Transplanted Pilot

Two of My Airports Are Closed

2011-09-08T13:18:00.002-04:00

On my 'Airports I Want to Fly Into' list on the left, two of them are close.

Cornelia Fort is where I took my first flying lesson when I was 14. I wanted to make M88 my first long cross country once I was licensed.

Seven Spring is also closed. When I was flying at Chagrin Falls (closed), that was our $25 hamburger location. Yes, $25 hamburger, not $100 hamburger. It was that long ago.

Sad that locations like these are devastated due to flood and the economy.

In my mind, both places had significance so they can not even be replaced with other airports. I guess you have to fly to get it, huh?

WOW!! Lookie Here!

2011-08-29T14:36:00.002-04:00

Got another piece of mail on Saturday and WTF??

My kidney physician and I notified that FAA that I swapped from Clonidine to their approved blood pressure medication. I was told by several of those in the know that I'd have to take the new medication and advise the FAA after 30 days of the current BP levels.

We notified them 1 week after taking the new med that I had been swapped and then would send them the current levels after 30 days.

Well, ... I opened my mail on Saturday, about 7 days before sending the new numbers and WTF?? There was my medical. WOW

Gotta love the FAA. So far, knock on wood, I have had very few problems with them.

So, I am cleared to fly. On the other side, this all comes 45-60 days earlier than planned and I have yet to get into my new insurance business and still lacking commissions, thus, no flying money. Oh well, time to make some insurance calls, huh?

Still Waiting Medical Review from the FAA

2011-07-23T13:46:00.003-04:00

Talked to the FAA last Friday and according to them, my medical is under review, still, up for decision shortly. Every year I have to send info from my liver and kidney transplant doctors to get permission to take my annual medical exam. They had my file since May 25th and today is July 23rd. So, remember, the FAA is backed up with files for review. If you need it, do it 3 months ahead of schedule.

August is around the corner and soon, fall flying will be here.

I hope that this new job with the insurance company will allow me to have a lot of flying dough and a chance to finish this goal.

Delays and Frustrations

2011-06-15T07:20:00.002-04:00

This is really making me uneasy.

1) I am waiting for my authorization from the FAA to take my medical exam. Every year I have to send letters from my physicians to Oklahoma for them to review and then give me 'permission' to take my exam. This year was delayed due to my newly diagnosed Ulcerated Colitis and my liver transplant physician could not complete his report. I know it is just an issue of time, but I hate the wait.

2) Job. In January I left my part-time to go to a mortgage company and that company was a farce. I lost 3 months of income and could not save for flying. I was also given a chance to move to an insurance company for a great opportunity. I studied and passed the insurance test with flying colors. Now, I find that the agency was grossly overselling the position and all of the income that they were making was not true and that they are scrapping the program. Out of pocket money could have been used for other things, including, setting money aside for flying.

I know that this is all for a reason. Just tell me what that reason is.

Another great day. I need to get flying soon!

Alive and Well (an update)

2011-06-07T23:10:00.000-04:00

Okay, I have not blogged for a long time. I know that. I have a lot of catching up to do so I might as well get started.

Things have been quite crazy for a long time, and many things are still unsettled, but I am working on them as quickly as I can.

My last posting on October 21 was entitled "Family First" which basically make reference to the fact that my senior parents were both ill and needed my attention. Unfortunately, my stepfather died the day before Thanksgiving, and the sad thing is that he wanted to be my first passenger when I got my private pilot's license. A month prior to his death, my mother had a botched medical procedure which rendered her fully disabled. During this whole process I was unable to do my series of cross countries which would have left me with only a little hood time and night flying to reach my requirements before my private pilot check ride.

Since then I have been keeping as current as possible with flight simulator, and hitting the books as much as possible. Okay, that was not being completely honest. I read here and there just to keep my mind somewhat sharp. Unfortunately, I had to take my written exam again since my last written exam expired at the end of January, 2011. Two of my instructors told me that they would sign me off if I would pass online exams within 80% or better which should be no problem.

