will get back to normal. It's going to be tough for a little bit here though so. I'm not quite sure exactly what that looks like. I would say I would say hang tight for a little bit and see where things go over the next several weeks and how this how. This virus settles down. Hopefully with our Social distancing and things and then reevaluate from there. You know Right now I think is a good time for all of us to really re evaluate where we're at in life you know. Are we really working where we WANNA work? Are we doing the type of things we WANNA do? Are we spending as much time with our families as we want to have some time to think about the things over the next several weeks as things slow down and I would invite you guys to think about that you know maybe it goes the other direction and you think? Hey this is. This is a fight training thing or an aviation career thing that I really want to pursue neither putting that off and now it's time to go for that. I don't know if that's wise financially or whatever else it doesn't I don't know if it really matters but there's GonNa be a lot of changes that come from this that I think are long those sorts of lines people making different life choices so pretty interesting all right good question and thank you so this question. This came up recently else. Could be a little light harder for a couple more minutes teaching the impossible turn. I think it is. I think it is unreasonable. And dangerous to teach the impossible turn even the most experienced pilots. It really depends situationally on if you can do the impossible. Turn or not and so for those of you. That are a little bit in the dark on what the impossible turn is essentially. It's when you take off and you're in your initial climb. You're only several hundred feet from the runway. Let's say anywhere below a thousand feet and you have an engine failure. They've always said that that that. Turn back to the runway at that low altitude. Is the impossible turn. Because during that process you can get the airplane slow you can get into a stall and typically people get into a spin and end up crashing right there whereas as a blanket kind of community thing that we've done for so long and flight training and elsewhere is if you land straight ahead and you have control the airplane. You have a much better chance to survive. I think it's irresponsible the impossible. Turn unless you're in aerobatics pilot in a particular kind of airplane and you know exactly what you're doing otherwise what we're doing is we're we're teaching people that it is not an impossible turn and perhaps an improbable turn and I just want to err on the side of caution and say don't don't even go there It's interesting that this has a few parallels to what's currently going on the world but there's just no point to go there all right they're going to be plenty of people with less experience that have that one little thought and their mind. That can do this and so they're going to make that turn and they're going to die because they saw it on the Internet that it could possibly be done in. I having a good day. I think I am. I've I think the world is pretty fluid right now. I'm trying to figure out what to do with my family We are in California. I feel like it's ground zero and a lot of ways but I feel good about the support that is around us here and I'm not sure that we're going to go back to Alaska earlier than planned. We'll just kinda see how things play out. But you know we. We all got haircut today. I got one. My Boys Got One. My little boy who is one years one year old. He just turned one month ago. He got his first haircut. So yeah you know. Life is great. Is My wife's birthday yesterday. We had a a wonderful and beautiful day as a family. So you know. I'm thinking a lot more about those things that matter and I just feel really grateful that I continue to get to do the work. I'm doing here on angle of attack with with what I'm doing as everything slows down and that I'm not prevented from working in providing for my family but the biggest thing for me is just Right now a safety of family so yeah I'm having a good day is king school's chorus worth the money for far training first off. Be Responsible to myself. If I didn't say that we have our own. Iof are training here at angle of attack. We have an IOF are ground school. I think it's it's really great. Thing offers a lot of context that a lot of these other courses. Don't add so I would definitely check that out. Ingle ATTACK DOT com again. This is a slow time so it might be actually a really good time to go through ground school. I've even thought of doing suggesting that through my email lists and things like that but I really don't want to be seen someone that takes advantage of what's going on right now in any sort of way but anyway yes we have an eye afar ground school. I took a keen eye of our ground. School fell asleep. Handful of times is watching it but it was good content. I think out of all of the legacy people king schools does do a good job. They are the kings themselves. They are great teachers and I really honor what they've done for the industry and think they've done a great job. I'm just more on the track myself having created my own iof are online ground school That things can be done in a different way and can be upgraded for the twentieth twenty-first century. That's kind of where I am at all right but thanks for the question. Best Online Grad school just finished a free part of sports should pay and finish it. I'M GONNA I'm GonNa Point you toward mine. I'm a big believer in mind. I don't want to toot my own horn but this is literally the next question in the list but I do a fantastic ground school here angled attack. I think it's quality I think it's indepth. I think it goes a lot into the human factors and the the safety type of mindset that we should think about when we're doing flying. I'm here to support you along the way and I've had a lot of success so far with my students and and really just focus on each person but I think you'll really enjoy it so I encourage you to check ours out. Angled ATTACK DOT COM. This question training on a serious versus one seventy two. I am a big believer. You should start on something like one. Seventy two it'd be like you as a sixteen year old learning the driving a Lamborghini and I mean that because in a serious is more of a sports car type airplane and you have to be thinking a lot faster using something like that. There's a lot more tech so I think that you should be starting off on something. More simple is cheaper that way. I think after that after after you get your initial experience for your private pilot. I'm totally cool. Doing your instrument on on a serious but you know it just depends major differences and how to choose a fight school not looking into commercial. It all comes down to the instructor. Okay and the quality of life if you will at the flight school so. I think it always comes down to how good you get along with the instructor. How well things click and so once you've got some things in line which you really understand you know what's in store in flight training then. I actually recommend that people take several discovery flights at five schools around them test that out and actually see how things go and if you feel like things go really well with that flight school then that gut instinct is going to take you a lot further than someone that has a nicer facility or or whatever I I think that this is a people business. At the end of the day it remains that way and that that relationship with your instructor is the most important thing all right. Hope that Helps you having trouble with landings and getting a stabilized? Approach any tips so sweet. Ride to go while I start this. I'm going to give you the opportunity in the comments to actually tell me what type of airplane flying. That's going to give me a little bit more context to help you out. But I'm just GonNa Start with the assumption that you're flying something like a one seventy two or Cherokee one forty or some of these other fight training airplanes that are typical so while you put that in the comments here all I'll just kind of star so talking about a stabilized approach to a landing. Obviously if you're not stabilized on your approach then you're landing isn't going to be that good. That's kind of the golden rule. So you have one seventy two. You just put that in the comment. So if you don't have that initial stabilized approach then you aren't going to be ahead of the airplane once you get into the round out the flair and the touchdown and that's just kind of how it is all right so a one seventy two. A one seventy two can be trimmed up and everything and have the power on and everything to where the airplane is basically flies hands off almost so my my advice to you is that you should be practicing the the process of actually letting go the fight controls and trimming off the pressures that are on the fight controls and so the airplane just fly straight at the power setting you want or the descent you want. As is the case in an approach to landing talking final approach in this case too where basically just fight it self? It's almost like the Keel of a boat at that case because he has some flaps in there and the airplane doesn't really want to go too much in either direction. It's just kinda smoothly. Going down. The Middle High Winger Played. That's more of the pendulum effect and with the flaps out. You're getting even more of it. Where you're you're really stabilized. If you actually do nothing and there's not a lot of win you really stabilize going right down toward the runway but the airplanes to be trimmed. You shouldn't be fighting it. Power is your best friend and when I say that it's actually your number one flight control and the reason I say that is because if you are letting the airplane fly the way it was designed to fly with some power and with everything trimmed in faster they need to be. You should be able to keep a perfect gliding. Angle glide angle or angle of descent down to the runway without too much effort and so feeling that that no effort approach. I is super super important from there. You know we could get into the complexities of what the landing is actually going to be like. But I think that that's going to be very situational with you and your instructor based on what you go..
"flight training" Discussed on AviatorCast: Flight Training
"Welcome aviators my name. Is Chris Palmer from angle of attack? Welcome to another question and answer session. We call motivation Monday. Sometimes it will come out on a different day but it's your Flight Training Aviation Career. Written Test Ground School. Anything aviation related that trying to help you move forward in your aviation journey. That's what this is all about. It's your questions Things that are pressing for you. You can ask these live each and every week. I really pushed hard to get my schedule to allow it on Mondays Or I can be live on instagram answering your questions and that will help you move forward in a positive way so this week. We have a little bit of a focus on instrument and that transition from private to instrument although there are some other topics in between from Flight instructor conversations to where I got started in business. And what keeps me motivated a little bit about our ground school here Anglo attack just a handful of different things that I think will be really helpful for you and Almost about an hour of your questions. I really try to cram them in here. So let's get right into it. Here is your motivation Monday for this. This early part of March enjoy. Let's start out with a non instrument question for there are quite a few instrument questions but a lot of today are revolving around how to go from private pilot instrument. But I just wanted to answer this question right out of the gate. It was right here at the top. So I'm thirty five and I got my private pilot license. How do you see the chances of getting a job once I get my Cpl or commercial pilot license in two to three years? Your jaw your your likelihood of getting a job is basically one hundred percent. It's just a matter of what kind of job you want. There are so many jobs out there available in aviation right now. We are seeing a little bit of uncertainty now with the corona virus going around and and what that is doing to the markets and the airlines. I think that's definitely worth paying attention to. Even when it comes to employment so we need to keep an eye on that but status quo as it's been historically the last several years and looking forward into the future with all the projections that the major companies and everyone's been saying is that there is a pilot shortage and those spots are being filled and. I'm definitely seeing that throughout all of aviation so your chances of getting a job are essentially one hundred percent if you put it in the work and you get that done You're not too old. I mean thirty. Five is not old to get into this. So you're actually very young and you know there's plenty of opportunity that lay ahead for you in aviation so yeah keep it up. Good luck and And I'm sure that you'll do just fine again. You gotta put in the work and make it happen. How long after private to wait before going into instrument training so this is an interesting concept because I think the the the main hold back with instrument training is it is so different from what you experience in your private pilot training. It is very much about the knowledge that you gain in the homework. Do on how everything works within instrument. Now I kind of think that private pilot it. It's a good mix of both the practical skills of flying airplane and getting used to that Discipline in addition to the knowledge that you need to bring together to understand a lot of aviation I wouldn't say it's necessarily fifty. Fifty thing is probably sixty percent knowledge in and forty percent Handling the airplane. Maybe even more than that. But when we're looking instrument training it is completely different. I even tell. People is ninety percent knowledge in ten percent skill. There's just so much that goes into instrument that takes a lot of effort mental effort that you can really get ahead of and so you're going to hear me repeat this several times today because I do have several of these types of questions here about instrument and that is is that I want you to take your time. I want you to have it absorb I want you to get started on your ground school for instrument fairly early because you are going to be studying a lot more for this license. The new even did for your private pilot license and that's how to get started going that direction. How long you wait to do that? That really depends on you and your budget and all of those things I think you can start the dip. Your toes in the water of instrument training right away. I think that's a pretty good thing to do. And and then you can roll into some safety pilot stuff things like that. Some of these terms may sound new to you so if you go to angle of attack dot com. You're going to find there on the front page. If you scroll down a few sections you're going to find the The six pack guide to doing your instrument. Reading is a really important guide because what it does is it helps you. Do the math on how you're going to get your flight. Time tells you about flight. Simulators tells you about safety pilots and how to build your time there so go check out that guide sign up for the e mail To get that guide and that'll really help us a free. Pdf so it's just you know. Just gotta go enter your email sort of thing so go check that out. It's a good start and I would say that for a lot of the instrument questions today. Go check that out. Let me answer this on. I I really don't want to be self serving but here we are in in. I talked about my school several minutes ago. So what sets your ground school apart from others? One thing about me is i. I really enjoy the context of aviation and I think that the number one thing we need to learn in aviation what we're trying to learn is great decision making. I think with that decision making or leading up to that decision. Making knowledge is a powerful tool to get to that point and so my ground. Schools are a little bit different. We don't just get into all the nuts and bolts of how you're going to pass the written test but really what I'm trying to achieve is that you are understand the context of material that we're covering in this case. Let's just talk instrument in how the instrument system actually works? Why we're doing the approaches or departures en route flying the way that we are and how the air traffic control system is playing into that entire picture and what you as a pilot need to do to To remain safe so I want you to go through your training