Drilled & Grilled

Good day friend, colleagues, and family! What a beautiful late-winter day we have had today, here in Western New York. Of course, we have been very lucky so far this winter, with un-seasonal conditions being the norm (nothing wrong with that.) Today, my friend Patrick Collins and I once again took advantage of what Mother Nature had to offer. We took another "practice" Instrument Checkride flight, to prepare me once more for my impending flight test on March 11th. When we met up this AM at the Air Center, we planned to 1st to the RNAV approach into Leroy (5G0) for RWY 28, and then come back to Rochester (KROC) for the ILS approach into RWY 22. Of course, it would be as simple as that last sentence makes it seem. We'd throw in a few "hiccups" along the way to keep me sharp for the test.

Today's flight path: KROC>>>GEE>>>5G0>>>KROC

The RNAV approach into 5G0 initiates at none-other than our good friend GEE, the Geneseo VOR. From there, you fly a procedure turn over the VOR, then over the waypoints seen on the approach chart. In the case of today's approach, I opted to execute a teardrop entry into the procedure.

Leroy (5G0) RWY 28 RNAV Approach

1.) Fly to Geneseo VOR

2.) Overfly the VOR @ 2,500', outbound for 1 minute, turn inbound to 002 Degree course

3.) Follow 002 Degree course to BEYLA waypoint, stay @ 2,500'

4.) Once past BEYLA, descend to 2,200' and intercept the glideslope at CUSUS waypoint

5.) Follow final approach course of 284 Degrees, execute missed approach if no runway in sight at 1,180' and 1 Mile.

On the Leroy approach, I fought the winds hard. They were stiff today, causing a need for much correction. Patrick and I agreed that I needed to anticipate that before initiating the approach, and next time, I will! Still, the approach went well, and we executed a missed-approach for practice.

After our missed approach at 5G0, Patrick pulled a "fast-one" on me, similar to what the examiner might do on my checkride. He asked me, instead of returning to KROC for the ILS, to divert and fly to nearby Ledgedale Airport (7G0) for the RNAV approach there. Well, guess what? I wanted to, but could not because I did not have that approach plate on-hand, either on paper or digitally! Oops! This could be a costly error on the checkride, and an immediate fail. Good thing this was practice, as you can bet I won't be making that mistake again. 

After we cancelled our deviation to Ledgedale, we proceeded back to KROC as planned. The ILS for RWY 22 is a fun one, today we received vectors from ATC. They had us intercept the approach at MAPES OM.

KROC ILS RWY 22 Approach

1.) ATC issues vector to final approach course of 224 Degrees @ MAPES OM. Reach MAPES OM @ 2,500'

2.) Intercept glideslope @ MAPES OM, begin descent on final approach course

3.) Descend to 759' and if runway insight, and 1 Mi. visibility exists...

4.)...Land @ KROC

We landed successfully @ KROC, and both agreed that the flight went well! As we "de-briefed," Patrick and I agreed on both the need for wind corrections, and my having the current charts on hand. Something to look forward to for next time. This is why we make mistakes, to learn. 

I should also mention, yesterday, my mother (Mary Anne) was a huge help. She reviewed possible checkride oral-exam questions/scenarios with me (over coffee, of course!) Between my mum, and my buddy Patrick, this weekend has been a huge help towards my upcoming checkride. I want to thank them both, and all of the other great people in my life, for the support. Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

FAA Instrument Rating Checkride = 12 Days Away
2/28 Flight Time Logged = 1.2 Hrs
Total Flight Time = 193 Hrs
Total Flight Time to Commercial License = 57 Hrs

After-School Hangar Flying

Hello friends! I am pleased to report that my planned presentation at the Rochester Public Library, Sully Branch, went very well yesterday. My friend and colleague from the St. John Fisher Museum Studies program, Timothy Ryan, thought enough of me to invite me to present to the after-school program. It was a real honor. This was actually my second time presenting at the Sully Branch, as I had previously done a program on the "Red Tails" and Mr. Leland Pennington/"Lucy Gal," back in 2012. 

For this presentation, I focused on my personal path to becoming a pilot. I wanted to try and inspire the group, about a dozen young boys from pre-teen to teenage. The crowd was engaged, and asked many good questions! A few of them relayed to me that they had previously learned of the Tuskegee Airmen, and were well aware of their significance in history. This brightened my day. A few of the boys also told me of their family members who had served in the military, one young man's grandfather was a Marine in WWII. 

