To the 0 readers i have haha, this is a promise to make more posts on this blog.
I usually just post stuff on my dailybooth, tumblr or facebook note when I'm lazy.
But as my final year as a student pilot comes to a near close. And so begins my journey of a commercial pilot, if I still have this, it would probably have more content of right now unknown things.
We shall see
Happy New Year!!
Showing posts with label Seneca College. Show all posts
Showing posts with label Seneca College. Show all posts
Sunday, January 2, 2011
Friday, November 26, 2010
RIP Aviators
I have written a post about the passing of a Seneca grad of 2009 earlier this year and it is unfortunate that I have to write another for 3 more.
It's been 8 days since Aziz, Cynthia, and Lloyd took off for flight, and although their physical bodies along with the airplane (C-GSCZ) came down to an unfortunate landing, their souls continue to soar the skies above us. It has been 8 days of thinking and trying to understand what has happened. 8 days of random triggering of the deepest burden of sadness I have ever felt. 8 days of feeling remorse and condolonces and sometimes thinking of when are we going to wake up from this. 8 days of what if this or what if that and knowing that no matter how many what ifs we can think of, it won't bring them back.
But most important of all, the past 8 days have been spent remembering their great loving nature and celebrating their short-lived lives.
Today was a very special day, and although Cynthia has yet to be laid to rest, we have taken this day to celebrate each and every one of them and how they have impacted each of us in their own little or big way.Seeing the turn out today and the many others wishing they were able to come was just a confirmation and sometimes wake up call to what it really means to be part of Seneca Aviation.
Pilots of all kinds in the industry, alumni, staff and faculty, and those that I haven't seen in a long time or haven't even met yet were there to pay tribute to the lives lost on that dreadful Thursday evening. What a remarkable sight I thought, as I reminisce and say my last goodbye to Aziz, Cynthia and Lloyd.
To many people, we may look like security guards or other alike. To some that know we are pilots, have not a clue of what it is to be truly a pilot, especially that from Seneca. And to the few that have been where we are right now, know how hard yet truly rewarding it is to be part of this camaraderie.
Today gave a brand new meaning to what I often call my second family that is Seneca Aviation and I am forever grateful to be apart of such a tightly-knit community.
This profession and more importantly, this passion we have chosen is a dangerous one and although this loss has taken a great toll on us, we mustn't fear of what lies ahead because of this. Instead, we must take the lives they have lived and use it for strength and inspiration to continue to do what it is we truly love above all the rest.
I sat inside one of the Beech Bonanzas today, the one which I flew with Aziz and Cynthia just two days prior the accident in fact, and as hard as it was to try and understand what has happened and the pain it felt when I had tried to visualize being in that airplane, I know full well that what they would want is for us to get back on that horse and fly with them once again.
Theodore Roosevelt once wrote:
"It is not the critic who counts, not the man who points out how the strong man stumbled, or where the doer of deeds could have done better. The credit belongs to the man who is actually in the arena, whose face is marred by dust and sweat and blood, who strives valiantly, who errs and comes short again and again, who knows the great enthusiasms, the great devotions, and spends himself in a worthy cause, who at best knows achievement and who at the worst if he fails at least fails while daring greatly so that his place shall never be with those cold and timid souls who know neither victory nor defeat."
It's been 8 days since Aziz, Cynthia, and Lloyd took off for flight, and although their physical bodies along with the airplane (C-GSCZ) came down to an unfortunate landing, their souls continue to soar the skies above us. It has been 8 days of thinking and trying to understand what has happened. 8 days of random triggering of the deepest burden of sadness I have ever felt. 8 days of feeling remorse and condolonces and sometimes thinking of when are we going to wake up from this. 8 days of what if this or what if that and knowing that no matter how many what ifs we can think of, it won't bring them back.
But most important of all, the past 8 days have been spent remembering their great loving nature and celebrating their short-lived lives.
Today was a very special day, and although Cynthia has yet to be laid to rest, we have taken this day to celebrate each and every one of them and how they have impacted each of us in their own little or big way.Seeing the turn out today and the many others wishing they were able to come was just a confirmation and sometimes wake up call to what it really means to be part of Seneca Aviation.
Pilots of all kinds in the industry, alumni, staff and faculty, and those that I haven't seen in a long time or haven't even met yet were there to pay tribute to the lives lost on that dreadful Thursday evening. What a remarkable sight I thought, as I reminisce and say my last goodbye to Aziz, Cynthia and Lloyd.
To many people, we may look like security guards or other alike. To some that know we are pilots, have not a clue of what it is to be truly a pilot, especially that from Seneca. And to the few that have been where we are right now, know how hard yet truly rewarding it is to be part of this camaraderie.
Today gave a brand new meaning to what I often call my second family that is Seneca Aviation and I am forever grateful to be apart of such a tightly-knit community.
This profession and more importantly, this passion we have chosen is a dangerous one and although this loss has taken a great toll on us, we mustn't fear of what lies ahead because of this. Instead, we must take the lives they have lived and use it for strength and inspiration to continue to do what it is we truly love above all the rest.
I sat inside one of the Beech Bonanzas today, the one which I flew with Aziz and Cynthia just two days prior the accident in fact, and as hard as it was to try and understand what has happened and the pain it felt when I had tried to visualize being in that airplane, I know full well that what they would want is for us to get back on that horse and fly with them once again.
Theodore Roosevelt once wrote:
"It is not the critic who counts, not the man who points out how the strong man stumbled, or where the doer of deeds could have done better. The credit belongs to the man who is actually in the arena, whose face is marred by dust and sweat and blood, who strives valiantly, who errs and comes short again and again, who knows the great enthusiasms, the great devotions, and spends himself in a worthy cause, who at best knows achievement and who at the worst if he fails at least fails while daring greatly so that his place shall never be with those cold and timid souls who know neither victory nor defeat."
Friday, November 19, 2010
Airplane Fatal Crash
It's hard to think let alone write about the event that transpired last night.
One of our airplanes were involved in a fatal crash/accident killing all 3 occupants on board when they were returning back to Buttonville from Kingston.
The news article and video footage of the wreckage can be found here
When I say one of our airplanes, its one of the Bonanzas that I've always loved to fly, and have flown many times.
And when I say occupants, it's 3 good friends of mine, 2 of which I have flown with on the exact same flight two days prior (on Tuesday).
I'm not an accident expert so my opinions aren't much for anything, but looking at the footage of the devastating wreckage, it seemed that the impact was quite hard.