your meaning like you're in test preparation which would be your typical ground school but I also want you to have a leg up when you start your flight training and have good mentality there because after it's all said and done after you go through the mentality of getting your check right finished. I want you to be a safe and confident and proficient instrument pilot. That is what I'm after so I may not be able to be with you the entire way all through your training but I'm very interested and invested with my time in my career and my life in a Lotta cases to assist those through my business to get to that end goal of being a safe pilot in whatever disciplined. They are working on so I would say that's how I set myself apart. Is I out a lot of human factors and other safety mindset things along with the knowledge that you need to do that particular license. So I've even thought of a better title for my my ground. School is like not just ground school. Because it's so much more than that but that is what sets apart migrant school from Others out there. I believe or at least what I'm trying to achieve and what I'm working to achieve and you know it's going to be an ongoing process for years. I don't ever really plant or plan on stopping that improvement process. So that's the end goal that I'm trying to work toward just wanted to get that question out of the way so that we can move on to some other things that can help you. Guys instantly hear finished my private pilot licence straight in the instrument ground school with no break how to avoid burnout so just a few minutes ago. I talked about this and I really think that you've got to be careful not to just jump straight into instrument really hard core because you do have to build some cross country time. Fifty hours of it between Your private pilot license and getting your instrument licensed now. Some of the instrument cross country do can count tour or does count toward that fifty hours but there is still quite a bit of experience in between there where you're going to be going getting hundred dollar hamburgers with your friends and just experiencing flight. I think that because we're such mission oriented people as pilots especially those actually achieve this. We've got to be careful to pace ourselves and make sure that we don't burn out and so you got to play the long game a little bit so I really think you should just go out there right after your private pilot for the most part. Enjoy THAT NEW LICENSES. You have have some fun. Learned some good lessons by doing some great cross country flights. Stretch yourself a little bit in a safe way. And then you know move into the instrument training in the sense that you can start on your ground school right away so rather than than hammering your ground school and say. I'm going to get it done in two to three weeks. Why not try to absorb that instrument knowledge which does take more of a steady pace? Absorption rate then then like private pilot. It's just not something you can cram for. There are a lot of new concepts thoughts ideas procedures that your mind needs to wrap around so I think that I think while you're out there enjoying your private pilot license Just via far part of it that you can you know. Start on your school but just take it easy. Start to work into it. Little by little by little and eventually you'll get to the point where it is time for that big push and and you'll be better prepared for it so that's kind of my mindset. I know it's not that way for everyone. People are on different programs. But I'm never I'm never one. That really thinks that fight training shouldn't be fun. I think if we're not having fun something's not going quite right and we need to readjust and an instrument flying can be absolutely funded is hard but it can be fun so. I think you're totally on burnout. Then then you gotta dial it back a little bit. How could a if our only pilot effectively use an f? Td like a Red Bird. So this is behind me. This as an add Advanced Aviation training device. It can be used for instrument training and logged time to twenty hours which is very very cool but the concept of using such a tool for something like via far. Flying is interesting. I'm I'm more of a proponent for instrument flying that you really need to use the biggest instrument envy if are flying which is the window outside and attitude flying and getting used to the senses of flying and. That's a huge part of the private pilot licence. However I think there is a lot to learn the procedural and the Emergency Room when it comes to Mike a training device like this. So you get in here and do your checklists. You could get used to Radio. Calls and pattern work in the steps. You go through to do that. You could do emergency procedures that you couldn't safely do in the real world so there are a handful of different things that you could do in a trainer like this. That are more procedural than those that are actually flying the plane because when you're flying the plane for instrument you're really actually not too worried about the fact that he can land or take off or we. We know you can do that. You've already proved that in private pilot what we want to prove that you can do the procedures which are fairly easy to emulate realistically something like this so yeah good question again. Most of the applicable for instrument and there are some things you could do for far flying. So here's a question best strategy to study for your private pilot written..
"flight training" Discussed on AviatorCast: Flight Training
"With us. Fight following or just going through busy airspace. Because I I like to listen to ABC. And just hear that. So I am interested to see how what I think I've picked up from youtube translates actually being cockpit. Yeah because I feel like I know stuff and I don't WanNa like go out and do not doubt at all but I want to. I'm really interested to see how what things I think. I picked up from watching videos on Youtube or training or different situations. And how those translate to doing that especially because I see how much you're flying happens and I see the procedures check lists and things like that to happen and I see from engine start to show off at the end like the reaction sometimes so I really don't wash all the way through and that's different as I can't be manipulated the controls to feel doubt back and see win. Someone's doing something the suggestions that you make and things like that in a situation so I mean I had to. I don't want to be overconfident. Getting as Garish time. And that's where it's like. I'm trying not to think that I know anything because I want to think that I do get in there in that situation. But I'm also interested to see you know just from like a talk from seeing what I've seen on youtube and learn and things like that. How little translate good thing that I know some? That still won't ride over all that stuff. Yeah I think that's a really healthy perspective because that's exactly how I would approach. It is a you know. You're getting things from osmosis already or have a head start in the fact that you have you know kind of an aviation family that you're in at least some people are in aviation so you've been around it and then you have your license. You know those things are headstart like you've already started. Learn some of the material so you kind of know what you're getting into there and then you to in Arlen information which can be good but is often incomplete but there is a lot of good stuff there like I you know. I often give people the advice that they should be on Youtube. Just especially when you're not flying or you're getting ready to fly to start to absorb that And and there's a lot to learn. They're bringing this that I think it's okay to bring it up because I have to say something about it but I don't know how much I want to say about. This'll be enough to touch on. There is a recent video on the impossible turn which is probably really good example of learning something on youtube but also being apprehensive about how good the information is and and I ask you were showing it to you and ask you if you'd seen it and you had so let's talk about that just for a few hot seconds so when you saw that impossible turn what were what was your take on it. Initially it was like well dreary. It's called impossible attorneys. Just doesn't seem like it's hard to make right and I mean again not zero flight. That's like respectable. Oh well he made that just fine. It makes it seem like it's easy anything any right. Just boom make that turn your safely. There's nothing to worry about possible within the more you like kind of dive in deriving especially talking to you. It's kind of like well one. What's his experience compared to someone who doesn't waters the aircraft he's flying and in this situation it was a Bush plane right made for harsh adverse types of situates highlights on the now reloaded exactly if you tried out in a different plane or had no experience during that you cost in turn ghetto. It's scary from the standpoint of while I could've been influenced by BOB to try it if I wasn't really thinking because I was calling. I is okay. Well we have a situation radio. Make that turns. Don't pull back yes. I'm not sure bank stall find if I am so looking back on especially if targeted more. It's Kinda like while it's really scary. That you know I was influenced one video on the topic. Even though I've seen ten about why not to do exactly one. Pushing the direction of this is a possibility. Yeah Yeah it's interesting and I don't necessarily WanNa like rag on that one video is just it's like you gotta take everything with a grain of Salt Lake. I want people to take my stuff with a grain of salt. I say there are very few absolutes in aviation very few one absolute is that you will stall the wing if you keep your like if you pass the critical angle attack his my problem with that particular video because a lot of people understand that understand house all working together. 'cause you know like when you and I when we go up and do Steve Terms. We're GONNA do a power on the above fifteen hundred fee. We'll probably be more at like three thousand fee and so we have plenty of space that if anything happened if we got into a spin your Moore whatever else we could get out of it and be just fine but when you're that close to the ground you're you don't have options and that's why the industry as a whole at some point called the impossible turn so that was very clear to people not to try it because so many people were dying trying it and just like the lowest common denominator right. Yes like I could maybe do it. Maybe I'm gonNA saying I could. I could maybe do it in a like that. I know I couldn't do it in my airplane. Seventy two for a variety of reasons that I can get deep into but the whole point is that we we gotta take everything with a grain of salt. Yes so I like exactly where he started several minutes ago and that you are getting a lot of greed information you feel like you have a head start but your your second guessing and and being careful with that confidence you have in that information. I think thing is a healthy place to come from. 'cause I'm not gonNa tell everyone just like don't want you to do your flight training with sewing. Don't look at anything out there. That's not how this works takes a. It takes an airport to raise a pilot. It takes a village to raise a child era so to also kind of cross check information. I find on Youtube with several different independent sources of different people. About Post. The type of stuff so you can see how four five or six different people might do the same thing or per cent situation a lot of times. It's the same. Sometimes it's different forms of execution. But I like to. You know to go with the Grand Salt Lake. You said Y- reported so we kind of wrap things up You and I have talked about this but let's talk about follow through because we've talked about a little bit of the plan. You've got some inspiration to do it like you've got a bug aviation that you're trying to take care of so we've got like an opportunity in front of us and I'm not asking you to like commit right here on one but I'm more bringing up like the follow through of how you take that actually make it happen. So it's kind of a weird question but what is your plan to make sure that? Jacob actually does this you know what I mean this is I like. I think you actually will. This is something a lot of people. Struggle they come they sit on the fence. They they like Aviation Blah Blah Blah. But they're not willing to put in the work. So what is it that you're going to do to make sure it happens? Even if Doug to you at prior one by today I just started. The process now governed by Training Review. Walked down those dates as soon as possible. The other thing too. I feel like I'm accountable. Now started time. People are probably going to be doing this. And up to Alaska or something like that and it's like now they're going to be asking you about it you know so. It's not just something I'm keeping to myself anymore. It's like a toll people hammed prior going out for a little while to do this and it's something that I am really Wanting to follow through with especially because I have the flexibility to do it so I think it's really just taking the steps scheduling the dates booking tickets maybe booking non refundable tickets away out. Yeah and just just taking the leap and going for the perfect man. It's like you took the words out of my mouth is always about this little steps right like things that move us in the right direction. I had the snowflake analogy on the podcast. The other day that several people like adding one snowflake at a time that she get a big pile. That's kind of what wearing aviation is is all about in your taking those steps to all sports yourself into that situation is is the best like that's what I've always done. It's like once I really commit. Then I start to put the pieces in place and you'll have to recommit yourself to you because it will come up like you know you and I and your wife have this common bond. Now because like the world went apocalyptic last night with corona virus. We're like what's going to happen. Everything's where are we going to get our toilet papers of Soviet yet said at eleven? That's we've found so but things happen and and they'll happen in your life. You have a pretty simple life right now but they can happen in your life that can happen in society everything it can kind of go to craft but then it's like okay. Yes that's a roadblock in front of me how can get around you know? The great offroad vehicle that I can dislike off the road and they get back on track. You know so. That's step-by-step all right. Everyone thanks for joining I just wanted to have this conversation today. Show you that. There are other people that are going through this process in the very beginning and there's not always complete and total answers but if you just take one little step at a time that's largely what my content is here for so if you do have any questions you can send me a direct message. Jacob is helping me do motivation Monday every Monday. Which is where answered questions about flight. Training in aviation careers. That'd be the perfect place that Ask some of the things that we kind of touched on today or whatever you're struggling with and if you guys need any help along the way just let me know direct message on grammar one of the best ways to do that also have round school which is a big part. You're going through my ground school right now re and talking about ways to improve it At ground school on angled attack dot com that you can do video ground school and get your endorsement which allows you take your tests. And that's what you need for the end of your at the end of your license when you take your check ride and then I also have check right as such as a preparation. Course if you're getting close to that so Thanks for being here. Thanks Jake all does. He's he's magic behind the scenes right now so he's really helping out with allows content so if you have nothing else some comments right. Thank you Jay for helping us out with all this stuff. All right guys. Thanks for being here and until next time throttle on we sincerely thank you for joining us on. Aviator cast. Please subscribe through your favorite podcast service and leave you. Check out more flight training resources at Angola by TAC DOT com. There you can find broadcast many free aviation training videos as well as online ground school for private instrument commercial and CF. I got a check ride coming up. Check Right Ace from angle of attack is your alternate companion. Gutty you through the process so you can conquer your big day. Thanks once again for joining us on aviator cast turn left contact ground point niner..