It's time for me to renew my medical which also expired seven days ago. I am told that I should have not much of a problem to renew my medical even though I have a new diagnosis of Ulcerated Colitis. I was late in renewing my medical due to scheduling with my liver doctor who wanted to wait until after my colonoscopy to do my annual report to the FAA. I have not experienced any side effects from my new medication, and both of my physicians agree that I had to go through the dreaded colonoscopy once a year. Other than that my transplanted kidney and liver are both functioning quite well.

The only flying that I have done was four weeks ago as a passenger in the Skyhawk on a round robin flight to four different airports from Wadsworth, Ohio to as far as Lake Chautauqua, New York. Of course I ended up buying lunch for all four of us which I did not complain about because I wanted to get up in the air. Of course, it was bumpy and I don’t handle turbulence with an empty stomach.

So that is it in a nutshell. I did not buy any new equipment except for a $29 Timex chronograph which was needed because on my cross-country flights my previous watch was too difficult to manipulate between the stopwatch and the normal time.

Hopefully the repairs on my car would not be too expensive and will not delay me too much from getting back in the air. Also, a new pending job offer will help take care of all of my flying expenses. But then again, my last offer to go back to the mortgage business was a bomb and left me months of lost income. Maybe I can not judge job offers.

Family First ...

2010-10-25T07:32:00.002-04:00

The past 3 months have been hard for me because I have been helping my parents, who both need in-home care or assisted living. But, as other have shared with me, many seniors don't want to exersise anything that challenges their independence.

October gave a few great flying days, but most of them tied up with tasks.

SODA!! I got the SODA

2010-10-08T02:21:00.000-04:00

I know that the FAA has a reputation. I see the comments such as “FAA. We are not happy until you are unhappy”. Today, I saw the potential, but the experience was very decent.

The potential was there, yes, but that was due to my unnecessary nervousness, not due to the FAA Flight Examiner. I could not do basic math (adding 5 numbers). Keep in mind that I was in the mortgage business and adding 7 digit numbers was routine. My memory was shot, and nerves ruled the roost between my ears. After I calmed down, I was much better. Luckily, I was being tested for VISION, not on doing my weight and balance and knowing my Cessna 152 numbers.

The flight test was completely without pressure. I flew the plane, but not up to my standards, but well enough and had an ego boost to hear the examiner tell me that I was doing well for a low time pilot.

I got my SODA paperwork on the spot and also my corrected medical certificate, so I am good to go.

I have 14 hours of required solo left then I will have the time to do my check ride. I am pretty sure that it will not be a bad experience.

Oh $#*#, a Letter From the FAA

2010-10-03T00:59:00.002-04:00

I have been waiting for 4 weeks for this letter from the FAA. Today I received my authorization to take my Medical Flight Test for my Monocular condition (single vision).

Sooooooo, today the letter came. Suddenly, I am worried. Why? I have no idea. All I have to do is to be able to:

• The ability to select emergency landing fields at a distance, from high altitude, and preferably over unfamiliar terrain.
• The ability to simulate forced landings in difficult fields; note the manner of approach, rate of descent, and comparative distance at which obstructions (stumps, boulders, ditches, etc.) are recognized.
• The ability to recognize other aircraft (which may be present by prearrangement) approaching at a collision course (particularly aircraft approaching from the far right or far left).
• The ability to judge distances and to recognize landmarks (compared with the ASI’s estimate).
• The ability to land the aircraft.
• The ability to read aeronautical charts in flight and tune the radio to a predetermined station accurately and rapidly.
• The ability to read instrument panels (including an overhead panel, if any) quickly and correctly.

I am already doing most of this already, but at the same time I am not being watched over by the FAA.

After I pass this evaluation I will be granted a SODA, which is a Statement of Demonstrated Ability, not Pepsi or 7Up.

I will make the call in Monday morning and see what appointment. If I don't pass, I will need a SODA (7Up and Jack Daniels).

My First Solo Cross-Country!

2010-09-27T22:25:00.003-04:00

Two weeks ago my instructor and I flew from Wadsworth Skypark to the Youngstown Airport. To be honest with you it has been over 30 years since doing a cross country, yet, for me it did not feel like a difficult process. The only change is that on a cross country flight, especially to keep the FAA happy, there has to be quite a bit of planning for your flight to come off without a hitch.

