I received an interesting phone call...

I was driving the other day to the grocery store when I received a phone call from a certain pilot/employee of the UVU Flight school who happens to be in charge of all Certified Flight Instructors. After a few minutes of interesting conversation I learned that he is in fact a BYU graduate with a piano performance degree. Anyway, the reason he called was that he wanted to recruit me as a CFI (Certified Flight Instructor) with UVU.

This may seem somewhat trivial, but the prospect of teaching flight lessons over the next year or so is quite enticing. Remember that if I become a flight instructor, I don't have to pay for my flight time AND I get paid for flying. There are still some things that would need to be done before I could begin such as get my commercial single add on and complete the required written and flight tests for the certification. Essentially all I would need to do for the flight portion is complete the commercial pilot checkride from the right seat instead of the left.

One other perk of the job is that I would get to wear those cool shirts with the epaulets. I know you're jealous. It's ok, anyone would be. Any comment?

Does anyone know any pilots?

One of the most important lessons I've learned in my life is that you need to know people. No matter how wonderful my skills may be, getting a job is nearly impossible without knowing someone. To that end, I am posting this little message in the hopes that all 4 of you who read this blog will be forthcoming with your knowledge and relations.

Do you know any pilots? Do you know anyone who owns a company that uses aviation? Do you know someone who is associated with aviation in any way? Do you know someone who works for a company that has a private plane? I have been most fortunate so far as to have met some wonderful people in the industry (names withheld) Regional Vice President for the National Association of Air Traffic Controllers; Corporate pilot of a Cessna Citation CJ3; Corporate pilot of a Cessna Citation Bravo; Reserve pilot (FO) for Delta Airlines; Director of HR in charge of hiring at SkyWest; Reserve pilot (CAPT) for SkyWest Airlines; Line Pilot (CAPT) for SkyWest Airlines; and Reserve pilots (FO) for the following airlines: Express Jet, Mesaba, SkyWest.

I hope you enjoy the photos I've included (I know I enjoy them). Planes are just freakin' awesome aren't they? If you agree, you should see what it's like to actually FLY them! Oh yeah, that's what I'm talkin' about!

I can't take this anymore

Let me preface this post with a disclaimer. I am very upset. There, now my conscience will be clear.

Since I began my multi-engine rating endeavors I have been through 4 instructors, 3 price hikes, and a multitude of _____ (fill in your own explicative). The latest in a long line of garbage is that I am being pushed back on my checkride because my instructor wants to do some long cross country flights with his NEW instrument students. Regardless of whether or not anyone else agrees with me, I feel cheated. I have been trying to finish this rating since July 2007. I have been pushed off, blown off, ignored, shunned, stiffed, etc. since I began.

The first incident occurred when I started and was told that I couldn't start until the Fall because there were too many other students trying to finish (how ironic). Next came the price hike from $150/hour plus instruction to $170/hour. Then my multi-engine instructor was hired with Mesaba Airlines. Good for him, bad for me. After he left I went through three more instructors and then back one. Next came another price hike to $185/hour followed by another at $195/hour. Since my first instructor left, I have been almost continuosly pushed off. All of the preceeding occurences listed above were interspersed with intermittent lessons, and a failed checkride because the required QRH (quick reference handbook) failed to contain the essential chapter that was the whole reason for its creation. And I cannot forget to mention that during my required cross country flights there was NO instructing going on. Why on earth do I pay $38/hour to an instructor who just sits in the plane?!

And now I'm stuck. I could try to find another instructor, or even another flight school but then I would have to start from the beginning again. So unless some person just shows up at my door and offers me a significant amount of money I'm pretty much stuck where I am.

If any of you read this whole post you must be really bored. I just needed to vent. I'll be sure to post soon to inform my 3 readers of what's going to happen next.

Airlines I am considering

It's a little early for me to be counting my chickens... and early to put any of my eggs into any basket...but cliches aside, I am looking at a few regional and national airlines. Allow me to delineate my choices below.

1. SkyWest

This is a no-brainer. If I could get on with them and get SLC as my hub it wouldn't matter that I might be on reserve for a year or more. The fact that SkyWest is also replacing several of their
EMB120 Brasilias (see photo) for the 90 seat CRJ 900 (see photo) is also a very attractive proposition.