"flight training" Discussed on AviatorCast: Flight Training
"You which is a really good situation and something idea like I did my my commercial. Cfi See if double. I all out of Alaska. Because I wanted to broaden my experience but I could also go and seek out the best schools out there. I know that's not an option for everyone. But if you're listening and you haven't thought of that before that's always something that you can try to figure out to do So it's time about just briefly anime Maven back Back to the beginning of your thoughts and stuff but I think we might have covered that. So we're talking about doing everything within a month timeframe your license. That's kind of what we talked about yesterday. And we just briefly covered it. So what are your thoughts on that like when you hear a month and you're going to be training like how do you feel about that? A little confusing because you hear the forty hour requirement. Right okay. Well eight hours a day. Five days down five minutes. Strangest go crazy. I was saying. That's not reasonable. Show eight hours of training each and stuff like that and there's a lot of on the back end stuff that I've learned that I need to do my own study on the back end when we're actually out flying yet. I don't know what to expect. It seems like from hearing from you. That's a pretty aggressive timetable. Probably do it And Flexibility to go longer than that if we need to but It's it's hard to look at it from outside without really knowing that interesting like okay. Well two hours a day seems manageable since marriage wall and You know we'll do that for ten days or something. You know your most where there to the forty hour for primary. I know there's a lot more than just hitting that number. Seems like time? Yeah there is in so just to to tell you like for everyone. Our flying do typically three hours of study. Like I've already told you need to get your life your Written tests done but even then looking at maneuvers studying things again like applying to the actual airplane. You WanNa do it like really tightly than that's how it's done which is probably not like for you as probably not exactly going to be that ratio. Because you're young and you can still learn really well We are going to be on. Compressed Time Taylor which means you're going to be taking advantage of recency experience. We are going to try to shoot the whole time you're in how the RTD actually for your study washed the video of your last lesson Murmur which helps you retain that quite a bit. So I think I think there's definitely more wiggle room in there but you know then then we have time built-in for maintenance issues if there are any weather which will absolutely happen. Um for my family stuff which I still keep up our you know. There's just a long list of things that that that's a pretty comfortable timetable. But so just to backtrack a little bit whereas talking about going somewhere in doing training I just want to warn people that there are a lot of places out there that will say they can do a private pilot two weeks and I can tell you right now that you will not get in depth training by doing that. You'll barely squeak by if you do end up getting done. And it's just not not a super great program so I definitely don't support that but I know that for you coming to me like I can. I know that I can create my own program that way but I'm also not telling you we can do to two weeks but that's not a possibility there. You're very upfront about that. Who we need at least a month or now more yet. We don't WanNa rush on take time to read it yet. Actually to I'm the reason I WANNA come up there to do it remotely instead is finding somewhere here. Even those two very different places as far as airspace. And Yeah and things like talk. Oh is I've grown up going to Alaska. I know the Area I love Homer I love it there. And it's also very in a sense rough flying from the standpoint of flying to grass strips in the dodd and just dealing with potentially people might have radios all the time or just like you deal with very rare situations. I feel like yeah and even with weather potentially wins and things you can get in homer be much more aggressive there than whether situations I will probably face it here in southern California some aspects Number One. I think number one is the weather that you face there because down here. I mean it was raining my whole drive down here and I was just blown away. 'cause I've had so many sunny days Hella -fornia that it's just been crazy to see that. So yeah whether there is always a factor like every single day. It's hey we're gonNA fly because there's probably GonNa be whether somers a little bit better in in August. Which is what we're talking about is amazing month is my favorite month in Alaska. So I think we're going to be set up pretty good there. We've got longer days as well You know anywhere you train is going to have the different the different challenges so the challenge down. Here's the business. It is very busy in in like your airport here. We were looking at it on four flake though should say airport which it it this is. I don't know if that's where you're lapsley fly eventually. Or if you fly out pal alarm. It's right up against the restricted area of Camp Pendleton and right up against their class. Delta airspace. So you're like sandwiched between everything and if you go a distant south then you're getting into Bravo for San Diego over so that in and of itself is a completely different thing that Alaska's would be like. Oh my gosh. I'm going to die if they're talking to radio and that's the cool thing using your license like fly in different locations is you. You take you take what's useful from there so 'cause down here. I mean to have the weather. The weather and wind in in that sort of in the short feels that will go into you. Have the experience is going to be something you have in your back pocket. You'll be terrible on the radios for a while ago. I'm an interesting. I'm not so concerned about an attorney. Airspace of the radios or anything like that. Like I feel like I could learn those things and figure those things out. But it's knowing I want to train unlike the harshest conditions from the flying standpoint and just the craziest things up probably won't have to do a lot of times. That's even when I got my driver's license. I learned to drive in a stretch bed. Every fifty duly datebook Dotson I drove. And that's how I learned to. Dry D harsh driving conditions at the biggest truck on the road. You know so. It's like it's almost in that same way. I WANNA semi standards high for learning and not hers conditions but you know different conditions person myself so I have those things in my back. Yeah do them. What YOU LEARN. Pretty quickly with me is that I'm really big on the fundamentals of flying the airplane in in the simplicity of how to fly the airplane will carry through no matter where you go so right now may seeing you know you know. Alaska's you've been there when Thursday crazy storms whether you were just there couple of weekends ago but I think once you once you get like maybe halfway through training realize. This isn't so bad like the conditions aren't as bad as I thought it would be but I know how to fly this airplane really well and I can take that with me forever. Like no matter where I fly never know what the wing is doing what I should be doing what I should be looking out for. So that's my initial goal especially the four soloists for you to kind of come to that place and then from there you know doing across countries this year uncle stuff so yeah cool So what else is there anything else? You're apprehensive about when it comes to flight training that you're the have questions about or I mean it's hard because with the accessibility of Youtube and things like that and the amount of people I'd do post videos and things on there I do listen and watch a lot of those things. Sometimes people that are in really busy airspace. Intentionally seeking out those people that are flying into Delta's and Bravo's in areas like this. I can listen to the radio calls and hear how they request different things.
"flight training" Discussed on AviatorCast: Flight Training
"On this episode of Aviator Casts. I have my video editor Jacob with us and we're going to talk about kind of his thoughts. The beginning flight training welcome aviators do another episode of aviator cast load up your flight bag with useful flight training topics interviews in aviation passion. Let's kick the tires and light the fires coming to you from Angola Tech Headquarters in homer. Alaska Yours your host in flight instructor. Chris Palmer Larry Welcome everyone. My name is Chris. Paul are from England attack and aviator cast great to have you here today. So I'm with Jacob. He is my video editor. That helps me put together videos Helping put up more content. But he's also very interested in aviation fact. We both met when when I put out something on instagram. That said Hade any video editors out there and you're on the first two to write me so I just wanted to get your thoughts today on on where you're at mentally in the beginning of your training before you're getting anything because you have. You've never flown writing mill. Nothing in a log blood or anything. Nope no hours logged just from an unflappable. Have family that to my cousins. Both are private pilots have flown a lot and it was fun to watch their journey through family. History in aviation tune. It's always been something that I've been interested in. How PASSION FOR So it's something I've wanted to pursue an and finding this connection with you probably even deeper deeper dive into a really seeing it and being able to go through all the flight footage and really see the behind the scenes of it and already install folks. Yeah Yeah for sure. Osmosis so small world his his uncle runs in avionics shop in Alaska. The I had gotten a transponder done there and your like we had. That's pretty tight connection does because that's where a lot of your aviation connection comes from right growing up and it's just grown up into Alaska going to homer pretty much every year since I was born so it was really funny when I I found you to see that. And and how that connection of my uncle too but yeah I mean I've grown up gone to avionics shop and being there and even a couple of summers was there for a couple of weeks that I'd stay with them and Just washing their finning. Learn from them and stuff like that. So I've always been around planes and in some sense of being in the shop but Having actual flight time under my belt yet. Yeah so the plan is for for him to come to Alaska and do a lot of flying. And we're we're trying to figure that out of it talking about this. That are that are beating the last twenty four hours. So let's let's dive in a little that to your training or not so much training but but like where your head spaces Aso leading until now because he wanted to do this for a while right like I don't know how long but listening preventing you from Lake starting so far you know. I think there's a couple of things I think one is the cost of it right. It's a big cost especially when I don't. I see it being a career opportunity. It's more for fun or for hobby or something like that really of our connection from a video perspective but as far as actually getting my license goes. I don't I don't foresee that Leeann career anything like that so from that perspective. It's just a big cost for just a hobby or that you know. Maybe I won't even fly that often. I probably won't buy a plane anytime soon or anything like that. So that's been wanting just the cost and the others being probably the time that it takes to put in right putting all his time and money for something I don't like I think I'll use and be fine. Cool to have that sort of thing. But there's not really like an analytical reason to get other than just like for my own cell phone at. Yeah that's true and you know like you're at the age where the care for telling your age. He's twenty one so he's still young. You're still the age where life is pretty simple. You're married you got a dog. Even that complicates a little bit but yeah like life is still pretty simple for you can make it work if you want to for hobby but again sometimes aviation is a rich. Man's game where you have to spend thirteen grand. You know two or whatever it is you know. It's not always thirteen grand. That's about what I figured out. Is it my school to get your license so is definitely a process as you were? Were you doing any research before you met me like how you're going to get into it? I was actually started talking to some of the local flight schools around here just getting bids and pricing and things like that kind of figuring out what plans. They had such because being self employed. I kinda have flexibility as far as scheduling things can go in and how often I can to where I could be more aggressive with it. If I wanted to know that it's a good thing to rush you a pack no amount of time but I have a flex. Go do that but I talked to a local flight school at Palmer Airport. I take in my drone part one seven licence through there as well so I've been in there to foreign consumer. There are like best this thing. The extent of actually by legwork going out talking to people other than that just kind of online research about You know the steps and plans and is this something I should be doing. Isn't it something I should be doing on kind of what to expect you know? Watching youtube videos like area Just educate myself ahead of time and just you know get a deeper sense. Of what is this entail is something that looks interesting to me. Still go from. There were any drawbacks or things that were holding you back process like now like who you talked to the school or lack of information like what was your feel of of things out there as went through. It definitely was a little tough in the beginning. I thought was just like such a big thing that I'm diving into looking at especially being probably looking into this for about a year so newly married can go spend thirteen grand. Whatever it is to get my pilot's license that are flying our a month or less. Yeah actually it. So it definitely wasn't a little bit process it just seems like it's such a big daunting thing that there's so much that I need to learn and find out about it and it's like okay. There's so many different resources it's kind of like but there are some places and like who you trust. What do you listen to tonight information? What's not even out the flight school? There's some like lack of communication even just in the early stages. It also seemed very outdated like they handed me a folder. Five pages guitar copied like twelve and the exhaust faded and stuff like that. I didn't even know if this is up to date information that I'm reading here. But whatever laid. They're doing better than most says. He has something organized. A hand. You a green fuller with papers in interbay downloaded from online. Like a sheet or something like that but still it's like I just thought like even I'm a very digital person technology person. I go on their website and the website twenty years old. I couldn't really find any information I it was just kinda like digging to try and find anything so that was definitely a challenging process until I started actually talking to you. Yeah Yeah I mean that. Just kind of worked out to do that now. You have to. You have to watch everything I do. I mean thankfully now beginning to end your my biggest fan. We don't even know. Yeah that's cool. I I mean a lot of times people when they go through their that initial process. It is confusing because there are different ways of doing others. Par Sixty one part one for a long time that. There's you know the recreational row you're going for or the professional route which would be more Like doing it for career. So yeah I mean there's all sorts of different advice and different ways. People do things a lot of ways to do it in. What we're talking about doing is is unique in that like your plan is actually to come to Alaska for a bit of time and do your training there. Which I've had several students do that. That can work remote like.