Only time will tell if time can tell what happened here, I sure hope it does, so we can learn from it...and perhaps save another family from getting that phone call or doorbell.
RIP to the comrades that were killed and God Bless to their friends, and most especially their families for this loss.
ps. i have so much more to say about this, but i will leave it til later
One of our airplanes were involved in a fatal crash/accident killing all 3 occupants on board when they were returning back to Buttonville from Kingston.
The news article and video footage of the wreckage can be found here
When I say one of our airplanes, its one of the Bonanzas that I've always loved to fly, and have flown many times.
And when I say occupants, it's 3 good friends of mine, 2 of which I have flown with on the exact same flight two days prior (on Tuesday).
I'm not an accident expert so my opinions aren't much for anything, but looking at the footage of the devastating wreckage, it seemed that the impact was quite hard.
Only time will tell if time can tell what happened here, I sure hope it does, so we can learn from it...and perhaps save another family from getting that phone call or doorbell.
RIP to the comrades that were killed and God Bless to their friends, and most especially their families for this loss.
ps. i have so much more to say about this, but i will leave it til later
Monday, October 18, 2010
Saturday, September 5, 2009
One year anniversary
SEE POST ON ENGINE FAILURE A YEAR AGO
One year anniversary since our airplane C-GSCZ a Beechcraft Bonanza (BE36) has had an engine failure and landed on a new york highway while enroute to Burlington, VT.
I personally have done this flight and I must say, there were a lot of trees, and lakes around...not a lot of good fields. Still amazed by their performance that day..
I've also flown the exact same airplane C-GSCZ today enroute to Montreal and well, supersitious or not, ever since that incident, I've paid more close attention to engine and all of its components.
In march actually, another similar type of engine failure occured on another one of our airplanes but was safely and fortunately high enough to land at Billy Bishop Airport near Owen Sound.
This goes to show, your training goes a long way!!
One year anniversary since our airplane C-GSCZ a Beechcraft Bonanza (BE36) has had an engine failure and landed on a new york highway while enroute to Burlington, VT.
I personally have done this flight and I must say, there were a lot of trees, and lakes around...not a lot of good fields. Still amazed by their performance that day..
I've also flown the exact same airplane C-GSCZ today enroute to Montreal and well, supersitious or not, ever since that incident, I've paid more close attention to engine and all of its components.
In march actually, another similar type of engine failure occured on another one of our airplanes but was safely and fortunately high enough to land at Billy Bishop Airport near Owen Sound.
This goes to show, your training goes a long way!!
Tuesday, July 21, 2009
Checked out and licence in
So today I finally finished my Bonanza Checkout and so I'm good to go for circuits and then cross countries. The adrenaline that goes with flying with an engine that you don't fully trust due to the engine failures in the past is amazing. It's good in a way that, now I am more watchful and careful with engine management than before...and keep me on my toes with those forced approach practices.
In a way, the past engine failures has helped SOME people become better pilots.
Anyways yesterday I finally received the long awaited blue "aviation document" from Transport Canada after waiting for almost two months when I first submitted it. I like it because the medical and licence/ratings are all in one package. Plus it's harder to lose it because the blue just stands out very easily.
I also have fallen into the temptation of getting a BlackBerry. But it was a good move on my part because my old phone is like a C150 while this BlackBerry is like a PC-12....relative comparison of course...I've got nothing against 150s ..but absolutely loves PC-12s!
In a way, the past engine failures has helped SOME people become better pilots.
Anyways yesterday I finally received the long awaited blue "aviation document" from Transport Canada after waiting for almost two months when I first submitted it. I like it because the medical and licence/ratings are all in one package. Plus it's harder to lose it because the blue just stands out very easily.
I also have fallen into the temptation of getting a BlackBerry. But it was a good move on my part because my old phone is like a C150 while this BlackBerry is like a PC-12....relative comparison of course...I've got nothing against 150s ..but absolutely loves PC-12s!
Thursday, July 16, 2009
AABI conference
AABI stands for Aviation Accreditation Board International
They have a conference from July 14 -17, 2009 here in Toronto/Markham and Seneca College is helping to host it.
I haven't really read much about them but I know that they have this conference twice a year and there are representatives around the world.
Part of their agenda today was a visit at Seneca College's campus at Buttonville Airport. I helped with the tour of the hangars and simulators around and I got to meet some people. They probably won't remember me but it's a good thing to volunteer for these kinds of things...networking is key!
The very few people in my group that I toured around came from Boston, Missouri, Seoul Korea, umm someone from FRASCA...and so on. Most of them are representatives of other aviation colleges/universities around the world.
I didn't get to take any pictures but it was a good experience overall. A lot of them were amazed at how many hours we get for our four year degree program for the tuition we pay...and that our airplanes are highly maintained, and our simulators are state of the art and available for use 24/7.
I was actually looking through the website of an aviation university in the states and they offer a Masters degree there in which I am currently interested in pursuing after (but maybe not right after) Seneca. However I am also thinking something along the lines of studying Meteorology further, because the weather is just an exciting thing to study.
They have a conference from July 14 -17, 2009 here in Toronto/Markham and Seneca College is helping to host it.
I haven't really read much about them but I know that they have this conference twice a year and there are representatives around the world.
Part of their agenda today was a visit at Seneca College's campus at Buttonville Airport. I helped with the tour of the hangars and simulators around and I got to meet some people. They probably won't remember me but it's a good thing to volunteer for these kinds of things...networking is key!
The very few people in my group that I toured around came from Boston, Missouri, Seoul Korea, umm someone from FRASCA...and so on. Most of them are representatives of other aviation colleges/universities around the world.
I didn't get to take any pictures but it was a good experience overall. A lot of them were amazed at how many hours we get for our four year degree program for the tuition we pay...and that our airplanes are highly maintained, and our simulators are state of the art and available for use 24/7.
I was actually looking through the website of an aviation university in the states and they offer a Masters degree there in which I am currently interested in pursuing after (but maybe not right after) Seneca. However I am also thinking something along the lines of studying Meteorology further, because the weather is just an exciting thing to study.
Just this past weekend, the weather forecast was thunderstorms the whole morning. However, the thunderstorm (which was a good one) passed and was gone in about an hour or so..and after that it was blue skies (with some clouds of course). Which actually allowed our trip to Wasaga Beach near Collingwood with my family to continue and actually enjoy the sun...and just as we were leaving the cold front was approaching and more thunderstorm headed our way.
One thing I learned..weather can either:
One thing I learned..weather can either:get better
get worse
or stay the same--but not for long.
get worse
or stay the same--but not for long.