2. Go Jet

Although this airline is based out of St. Lous and only flies from there and Chicago it is still very enticing. The company offers an hour match program up to 1000 hours toward upgrading to captain. Their upgrade mins are 3500 TT and 1000 PIC Turbine. Their pay is competetive and the most junior captain was hired in February of this year. They also only fly the CRJ 700 (see photo) which makes me drool a bit...

3. Mesaba

This is an airline that my first multi-engine instructor works for. They are upgrading all of their SF340s (see photo) for CRJs 700 & 900. Although it's cold up there in Minnesota, the affiliation with Northwest (soon to be Delta) makes them very attractive.

4. Corporate Operations

Although I haven't spoken to anyone who is hiring, I do have a couple of connections to corporate pilots who fly a Citation Bravo (see photo) and a CJ3 (see photo) respectively. This job market is very much "be in the right place at the right time."

There aren't many opportunities out there right now when you consider that I don't have many hours. I am hoping to find SOMETHING to help me build some time. Although I would really love to get my CFI, CFII and MEI ratings that will take an additional financial investment that I am incapable of making. All in all however, I think that the job market is picking up and there is still a great demand for pilots.

What do you think?

President and Sister Uchtdorf

I had the distinct privilege of attending a short lecture presented by Dieter F. Uchtdorf. He spoke of his career as a pilot starting with 6 years in the German armed forces and then another 30 years with Lufthansa. My wife Michelle and I sat on the front row with our 5 week old daughter Natalie (for details on Natalie see the family blog http://thefindlayfamily.blogspot.com).

One of the stories President Uchtdorf told was of his tour of Air Force One. He explained that the cockpit of Air Force One was very similar to the 747s he was flying out of Frankfurt. He sat in the left seat, adjusted the seat and put his hand instinctively on the thrust levers. President Monson who was standing behind him put his hand on President Uchdorf's shoulder and said "don't."

It was a wonderful experience all around. After the event, President Uchtdorf shook hands with some people including my wife and I. And I would like to point out that he and his wife both said that Natalie was cute. There you have it.

As a side note, please notice the model of the Diamond DA42 in President Uchtdorf's hand matches the real DA42 to the right of the stage.

Nearly Checkride Ready

After a spectacular flight last Friday, I'm feeling really good about that elusive commercial pilot checkride. It should be noted, however, that the weather on Friday was nearly perfect. No wind, no turbulence and a great pilot... oops, did I type that out loud?

Another event of note is that I spoke with a friend of a friend who happens to be a Cessna Citation CJ3 captain. We spoke for a while and I learned some interesting things. The CJ3 he flies is equipped with the Rockwell Collins Pro Line 21 avionics system (see the picture to the right). Here's some other stuff that I found out:

1. You don't have to be type certified in a plane to get hours in that plane as long as the PIC (pilot in command) is typed in that aircraft.

2. Insurance companies require a certain number of hours in type before they'll insure you as the PIC. However, as long as the PIC is typed and has the required hours, the plane can still be insured with you in the cockpit as long as you're not PIC.

3. Getting a job as a corporate pilot is a matter of being in the right place at the right time. Although it's almost a necessity to have a recommendation from another corporate pilot to get into that job market, it is almost exclusively a matter of marketing yourself to the right people.

4. If I'm ever at the Provo airport (KPVU) and I see this guy's truck at his hangar, I can go see the CJ3 and maybe, MAYBE even get to fly with them on a trip sometime.

In the event that number 4 comes to pass, I'll be sure to take LOTS of pictures.

And finally, a certain retired pilot is coming to the airport to speak to all of us wannabe pilots. I'm not sure if anyone out there has heard of this guy, he used to be the Chief pilot for Lufthansa Airlines. His name is Dieter F. Uchdorf. You've heard of him? Me too, and I'm freakin' excited at the chance to hear him talk shop. I'm also extatic at the opportunity to perhaps pick his brain on a few airline related questions. I'll be sure to put up some pictures from that one too.

It's just a single engine approach, how hard could it be?

Since I am posting more frequently, I will most certainly be able to keep my droning on and on to a bare minimum. I flew again yesterday afternoon. After a lovely preflight inspection in the freezing wind, we got our ATIS information and taxi clearance.

We lined up on the center line of runway 31 and I slowly advanced the power levers. (Just FYI, most planes have throttle levers, not power levers. Because the Diamond DA42 Twin Star is equipped with FADEC - Full Authority Digital Engine Control, there are no mixture, or prop controls. And by the way in a jet, they're called thrust levers. Anyway...) I still get a kick out of the feeling of power that comes when I advance the power levers. We accelerated to Vr (rotation speed) and lifted off.