"flight training" Discussed on AviatorCast: Flight Training
"Thing to do is a pilot. You don't need to be an active private pilot training or anything else to ask an instructor to fly with you. I think that's a misconception. We need to go away from okay. You don't have to be an active pilot training to fly instructor. They are perfectly willing and capable enable to go up with you to add more to your experience between licenses or just because you want to keep that in mind. Thanks for the Great Great question there. Nick that was thought provoking advice for chair flying. Do you used chair flying and all in going to do on this question is. I'm going to refer you to last week because there was a question about chair flying last week on motivation. Monday as well. So you can find the previous sessions of motivation. Monday on Youtube or on the PODCAST. Youtube is super convenient. Because you can actually look in the description and find the question that you want to know. More about something. That's applicable to your current state and fight training or your career and click on the time code. It'll take you directly to that question so it's really really helpful. I answered this on last week's podcast and in motivation Monday so go check that out. I felt like it was a good answer so I don't necessarily want to answer it again. Thoughts on training in a serious star twenty four private pilot. I'm not a huge fan. The serious I kind of consider to be a sports car in a way and if I was to use a sports car to do my initial Driving then I would have been a hot mess and it would have been behind a lot so I think the twenty s or maybe a little bit different in the sense that it isn't you know an SR twenty two GT turbo. Whatever the heck so. It's a little bit different but it's still is a very nice airplane and a sports car in a sense so. I'm not a huge fan of that idea. I like smaller airplanes to start. But it just depends if you have the situation that that Afford you that and that's what you WanNa do that can happen. It might just take you longer to go through your training. That's totally fine. So just depends. What is your opinion on using cameras in the cockpit for Flight Review for the private pilot licence? I think I'm a huge proponent of video you guys have seen my youtube channel. You've seen here on instagram. I use video a lot. I think to use it in in an official capacity where a student is using it to review. Their flights is a really great thing to do. There's a little bit of of technical stuff to get past like how you get the card and downloaded in review it with the audio that you have to get past in setting it up and realized that it can become a distraction and the flight training but to be able to review that flight after hours or between flights with without the mental Exercise of you find the airplane and learning so many new things you can retain so much more about your flight training if you can do something like this to To Review your fights the one camera position I would suggest is behind your head where you can see the instrument panel and see how your instructor is talking to you. I think that's going to be the most helpful And that is. That's the a fantastic way for you to absorb your flight training even more not. Everyone can do that but I definitely suggest that if you can. It'll just make you that much better. I hate to talk about schools specifically but this is something that a lot of people go after so let me just share a couple thoughts on it. How do you feel about HP as a school as far as building hours? Do you think it's best to piece it out? See if I- Cetera et Cetera are going to maybe the full thing yes someone said. Dicey question in the comments. So here's the thing. I talked earlier about different forms of flight training. And how you can just go to a mom and pop or with a friend and get it done or the fully professional wave going the airline way and the way. Atp does it. Which I'm not going to say is wrong. I there are very few things in aviation that are right and wrong. There are different ways of thinking different opinions and even in in terms of how lift works in What the control surfaces do. There's even some some disagreement so you know I I. I'm really careful not to have absolutes in aviation when it comes to. Atp here's their thing okay ATP saying the other day they're a business they have great business relationships with banks those banks can offer loans and those loans are at a very high amount for what you're getting and you're you're going to go through your training quickly and get it all done and you're going to have the same reading as everyone else okay that is the ATP way it's it's minimum Minimum output of their school for maximum amount of money. That is what they do. It's a good business model. And and they have financing which is attractive for people because getting financing for flight. Training is very very difficult so they have a good model and I know some great pilots that went. Atp NOT EVERY ATP school is the same. They each have kind of their culture Summer bad some are good just like other fight school so it kind of depends Really depends on. The instructor is at the end of the day. But you aren't getting a very indepth type of fight training like you would from a guy that's been doing it for thirty years okay. You're going to get the minimum required to get the licensed on and move on. So that's the way it is. You end up in the same location. It works for some people not for others. It just depends so it's not to say that they're bad and wrong or anything. I think they do a lot of things right. I you know. I wish that for my flight school. I had the option of of financing people. But I don't and so they have that in their corner. It just depends really just depends and I..
"flight training" Discussed on AviatorCast: Flight Training
"Going through study for a written exam and they never take practice tests. The somehow get an endorsement and they go take a test and they don't have a process to go through it and the always me a little bit because they had no idea if they could pass the test or not and there when it comes to aviation when it comes to these these written tests honestly even when it comes to check rides. There's really not a lot of question marks. We have everything right in front of us that that can help us through that process. We have the textbooks the online ground school that can really teach us the knowledge. Then we have online practice tests that show us where that knowledge is out with the actual questions from the test. And so we should know where we're at at all times that should reveal deficiencies in our training. And then we we study those things and then there is the check right side where. Yeah if you're deficient in some area you need to practice more. You need to learn that in more depth and so it's very clear. I think what you need to do. Especially since for the check ride we have the ACS airman certification standards. That lays out exactly what you need to know. There are no question. Marks are basically giving you the answers for the tests and you just need to get up to snuff to pass it okay. So that's Kinda my perspective on this So I think going back to the word motivated in this particular question. You'll find the motivation and the confidence in knowing that you're doing the real stuff in the real questions and that that you know that you can pass it before you even go into it because really. You should already have been scoring on practice tests in the low nineties for your written exam and for the check ride you should have done a mock oral or several and a MOP CHECK. Ride to know that you're all your procedures all your Everything maneuvers procedures. Everything is up to snuff for the actual check right. So there's really not a lot of question marks. I mean that's an instructor should do. They should get rid of all those things who Kinda cool question something out of left field that we haven't really talked about yet. Any Golden Rule to master good landings on different terrain and aircraft types aircraft types is a little bit different because some airplanes land with a little bit of power. And a very shallow angle. Some airplanes land veteran a stall. So it's it's hard to really say that but the idea of ood. Excuse me the idea for a good landing is to show up at the at a good speed with not too much energy not too little energy at the landing location so we gotta start there regardless of what airplane you're in so you can't be too fast. You can't be too slow. GotTa be on target. You GotTa Manage Your Energy Essay. The Lot in training and I think one of the quickest ways to learn the management of energy in an airplane if appropriate for that aircraft type is to do power off one eighty landings. So you get a beam your touchdown point and you do the power off basically means you're really in the power to idle. You're not actually turning the engine off and then you're drifting down. You learn the regime of the airplane in his characteristics. Very quickly that way. In in quick repetition and ends up being really helpful for smooth landings because then when you add on top of that the addition of power in you being of a stretch that out of slow things down a little bit more you should have pretty decent landings from then on out Also basic air work is really important again. If appropriate for aircraft type doing stall steep turns slow flight. Those sorts of things are really helpful just to know how the airplane is moving. And what your control feel is like on that final approach and landing and yeah and then knowing we're in a look is very important for the different airplanes that you move around to some dashes or higher lower than others that helps with your visual perception of where you're going Cockpits and the way they are angled or different in an airplane. So you really need to kind of know where you're looking and once you find that picture that gets you're really good smooth landing. Then that's kind of what you're looking for. Every time as you're coming down to that that place where you're on target on energy et Cetera. And then you're looking for that you're finishing keeping your eyes down the runway holding the airplane off touching down finishing the landing with with work to keep the nose won- centerline etcetera etcetera. Alright so that's just some some fun ideas on that one other question. Is it ever too late to become a pilot? No it's not. I have instructor of mine. Who had a ninety nine year old student? Who turned one hundred years old? I'm not sure what the status ever ended up being about that. I'm not sure that guy got his license but he was still mentally sharp and actually doing pretty well so now it's never too late. Of course that would be far too late for the airlines. But you know I want to encourage you just really quickly. I think we just keep this question short. This answer short. I want to encourage you to to not asked this question too much. Don't ask this question next year. Don't ask it in three years. Don't ask in five. It will be too late Sunday at least for a career so keep just go for it like if you WANNA be a pilot figured out make life changes figured out like you can do. A lot of people have so do it now because otherwise. That question just keeps coming. Hey is it too late? I waited too long. Too late waited too long. It is too late and you know there are people that that I've talked to through angle of attack fans in other people from the community the wrote that they They were close to finish your license when they are seventeen years old eighteen years old and that was thirty years ago and now they're getting back into it but they forgot everything and everything's change and I mean Gosh you know I I always say that becoming a pilot is makes you a better person really does because it does take a lot of hard work but if you WANNA do this do it figured out do it make the decision go for it in in ask what can I do is the best. Next step is is the best question rather than is it ever too late Because is it ever too late. All it just feels a little bit Resigned to me not to be hard on you or anything. I really hope that you you go for this and you figure this out but just think of that way is some point. It could be too late. I am going to wrap this up now. I really appreciate you guys. You guys being here if you want to check out these recordings of motivation. Monday this Q. And A. Session that you live. Please go to YouTube. Do I release these recordings every Monday? So there's not going to be one today because I didn't do last week but there are eight others. I actually did release one last week but on Monday so you can see the recording of that from the week prior. I released these all on Youtube. So you can go back and see the mini questions that we've gone through everything. Searchable there in the description. So you'll see the question that may apply to you. Click the time code and that will actually bring up that timing timeline. So it's very helpful there of course if you go to youtube like subscribe share. Turn on the notification bell be part of the community trying to grow my youtube And just really liked the community interaction and giving back. And that's why I do this every Monday. Now so hope you guys are enjoying it and kind of building off of that last question go out there and get it like figure out how you are going to take the next step in your aviation career and make this happen It's very unique to you. Because you have unique challenges you have unique relationships you have a unique past and at the end of the day. The biggest thing that comes up is just that passion for aviation which. I know you have that hard work what you really need and then when things get tough you need that determination so passion hard work determination. Phd and that'll get you through it all right if you ever have any questions. Outside of these live chats feel free to direct message me and happy to be here and happy to be in community with you. I'll talk to you guys soon until next time throttle on..