This whole matter did not start off well because I was late leaving for the airport due to family obligations, and late arriving late to the airport. I then had to fill out my flight planner and complete the last-minute details. Since all of this was being done on in a rush many details were not correct.

My flight instructor and I flew to Youngstown and landed and taxied over to the apron and shut down and relax for a few minutes, and then planned the flight back home. After arriving back home he told me that if I felt comfortable I could fly this fight route by myself if I wanted to. Of course I was not going to let that chance go by.

Yesterday was one day I wanted for a long time. After two perfect weather flying days which were tied up with family obligations, on the third day I stole away and went to the airport for my first solo cross-country. My instructor was out flying so I had one of the other flight instructors to review my flight plan and was given the green light. But there were still some more problems that cropped. The first problem was that there were no ‘push to talk’ attachments for me to buy in the pilot shop. But luckily one of the other pilots allowed me to borrow his as long as I returned it as soon as I returned from my flight. Of course there were only about 3 gallons of gasoline in the plane so that added to the delay. So I topped off the tanks and took off into the wild blue yonder (which was actually 3500 foot overcast). As I called Akron approach control there was no response. I switch back over to the Skypark frequency and still had no response. So I turned back in flew back to Skypark still trying to establish communications with the airport but no avail. I announced blind on the frequency that I was landing and announced my position, after cutting off the Cherokee and a Cessna, but landed safely.

On the ramp another pilot and I fiddled with the radios until we got them working properly. It all came down to one simple switch being in the wrong position. 10 minutes later I was up in the air again and this time when I called approach control I received a response I was hoping for. 12 minutes after that I spotted the Kent State Airport which happened to be about 4 miles south of where it should have been. So either the winds were blowing differently than forecasted, or my planning was off, or over a 10 day period they packed up and moved the airport to the south. I altered my course in flew directly over Kent State and reestablished my course, and found that I was still getting blown to the north more than I planned but with my next landmark insight I was able to fly directly to it and found out that the course correction was much greater than expected.

It was great to see Youngstown Airport over my cowling and that approach control and the tower were very cooperative even though I made a couple simple mistakes, such as not acknowledging that I had the most current ATIS report, and did not report my altitude. Not to mention that I did not push the flip-flop on the frequency control so I transmitted on the wrong frequency, which ended up being good for a chuckle for approach control.

I landed at Youngstown refreshed at the pilot’s lounge which is quite a feeling when you are actually the pilot in command and not a passenger. Of course I got a photograph with the two (pretty) staff members at Winner Aviation.

15 minutes later I contacted Clearance Delivery, and taxiing to the runway and departing was pretty easy and I was quickly on my way back home. Suddenly I realized that dusk was approaching and I had to hightail it back home. I made a bold move in flew through the Class C airspace of Akron, received my clearance and that went without a hitch. I called this a bold move because my flight instructor and I have never reviewed the proper procedure for flying through Class C, but thanks to the training material Comm1 I was relaxed and had absolutely no fear of trying this on my own.

I was able to make it on the ground actually about 30 minutes before sunset and all was well.

Quite a bit was learned on this solo trip, and this was one of the biggest ego boosts that I have ever had with flying because I had a chance to put together all of my knowledge and make my own decisions when a flight was not going smoothly. I felt very comfortable on this 50 mile flight, and wanted to fly another 25 miles beyond my planned destination. Next up is one more dual cross-country and then I can take my long cross-country, and then the final steps should be the night training, a little more hood time, and then to brush up on my maneuvers and hopefully get a check right in before the end of November. My only regret is that I did not get to do all of this 30 days sooner.

Today, I Felt Like a Pilot!!