WOW! there was a 20 knot headwind straight down the runway, so we got KILLER performance. I raised the gear and we were climbing at about 1800 fpm (feet per minute; try to keep up with the acronyms will ya?) we were at 1,000 feet AGL (above ground level) by the time we reached the end of the runway which is only 8,599 feet long.

After that the flight was pretty routine. steep turns, slow flight, power off stall, power on stall, Vmc demo, and finally a single engine ILS approach. This time there were no problems with any of the flight maneuvers. The only problem came with the ILS approach where because of the current wind conditions I had to do a circle-to-land instead of a straight in approach so i blew through my MDA (minimum descent altitude) by 80 feet. According to the commercial PTS (practical test standards) I cannot descend below MDA at all.

This last glitch notwithstanding, the flight was very productive. Be sure to check back soon for more boring stories.

By the numbers...

I have decided that instead of waiting for something really exciting to happen, I'm going to post what's going on with the day to day.

I have been going over the numbers for all commercial multi-engine maneuvers. They're quite helpful actually. If someone were to ask me how to set up and complete say "Slow Flight," then I would immediately rattle of power settings, airspeeds and airplane configuration for the desired maneuver. And two days ago I found out how wonderfully a thorough knowledge of the theory helps with the completion of such a maneuver.

I had a great flight on Friday afternoon despite the high winds. When we took off winds were 300 at 16 gusting to 25 (for those of you unfamiliar with wind reports, that means that the wind was coming from the compass heading of 300 and the speeds were 16 knots gusting to 25 knots). Luckyly for us the wind was right down the runway (RWY 31). As we gained altitude the air got smoother. between 9,000 and 10,000 feet the air was beautifully smooth. I completed slow flight, power on/off stalls, and a Vmc demo.

As we got around the valley we were flying an approximate heading of 150 towards Spanish Fork Canyon doing another Vmc demo when my instructor and I both noticed a direct crosswind of 45 knots. Good thing we were almost done with the maneuver otherwise the wind would have pushed us into Mt. Timpanogos. We turned to the north to set up for a single engine ILS approach.

In order to retain my instrument rating with my commercial multi certificate, I have to complete a single engine approach under the foggles (view limiting device). Single engine flight in a multi-enging plane is difficult enough, but when you take away all outside visual references and have to fly the plane by the instruments only. Everything was well within PTS (practical test standards) despite a 24 knot tailwind. However, because the wind was still at 300, and we were practicing an ILS (instrument landing system) approach into runway 13, we had to circle around to the other side of the airport to land, and I blew the maneuver by descending below the circle to land minimums. That's not something I'll forget anytime soon.

I'm still pressing on. The cost of the airplane just jumped up from $185 per hour plus instruction to $197 per hour making things even more difficult. I do feel that I am making the most of my flight time though. I'm scheduled to fly again tomorrow afternoon. I'll be sure to jump back on here to let both of my blog readers know how things went.

Creeping toward completion

I'm not sure if it's me or if it happens to everyone, but whenever I'm close to completing something inevitably there's always something that gets in the way. It happened with my degree at Snow College, it happened with my degree at BYU, it happened with my Airman Medical Certificate, it happened with my Private Pilot Certificate, (I managed to complete my Instrument rating without any hiccups, HOORAY) and now it's happening with my Commercial Pilot Certificate.

The silver lining is that I'm getting to the silver lining. After passing through the middle of a towering cumulus it finally seems to be getting to the dissipation stage. And I'm coming to the silver lining which is, I am finally ready to schedule and complete my Commercial Pilot Multi-Engine certificate. I've completed my required hours, passed the knowledge test and completed and end of course review with the chief pilot.

I have a few ideas about where to start as a pilot, but I sure as heck won't turn down any information or suggestions or contacts from anyone who knows someone who could help me. I'll take pretty much anything I can get at the moment.

Michelle and I would like to stay in Utah (wouldn't anyone?) I'm looking for something with a charter company, or small cargo operator, or (cross my fingers) a corporate position. The corporate thing is a far off wish because you have to know a corporate pilot to be a corporate pilot. AND you have to be type rated in the plane you're going to fly. In Provo, there are mostly Citations, but there is a Gulfstream as well. I know that there are a lot of schools around the country that will train you and get you your type rating in certain aircraft. The Boeing 737 seems to be the most popular.