Thursday, July 2, 2009
Eventful June
It's been a good month since the last post so there's bound to be something to write about and its about to start now.
The month of June was filled with events and flying for the most part. I have gone to a conference, camping, and an "art and film festival" by my youth group that donated all profits to a charity. It was pretty good, I wish I had printed and brought some of my photos to just showcase like everyone else.
I have also been flying quite a lot for the past few weeks. I was at the airport everyday and each day lasting almost as least 8-12 hours each for the past couple of weeks. It was good because I had finished all my flights and instrument simulator lessons before the Bonanza checkout. Had cross countries to Goderich, almost North Bay, and St. Catharines...some parts of it were uneventful but i'd rather call it relaxing but there were few times where it build some experience and taught me some lessons that for sure I'd carry on with me.
This past Monday was my first flight in the Beechcraft Bonanza airplanes that we have. We currently have 3 out of the 5 on line and it's being fairly shuffled between 2nd, 3rd and some 4th years. One that's in maintenance already has a new engine strapped on and should come online very soon. And they are currently working on another engine to be put in the second one in maintenance.
The Bonanza is quite a beast compare to a C172. It flies faster, I thought it was easier to control because it was a little bit more heavy. It has a constant speed prop and a retractable landing gear and so it is a little bit more complex than the Cessna.
First flight was almost like re-learning how to fly all over again; attitudes and movements, climbs and descents, turns and steep turns. We spent the last 30 minutes in the circuit...trying to get accustomed to new circuit configurations and speeds and how the landing is a little bit different.
I actually liked the landings I made on the first flight because again the controls felt heavier and so when its time to flare..its a good pull of the controls and there's less chance of ballooning because I can feel how much pull I need more than the Cessna.
My next flight should be tomorrow since all of Ontario has been under a Quasistationary Low the whole week which created pop-up and isolated to scattered thunderstorm cells...sometimes low ceilings as well.
The flight is all about the airwork and getting used to flying a constant speed prop plane with a landing gear...during the airwork. After that a couple of more checkout flights to go before I can be fully checked out on the airplane and start flying mutual circuits and then on to the cross countries.
The month of June was filled with events and flying for the most part. I have gone to a conference, camping, and an "art and film festival" by my youth group that donated all profits to a charity. It was pretty good, I wish I had printed and brought some of my photos to just showcase like everyone else.
I have also been flying quite a lot for the past few weeks. I was at the airport everyday and each day lasting almost as least 8-12 hours each for the past couple of weeks. It was good because I had finished all my flights and instrument simulator lessons before the Bonanza checkout. Had cross countries to Goderich, almost North Bay, and St. Catharines...some parts of it were uneventful but i'd rather call it relaxing but there were few times where it build some experience and taught me some lessons that for sure I'd carry on with me.
This past Monday was my first flight in the Beechcraft Bonanza airplanes that we have. We currently have 3 out of the 5 on line and it's being fairly shuffled between 2nd, 3rd and some 4th years. One that's in maintenance already has a new engine strapped on and should come online very soon. And they are currently working on another engine to be put in the second one in maintenance.
The Bonanza is quite a beast compare to a C172. It flies faster, I thought it was easier to control because it was a little bit more heavy. It has a constant speed prop and a retractable landing gear and so it is a little bit more complex than the Cessna.
First flight was almost like re-learning how to fly all over again; attitudes and movements, climbs and descents, turns and steep turns. We spent the last 30 minutes in the circuit...trying to get accustomed to new circuit configurations and speeds and how the landing is a little bit different.
I actually liked the landings I made on the first flight because again the controls felt heavier and so when its time to flare..its a good pull of the controls and there's less chance of ballooning because I can feel how much pull I need more than the Cessna.
My next flight should be tomorrow since all of Ontario has been under a Quasistationary Low the whole week which created pop-up and isolated to scattered thunderstorm cells...sometimes low ceilings as well.
The flight is all about the airwork and getting used to flying a constant speed prop plane with a landing gear...during the airwork. After that a couple of more checkout flights to go before I can be fully checked out on the airplane and start flying mutual circuits and then on to the cross countries.
Sunday, May 31, 2009
Shotgun
However I am now a private pilot. I can carry passengers which means take some of my friends up. And it means that I can ride shotgun or in mutual flights for school.
Yesterday, I did just that. Riding shotgun with one of my classmates that finished their PPL early and is now close to Commercial Flight Test.
It is quite a different feeling, view, perspective sitting in the right seat when all this time I've been left seat. I sure did not fly the airplane, I was there only to "fly" really, helping out with radios, lookouts and keeping with the lesson plan.
However, yesterdays flight had to be cut short due to TCU's and CB's building up pretty fast at Buttonville and so we had to return earlier than expected. On the way back, monitoring TOWER first, it didn't seem busy at all. And so after calling at the reporting point, we were cleared direct the threshold. It made me think that tower is trying to get us in first before the other guy who called in from the east...we were coming from the north. And so he kept the speed up, direct numbers doing 120kts in C172. Until about 1/2 mile final where we dropped flaps, and started to slow down quickly. It felt like we were going reverse doing 65 after coming in at 120 kts. Runway was wet and winds were picking up and so we had to make sure that we had no drift and properly and assertively compensated for the crosswind.
Touchdown was a miniscule bounce to maybe just a foot and then consequently making a nice full stop landing.
We even got to practice giving PIREPs to other company airplane who were in the practice area or thinking of flying still.
Unrelated: I'm also in a struggle but like to call it process of making my own electronic logbook using VBAs and Excels...
Wednesday, May 6, 2009
Finally done exams!
YES! It is true, the good news must be preached, I am finished second year exams. And now I'm left with the sad truth that I still don't have a coop position and the time is rapidly running out!
If I don't get a job and fail to go on my knees and beg to be on the flightline, I may have to stay an extra summer and not graduate with the rest of my class! Now that is sad...however I'm done exams and all I can think of is enjoying every minute of it!
Books to read, parties to go to, and all other shenanigans are all lined up for me...
Speaking of lines, yesterday weirdly enough while studying for Meteorology Exam, I happen to randomly look up in the sky outside my bedroom window and see contrails. There were two at the moment, one seemingly chasing the other.
I learned that contrails are one of the many things that could help you understand how the weather is like aloft, even though it seems clear blue skies, it could help you understand on the ground how the weather will unfold in the next few days or so.
Contrails of the same route, meaning they are parallel to each other can give a good indication of winds aloft. If they break off easily, it means there are some pretty strong winds aloft...if they slowly shift to one side, it could be fairly light (light for that altitude) winds. And the way they move can give you an indication of where it's coming from or if there's some change in wind direction/speed along that route.
