For the past month I was in Salt Lake City, studying CRJ 200 Aircraft Systems. For four weeks, my class of twenty-two CRJ pilot trainees, spent a majority of our time with our noses in the books--including Christmas and New Years--in order to pass our System Validations test. Here's six tips for how to survive.
6. Wash Your Hands
This has a lot to do with time of year, I get that, but I think nearly everyone in our class was sick at some point--with either terrible head colds or a stomach bug. And you cannot miss a day of training. The week I was sick, I saw my formative assessments scores drop below 80%--which was not a confidence booster when needing to pass the final test with greater than 80% proficiency. So although in many cases, sickness cannot be avoided, my first suggestion is to wash your hands a lot...don't get sick! And if you do, grab whatever over the counter meds you need to make it through the week. Read on to find out whether or not I passed and what my score was.
5. Go to Costco
We had a full kitchen in our living arrangement, so instead of spending what little money you do make in training on meals out, I opted to buy the basics in bulk. My friend Adam and I even split some items up to make it more affordable. We grilled chicken and brats on the weekend and stored it in the fridge for weekday meals. I bought a bag of rice and some microwavable vegetables from Target and that is pretty much what I ate for four weeks. Oh, and if I did eat out, we'd just run over to the Costco Food court and grab some hot pizza slices for $1.99. Go to Costco.
SLC Costco Largest in the World...freezer so big they provide jackets!
4. Know Thyself
Couple things about me: I'm a talker and I like tangents. Maybe that's a common denominator among pilots...seems to be the stereotype at least. But what I mean by this is that often times, you're encouraged to study with others and form study groups. The thought here is: study alone, fail alone... study together, fail together. However, I know that 90% of the time, group study is not where I learn; it's where I get distracted. So even though it was encouraged, I often times found myself in the fitness center, reading chapters aloud to myself while walking on the lowest setting the treadmill would allow. I stayed awake, I comprehended what I read, and I didn't get distracted. I'm NOT saying to avoid study groups... just know how you learn and do what's best for you.
Study session with two breakfasts on the weekends
3. Go Hard and Then Sleep
In order to pass the exam, it does require a rigorous level of study outside of class and alertness in class. The exam is hard. As it should be! Even though I had hoped to spend the Christmas holiday with my family, it just wasn't possible due to the volume of content and depth of which you need to understand. But my advice is this... put in hard work, take notes during class, do as much of your reading as possible, even work on the weekends, but then go to bed. You will be worthless without your sleep. Set a boundary for yourself to stop studying at a certain hour so you can get the rest you need for a new day.
2. Expect the Emotional Rollercoaster
Training feels a lot like drinking from the firehose. At the end of every day you are left feeling overwhelmed and maybe even discouraged. The helpful thing is to expect it. Expect fatigue and discouragement. Expect being overwhelmed.And then go to sleep. In Lamentations 3:22-23 it says: "The steadfast love of the Lord never ceases; his mercies never come to an end; they are new every morning; great is your faithfulness." I found this reality to be very true. Each morning I woke up rested, ate a good breakfast, got some caffeine in me, and trusted God for this promise that his mercy is new every morning. I left for class with a new sense of hope and possibility, eager to grow and learn. I also found it very helpful to call my wife, unload some of my anxieties, and hear some truth in reply. Have a support system to walk through it with.
Photo Courtesy: SkyWest Airlines
1. Enjoy the Reward
At the end of your systems training, you will be faced with the exam. I approached this the same way I did a track meet as a collegiate athlete. I trusted my training and hard work put in during the "season" and then tapered. The two nights before the exam I reviewed a few areas I needed to brush up on, but other than that I was intentional to rest and not cram. I took a hot tub, had a good dinner, made myself a cup of Sleepy Time tea and went to bed. The next morning came, along with the exam and I passed with 95% proficiency. It was fun to receive my uniform and wings...and stop home for a weekend to celebrate with my family before flying out to Atlanta for sim training.
A common question from friends and family about my aviation career is: how does someone become a pilot? What is the typical path? How much does it
Artwork by Sara Pimental aka Wifey
cost? Where do you train? What qualifies you to fly passengers? When can you fly for a commercial airline? These are a lot of the same questions I had when considering the career. This is the first post of a new blog series in which I will aim to answer some of these questions.
For many people, the lure of flying starts in childhood. But that doesn't have to be your story! I never even considered flying a small plane for profession or pleasure until I was well into my education career.
5 Steps to Private Pilot
Think of it this way: your driver's license is to driving, as your private pilot's license is to flying. Whether you want to fly for pleasure or professionally, this is where you should start.
Let's start with the basics: Are you at least 16 years old? Are you fluent in English? Will your background check be free of drug or alcohol related crimes? If so, you're on track!