Anyway, I didn't mean to get off on such a long tangent. The point of this post is A) to make sure all three of you who read this blog know that I haven't forgotten about it B) to update you three readers on my current flight training status C) to moan and groan about my situation just enough to help me realize how fortunate I am to have gotten this far and D) to keep up my chops on the computer keyboard. It seems that since I left school I have rarely found myself at the keyboard typing. I need to keep up those skills in case I get hired on as a telemarketer or if I'm really lucky a grocery store cashier... you get the idea.

My babbling is over now. Please enjoy the photos I've attached to this post. They are of some flippin' sweet aircraft that I hope to fly someday.

A Fun Flight...

Well, bright and early this morning I took my instructor and a Twin Star up to get in some night flight. We flew up to SLC and did some touch & gos. It was pretty freakin' awesome!! There we are in the dead of night (approx. 4:00am) doing a traffic pattern right next to all the UPS and FedEx "Heavy" jets landing and taking off.

After the five touch & gos we went back to Provo (PVU) to do some practice ILS approaches. I'm not one to boast or anthing, but of the five approaches we did 3 of them were darn near perfect and the other two WERE! Ah, what a wonderful thing to have a positive flight experience. My instructor is leaving town for a couple of weeks so I'll be getting another instructor to finish my long cross country and checkride prep. This means that my trip do Denver will likely be accomplished this weekend. We couldn't go on Monday because of inclement weather. When it comes to weather I always say, "Better safe than dead."

On a side note, I took my kids to the airport on Monday to show them the Twin Star. I think they enjoyed it. I hope you enjoy the pictures attached of them and the plane.

Trip to Denver

This coming Monday (July 28, 2008) I'll be flying to Denver. I'll be sure to take lots of pictures. Sorry to both of you who read this blog that I didn't get any pics up for my trip to Jackson Hole. I promise I'll remember to bring the camera.

So after my trip to Denver, I'll spend the next two days doing checkride prep flights locally around Provo. By that time I'll have only 3 hours of required flight time left before I can go up with the examiner and finally get this thing whipped.

Once I finish my Commercial Multi-Engine checkride, I'll immediately apply with a cargo company called AirNet. Although they like you to have 1000 hours, they'll take your application with just a commercial certificate. I'm hoping that since I'm a college graduate (twice) they'll look more favorably on my application. Their starting pay isn't the best, but it's pay. And getting paid to build time is exactly what I'm looking to do.

I've also been looking into the possibility of getting my CFI (Certified Flight Instructor), CFII (Certified Flight Instructor Instrument), and MEI (Multi-Engine Instructor) ratings. These will also make me more marketable to a flight company because of the stringent requirements that are set on attaining these ratings. I can complete these three additional ratings for very little money at UVU. I have met all of the flight requirements already for the CFI and CFII, I just need 5 more hours of PIC (Pilot In Command) in the Twin Star to qualify for that rating. I don't need to get the logbook endorsement from taking Fundamentals of Instruction because I have a current Utah teaching certificate. There is a written, oral & practical exam (checkride) for each one of these ratings. I'll be studying quite a bit if I decide to take that route, but I'm confident that I'll be able to acquire the necessary knowledge to pass my tests.

With my CFI ratings, I'm also marketable as a CFI. There are several flight schools in the state of Utah where I could teach. There are also many flight schools across the country that are always in need of instructors.

Wow, if you took the time to read all of this blah, I thank you. I also encourage you to get a hobby. (other than reading this blog, although I'm flattered)

Coming up next... Pictures from my trip to Denver.

OK, OK, so I changed my mind...again...

I just couldn't bear the thought of throwing away all of my twin engine training to go after a single commercial. I've decided that I'm going to continue with the commercial multi, then get my single engine add on afterwards. This eliminates a check ride for me if I decide not to get my single engine commercial add on.

I've worked the numbers and I'm not going to have enough money to finish, but I'm very close. I just sold my clean 1995 Honda Accord LX to my sister, so that money will help out. I'm going to spend 6-8 hours in the flight simulator to get me back up on all of my checklists and emergency procedures. Then I'll do my two cross countries, and then I'll take my check ride.