"flight training" Discussed on AviatorCast: Flight Training
"The standard books I like. Asa I start there. And then I work my way through and work instructor and add everything on there. I watch videos on Youtube by do ground. School So whatever it is. I you know I I really try to go all in and just get a bunch of different sources of information. That's what you gotTa do so pretty simple but also you gotta just be Be On top of it and and make sure you get all the information you can. Is it possible to work toward a commercial pilot license while working fulltime? Yes many people have done it before. it a solar going but you may come out the other side without having any debt and yes absolutely possible totally possible. Just make sure you have a good plan your plan. You know you're not. You're not binging on Netflix. Like other people do. You're putting not time that extra time toward aviation and it's definitely possible. We have a lot of time on our sides K. So make sure you use it wisely and and really dig into those goals. If that is your in fact your plan another question. Best WAY TO PREPARE FOR THE PRIVATE PILOT. Aurel so the best way to prepare is. I realized that it's not an interrogation your go in and it's going to be a conversation about certain scenarios and those scenarios just happened to present the things that you need to know as a pilot whatever level you're at his private pilot whatever level. You're at those things you need to know as a pilot to be saved to keep the regulations to make decisions and that's what they are looking for in the oral exam I go through that quite a bit in my cheque right. Ace course so check raises a course on my website angle of attack dot com that goes through and talks about this process in more depth. About what I talked about. It also does a study guide. I have a study guide. There I think the best part of check writers is the the study guide. It's over twenty pages and you go in and fill in the things that you need to know for the oral exam as kind of Just a rehash of the information because if you follow my advice and you do the written test I is GonNa be a while since you've done. The Knowledge Component. So you need to catch up on that so I do it in a flow away that you're basically going to be doing your oral exam. And that's called the pave checklist. So you know the whole study. Guide will build you and get you ready for that oral exam. I have that for private instrument and commercial kind of following that up. How do you stay motivated when you didn't pass an exam the first time so couple of different ways to approach this? I'm not sure which. Examiner timeout for talking about like the written exam. Or you're talking about the Like the actual check ride. But I think whenever something like this happens we really need to be careful to take personal accountability for why we were not prepared because really it's only you that can fix this at the end of the day. So whatever your shortcoming was unique to find out how you can improve that and whether you're you demand new process from your structure whatever you can go into that process right away k And really be honest about about that component. And if it's your fault most likely is because it's it's you here doing it so there's two ways to look at it sometimes. It's just a couple of things. You need to tweak. And you don't really need to do anything big brash. But if you're really short like let let's say we're talking written exam kind of have a feeling we're talking check ride delicious. They were talking. Written exam takes a seventy to pass. I think the mid eighties is Kinda minimum. That's where you WANNA be low nineties when you're practicing test is really were. You should be before you ever try to attempt it. But sometimes I see people going through going through study for a written exam and they never take practice tests. The somehow get an endorsement and they go take a test and.
"flight training" Discussed on AviatorCast: Flight Training
"Via far into IMC and then you. You hit terrain So as an example the Kobe Bryant incident looks like something like that where the pilot persisted into bad weather He got disoriented and they crashed into terrain Looks like the pilot was even descending into kind of a spiral while that was happening. Airplanes comply there. The helicopter was completely find. That seems to be the preliminary data and That's what happened so he was an eighty two hundred our helicopter pilot. And there's no way that he had done something like this similar before and maybe hundreds of times Especially helicopters where he's probably operating just around. La Not doing a ton of cross country to that time he's doing lots of repetitions of just flying over highways flying in low weather. And so what I do as an instructor. Okay because all comes down to like the individual comes down to us and our decision to be safe pilots is. I try to look at accidents and and attitudes as a sense of humility again. I come back to the humility word a lot. Because here's this. Eighty two hundred hour pilot in the Kobe Bryant incident and I have nowhere near that amount of hours. That guy is way more experience than I am. So who am I to sit back and say he was an idiot? He did all these things were terrible and they were wrong. Rather how could I have gotten myself in that situation? I assume out the gate that I would get myself in that situation so then I look back. I look back prior in the fight and I say okay assuming that I would have the external pressures to take the celebrity and drop them off or You know I felt like I had the experience to do this. Where do I break the chain of events here do I land in Burbank? Had the opportunity to do. So where do I stop this because I know that I have the ability to fly pretty well all the way up until the accident like this guy did but I know that I am also not invulnerable than I can? I can do that and and I have the potential to do that so I had to ask myself. Where am I gonNA stop and I do have a golden rule is a little bit of a tangent? I do have the golden rule that I'm always going to return home safe to my family so I'm GonNa do everything in my power to mitigate risk apart from just not flying okay. 'cause that's the best way to mitigate the risk but that's not going to happen but how do. I return home to my family every time. And you know there are sometimes where we just need to give ourselves as pilots. I assigned the Jason. About this yesterday. His lunch at lunch we need to give ourselves as pilots the permission to throw everything aside absolutely everything and stop what we're doing and land safely and call it good fly another day and that could have happened. Dozens of times in this Kobe. Bryant incident in many different incidents. I see just again and again and again people are making mistakes and we need to give ourselves again the permission to stop what we're doing. Stop the chain of events land. There is nothing in the world that is more important than returning or getting their alive. Okay there's nothing more important than that unless you just have a death. Wish which which. People don't have consciously So that is my advice on the safety thing. It comes down to the individual. I'm not sure why as a society it's happening. I'M GONNA leave that up to the experts to figure out why psychologically as a whole or seemed to be more accidents. I think there are a lot of theories there but it comes down to you. You can't just look at other people and say oh they're doing dumb things. Don't do that like assume that you would do those dumb things too and if I do nothing else in my career but help people realize that and help them. Stop those chain chain of events and like save themselves than I've done a good job so that's kind of my soapbox right now. A little bit of passion. They're having seen so many things over this this weekend. As instructors with this flattest record refresher course plus the recent accidents that have been happening so Gosh guys just be saved. Just stop the chain of events. Just stop what you're doing and don't fly like you don't have to fly no matter no matter what your your position is no matter No matter who you for cave it's unsafe. You don't have to do it okay. This is interesting. How do you cope with the school? That has a culture breaking fars stay in be the black sheep or leave. You have a couple of options before that happens you can go talk to the chief pilot. Tell them is happening K. Tell them if your instructors especially the lower rungs are doing things that are unsafe for whatever it is. Go Talk to the chief pilot if that falls on deaf ears and the the fires break out a note there breaking okay. I'm just assuming that you're telling the truth and you know what you're talking about and that they are willfully breaking things then yeah absolutely leave. Okay I think that is appropriate. And you should do that. Because it's it because safety thing At that point I would I would even maybe talk to the physio. I would maybe even report them. Alright de careful with that. I don't think we want to just start accusing everyone being tattled tales but when it is appropriate safety wise specially for other people. I think it's really important to report people The beep be careful with that so I wanNA leave you with some thoughts and some places to go. I do offer online ground school here. Angle of attack just go to Anglo Tack Dot Com and you can find that for private instrument be creating some for other licenses later. I do have check right as which is a cheque right preparation program. You can find that out find that angle of attack dot com or check right S. dot com really proud of that program. That's fairly new and prepares you for the check right in the last week or so you can also check out. The aviator cast podcast. Alright I share one every single week. It's a new and interesting topic. I'm going to be doing more interviews soon. I also put these motivation Mondays on there. Now so you can check out. Aviator cast subscribe wherever you are. I tune spotify. Wherever and just be part of the community okay. I'm really active on instagram. If you guys ever need anything please reach out. That helps me learn and grow and I really wish you the best luck in your training. I hope that I see you here in the next week in involved in aviation on social media keep up the good work be safe and ferrall on..