All of the boys who attended were rather impressed by the P-51 Mustang, which I spoke about in terms of the Tuskegee Airmen, and my own plans for my flight training. This just goes to show, there is no bond tighter than that of kids and airplanes! Overall, I would call the program a smashing success. The kids were happy and informed, and seemed to enjoy all I had to say. I want to thank my good friend Tim Ryan for inviting me to present, what an honor it was! Also, I'd like to thank my aviation buddies Steve Shanker and Andrew Ginsberg for attending, and taking photos of the event. Your attendance meant a lot to me. 

Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

You Can Fly a Jet Plane

G'day, my friends. In keeping with the theme of my blogging, I wanted to do a bit more reflection on how I got to where I am today, in my pilot journey. With my Instrument Rating Checkride forthcoming, on 3/11, it's important for me to look back at my past, and really appreciate the "little things" that inspired me to want to fly in the first place.

Enter one book, You Can Fly a Jet Plane, by Carolyn Bracken. Published in 1983, this cardboard-cutout book features not only an inspiring tale about your potential as an aviator, but also a yoke so that you may "fly along."

I have many a good memory about reading this book, as a child. It was often my bedtime story of choice (along with a few other aviation related texts, to be highlighted later on.) I remember holding that "yoke," as mom and I would read along as we "flew." I felt as if I was really flying, such a neat sensation for a kid.

It goes without saying that this book served an integral role in me choosing the path of an aviator. I often wonder how many others were inspired to do the same. Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

Practice, Practice, Practice

Hello once again, my friends! For this blog entry, to quote the great NBA'er Allen Iverson, "We're talkin' 'bout practice." That's right, perhaps the most over-stated bit of advice that is offered is that of "practice makes perfect." Yet, the saying rings true every time. I've always been fascinated by the "10,000 Hour Rule" of Malcolm Gladwell. Basically, the theory states that to be an expert in something, 10,000 hours experience is the point of expertise. (http://gladwell.com/outliers/the-10000-hour-rule/) In terms of flying, many pilots have 10,000 hours and up! In my case, around 200 hours, there is still room for that word...practice.

For the past 24 hours, the weather has been the object of my...affection(?) Keeping an eye on the forecast, I knew that the winds would be decent, and no precipitation was expected either. My main worry was the cloud cover. The forecast called for 3,500' Overcast, and that was pretty close to accurate for what actually happened today. As I mentioned yesterday, Patrick Collins and I planned to fly together (weather permitting), and that we did! We took N998RA.

When we arrived, the clouds were Overcast @ 2,800'. Needless to say, we had to do a bit of maneuvering to stay VFR (Visual Flight Rules.) However, we still had the weather minimums needed to shoot the instrument approaches I had planned for. First up, I elected to shoot the ILS approach for RWY 28, into KGVQ (Batavia.) As you've seen in previous posts of mine, I have practiced this very approach in the flight simulator a few times. I wanted to fly the approach to the minimums, and then go "missed." After that, I wanted to fly the missed-approach procedure, and I did! Here's how it was done...

1.) Depart KROC for POCZI intersection (beginning for ILS approach.)
2.) Direct entry onto final-approach course of 282 Degrees.
3.) Approach made to minimum altitude (1111') and visibility (1/2 mile.)
4.) Missed-approach procedure initiated, straight-climb to 1,500', then turning climb to 3,000' via heading 130 Degrees. Then, re-intercepted the final-approach course reciprocal on the localizer. THIS is tricky, and the "needle" on the localizer is now backwards (flying on the back course.) Left is right, right is left!
5.) Parallel-entry into the missed-approach holding pattern @ 3,000'

KGVQ ILS 28 Approach Plate

Phew! Wasn't that fun? After we completed a circuit on the missed-approach holding pattern, we dialed up KROC once again, and requested to proceed inbound to land, after flying the RNAV 25 approach. The clouds began to set-in, so we received vectors from KROC approach control. The RNAV 25 approach wasn't quite as "involved" as the ILS in Batavia, but it is still good practice nonetheless.

6.) Dialed-up KROC approach after going "missed" @ Batavia, began received "vectors" (or headings to fly) from controllers.

7.) Vectored onto the final-approach course (256 Degrees), and approved for approach by ATC.

8.) Flew the approach, cleared to land, and landed!

KROC RNAV 25 Approach Plate

After landing, Patrick and I proceeded to do some "mock" Instrument Checkride Oral Examination. Using my ASA app "Instrument Checkride," we ran through some "hot topics" in IFR. After we did, I felt pretty confident about where I stand. I know that I still have a few things to "tighten up" on, but I know I will. Overall, I feel ready for the checkride.