Another is when the contrails are long and seem to stay for a long time, that means that it's fairly moist in that atmosphere even though there are no clouds to be seen around. It could tell you that weather should be coming in soon or in a few days.
If the contrails are short and seem to stay just behind the aircraft, it could mean that it's fairly dry and probably very cold in that altitude of the atmosphere.
I think there may be more things that contrails can tell a pilot about weather coming up but I can't think of it or haven't learned it at the moment.
If I don't get a job and fail to go on my knees and beg to be on the flightline, I may have to stay an extra summer and not graduate with the rest of my class! Now that is sad...however I'm done exams and all I can think of is enjoying every minute of it!
Books to read, parties to go to, and all other shenanigans are all lined up for me...
Speaking of lines, yesterday weirdly enough while studying for Meteorology Exam, I happen to randomly look up in the sky outside my bedroom window and see contrails. There were two at the moment, one seemingly chasing the other.
A few minutes later I happen to look up again (we always look up don't we?) and see four contrails even though the first two were almost unnoticeable, it was still pretty cool as they were all parallel lines which were probably from the same airway/air route.
I learned that contrails are one of the many things that could help you understand how the weather is like aloft, even though it seems clear blue skies, it could help you understand on the ground how the weather will unfold in the next few days or so.
Contrails of the same route, meaning they are parallel to each other can give a good indication of winds aloft. If they break off easily, it means there are some pretty strong winds aloft...if they slowly shift to one side, it could be fairly light (light for that altitude) winds. And the way they move can give you an indication of where it's coming from or if there's some change in wind direction/speed along that route.
Another is when the contrails are long and seem to stay for a long time, that means that it's fairly moist in that atmosphere even though there are no clouds to be seen around. It could tell you that weather should be coming in soon or in a few days.
If the contrails are short and seem to stay just behind the aircraft, it could mean that it's fairly dry and probably very cold in that altitude of the atmosphere.
I think there may be more things that contrails can tell a pilot about weather coming up but I can't think of it or haven't learned it at the moment.
Friday, April 24, 2009
CAT I Medical
So my Catergory 1 medical expires by the end of April and so today I have scheduled an appointment with the Aviation Medical Examiner that our school recommends.
It is only my third time of getting my medical, second time getting it renewed, but the excitement along with the fear is always there. It's like going to a doctor and he's about to tell you if your days are numbered, in this case if your flying days are numbered.
The reason why our school makes us go get a CAT I medical all the time, even though Private Pilots can fly with only CAT 3, is ...I think...because we are considered a Commercial Operator. I believe it's part of the deal that Transport Canada had made with the school to make it an Integrated ATPL program. With that said, there are approximately 30 people in each class year for this program, but for my year and the year below (for now) we total 140. So a brief arithmetic estimation, if everyone in my program went to this AME every year, he would be earning $20k a year just from the students in our program. I could imagine that a lot more people go to him for a Medical and other issues.
Anyway, the students and some staff at school have kinda made a small joke about all of this and how this AME would give a medical as long as you have $100.
"He takes his stethoscope to listen to your lungs only to hear $100, $100..."
"Checks your blood pressure, and of course it's going to be $100 mmHg"
or the classic "Shouldn't take long, I have my $100 ready..."
Anyways, I'm sure he does a great job and it's all fun joking around about it..
However, the joking around stops when that day comes where $100 still can't give you a valid Medical...I hope that's infinitely far away from now for me.
In other news, one of our Bonanzas are coming back on line. Should be fun to see people fight for it.
It is only my third time of getting my medical, second time getting it renewed, but the excitement along with the fear is always there. It's like going to a doctor and he's about to tell you if your days are numbered, in this case if your flying days are numbered.
The reason why our school makes us go get a CAT I medical all the time, even though Private Pilots can fly with only CAT 3, is ...I think...because we are considered a Commercial Operator. I believe it's part of the deal that Transport Canada had made with the school to make it an Integrated ATPL program. With that said, there are approximately 30 people in each class year for this program, but for my year and the year below (for now) we total 140. So a brief arithmetic estimation, if everyone in my program went to this AME every year, he would be earning $20k a year just from the students in our program. I could imagine that a lot more people go to him for a Medical and other issues.
Anyway, the students and some staff at school have kinda made a small joke about all of this and how this AME would give a medical as long as you have $100.
"He takes his stethoscope to listen to your lungs only to hear $100, $100..."
"Checks your blood pressure, and of course it's going to be $100 mmHg"
or the classic "Shouldn't take long, I have my $100 ready..."
Anyways, I'm sure he does a great job and it's all fun joking around about it..
However, the joking around stops when that day comes where $100 still can't give you a valid Medical...I hope that's infinitely far away from now for me.
In other news, one of our Bonanzas are coming back on line. Should be fun to see people fight for it.
Wednesday, April 8, 2009
Avionics class
Today was another reminder why I don't like school that much. Talk about punishment or imprisonment, I (along with 40 others) had to endure 4.5 long, repetitive, monotonous hours of presentations about various navigational aids/systems.
I was one of the four more basic navigation systems that presented last week. They were:
ADF - automatic direction finding
VOR - VHF omnidirectional range
ILS - Instrument Landing System
EGPWS - Enhanced Ground Proximity Warning System
MLS - Microwave Landing System
and today:
TCAS - Traffic alert and collision avoidance system
RNAV - Area Navigation
ADS-B - Automatic Dependent Surveillance Broadcast
LORAN-C - LOng RAnge Navigation
it was actually quite a list of topics that we had covered in that class. Unfortunately, the sad undying fact still remains that we have to get examined on these system for Final Exam which is coming in about two weeks time.
I can't wait!
As for the weather, it looks promising at least for the next 7 days starting tomorrow.
With the news about SCV,
It was actually replaced with an engine that was suppose to go on another Bonanza in Maintenance so that they could fly it back here. Both the failed engines are currently being investigated by TSB and I believe, Continental - the maker of the engine.
I was one of the four more basic navigation systems that presented last week. They were:
ADF - automatic direction finding
VOR - VHF omnidirectional range
ILS - Instrument Landing System
EGPWS - Enhanced Ground Proximity Warning System
MLS - Microwave Landing System
and today:
TCAS - Traffic alert and collision avoidance system
RNAV - Area Navigation
ADS-B - Automatic Dependent Surveillance Broadcast
LORAN-C - LOng RAnge Navigation
it was actually quite a list of topics that we had covered in that class. Unfortunately, the sad undying fact still remains that we have to get examined on these system for Final Exam which is coming in about two weeks time.