"flight training" Discussed on AviatorCast: Flight Training
"And different things you can use to teach a lesson have analogies the different things that are outside aviation you know. Don't just be so rigid about this process process. Let us you come out in this process. So if you're wanting to be an instructor I'm guessing that you've had some some experience behind you. Definitely some life experience bring that to the table. Okay try to offer something that is above and beyond and and in just really put all of you into these lesson plans and and do it in a unique way. The unique way to you as the teacher okay again at the end of the day. This isn't about us a teacher. It's about the student to wherever you need to do to make sure that the student reaches the end result is how you know. Oh that effective teaching actually happened is not about how well you can memorize how to do a maneuver or how great you can teach it on the ground around or how you can recite this and that and the other or this technique that you've been using the seems work for. Everyone was not worrying about that for this other person. The way you effectively teach is by making sure that they reach the end result so that takes some experience. You're learning by experience by actually teaching and that's how you were preparing on the ground you're teaching and then you're teaching some more and then you're teaching some more and then you do some teaching and then you'll do some more teaching and they'll teach teach teach teach keep teaching very very important now. Your check ride is pretty interesting because while the DP is going to make sure that you you know how to legally take students through this process in other words you know how to fill out their logbooks you know how do the endorsements there are certain basics that you know you're going to go into this check ride largely taking the position of a CFI and you're going to be role playing okay so you are going to be acting acting liken instructor in your check ride. You're going to be teaching the DP e pretending that they don't know more than you do. You're going to be teaching the DP E as a beginning student and going through that process. Okay the DP typically ask you to do certain lessons before the check ride to prepare pair for those and you'll teach those specific lessons all right and then you'll go up and do the skills part of two in the actual airplane and teach and evaluate. Wait some stuff from the airplane. Have a good debrief so basically if you would have done the experience of teaching before while you are learning how to teach you get to the check ride and you were already a quality teacher. Okay you know how to teach DP student the things that are asked That are asked of you the things that you need to teach them so for me. My see if I check ride was one of my easiest list because I had a lot of experience teaching and it worked out really well. I just like I was good at people and I could talk to them. And I could uh evaluate my DP and wow I went through maneuvers and showed him certain things it became so much more about the actual teaching and having a quality lesson for that student than it was about me knowing everything. Okay so I just want to point that out once again that it's about how you teach and that will be what you're doing check ride is role playing and that's pretty cool all right so that's kind of it. You'RE GONNA go through this process you are going to learn how to teach I think there's a cadence to teaching. I think there's a simplicity seeded teaching. I think it can be fun. It should be fun and again. Just bring you to the table and I think it's going to work out well in the the end and just again in your flight training you did this on the ground to teach teach teach teaching the airplane as well. And then you'll eventually end up with that check ride. Everything will just feel natural will. Then you'll deal with the rest. We all know that we have to step up to the plate to certain extent. And it'll all work out K.. So for success. You know what I'm going to say again. I'm I'm GonNa say the keyword so teach teach well teach quality knowledge teach on a human level. Okay sometimes names. We don't need to cram a bunch of information non people's throats just because we know how to do the private pilot commercial pilot level. And we know how to do it so well. We know how to stop so fast land so slow anyway you don't need to impart all your knowledge. Just not teach them at the right time with the right methods in the right way and it will work out real well K.. Hey care for your students care for those people that you were going to teach. At the end of the day they are going to emulate relate what you do they are going to go out and fly their friends and their families around for years to come in so you have such a huge impact at this beginning stage. You really need to care about them. What they're going through how to get them to that place and it should all work out pretty well okay And then then of course the last one last tip for success just be you. I think that this is understated that we just need to be ourselves be unique. A unique instruct through and not have to be a have to be a certain model that is completely laid out by the F. A. Y.. That you bring certain aspects expects to this industry as CFI and Be You be unique and bring the talents that you have to this industry. I really really really want instructors to enter this industry. I think we're getting to a point now with the pilot shortage where instructors are being. I looked at and and properly compensated or at least is becoming a big conversation on compensating instructors correctly and keeping them around for those that just really loved the teach or are good at it or both and so this is a great profession. I think is a great way to build time so if you if you fit that mold of just being someone that really cares about people and you want to help people in the future and you want to help help them get to those goals and you WanNa make a difference please consider becoming a CFI. They are needed right now. And you'll be rewarded for it and and I know that if you have any inkling that this is something you WanNa do. You'll really enjoy this process and learn a whole lot along the way and I really love being an instructor is the funnest thing I've done as a pilot and I that's why I continue to instruct students even though I have a busy business here online I will always teach real people because that is what matters to me the most I want people to achieve give their goals and I want them to get where they want to go in so seeing that process happen in real life is so cool to see the first first flight that I took with somebody all the way through to the end where it's kind of Freaky I'll be thinking okay. Now they need the car pete next and then I see my student. It reached or the car. Be Okay now I think they need. They need Nacho flaps they reach for the flaps all right now I would reduce and they reach for the power. It's crazy they become come you and is so cool to see that process happen It's humbling it's fun and if you want to do this do it. It's it's a really really really great thing. So that is the path to success in see if I- training let me know in the comments The time code of what you guys liked the best in this podcast. They can do more things like that and I hope you got something out of this. If you have any questions by the way you can always ask those regardless of where you're at Happy to answer questions. Be Part of a conversation in very big on that of course because my ultimate goal is to be good the people and and has means something to you so. This isn't just one way I yeah. I don't really like to just talk. I like. It's tough for me to set up all this podcasting equipment and just sit here and talk. I don't feel like like I need need that for my ego. All right but I do it because I feel like it will help you and you guys feel that all right so thanks for being here. Thanks for being part of this and passed a good message along regardless if you become a see if I or not and and thank you for doing what you do and being you all right until next time on we sincerely thank you.
"flight training" Discussed on AviatorCast: Flight Training
"On this episode of Aviator cast the path to success and CFI training welcome aviators to another episode of aviator cast load up your flight bag with useful flight training topics interviews aviation passion. Let's kick the tires and light the fires coming to you from Angola Ed Tech Headquarters in Homer Alaska Yours your host and flight instructor Chris Palmer Welcome to another episode of Aviator Casts. My name is Chris Palmer from England attack. It's great to have you here. It's a beautiful ball sunny day kind of actually the sun's Kinda coming house raining earlier kind of weird time of year for weather here Just took some pictures just a few minutes ago out on the lake. Beautiful still water flow planes Beautiful colors behind. I'm sure I'll put some of those Those photos on instagram. Anyway today. We're going to talk about a subject that I'm very passionate Russian about we're GONNA be talking about training now as a CFI. I really really really have some deep opinions about this and I I definitely want to teach you guys what I think is required of. CFI's to become the best possible. See if I can be and of course we do that through training and through a process where we grow into that now. I think that that this comes with a little bit more insight into who we are as people first first before we dive into this. So have you always wanted to share aviation in this way and maybe share it with others. Maybe not even this way. But maybe you've wanted the share aviation with others. Do you consider yourself a good teacher in your profession or in some other way. Do you feel like you can teach people well. Are you passionate about helping future aviators. You want more people in aviation. Do you WANNA make a real difference in someone's career and you want to learn more about aviation at a faster your pace than ever before. Become the best pilot you could possibly. That is going to be what we discussed today in a lot of that has to do with becoming a CFI hi now. I'll just preface it with saying that for me. This is the path that I've chosen at least so far aviation i. This is basically where I'm going to be staying being unless something else kinda crazy happens. But I WANNA be a lifelong educator. I WANNA keep giving back in this way because I've really enjoyed this. I've really enjoyed being a CFI enjoyed The type of training that I've been able to do for people and actually see people go through and reach their aviation goals. Because of what I was able to share with them and I not only do that through fight training at my flight school Here in homer. Alaska is where we're are located but I also do it through my website. Angle of attack dot com where I do online ground school so really enjoy that process and this is my career career. This is what I've chosen a really enjoy it now because of that I'll give you this warning that if you aren't passionate about teaching and you aren't going to you the absolute best for your students and really take care of them like on a human level. Then please find another way to build your time or become a better pilot. We don't need people that aren't passionate about teaching to become CFI's it actually just hurts. The industry pushes people out. Because they you don't get the proper introduction to aviation. They have too many roadblocks to aviation they feel like they're being held back mostly being held back from their instructors. Who for one reason or another? Just don't want to teach aren't good at teaching. Their heart isn't in it whatever. It is Do you ever want a favor and don't become a CFI okay. I know that sounds weird like totally opposite of not totally opposite what I'm talking about but I just want to preface it that outweigh with a warning that please become a cfo of your heart isn't going to be in it all right so this is a really interesting training process. Says because it's unlike anything else that you've done before it's unlike private instrument or commercial You are going to go into the process and really focus on people. I think that's a big message. I want to get across in this podcast podcast. It's really actually all about the people you are teaching and becoming better at reading them at getting to know them at a Helping them overcome their plateaus. And things like that. It's all about the people so a lot of people look to see and they say okay you know here's this person who who went through a ton of training and they know everything and I can go to them with any possible question. I have but I'll tell you that that nine times out of ten when some people come to me with questions. I typically don't know what they are I mean I I guess maybe unfair but if it's a difficult question they come to me with a difficult question question. I don't necessarily know what they are. I know where to find them and where to look. And that is basically what makes an instructor good is where they look. Look for it. In other words we aren't note all's we don't know everything but we know where to look so set that part aside on CFI's knowing every everything because the prefacing with that make sure that we aren't talking through this podcast this path to see a FI training success about how to cram all the knowledge you possibly can into your had that really this process is going to become more of something on the human I'm in level so being isn't about knowing everything being a CFI about mentoring being see see if is about teaching being chief is about the student at the end of the day. That's all it is about everything to do throughout your training should speak to the ultimate goal of guiding someone through this process. So no matter what you do no matter how you train your ultimate goal. Should it'd be. How do I best help this person this individual that has this passion for aviation or this this desire to want an aviation career? Whatever it is? How do I help them reach that goal? Regardless if you're an apart- one forty one school or a part sixty one school regardless on a a human level. You need to be focused on the individual. It's so so important. So that is what this training is going to all be about now. I WanNa talk about some the steps through the training that I think you should focus on So we're GONNA talk about how to prepare for that. CFI training and I and of course it always starts with the knowledge right. And I know I just kind of talked about the knowledge and how it isn't that big of a deal. Well you do have to go through and you do have to do certain tests. Of course Chris written tests you will do the F. A. Y. The fundamentals of instruction. And you will do. The flight instructor airplane tests. Now you can get your see if double I before you get your cfi a basically see if I aircraft so some people do it the other way before they do the CIA but regardless you're gonNA take a couple of written tests we're going to go through through and study for those. You should be a professional at doing that now going through doing that and of course you can you can do that ground school with us. We'll be doing a CFI ground school eventually. I'm I'm pretty passionate about this topic so I wouldn't be surprised. I if if if I training ends up being kind of one of the cornerstones of what we do angle of attack in the long term that that that really prepare. CFI's PFI's to teach well into teach passionately and to be good mentors and be good people into a good to people all right so you go through this process you. You are essentially learning how to teach. That's what the F. A. Y. Fundamentals of instruction is trying to do. I will say that the F. A. Y. in the book that comes For that from the FAA you can download it freely. I bought a hard copy. Just 'cause I buy hard copies of the basic documents from the FAA or text books. You know it's very wordy it's It's very hard to read. But the premise of the the of the concepts is correct and knowing learning. Those is very important on how you can help your students it it. It's really actually at the end of the day. The F. O.. Y. Is Psychology Teaching Psychology for instructors as it applies to aviation. So it's how to read people how to make sure they're comfortable how to help them get over. Plateaus it so it does a handful of things there but in Kinda very rigid let brain way in kind of how I see it with the end of the day. I think it's all summed up in this idea. Yeah that you're just really good to people and you make sure that your students are taken care of and in that you're creative about how you you help them become the best 'em in revealing reveal in them the qualities that take to that it takes to be a pilot and different for everyone so you know that's why as an instructor dirt good to have some tools in your belt ways to switch gears a ways to teach different things in a different way allow people people make their mistakes correct them at certain stages you know. There are so many different ways to learn in finding how that applies to that specific student at that time is the mark of a quality instructor. All right so there are these written tests you take. I think you guys know enough by now to be able to dive in and and learn about that and that's all good and fine okay. We always do that with probably anything in in aviation training anyway so the big part and this is again kind of hand in hand with the most important aspect of being structures that you're good the people is that and you are a teacher alright. Sounds odd but you are a teacher of the students in so this process of training. Is You learn by teaching so you are going to do your training by training others all right practice teaching in other words teaching others is so so so huge if you can find a flight school to link up with its local or opportunities where you can go and mock teach or teach for real. That is the absolute biggest preparation that you can do for your CFI test. There's a certain amount of regulations and paperwork and endorsements and things that you need to know K.. As always adding some on to what we know how to do the end of the day the most important thing you need to know how to do is to teach and the best way to learn how to teach is to teach right so you're going to find those opportunities go out and teach others. I think that this can start fairly early on doing it. last-second going through this process of just trying to knock out to see if I I don't think it's the best way of learning teach. I think if eventually someday you want to become a cfi you start teaching right now all right you. You begin this process of teaching others and by the time you get your cfi you will have had practice at actually teaching and you will be much better better off for it. So that is my advice. Is the practice teased. As the best advice I can give throughout this entire process so again link up with the local flight school school try to find those opportunities to teach. Do it often. Of course you would be under the watchful eye of another instructor and they can verify what you're saying and Out to it and make sure that the student does get a good result at the end of the day equality result an accurate result. But it's how you're learning too so you know everyone everyone benefits. It's kind of a cool way to benefit everyone at the same time. All right creating lesson plans you'll learn about lesson plans and you go through your FA- why I think it's worth exploring being other ways to do lesson plans. I don't necessarily believe in this rigid way of doing lesson plan they have it laid out in the FBI but be creative be holistic Bring in different options.