1. Get Your Medical Certificate
The Federal Aviation Administration (FAA) wants to make sure you're fit to fly. You need to schedule a physical exam with an Aviation Medical Examiner (AME) in your area. This will alert you to any conditions that might disqualify you from being a private pilot before you pay for any lessons (some disqualifying conditions: certain heart conditions, epilepsy, diabetes, personality disorder, any indication of substance abuse, etc.) This really isn't just a suggestion, you have to have your official Medical Certificate with you when flying. So get it now! *You could do this AFTER a demo flight*
2. Schedule a Demo Flight
Now it starts to get fun. If you've never been in a small plane, you'll want to see if General Aviation (GA) is right for you. The aircraft are small and loud... but so much fun to operate! Some of the training you'll do will induce that feeling you get when riding on a roller coaster.
Where? Most Fixed-Base Operators (FBO) offer this type of experience. Do a Google search for: Learn to Fly in (your city). You'll find some good information that way. Here are my recommendations if you live in one of the following areas:
Twin Cities: Schedule an Intro Flight at Thunderbird Aviation. They have two locations: Eden Prairie and Crystal, MN. This is where I did all my flight training, in partnership with Academy College.
Phoenix: Inquire about an Intro Flight at Westwind School of Aeronautics. This is where I currently work as an instructor.
Pick a beautiful day, invite some family or friends (up to two) to come and sit in the back seat, have them bring a camera, and if you decide it's not for you...at least you got a scenic tour out of it!
3. Choose Your Own Adventure
(Remember those books?) Assuming you are as excited as I was and want to learn to fly, you need to decide how. Training as a civilian typically happens one of two ways: via Part 61 or Part 141 guidelines. The main difference? Part 141 schools have more FAA oversight and rigid schedules. Part 61 is considered more of a self-paced and flexible option. Either route trains you to pass the same practical and written exams. Do some homework and make the choice that's right for you.
4. Study, Fly, Repeat!
The great thing about training is that the curriculum for learning to fly--Part 61 or 141--is so concrete! You'll start your training with ground and flight lessons from your Certified Flight Instructor (CFI). This is usually a 1:1 student:teacher ratio! The best thing about your first license is that there is so much new and "basic" information to learn about flying. It truly is fun. Some things you'll learn about include:
Areas of Operation
Preflight Procedures
Takeoffs, Landings & Go-Arounds
Performance Maneuvers
Ground Reference Maneuvers
Navigation
Slow Flight & Stalls
Basic Maneuvers
Emergency Ops
Night Operation (see video below)
If you are able to fly 2-3 times per week, it should only take you about 4 months to get to the check ride (and approximately $7-10K). Although I took the Part 141 route, I was only able to train part-time or on the weekends. It took me about 5 months to complete my Private Pilot's License and 58.2 flight hours (To see my cost breakdowns, visit my Training Costs page). I trained while maintaining three other jobs...so you can do it too!
5. Examination
Does it sound intimidating? It is. First, you have to pass a "written" test. This is a computer based knowledge exam. Here's an example of some of the questions you'd see:
Once you pass your written, it's time to schedule the Check Ride. The check ride consists of two parts: an oral exam and a practical (flight) exam; in total the exam could take up to ten hours! The exam is one on one with an FAA Designated Examiner. Bring water because cotton mouth is guaranteed. You will be tested on the FAA's Private Pilot Practical Test Standards, which is what your training prepares you for. But literally anything in the linked document above is fair game. It's a lot! As it should be.
So, Congratulations! Once you pass your check ride you are a Private Pilot! Whether owning or renting an aircraft, you can now enjoy getting from point A to point B in a straight line with no car traffic, you can fly to other airports for a $100 Burger, fly up north to your lake home, enjoy scenic flights with friends, and so many other possibilities!
That's it: five steps. You should do one of the first two in the next month if you're really interested! If you're fit to fly and enjoy a challenge--you will love learning to fly. Subscribe to my blog by entering your e-mail to the right so you won't miss my next post in this "How To Become a Pilot" series!
One of the things I really like about being a CFI at Westwind in Phoenix is that they have their Cessnas equipped with the G1000. So much prettier than the round gauges I learned on, as you can see. Obviously round gauges were more difficult to learn on. The G1000 just has so much information available. You practically have to try to lose your situational awareness; whereas, you have to work really hard to know where you are at all times when flying under the hood. I do appreciate that I learned without it though!
I just passed my CFII check ride Wednesday!! It's amazing how much one event can completely change your anxiety levels. So much was banking on this timeline. I accepted a job with Westwind School of Aeronautics in Phoenix, AZ with a start date of September 21st (10 days away), with an apartment lease start date of September 13 (2 days from now) and with my family joining by plane on the 15th (4 days from now). A fail could have really messed everything up... but God's got it.
My buddy Chris is making the trip with me and Sara and Isaac will follow by plane next week. Time for an adventure! It was nice to see our stuff again too, it's been in storage for a while.
Today was a long day. I went in early this morning to get a haircut at Gents. I took the day off from school because it was one of the only times available to cross off my multi engine check ride. Before my check ride, I had exactly 15 hours of multi time (which is the minimum; therefore also the cheapest!). This was definitely my favorite check ride yet. My instructor for this rating said he loves being an MEI because its more like coaching at this point in someone's training than instructing.
I loved training in the Seminole. Being a complex aircraft, and just so much faster, I had to be faster. Shooting the instrument approaches, setting up, and anticipating just made me feel on my game. I'm going to miss flying a light twin for a while. I'm not planning to get my MEI...at least not yet. We'll see.