I can't wait!
As for the weather, it looks promising at least for the next 7 days starting tomorrow.
With the news about SCV,
It was actually replaced with an engine that was suppose to go on another Bonanza in Maintenance so that they could fly it back here. Both the failed engines are currently being investigated by TSB and I believe, Continental - the maker of the engine.
Thursday, April 2, 2009
4 weeks, interviews and forced landing
So starting from today there are approximately four (4) weeks left of school before my second year in this program is over. There are still quite a number of assignments to do and it's going to be quite a nasty April for me and the other 50 some people in my class.
However, there are quite a few things to look forward to however. One is the Pratt & Whitney field trip that our class is having which are based in Missisauga, ON. They were actually quite hesitant about giving us this tour for our class but if you know my professor, you'll know that he is one of those people that it's just so hard to say no to. Did I mention that he is really really smart? Yep he is, I don't know exactly what he has his Doctorate Degree on but I'm sure it's quite a tough one.
So in our four-year degree program, it is required for us to take one of the 3 summers as a co-op work term for 14 consecutive weeks. A lot of people from previous years have gone to airlines and just worked ramp, some people have gone to the depths of Northwestern Canada and worked in small charter/cargo companies. I had two interviews so far out of the many applications I have sent...both jobs declined. One was for a charter company based in Yellowknife, NT. The other is my very own dispatcher position for the summer, which I was very surprised when I found out I didn't get it, because I thought it actually went well. However, none of that is about to phase me, I know that I just have to keep trying and in this industry, it's not uncommon to get turned down by a lot of companies.
If any readers (if there are any, I doubt it...) work for any company willing to "hook" me up with a job, or even an interview, it would be awesome. I have until the end of the semester to get a job or else...I don't even want to think about it...(maybe it won't be that bad)
What was bad and good though, depending on what way you look at it, is the recent engine failure in one of our Be-36 (or F33A) Bonanzas. It actually happened to two of my classmates while they were on a cross country flight, they were near Billy Bishop Airport near Owen Sound, and fortunately the weather was good enough that they were able to go to 9500' for their cruise. However high they were, or close to the airport they were, an engine failure is one of the serious emergencies without a doubt, and so I give them kudos for the great job they did. Here is the local news article about it. I have talked to them, congratulated them and asked them questions, however since it was the second engine failure in our Bonanza in 7 months (this was the first) I'm not really in any position or allowed to say anything to anyone because it's still under investigation. All I've said can be found by anyone who searches for it so it's nothing special, just letting it be known.
And with that, I shall get back to those assignments calling for my attention.
However, there are quite a few things to look forward to however. One is the Pratt & Whitney field trip that our class is having which are based in Missisauga, ON. They were actually quite hesitant about giving us this tour for our class but if you know my professor, you'll know that he is one of those people that it's just so hard to say no to. Did I mention that he is really really smart? Yep he is, I don't know exactly what he has his Doctorate Degree on but I'm sure it's quite a tough one.
So in our four-year degree program, it is required for us to take one of the 3 summers as a co-op work term for 14 consecutive weeks. A lot of people from previous years have gone to airlines and just worked ramp, some people have gone to the depths of Northwestern Canada and worked in small charter/cargo companies. I had two interviews so far out of the many applications I have sent...both jobs declined. One was for a charter company based in Yellowknife, NT. The other is my very own dispatcher position for the summer, which I was very surprised when I found out I didn't get it, because I thought it actually went well. However, none of that is about to phase me, I know that I just have to keep trying and in this industry, it's not uncommon to get turned down by a lot of companies.
If any readers (if there are any, I doubt it...) work for any company willing to "hook" me up with a job, or even an interview, it would be awesome. I have until the end of the semester to get a job or else...I don't even want to think about it...(maybe it won't be that bad)
What was bad and good though, depending on what way you look at it, is the recent engine failure in one of our Be-36 (or F33A) Bonanzas. It actually happened to two of my classmates while they were on a cross country flight, they were near Billy Bishop Airport near Owen Sound, and fortunately the weather was good enough that they were able to go to 9500' for their cruise. However high they were, or close to the airport they were, an engine failure is one of the serious emergencies without a doubt, and so I give them kudos for the great job they did. Here is the local news article about it. I have talked to them, congratulated them and asked them questions, however since it was the second engine failure in our Bonanza in 7 months (this was the first) I'm not really in any position or allowed to say anything to anyone because it's still under investigation. All I've said can be found by anyone who searches for it so it's nothing special, just letting it be known.
And with that, I shall get back to those assignments calling for my attention.
Sunday, December 21, 2008
upDATE
Nov. 19 2008 - Flight Test
- failed
- lots of lesson learned
- even more motivated to be a better pilot, and to come back swinging
- last time I've flown
- not gonna fly anytime soon until after January 18th 2009
Starting January 2009 - NEW C.F.I.
- Thank you Mr. ********** for all the hard work you put into the program
- Welcome Mrs. ********** I look forward to working with you, hopefully not for any progress review boards or flights...I dont mind a flight test with you though :D
- New year = new semester = new schedule = new classes!
December 12 2008 - GOT A JOB! @ a restaurant =<
- it's good way to make money during the break, and a little bit of cash during school
- it's a tough hard job, not like you sit in an office/or an airplane, and do your work, there's lots of carrying heavy things and walking around the restaurant.
- Working both Christmas and New years Eve =<<<<<
CHRISTMAS 2008 - FUN FUN FUN
- It's gonna be fun
- Spent a lot on presents but that's okay, it's only once a year.
January 16-18 2009 - PART 2 "SURVIVAL IN THE BUSH"
- back to Bancroft, in the middle of winter this time!
- going to sleep in the bush for the saturday night, with only 3 small pieces of beef jerky.
- have to boil our own drinking water, using our own fire, and sleep in our own shelters.
- gonna suck but I CAN'T WAIT!
I will try to update more from now on, and not just my training but anything aviation related or just cool news.
- failed
- lots of lesson learned
- even more motivated to be a better pilot, and to come back swinging
- last time I've flown
- not gonna fly anytime soon until after January 18th 2009
Starting January 2009 - NEW C.F.I.
- Thank you Mr. ********** for all the hard work you put into the program
- Welcome Mrs. ********** I look forward to working with you, hopefully not for any progress review boards or flights...I dont mind a flight test with you though :D
- New year = new semester = new schedule = new classes!