"flight training" Discussed on AviatorCast: Flight Training
"On this episode of Aviator cast the path to success and CFI training welcome aviators another episode of aviator cast load up your flight bag with useful flight training topics interviews aviation passion. Let's kick the tires and light the fires coming to you from Angola Ed Tech Headquarters in Homer Alaska Yours your host and flight instructor Chris Palmer Welcome to another episode of Aviator Casts. My name is Chris Palmer from England attack it's great to have you here it's a beautiful ball sunny day kind of actually the sun's Kinda coming house raining earlier kind of weird time of year for weather here just took some pictures just a few minutes ago out on the lake beautiful still water flow planes beautiful colors behind I'm sure I'll put some of those those photos on instagram anyway today we're going to talk about a subject that I'm very passionate Russian about we're GONNA be talking about training now as a CFI I really really really have some deep opinions about this and I I definitely want to teach you guys what I think is required of CFI's to become the best possible see if I can be and of course we do that through training and through a process where we grow into that now I think that that this comes with a little bit more insight into who we are as people first first before we dive into this so have you always wanted to share aviation in this way and maybe share it with others maybe not even this way but maybe you've wanted the share aviation with others do you consider yourself a good teacher in your profession or in some other way do you feel like you can teach people well are you passionate about helping future aviators you want more people in aviation do you WanNa make a real difference in someone's career and you want to learn more about aviation at a faster your pace than ever before become the best pilot you could possibly that is going to be what we discussed today in a lot of that has to do with becoming a CFI hi now I'll just preface it with saying that for me this is the path that I've chosen at least so far aviation I this is basically where I'm going to be staying being unless something else kinda crazy happens but I wanna be a lifelong educator I wanNA keep giving back in this way because I've really enjoyed this I've really enjoyed being a CFI enjoyed the type of training that I've been able to do for people and actually see people go through and reach their aviation goals because of what I was able to share with them and I not only do that through fight training at my flight school here in Homer Alaska is where we're are located but I also do it through my website angle of attack dot com where I do online ground school so really enjoy that process and this is my career career this is what I've chosen a really enjoy it now because of that I'll give you this warning that if you aren't passionate about teaching and you aren't going to you the absolute best for your students and really take care of them like on a human level then please find another way to build your time or become a better pilot we don't need people that aren't passionate about teaching to become CFI's it actually just hurts the industry pushes people out because they you don't get the proper introduction to aviation they have too many roadblocks to aviation they feel like they're being held back mostly being held back from their instructors who for one reason or another just don't want to teach aren't good at teaching their heart isn't in it whatever it is do you ever want a favor and don't become a CFI okay. I know that sounds weird like totally opposite of not totally opposite what I'm talking about but I just want to preface it that outweigh with a warning that please become a cfo of your heart isn't going to be in it all right so this is a really interesting training process says because it's unlike anything else that you've done before it's unlike private instrument or commercial you are going to go into the process and really focus on people I think that's a big message I want to get across in this podcast podcast it's really actually all about the people you are teaching and becoming better at reading them at getting to know them at a helping them overcome their plateaus and things like that it's all about the people so a lot of people look to see and they say okay you know here's this person who who went through a ton of training and they know everything and I can go to them with any possible question I have but I'll tell you that that nine times out of ten when some people come to me with questions I typically don't know what they are I mean I I guess maybe unfair but if it's a difficult question they come to me with a difficult question question I don't necessarily know what they are I know where to find them and where to look and that is basically what makes an instructor good is where they look look for it in other words we aren't note all's we don't know everything but we know where to look so set that part aside on CFI's knowing every everything because the prefacing with that make sure that we aren't talking through this podcast this path to see a FI training success about how to cram all the knowledge you possibly can into your had that really this process is going to become more of something on the human I'm in level so being isn't about knowing everything being a CFI about mentoring being see see if is about teaching being chief is about the student at the end of the day that's all it is about everything to do throughout your training should speak to the ultimate goal of guiding someone through this process so no matter what you do no matter how you train your ultimate goal should it'd be how do I best help this person this individual that has this passion for aviation or this this desire to want an aviation career whatever it is how do I help them reach that goal regardless if you're an apart- one forty one school or a part sixty one school regardless on a a human level you need to be focused on the individual it's so so important so that is what this training is going to all be about now I wanNA talk about some the steps through the training that I think you should focus on so we're gonNA talk about how to prepare for that CFI training and I and of course it always starts with the knowledge right and I know I just kind of talked about the knowledge and how it isn't that big of a deal well you do have to go through and you do have to do certain tests of course Chris written tests you will do the F. A. Y. The fundamentals of instruction and you will do the flight instructor airplane tests now you can get your see if double I before you get your cfi a basically see if I aircraft so some people do it the other way before they do the CIA but regardless you're gonNA take a couple of written tests we're going to go through through and study for those you should be a professional at doing that now going through doing that and of course you can you can do that ground school with us we'll be doing a CFI ground school eventually I'm I'm pretty passionate about this topic so I wouldn't be surprised I if if if I training ends up being kind of one of the cornerstones of what we do angle of attack in the long term that that that really prepare CFI's PFI's to teach well into teach passionately and to be good mentors and be good people into a good to people all right so you go through this process you you are essentially learning how to teach that's what the F. A. Y. Fundamentals of instruction is trying to do I will say that the F. A. Y. in the book that comes for that from the FAA you can download it freely. I bought a hard copy just 'cause I buy hard copies of the basic documents from the FAA or text books you know it's very wordy it's it's very hard to read but the premise of the the of the concepts is correct and knowing learning those is very important on how you can help your students it it it's really actually at the end of the day the F. O. Y. is psychology teaching psychology for instructors as it applies to aviation so it's how to read people how to make sure they're comfortable how to help them get over plateaus it so it does a handful of things there but in Kinda very rigid let brain way in kind of how I see it.
"flight training" Discussed on AviatorCast: Flight Training
"On this episode of Aviator cast the path to success in commercial pilot training. Welcome aviators to another episode of aviator cast load up your flight bag with useful flight training topics interviews aviation passion. Let's kick the tires and light the fires coming to you from Angola Ed Tech Headquarters in Homer Alaska Yours your host in flight instructor Chris Palmer welcome everyone to another episode of Avia to cast. My name is Chris Palmer. Coming to you you from rainy getting Cold Alaska. Happy to be here. I went flying yesterday. I don't usually do this but I just went to the airport. All by myself jumped jumped in flight school airplane and I went for a rip for about thirty minutes. Just doing some touch and goes at. The airport had a lot of fun. And you know the reason I don't don't usually do that is because I'm a commercial pilot Messiah Fi and I fly for hire now. Most of the time. Someone pays me to do that rather than me. Just going out and doing it but a kind of just had to get a flight and do it for my soul and it felt really good anyway interesting today on the podcast. We're GONNA be talking about the the path to success in commercial pilot training now. I've already done a podcast on private pilot. Success and on instrument commit success. I will do another one on certified flight instructor success. But now we're talking about the commercial licence so that this is where you're at you've got your your private pilot and your instrument and you're working towards your commercial or this is something you're wanting to do someday then this is going to be a podcast for you so so have you always wanted to fly for a living. It's something that you dreamed of doing as an actual job someone paying you to do it. Well this podcast will help you with that the thought of becoming a commercial pilot excite you something that That you can really see yourself doing for a living and are you willing to put in the hard work to get there because becoming commercial pilot does take a whole lot of hard work and really you have to step up as a person as an individual tool as a professional in order to make this happen. This is kind of the pinnacle of where you get as a as a pilot in in the lower ratings. Okay really actually. This is what they would call an advanced rating where you're getting something that takes even more effort and work to do you know commercial pilot It takes a lot of responsibility because essentially what you're doing at this stage is you're saying I'm going to carry passengers for hire and because of that. You really need to have a good solid foundation in so many areas that we've touched on throughout all of training through all the different knowledge topics topics through the flying the airplane in a very efficient and safe way and also just having good decision making an air nautical decision-making decision making whatever. You WANNA call it and being a good safe pilot alright so this is really where you become well rounded and and become a better pilot now so far you would have covered your private pilot training your instrument training in now. You're moving into commercial training. which is is kind of interesting coming off of instrument training? Because you're going back to more of the stick and rudder type of flying the visual flying lying that you would do in private pilot so what I see a lot of when I have a commercial student is I see that they are still very used to looking at the instruments and that can be kind of a hold back for them when they actually go onto the airplane and kind of go back to those basics again that were learned on the a private pilot level. So we're GONNA be talking about some of those things you're going to be learning again going over again learning to a much greater depth and kind of what what you would expect from the commercial training. A lot of people say. It's like a private pilot on steroids. I don't really agree with that. I think it's definitely more than that And the the biggest thing I think of when I think commercial pilot is the professional aspect in that has a lot more to do with attitude than it has to do with what the FAA is requiring you in terms of what's on the ACS so it's very important to be a professional. Aw and to really change your mind about how you are going to present yourself in aviation because it all changes at the commercial pilot level all right so let's talk a little bit about what's going to be different in your commercial pilot training so something happens and I think about about this. As a flight instructor someone that owns a flight school as someone that does online ground school and online learning. You know that's really what we're doing now with this this podcast. I think a lot about kind of where the demographics come from. So if you think of how things are broken down as people get their pilot licenses you have everyone that has has basically required to get their private pilot license and then you have some of those private pilots really not many the go on to become instrument pilots and you have even and fewer that go on to become commercial pilot's so what happens in that process is all of the companies that are doing flight training or they're doing wing ground training online. Whatever it is? They pay less attention to those products. That won't give them A lot of payback for their efforts. So there aren't a lot of resources out there for commercial pilots to learn from now I'm going to be doing a commercial ground school soon and that will be my resource but I've even put it off because most of my income comes was from the private pilot and the instrument not from the commercial. But I'm really excited about doing the commercial because I know so many of you guys have asked about that so there aren't a lot of resources out there for you right out the gate which can be difficult sometimes to to find where to get the information. It's a little bit difficult. You're basically going to go into a deeper dive on every single topic that you did on the private pilot level from airspace to performance lance to navigation Weather Everything you're GONNA go into much more depth on every single subject. They covered in in a private pilot because the commercial pilot level is so much more critical. And really you're applying yourself as a as a professional now and Dan. You need to know how to do those things now. If you think about the end goal you you realize as well that eventually what you WanNa did you. Is You want to be employed by somebody all right and when you are employed by somebody you're going to be flying nearer to those minimums nearer to those Those regulations than maybe you had a big buffer before as a private pilot where you had your personal minimums now. That's not to say that personal memo minimums aren't still an important conversation when it comes to being a commercial pilot but now you have an employer to answer to in so if you have have a personal minimums. That just aren't realistic and you're not helping them further their business in a legal way. I'm not saying I'm not saying. Do we legal things because your employer tells you to what I am saying. Is that your employer absolutely has the right to ask you to do legal things per the regulations and in your personal minimums become less of a factor so that is why a lot of these subjects that were adding and coming professional at even flying. The airplane better are more critical. Because now you're going to be getting closer to that line. That line of safety okay. So we got to keep that in mind too you that you are going to be employed by someone that expects you to do things legally but that you're also going to need to know the regulations and how that works now. Now that's GONNA come to play in visibility and airspace and especially with airplanes in things that can be inoperative and you can still complete the mission shen go fly somewhere and something breaks. Can you come back without a mechanic. And how does that process work so that all kind of comes together in this idea that you have to become a professional because the second you get your commercial pilot licence done is you can be employed now. If you're just doing this for fun John Than Okay. I guess you can totally shirt this idea that you need to become a professional but I think even those that are just adding commercial rating waiting to continue their education have a mission oriented goal of becoming a better pilot for it. So that's the ultimate goal here is to become the best you as a pilot that you can be and brain that altogether in one place so that sets the stage for what is expected as a commercial pilot. It's it's quite a bit is definitely a new mantle to move up to. It's GONNA change a lot but really you're GONNA you're gonNA take a step up now you know as time to become a professional and that's really what it's all about so let's talk a little bit more now about what so you need to do and how to prepare for the commercial training and as always you know that I start with the ground stuff because I believe that you should be working on all of that before we move into the flight training that saves you time and money and effort by doing so so I always start with ground school or written tests and getting nat knowledge done and then moving on to the flight training so specifically jozy ground schoolwork or written test is again. There aren't a lot of great commercial commercial ground schools out there. I don't think there's a lot of quality resources I can hardly find anything. I ended up going back to a lot of the a private pilot stuff that I knew or had that seemed to help me a lot in my commercial training again. I am excited to offer that commercial grounds school myself to answer to that issue because I just felt like I was in the dark when I did my commercial training and I had a student recently. Her name is Sarah and she came up here to Alaska from Wisconsin and did her commercial rating and she very much felt the same way. There just weren't a lot of resources out there to offer her on on how how this stuff work and you really had to dive deep into youtube videos and articles out there that could offer just a quality educational experience experience. You know how a constant speed propeller works and you can get plenty of people that are our engineers and nerd out on it to tell you how it works but the house someone explain explain it in layman terms is much more helpful kind of the way I go. So much of the knowledge is tested kind of the the same level as a private pilot. So when you go into the written tests you'll do the same old airspace questions. Some of the same performance questions some of the same recency of experience requirements. And the things. You need to have on board with you all of those things kind of revisiting those things once again there. There is a lot more to arithmetic in the written tests. They have just deeper flight planning questions. That seem to hold people up again. One of the tips that I give four for written tests is to go through the tests. I do all the questions that you know just easily and then move onto those deeper arithmetic questions so I I usually save those for the end when I do my written tests so because there's this big lack of resources or at least right now it it really pushes you as a professional you need to step up in union to organize yourself and find those things out there you know when I went into my commercial training it really..