Here is a glimpse of the "old school" Katana compared to the beautiful, sleek and extremely inviting DA-42 Twin Star. I am of course speaking of the avionics in these two planes.

Another Decision

Right after I got my instrument rating, I was very idealistic. I had grand plans to finish my commercial certificate and take my initial check ride in the DA-42 Twin Star. I thought that I had enough money left over to make this happen. But as always, prices go up (particularly fuel which for the Twin Star is hanging around $6 per gallon), schedules become complicated, and oh I almost forgot, all of my instructors leave for the airlines.

Since I've started my training every one of my instructors have left for the airlines. Nathan Carter, my private pilot instructor was hired at Express Jet; Brian White, my instrument instructor was hired at Sky West; and my initial multi-engine instructor, Patrick Beesley was hired at Mesaba.

Because of certain FARs (Federal Aviation Regulations) I wasn't going to have the finances to complete my training. So I have decided that I'll finish my commercial certificate in the single-engine category, and then do a multi-engine add on.

As of yesterday I now have just over 200 hours. And I'm in the process of selling my car to help pay for the rest of the training. I'll also be getting my CFI (Certified Flight Instructor) and CFII (CFI Instrument) to possibly help build some time. I would absolutely love getting a cargo job or maybe a corporate job, just SOMETHING so that I can build up some hours. So if any of you 3 people reading this blog know of anyone who may have a job or who may know someone who has a job flying even if it's only $5 per hour, I'll take it.

So that's the current beef with my flying. On a lighter note, I flew down to Phoenix and up to Brigham City this week so I got to see two of my brothers and their families. I'll keep you all updated as things move along.

Previous Cross Country Flights

Thanks to all of you who have already visited my new blog. I figured that this would be a good place for me to muse about my ideas of flying; my ambitions you might say. Although music is my first love, flying is quickly on it's way through the ranks. It's kind of my way of doing an extreme sport. I don't bungee jump of high bridges, dive off of cliffs, or drive off-road vehicles through rocky terrain (although I'd love to give that one a shot). This is my "thing." I hope you'll find something to entertain you here.

Just for fun, I'm putting up some pictures from previous flights. These pictures were taken on a solo cross country flight to the Phoenix Goodyear Airport, Durango & Albuquerque. All of these photos were taken by me. Don't worry, I wasn't flying the plane at the time. I was letting George handle that. All of these flights were made in a Diamond DA40 CS Diamond Star. This is a single engine aircraft made of composite materials with a controllable pitch propeller and the coveted Garmin G1000 Integrated Avionics (see photo). If you think that kind of stuff is interesting, check out these websites: Diamond DA40 CS Diamond Star; Garmin G1000 Integrated Avionics

The best part about the particular aircraft that I piloted was that the autopilot was integrated into the Garmin system. It makes flying the GPS flight plan absolutely seamless. It also provides a flight director on the PFD (primary flight display) as well as a magenta colored projected flight path on the MFD (multi-function display). This makes getting lost nearly impossible. One other feature that I really like about the G1000 is that you can zoom in and out on your position up to 20 miles high, and as close as 500 feet. This shows your position on the GPS map on the MFD and will also display the aircraft's range depending on how much fuel you have on board and what your current rate of consumption is. This can't be trusted as entirely accurate however, because your fuel usage changes in climbs and descents.

Most of these photos were taken near the Grand Canyon. Except for the obvious one of downtown Phoenix. Enjoy!

What to do next...

As the school year is coming to an end, I'm able to concentrate more on my flying. I'll be completing my required long cross country flight to obtain my Commercial certificate before the end of June. My instructor and I have been toying with the idea of a trip to Seattle. We both have family up there and it would meet the required distance of 250 nautical mile straight distance from my base airport (Provo) and at least 300 nautical miles total.

The flight will be made in a Diamond DA42 Twin Star. It's a great little plane. Two Thielert TAE135 Turbo Diesel engines with a common rail injection system. I have included a photo so that you can all share the excitement (...be excited...NOW). For more photos of the Twin Star, go here: DA42 Twin Star

I will also be completing my multi-engine rating to add on to my private pilot certificate. When I take my practical exam for my Commercial certificate, it will be in the Twin Star, so I'll retain my multi-engine status along with my Instrument rating.

I'll be sure to post some pictures of my flights here on this blog. PLEASE comment! As much as it may be difficult for you to believe, I want to hear from you all. There's definitely more to come, so check back at least once a week.