December 12 2008 - GOT A JOB! @ a restaurant =<
- it's good way to make money during the break, and a little bit of cash during school
- it's a tough hard job, not like you sit in an office/or an airplane, and do your work, there's lots of carrying heavy things and walking around the restaurant.
- Working both Christmas and New years Eve =<<<<<
CHRISTMAS 2008 - FUN FUN FUN
- It's gonna be fun
- Spent a lot on presents but that's okay, it's only once a year.
January 16-18 2009 - PART 2 "SURVIVAL IN THE BUSH"
- back to Bancroft, in the middle of winter this time!
- going to sleep in the bush for the saturday night, with only 3 small pieces of beef jerky.
- have to boil our own drinking water, using our own fire, and sleep in our own shelters.
- gonna suck but I CAN'T WAIT!
I will try to update more from now on, and not just my training but anything aviation related or just cool news.
Thursday, September 4, 2008
My instructor landing on a HWY
This is taken from a post from liveatc.net
I must say I feel lucky to have Mr. Denning(leaning on the cop cruiser) as my instructor, can't wait until we fly again. Hopefully soon and get that first dual cross country done!
Well here it is enjoy!!
Globe and Mail (Toronto) -
"The plane (C-GSCZ) was gliding only 15 metres above two transport trucks before Mr. Denning brought the plane down safely on Interstate 87, close to the town of North Hudson, near Lake Placid."
http://www.theglobeandmail.com/servlet/story/RTGAM.20080904.wsenecaflight0904/BNStory/National/home
Photo: T.J. HOOKER THE POST-STAR
Firemen and state troopers were able to move the aircraft off one lane, allowing traffic to flow past the disabled plane.
"They just pushed it off to one side," Bessey said.
As they waited for NTSB officials, the pilot and passengers leaned against the side of the plane, Bessey said.
"They were chuckling, everybody was chuckling with them. His instruments told him he was 15 minutes from Burlington.
He said at least he got to see Vermont. We told him he wasn't in Vermont."
http://www.pressrepublican.com/homepage/local_story_248000048.html?keyword=topstory
Original Audio File: BTV-App-Sep-03-2008-2000-2030Z
Download is edited, removing great whopping gaps of dead air
I must say I feel lucky to have Mr. Denning(leaning on the cop cruiser) as my instructor, can't wait until we fly again. Hopefully soon and get that first dual cross country done!
Well here it is enjoy!!
Globe and Mail (Toronto) -
"The plane (C-GSCZ) was gliding only 15 metres above two transport trucks before Mr. Denning brought the plane down safely on Interstate 87, close to the town of North Hudson, near Lake Placid."
http://www.theglobeandmail.com/servlet/story/RTGAM.20080904.wsenecaflight0904/BNStory/National/home
Firemen and state troopers were able to move the aircraft off one lane, allowing traffic to flow past the disabled plane.
"They just pushed it off to one side," Bessey said.
As they waited for NTSB officials, the pilot and passengers leaned against the side of the plane, Bessey said.
"They were chuckling, everybody was chuckling with them. His instruments told him he was 15 minutes from Burlington.
He said at least he got to see Vermont. We told him he wasn't in Vermont."
http://www.pressrepublican.com/homepage/local_story_248000048.html?keyword=topstory
Original Audio File: BTV-App-Sep-03-2008-2000-2030Z
Download is edited, removing great whopping gaps of dead air
BTV-App-Sep-03-2008-2030Z_CGSCZ.mp3 (704.8 KB - downloaded 21 times.)
Wednesday, August 27, 2008
Phase 2 Check "A"
So we have classes again, but now flying is thrown in the mix, so it should be one hectic last 3 years of school. Our fall semester classes are:
Avionics and Instrument Fundamentals
Differential Equations
Material Science
Thermodynamics
Chemistry
An elective - which I chose was Food For Thought.
It's definitely less classes than before but the workload will probably be the same, if not more. And so the need for hoping to have a good year is definitely ..well still needed. There was also an orientation for 1st year students today. From what I've heard there's 106 new students! That's a lot. Well, they better stay motivated if they want to make it to the airport.
Tomorrow is my phase check for phase two before I can begin solo airwork flights in phase 2.
This flight is basically a review of all the airwork that was introduced and practiced in Phase 1, to see if I can do them safely by myself.
So the basic airwork stuff covered tomorrow are:
Steep Turns - two 360 degree turns made at 45 degree angle of bank maintaing altitude
Slow Flight - manoeuvre in the slow flight speed range, 5kts above stall speed.
Stalls - perform proper entry and recovery of power off and power on stalls
Spins- perform proper entry and recovery of a spin both ways, using ofcourse the proper procedures
Spiral Dives - properly recover a spiral dive, without exceeding the manufacturer's recommended speeds.
Precautionary approach - perform a precautionary approach (probably on a field) according to the situation given by instructor
Short Field Takeoff & Landing - practice short field takeoffs and landings
So it is quite a lot to cover in 1.4hrs flight time. Hopefully I don't mess anything up considering I haven't done them in so long. And if all goes well, (crossfingers, or just praying that it does, or both), I would be able to do 3 solo airwork flights after that.
WOOTS!
Avionics and Instrument Fundamentals
Differential Equations
Material Science
Thermodynamics
Chemistry
An elective - which I chose was Food For Thought.
It's definitely less classes than before but the workload will probably be the same, if not more. And so the need for hoping to have a good year is definitely ..well still needed. There was also an orientation for 1st year students today. From what I've heard there's 106 new students! That's a lot. Well, they better stay motivated if they want to make it to the airport.
Tomorrow is my phase check for phase two before I can begin solo airwork flights in phase 2.
This flight is basically a review of all the airwork that was introduced and practiced in Phase 1, to see if I can do them safely by myself.
So the basic airwork stuff covered tomorrow are:
Steep Turns - two 360 degree turns made at 45 degree angle of bank maintaing altitude
Slow Flight - manoeuvre in the slow flight speed range, 5kts above stall speed.
Stalls - perform proper entry and recovery of power off and power on stalls
Spins- perform proper entry and recovery of a spin both ways, using ofcourse the proper procedures
Spiral Dives - properly recover a spiral dive, without exceeding the manufacturer's recommended speeds.
Precautionary approach - perform a precautionary approach (probably on a field) according to the situation given by instructor
Short Field Takeoff & Landing - practice short field takeoffs and landings
So it is quite a lot to cover in 1.4hrs flight time. Hopefully I don't mess anything up considering I haven't done them in so long. And if all goes well, (crossfingers, or just praying that it does, or both), I would be able to do 3 solo airwork flights after that.