"flight training" Discussed on AviatorCast: Flight Training
"On this episode of Aviator <Speech_Male> cast the path <Speech_Male> to success <Speech_Male> in commercial <Speech_Male> pilot training <Speech_Male> <SpeakerChange> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> Ashen. <Speech_Music_Male> Let's <Advertisement> kick <Speech_Music_Male> the tires and light <Speech_Music_Male> the fires <Advertisement> <Speech_Music_Male> coming to you from <Speech_Music_Male> Angola <Advertisement> <Speech_Music_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> <Speech_Music_Male> <Advertisement> <Speech_Music_Male> <Speech_Music_Male> you from <Speech_Music_Male> rainy getting <Speech_Music_Male> Cold <Advertisement> Alaska <Speech_Music_Male> happy <Speech_Music_Male> to be here <Advertisement> <Speech_Music_Male> I went flying <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> just doing <Speech_Male> some touch and goes <Speech_Male> at the airport had <Speech_Male> a lot of fun <Speech_Male> and you know the reason <Speech_Male> I don't <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> but <Silence> a kind of just had to get a <Speech_Male> flight and do it for my <Speech_Male> soul <Speech_Male> and it felt really good <Speech_Male> <Silence> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> podcast <Speech_Male> on <Speech_Male> private pilot <Speech_Male> success <Speech_Male> and on <Speech_Male> instrument <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> <Speech_Male> your private
"flight training" Discussed on AviatorCast: Flight Training
"On this episode of Aviator cast don't quit flight training welcome aviators to another episode of aviator cast load up airflite bag with useful flight training topics interviews in aviation passion. Let's kick the tires and light the fires coming to you from Angola attack had ascot today we actually have a sunny day for one it's been pretty rainy recently were transitioning into some new seasons here and flying slowing down a little bit I'm moving into the office just a little bit more working on some projects I'll tell you more about one of those projects at the very end of the podcast here today but I'm doing things a little bit differently today so really when I record podcasts and do this sort of thing I'll do a bunch of them at once and so I can be consistent and release them over time and no I have four to six weeks of content that is going to come out but I'm doing something different today I sat down today I had subject I wanted to work on and I knew it was very important talk about it right this instant and so I stepped out of my normal work schedule my normal content schedule to do this podcast today now I feel like I'm on fire I'm very motivated today about this subject as a result in so I hope that as I go through this that you can tell that my passion comes through the I'm very excited about this I also don't want to be overbearing on this topic and I just want to add some thoughts to a troubling trend and seeing and it may not even be so much a trend as just an age old thing that happens to pilots as they are going through training this is just something that happens is to everyone so I've been getting a lot of messages through social media from people seeking advice because they feel like they want to quit their flight training or put it off until later and so I've been responding to those meshes a messages are really enjoy getting messages and responding to people but I I feel like I was getting many of those at once and it just started telling me hey this is a topic you need to talk about right now and so that's why I stepped out of my normal schedule to start working on everything and I'm really glad I did because I feel like this is really going to be effective for those of you that are kind of on the fence or having some trouble so there are many different reasons to want to quit there is you know having trouble with if your instructor which I heard a story about that we'll talk about that here in a second there's family things that happen which is probably one of the roughest things some people run out of money some people stop having fun during the process and other people have this idea that they aren't capable of doing it or the they aren't the right stuff we're going to be talking about that here in a few minutes with that means but you can't think that you're alone in this I mean so many people I'll have gone through and become pilots you know we all have gone through in one form or another a very tough situation as l. it becoming a pilot to get to where we are in so I want to illustrate that today not only with comments that people have but with some some quotes and the things that I feel are a good perspective to push through this so that you find the motivation and you don't quit really hope that my thoughts can be about me because I am very passionate about this subject today and hope that it comes through well for you guys aren't the only ones to go through this now I got permission from several of the people sent me messages if I could share their messages on the air and I did get permission so I'm gonNA share three of those instances now and maybe place yourself in the in these shoes and see if this sounds like you all right so here's the first quote I did a mock check ride this morning just the oral exam part did it with an instructor that has had a bunch of successful check rides with the DP I have scheduled to do my check in November man I really tanked it I failed bad I don't know what to do now the instructor Nice enough to send me an email with a brief outline of the questions he has gotten from this DP so that I can study but I'll be honest shook I've been really having this nagging you're not good enough for a while now in this might have put the nail in the coffin I get he was trying to help but it might have just just me into counseling my check ride altogether this for me just sends off so many alarms and you're gonNA see why why here in a few minutes so that was me quoting hat so that's that one instance okay hey Chris here's another one hey Chris good to see you have got back into the pot CASS longtime listener Assad reach out as to you as a have a problem effectively I've plateaued in my training and lost the Buzz my wife was diagnosed with ms some time ago and due to fatigue she now only works part time were I live Australia's very expensive to fly probably double the cost of the USA. I've been pretty down also but worried that if I see a psych I'll lose my medical so do you have any advice close quote all right there's another one I mean what a tough situation to have a family member going through that that's really that's really a tough life thing happening okay here's another one in all of these I picked because these are people that have not become the pilots yet you'll hear some others later that have pushed through and gotten there all right here's another quote I quit in two thousand two during my pursuit of an instrument rating I quit because it just wasn't jiving with the instructor was sucks was that not only did I walk away from the I. R. Pursuit due to other life events such as moving to a new city for a new job I stopped flying altogether her that ended up being a seventeen year absence from flying I just got back into flying and recently got my flight review done I'm going to make it a goal offer twenty twenty to restart my instrument pursuit so that's what I get really nervous about close quote by the way that's what I get really nervous about when someone is getting into new training or or rather wanting to leave training is that you may be leaving it forever if you if you step away that when you're right at that precipice right at the threshold I want you to move across it and we're going to find out some ways to do that today so I I want to start with the end in mind in that might eventual goal today is to hopefully inspire you to never give up to push your way through this tire process and know that it will be worth it to become a pilot so that's what we're trying to push for today okay so for those of you that are struggling with one thing or another there's a whole long list of them of course they're going to be very personal and and in hard for you I really get it I've been through many of those things myself I shared quite a bit about my own personal story several episodes back when I talked about being becoming a commercial pilot kind of some some deep personal stuff tried to get in the way of achieving my dreams so we're gonNA find a way to push through that it'd be worth it and I hope that this podcast today inspires you do that okay so you guys have maybe seen the movie the right stuff now the right stuff is this there's Hollywood rendition of astronauts from the space race that we're having to go through the entire process of proving that they were the best of the the best and the day we're going to be the best people in the entire world to become astronauts and they went through all sorts of crazy training being and crazy tests and is a pretty funny movie to see all the stuff they go through and it's actually fairly historically accurate in that they put these astronauts through the craziest things in in some of them weren't even relevant at all to what they were going to go through but we all know that those astronauts it went through that ended up becoming and going through actually some fairly intense situation situation in space as we are learning more about space travel and things so anyway these are the the best people the smartest the healthiest they were the best in the nation and and eventually made it up into space with this space race so as such and because we have this kind of nostalgia and and folklore of you know the aviator the the steps out of his by plane has a sack of mail over his shoulder and a leather jacket and goggles and bugs in his teeth ever that we have to be in model that type of aviator or we have to be able to show the Wright stuff we hold up stuff as if it actually still exists then it actually does not so today we have learned so much about aviation over the many decades that it's been well it might be for certain applications like space travel okay I get that but when we're talking about having a very rewarding career in aviation I'm talking you know even even the people that are in the military and flying fighter jets or the people that are at the very top of their airlines seniority and making a lot of money or the people that go through flight training just to have a license to fly for fun and for a hobby too level so I can almost guarantee that looking around you knowing your network of pilots and it may be small at this point if you're just starting out okay so they're just many many steps ahead of you in the process and they found a way to get through this process to push through their barriers and get to where they are today is something that almost everyone has to go through and so they aren't the right stuff may look up to your instructor as someone that has the right stuff is the right stuff but guess stuff is unrealistic so couple thoughts here you don't have to be perfect pilot you just have to be better than in good enough and willing to always improve you don't need to make a lot of money you just.