The actual check ride was the least stressful yet. I was also fortunate to have the same examiner from my commercial check ride, so I already had expectations for his style of exam. All in all, it was a good day. The only thing I'm not happy about is the length of time it has taken from my Commercial check ride to this multi check ride. It's taken 3 months to fly 15 hours. No one's fault really... just Minnesota spring with low cloud ceilings, maintenance repairs, and my limited availability.
You can actually see the prop in this picture because that engine is off. Yikes! Haha, that's what training is though! Simulating emergencies and learning how to recover. Identify, Verify, Fix or Feather. That's all I've been saying on my long drives home from the airport.
Whew. Have I got a story for you! Monday this week I had my commercial check ride scheduled. The day started at 5am and I had to take the plane from KMIC (Crystal, MN) to KMKT (Mankato, MN) to meet the examiner. I've been so nervous about this check ride. Most people compare it to the private pilot check ride with a few differences, yet I felt overwhelmed...still not feeling proficient in my knowledge on some of the aircraft systems. It was also my first check ride at a different airport which just added on a lot of details not necessarily related to the check ride.
Ten miles out from KMKT I heard an emergency declared over the radio. I had to fly past the airport for a few miles to stay out of the traffic pattern before entering. Not sure the result of that situation, but hope everyone was alright.
Finally got inside the terminal at Mankato and got to see Mankato State University's setup with Redbird Simulators, which look sweet. I met my examiner--he was really approachable and made the check ride start off smoothly. I passed the oral exam after a couple hours and then it was time for the flight. My aircraft had been in the hangar thankfully, to keep it out of the cold. Had a hard startup, but didn't think too much of it at the time. We taxied out to the runway and started our run-up when I noticed the faintest illumination of the alternator annunciator backed up by the slightest discharge on the ammeter. The examiner asked me what he thought we should do and I said, "I think we should discontinue the flight and head back to the ramp."
With some further inspection, we found the alternator belt sticking out of the cowling. My wife
asked me later, what's the big deal? Well... basically the alternator provides electricity to the aircraft. So if we don't have the alternator we will lose the electrical system once the battery dies...which means no lights, no radio, landing gear won't retract, etc. Not good. We discontinued the check ride and I had to wait in Mankato for the chief pilot and another instructor to come rescue me. The sweet thing was that they picked me up in the Seminole, which is what I'm looking forward to training in next.
On Wednesday, I finished the check ride flight with the examiner and glad to say that I passed!
If a runway is equipped with an ILS on each end of the same runway, whichever side is active due to the wind conditions, the opposite end ILS will not be active. Had I known this, a critical error would have been avoided on my Stage 3 check. Here's the rub... after departure on my simulated cross country flight, the examiner presented a loss of power scenario. Prior to that, he simulated a transponder failure. I simulated communication with ATC requesting the ILS 31 into KSTC. The examiner cleared me direct to the IAF. Unfortunately for me, the IAF was 3 miles away. I could barely enter the fix into my GPS in time let alone get the ATIS and brief the approach. Had I listened to the ATIS, my examiner and I would have known the ILS 31 was inactive. After a procedure turn and short flight inbound on what I thought was the localizer, we found out we had to call off the entire scenario. We moved on to an NDB approach, unusual attitudes and partial panel VOR approach...all of which tumbled after the first domino fell.
Due to my unsatisfactory performance, I went through additional review training. Those days were the most emotionally draining for me...wanting to be endorsed for the check ride and feeling so much pressure to perform. After a couple weeks, I did receive my endorsement for the check ride. Although the process was painful, the reward was great. I passed with no errors! This was by far the most challenging course I've been through.
So, I'm starting to realize how adding one more thing to the "plate" is going to feel like a lot. Here's a look at my calendar last week...
The blue is my teaching job. In the mornings I go to Moreland where I teach one class of elementary school Phy Ed. Then I head over to Heritage Middle School, depending on A day or B day I have different start times, but not really enough time to go home or do anything else... so I just go to school. I'm planning on using the gap in the morning to study, but we'll see what happens.
The red/pink is coaching. Football season ended a bit ago and now I'm coaching middle school wrestling. The green is my job at Concordia University where we live and where I supervise the RAs in Holst Hall. The purple is my flight training on the weekends and now I have face to face ground school class that has started up on M & W.
But hey, got to see Brian Regan this weekend with our friends so can't complain!
After the demo flight I left feeling overwhelmed with how much I did not know about what was going on in that airplane as we were flying. Overwhelmed so good. As in, I have to learn how to fly.
Sara and I dove into conversation about possibilities, finances, time, and work. My friend Conor, who sparked my interest in flying, had enrolled in a program at a small local college. We made an appointment and not long after I was sitting in the admission office at Academy College.
Being a part-time gym teacher, coach, and residence hall supervisor, I don't exactly have a lot of free time. But the college assured me that the flight training would be flexible and that they would do their best to offer the ground classes at night. So... here I am! Enrolled in an Associate's program and starting my flight training on the weekends. First ground school class begins tonight!