WOOTS!
Wednesday, August 13, 2008
First Solo
It took a long time but I made it. I've finally gone for my first solo. Now all those incomplete (cause of weather) and unsat flight of I.14 (pre-solo) don't even matter.
So of course I gotta tell the stories in those 8 little minutes I was alone in the air.
With a slight crosswind from the right took off from Buttonville Runway 33, following C-FRFI a Cessna 150. Now I had my eye on him because he was the traffic to follow. I somewhat caught up to him so I had to extend a bit before turning crosswind. As I was about to turn crosswind, I see raindrops on the windshield, I was like oh yEAH! but it didn't matter. On downwind, I did all my checks and did the before landing briefing as I would with an instructor. I heard over the radio about Media 1 coming in for RWY 03, but tower didn't tell me anything so I was good.
Abeam the threshold of RWY 33, I slowly decreased power for base, and trimmed it. Then as I was about to turn base, tower told me to extend downwind for another 10 seconds for spacing, I guess for Media 1 landing RWY 03. So as I turned back to downwind, I had to pull up a little bit. And as I did, my airspeed dropped just below 60 and I heard the stall horn, I got scared for that tiny second but quickly added power up to 2000 RPM. Counting in my head I turned base after 10 seconds. Told tower I was on base and I was number 1.
Final approach was the best I've had. The piano keys or the numbers of the threshold didn't move from the windscreen and my airspeed steady at 65. Tower cleared me for a touch and go and I said, uhh FULL STOP for Sierra Charlie Romeo.
On the round out, slowly reducing power, looking beyond the end of the runway, started my flare and ...that's right no BOOM! on landing. My landing was so smooth, I just smiled after touchdown. Almost to get on the brakes..exited Bravo1 and taxiied back.
I must say this was my best landing so far.
Then after I shutdown and got a bunch of my "colleagues" congratulating me. It was awesome, they then soaked me in water.
After my soaking, mandatory picture with airplane
So of course I gotta tell the stories in those 8 little minutes I was alone in the air.
With a slight crosswind from the right took off from Buttonville Runway 33, following C-FRFI a Cessna 150. Now I had my eye on him because he was the traffic to follow. I somewhat caught up to him so I had to extend a bit before turning crosswind. As I was about to turn crosswind, I see raindrops on the windshield, I was like oh yEAH! but it didn't matter. On downwind, I did all my checks and did the before landing briefing as I would with an instructor. I heard over the radio about Media 1 coming in for RWY 03, but tower didn't tell me anything so I was good.
Abeam the threshold of RWY 33, I slowly decreased power for base, and trimmed it. Then as I was about to turn base, tower told me to extend downwind for another 10 seconds for spacing, I guess for Media 1 landing RWY 03. So as I turned back to downwind, I had to pull up a little bit. And as I did, my airspeed dropped just below 60 and I heard the stall horn, I got scared for that tiny second but quickly added power up to 2000 RPM. Counting in my head I turned base after 10 seconds. Told tower I was on base and I was number 1.
Final approach was the best I've had. The piano keys or the numbers of the threshold didn't move from the windscreen and my airspeed steady at 65. Tower cleared me for a touch and go and I said, uhh FULL STOP for Sierra Charlie Romeo.
On the round out, slowly reducing power, looking beyond the end of the runway, started my flare and ...that's right no BOOM! on landing. My landing was so smooth, I just smiled after touchdown. Almost to get on the brakes..exited Bravo1 and taxiied back.
I must say this was my best landing so far.
Then after I shutdown and got a bunch of my "colleagues" congratulating me. It was awesome, they then soaked me in water.
After my soaking, mandatory picture with airplaneTuesday, July 22, 2008
Almost there...
So my internet has been down for a few days and I felt so helpless because nowadays it's so vital in most of the things we do. But now I have it back and all is well again.
Today was my second last lesson that I have to do before going for my first solo (which is the lesson before the solo and then the instructor steps out and all of that). The other is the emergency procedures lesson in the simulator. That shouldn't be a problem because I've got most of the main emergencies down.
The only thing holding me off, are the hold offs (round outs) and flares... mostly the stronger crosswind types.
My approach is getting better: crabbing to eliminate drift and getting set up early (just the minor adjustments there) and then sideslipping when short final.
Sideslip is when rudder is used to align the nose to flight path which should be the centreline for landings and ailerons into the wind to eliminate the drift. All of these are pretty straight forward and again just minor adjustments and improvements needed for those.
As soon as I start to level out for the round out - looking for the cruise attitude and at the end of the runway - my nose starts to go all over the place, mostly go left when I had left rudder input in the sideslip. So then I guess I'd have to put in more right rudder. I don't know why I didn't think of this before but I guess it's because I've slowed down and I'd have to put less rudder input?
Anyways, the other thing is I would either flare too early/too high or too late/too low. So then I would sometimes balloon (so i add a bit of power) but still land hard, or I land flat.
These things I need to work on a little bit more and I'm not pressured by other people solo-ing before me because I'd rather feel comfortable to do these things all by myself before solo-ing than just getting it over with.
In other news, about 7 people from my class have already gotten their PPL, and 6+ more are waiting to get flight tested. Contrast this to a few people who are still in the simulator phase of the training. That seems like a big spread but it's actually better than some years in the past.
My friend was showing me his logbook and I saw that his first two flights were almost back to back and all of the sudden, his third flight was 3 months later. That's pretty long for in between flights. The reason was they grouped his class into 2 groups and they wanted everyone from the first group to solo first before they started the second group, which is pretty weird but I guess now they've improved it quite a bit.
Also, the first airplane (and the 2nd and 3rd) C-GSEQ just finished getting it's new engine. Now I'm not sure why they had to put a new engine on the airplane but I shall find out soon. It took them about three weeks and today it had its first run-up. So that's pretty exciting.
Today was my second last lesson that I have to do before going for my first solo (which is the lesson before the solo and then the instructor steps out and all of that). The other is the emergency procedures lesson in the simulator. That shouldn't be a problem because I've got most of the main emergencies down.
The only thing holding me off, are the hold offs (round outs) and flares... mostly the stronger crosswind types.
My approach is getting better: crabbing to eliminate drift and getting set up early (just the minor adjustments there) and then sideslipping when short final.
Sideslip is when rudder is used to align the nose to flight path which should be the centreline for landings and ailerons into the wind to eliminate the drift. All of these are pretty straight forward and again just minor adjustments and improvements needed for those.