Once again, I want to thank my buddy Patrick for his help and mentoring! As always, my friends, "Keep 'Em Flying," and "Never, Never, Never Give Up."

2/21 Flight Time Logged = 1.3 Hrs

Total Flight Time = 191.8 Hrs

Total Flight Time to Commercial License = 58.2 Hrs

On The Agenda

Hey friends, colleagues, and supporters. Hope you are all doing well, and thriving in your own personal endeavours! As much as I post about following my dreams, my real goal is to inspire others to achieve theirs. I hope it is working.

I wanted to give a quick "Flight Plan," of sorts, to you all. Just a summary of what's coming up in my professional/warbird pilot journey. Here's the rundown for the next few weeks...

February 21: Planning to fly twice, once in AM with my buddy Patrick, and again in the PM with my friend Robert. Also, Patrick and I will do a "Mock" Instrument Checkride Ground-Portion (aka the "Oral" exam.) Weather is not looking very favorable, with clouds forecast to be "broken" @ 3,500'. This may be too low for us, but like a loyal guardsman, we keep a valiant watch on the weather until tomorrow.

2/21 Sunday morning forecast for KROC

February 27/28: Planning to get "checked-out" in the Air Center's Cessna C-182 (N922RA.) The C-182 is much like the C-172 that I already fly, only it has more a more powerful engine. The C-172M has the Lycoming O-320 engine, putting out 150HP. The C-182 has a Continental O-470 engine, with 230HP available. In order to fly solo and/or serve as PIC (Pilot-In-Command) of a plane possessing over 200HP, the FAA mandates that one must hold a "High-Power" Endorsement. This requires receiving training and a proficiency check by a CFI. I am told that in around 2-4 flight hours of flying the C-182, most pilots receive the endorsement. Having a High-Power endorsement will allow me to fly with greater speed, and thus have greater range and useful load (long cross-country trips to WWII Warbird Museums, anyone?!) Now, 230HP ain't exactly the 1,200 of the P51, but it's a start.

The RAC C-182, which I will soon be flying!

March 5/6: The week before my Instrument Rating Checkride! I'd like to fly at least once with a safety pilot or my CFI, just to make sure that I am "good to go" for the test.

March 11: The date of my FAA Instrument Rating Checkride!

In Other News: I am pleased to share with you all the GREAT news out of our museum! We at the National Warplane Museum have added the B-17G (F) "Movie Memphis Belle" to our collection, and will be flying her! Soon, we will be selling rides in her as well (along with our C-47, C-45, and L-16.) We are all VERY excited! Now, on a side note, excuse me while I run to a pilot-mill and grad my multi-engine rating real quick...(wink, wink.)

Story: http://www.geneseesun.com/memphis-belle-thrusts-geneseo-and-livingston-county-higher-as-destinations/

So, there you have it! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

Total Flight Time = 190.5 Hrs
Total Flight Time to Commercial License = 59.5 Hrs

Weather Can't Keep Me Down

Hello once again, friends and colleagues. Well, it is safe to say that WNY winter is finally upon us. This past week has shown that mother nature was indeed still a threat. Needless to say, I have not had a chance to fly at all since my last trek with Patrick. So, what is a pilot to do when he can't fly? He does the next best thing, flight sims!

I have Microsoft Flight Simulator X installed, and have set-up a make-shift Cessna simulator @ home. "FSX" proves to be a valuable tool for practicing IFR maneuvers and approaches. Over the past week and a half, I have "shot" some local approaches in the SIM, such as the ILS 28 into KGVQ (Batavia), VOR-A into D38 (Canandaigua), just to name a few. This is great practice and helps me stay sharp on my cockpit flow, especially with my upcoming checkride on 3/11.

VOR-A into D38

Summary of ILS 28 Approach into KGVQ

I am hoping that the weather will clear up shortly, as I have a flight planned with my buddy Robert on Sunday. Regardless, spring is right around the corner, and I know opportunities to fly will be plentiful then. Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

Flying the "Friend-ly" Skies

Hello, friends! I have to play catch-up for last week, which did result in me being able to fly once again. I was very busy surrounding the flight! I dealt with a flat-tire before hand (on my car, not the plane), and also served as a skating coach for my young brother's birthday ice-skating party. So, "better late than never," as they say.