As soon as I start to level out for the round out - looking for the cruise attitude and at the end of the runway - my nose starts to go all over the place, mostly go left when I had left rudder input in the sideslip. So then I guess I'd have to put in more right rudder. I don't know why I didn't think of this before but I guess it's because I've slowed down and I'd have to put less rudder input?
Anyways, the other thing is I would either flare too early/too high or too late/too low. So then I would sometimes balloon (so i add a bit of power) but still land hard, or I land flat.
These things I need to work on a little bit more and I'm not pressured by other people solo-ing before me because I'd rather feel comfortable to do these things all by myself before solo-ing than just getting it over with.
In other news, about 7 people from my class have already gotten their PPL, and 6+ more are waiting to get flight tested. Contrast this to a few people who are still in the simulator phase of the training. That seems like a big spread but it's actually better than some years in the past.
My friend was showing me his logbook and I saw that his first two flights were almost back to back and all of the sudden, his third flight was 3 months later. That's pretty long for in between flights. The reason was they grouped his class into 2 groups and they wanted everyone from the first group to solo first before they started the second group, which is pretty weird but I guess now they've improved it quite a bit.
Also, the first airplane (and the 2nd and 3rd) C-GSEQ just finished getting it's new engine. Now I'm not sure why they had to put a new engine on the airplane but I shall find out soon. It took them about three weeks and today it had its first run-up. So that's pretty exciting.
Tuesday, July 15, 2008
Take her for a spin...
"round and round she goes, where she lands nobody knows?"
well technically you should have recovered a spin at 2000' AGL, but for Seneca and a lot more others they make it 4000' AGL.
So today's flight was awesome, got to do spins and steep turns, was also going to do Spiral Dives but that would just push me to my limits.
I even had to have some straight and level flight in between spins so yeah.
Unfortunately, Seneca College doesn't allow photopgraphic devices in the airplane so I couldn't capture it, but here is a video that is similar, except that I wasn't in formation with anyone. http://www.youtube.com/watch?v=iX4lK-ud1fI
On another note:
Yesterday, a captain of a Boeing 747 that graduated from Seneca in 1980 randomly dropped by the hangar today just to visit and talk to students. He said he was lucky that he made it as far as he did and the key was to become a HUMBLE FIGHTER. Fight enough that you make it out alive and remain humble once you get out because we, pilots, never ever stop learning.
I think that was the greatest thing he said that day, anyways he also talked about the bad rep that Seneca pilots have because of past and/or present graduates.
I think it's more of the past graduates that come out thinking they know everything and that they're Multi-IFR rated with their CPLs. It's sad that I have to agree to that because I know SOME, not ALL, graduates come out with an attitude and unfortunately it has given the whole school and the whole program a bad reputation (for some at least)
I'd like to think that bad rep or not, what he said about being a humble fighter is key to being succesful in this industry, whatever school you are from.
Anyways just a few more lessons before my first solo. Still gotta cover: spiral dives, overshoots, runway changes, comm failures, engine failures in the cct. And I think I need more practice in normal circuits.
well technically you should have recovered a spin at 2000' AGL, but for Seneca and a lot more others they make it 4000' AGL.
So today's flight was awesome, got to do spins and steep turns, was also going to do Spiral Dives but that would just push me to my limits.
I even had to have some straight and level flight in between spins so yeah.
Unfortunately, Seneca College doesn't allow photopgraphic devices in the airplane so I couldn't capture it, but here is a video that is similar, except that I wasn't in formation with anyone. http://www.youtube.com/watch?v=iX4lK-ud1fI
On another note:
Yesterday, a captain of a Boeing 747 that graduated from Seneca in 1980 randomly dropped by the hangar today just to visit and talk to students. He said he was lucky that he made it as far as he did and the key was to become a HUMBLE FIGHTER. Fight enough that you make it out alive and remain humble once you get out because we, pilots, never ever stop learning.
I think that was the greatest thing he said that day, anyways he also talked about the bad rep that Seneca pilots have because of past and/or present graduates.
I think it's more of the past graduates that come out thinking they know everything and that they're Multi-IFR rated with their CPLs. It's sad that I have to agree to that because I know SOME, not ALL, graduates come out with an attitude and unfortunately it has given the whole school and the whole program a bad reputation (for some at least)
I'd like to think that bad rep or not, what he said about being a humble fighter is key to being succesful in this industry, whatever school you are from.
Anyways just a few more lessons before my first solo. Still gotta cover: spiral dives, overshoots, runway changes, comm failures, engine failures in the cct. And I think I need more practice in normal circuits.
Friday, June 13, 2008
First Flight Finally
YES!
I finally went up for my first flight ever in a small airplane. It was awesome. Believe me, I'm still kind of in shock up to now that I have been UP there. And to just sum up, it was a completely different experience. More bumpy than the sim, hahaha!
I handled the aircraft pretty much most of the time. From engine start, taxiing, take off, enroute to practice area. We then proceeded with straight and level flight, climbs, descents and turns. My flight instructor also demonstrated steep turns which made me feel really gooey inside, but it was all good. He also showed the visual landmarks going in and out and around buttonville which was good because you don't really see anything on the sim. Couldn't do the landing though because the crosswind was too much, but it was good.
Even though we were in the air for around an hour, it felt like it went by so quickly. And also, I wasn't as situationally aware, and often times getting behind the airplane maybe because it WAS my first flight and I was kinda still like "wow" inside my head.
But yes, I enjoyed it very much, can't wait to go up again.
I didn't get to take a picture of me with the airplane but i did manage to take a picture of the airplane I flew in right after.
I finally went up for my first flight ever in a small airplane. It was awesome. Believe me, I'm still kind of in shock up to now that I have been UP there. And to just sum up, it was a completely different experience. More bumpy than the sim, hahaha!
I handled the aircraft pretty much most of the time. From engine start, taxiing, take off, enroute to practice area. We then proceeded with straight and level flight, climbs, descents and turns. My flight instructor also demonstrated steep turns which made me feel really gooey inside, but it was all good. He also showed the visual landmarks going in and out and around buttonville which was good because you don't really see anything on the sim. Couldn't do the landing though because the crosswind was too much, but it was good.
Even though we were in the air for around an hour, it felt like it went by so quickly. And also, I wasn't as situationally aware, and often times getting behind the airplane maybe because it WAS my first flight and I was kinda still like "wow" inside my head.
But yes, I enjoyed it very much, can't wait to go up again.
I didn't get to take a picture of me with the airplane but i did manage to take a picture of the airplane I flew in right after.
C-GSEQ
Logged first flight 1.0 hrs.
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