Last Sunday, the 7th of February was a beautiful day. As I recall, temps were in the 40s, with variable winds. This made for the perfect setting to fly, and for two aviation friends to finally fly together. Of course, I am talking of none-other than the legendary Mr. Patrick Collins. Pat has been a friend of mine for years now, and a great diplomat within the aviation community. He is a great pilot, and a great guy all around. Both of our schedules and circumstances finally allowed us to convene for an IFR training/practice flight.

For this flight, I planned to head down to Dansville Airport (KDSV) for a $50 cup of coffee. There is a McDonald's directly across the road from the aircraft parking ramp. This is perfect for debriefing over some "joe" after a botched instrument approach! Anyhow, the overall flight-plan for the day was to do an RNAV approach into KDSV, land for coffee/socialization, takeoff towards the Geneseo VOR (GEE), and from there shoot the VOR-A approach into Canandaigua (D38.) Lastly, after going "missed" on the D38 approach, we'd shoot an ILS approach into KROC and land. 

Our flight path from KROC-KDSV

The RNAV approach into RWY 14 @ KDSV requires a bit of maneuvering, as seen by our flight-path above. Here is the approach chart, which reflects the necessary maneuvers exhibited above!

If you look, you can see the "Zig-Zag" I made from WELTI to WUSAT to VEBUC, then into KDSV. This is one of the more challenging approaches I have flown thus far, and I intentionally wanted to throw myself a few curveballs. This approach required a lot of quick thinking, heading changes, etc. Pat was great at keeping me in check, doing the same thing the DPE (pilot examiner) would do on my flight test. Overall, though I did get frazzled at some points, I made a successful approach and landing. I feel way more confident now, so much so that I want to do it again!

Pat and I ambled over to McD's for our coffee and some "hangar flying," and then we left for the Genseo VOR/Canandaigua approach shortly after.

KDSV to GEE to D38

The VOR-A approach into D38 initiates from the Geneseo VOR (GEE.) As seen above, we tracked into GEE first, and shot into D38. VOR approaches are relatively straight-forward, the key is timing your approach based on groundspeed/wind component. On this day, this wind was a bit "stiffer" than I had anticipated, and I arrived 5 seconds earlier than planned (3:15 instead of 3:20, as shown on the approach chart above.) But, this is why you practice! Either way, we executed the missed approach and headed back home to KROC.

D38 to KROC for ILS 28 Approach

The ILS approach into KROC is always fun. Sometimes, as a student/private/small-plane pilot, you have to wait for the airliners and other "fast-movers" to land before you can. As a result, you are often "vectored" by air-traffic control (given headings to fly until cleared for approach/landing.) In last week's case, I was vectored quite a bit. Regardless, it did not affect the effectiveness of my approach. Furthermore, for the first time, I executed a "circle to land" procedure. Rather than land on RWY 28, and taxi alllllllllll the way back to the Air Center's ramp, I elected to land on RWY 25, much closer! If an instrument pilot has visual of an adjacent runway, while on a published approach for another runway (and circling minimums are established), that pilot may land on the adjacent runway. This was a little bit "weird" feeling for me, as it was the first time doing the maneuver. However, it went fine, and now I have confidence with a new procedure (thanks, Pat!)

Pat Collins and I, over Geneseo (D52)

Overall, the flight went very well! I am honored to have a friend like Pat "in my corner." He will really help me hone my skills as we rapidly approach my March 11th Instrument Checkride. So, until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

2/7 Flight Time Logged = 1.8 Hrs

Total Flight Time = 190.5 Hrs

Total Flight Time to Commercial License = 59.5 Hrs

It's A Date

Hello, friends of mine! I wanted to pop-up a quick update on the status of my Instrument Rating Checkride. In the past week, I received my endorsement for the test from my Flight Instructor. Immediately after this, I reached out to our flight school's DPE (Designated Pilot Examiner) to try and get a date set to take the test. The next day, I got a call back.

Our preliminary date for my Instrument Rating Checkride is Friday, March 11th. The DPE has been quite busy lately, which gives me more time to ready myself for the test. In reality, I feel ready for it now, yet it never hurts to "continue the course" of studying and flying right up to the test date. Plus, I can still fly to build additional time towards my Commercial/CFI while I wait for the 11th to roll around. 

At this point, I do not feel nervous about the test in any way. I feel prepared and confident, though I know that there will always be little-things that "pop-up" between now and the checkride (and even during.) But, such is life! I will take it in stride, and do my best! Until then, I cannot thank you all enough for your continued support and inspiration. It's hard to express just how much all your kind words, actions, and notes mean to me. Just know that they are worth something beyond all that I have spent on my flight training to date (and, that's a good number!)

Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."