2010-09-06T15:07:00.000-04:00

Yesterday, Sunday, it was a different story. Sunday I planned to go up about 10AM. It was a breezy day, 20-30-40 degrees off the nose about 10-12 knots. Been there, done that, so I can do it again. Right? After 2 trips around the patch I was beat. The second landing left me wanting oxygen and a reason to fly, period. I tied down, tucked my tail between my legs and sulked to the pilot’s lounge. But … I was not the only one to call it a day. One other pilot cancelled his cross country due to the winds and turbulence. For me, it was not the winds but the intermittent moderate turbulence, especially on final approach to runway 21, which is the one over the small valley that I-76 runs through and trees that are about 75 feet off the approach on the left. These trees love to kick up winds that are completely unpredictable. They lived up to that and then some.

Today, though, it was a different story. As they say, attitude, attitude, attitude. Guess what? It’s 100% true.

The wind was down the runway, about 8 knots gusting but fairly nice. I wanted to concentrate on my airspeed management, and checklist usage. I a 152 there is not much to watch, but still, good habits are needed no matter what the plane.

Takeoffs were good and I made sure I held runway centerline and also best rate of climb and also best angle of climb in the initial minute. Never have I done best angle now that I have, I love it and will do it until I reach 300 feet and retract the flaps. Downwind I worked on my altitude and keeping the right distance from the runway. And on final I was accurate in my 65-70 knot approach. As I came over the imaginary fence I wanted no more than 60 knots and was close to the numbers mostly and 9 out of 10 landings were at the first turnoff without heavy braking. The last landing was a PERFECT full stall landing with the wheel to my chest. I was so excited that I almost did another run around the patch, but called it quits as planned.

Unfortunately my camera kept cutting off, and after getting home I saw that it was due to weak batteries.

Lesson learned? Attitude is key and also, fly the plane by the numbers from takeoff to touchdown.

Next up, is my dual cross country. Now that the Cleveland Airshow is done, I may fly 15G – KBKL – KYNG – KCAK – 15G. This way I can fly into 3 controlled fields, Class D, TRSA, and Class C in one cross country. I’d better get out my Comm 1 training program.

Right into the Fire.

2010-08-08T10:16:00.002-04:00

The first thing you need to keep in mind is that I have not flown since October, which was about nine months ago. So you know how excited I was to get back in the air after this extended period with my feet, sadly, planted on the ground.

My plane, 94400, was in the air when I arrived at the airport. And as I anticipated it needed to be fueled up after the previous student was done with his lesson. While standing by the airplane talking to the student while he was tying down, my flight instructor Mark yelled across the apron "How much hood time have you gotten so far?". I don't think he was asking me how much time I had spent in "The Hood", so the answer was zero time.

After going through the usual re-acquaintance of the airplane we were up in the air for about five minutes, not even giving me a chance to practice any turns or any other maneuvers he had put on the hood and we started boring holes in the sky with my head buried in the panel. This is where my experience with Microsoft Flight Simulator started to pay off. Keeping in mind that I was rusty for not flying all this time overall I did pretty well and was not intimidated too much, except when Mark decided to cover up the heading indicator. When Mark tried to show me how to turn to headings based on timing my turns it started to become a little overwhelming, but I was still somewhat successful. Mark also had me hold my head down and asked me to fly in different attitudes without looking at the instruments. It pretty much was a head down do not look at the panel, turn left without looking at the panel and then start to climb without looking at the panel, and then he would remove the hood and I would have to recover from these unusual attitudes. From this, I began to appreciate the need for an instrument rating and why it is very important to stay out of the clouds and what could happen if you had a partial panel when flying into clouds. We finished up with me flying to Wayne County under the hood with him talking me through the approach and then removing my lead when about 200 feet off of the ground on very short final.

We flew back to the home base in my landing actually was not bad after not flying for such a long time. What made this landing better than all of the others was that might push the was right on target, at 60 knots, and there is very little float when I flared for landing.

I decided to take an hour and a half break while Mark flew with another student and then decided to go up for some takeoffs and landings. For some reason the airplane did not want to make its descent steep enough and I ended up with three aborted landings. Now keep in mind this, I have probably aborted three landings in all of my training but today I had three in one hour. All of the landings were aborted because I was high on my approach after I turned final. Mark suggested that I would slip and lose altitude on final approach, but I felt uneasy about that because I had not performed a slip let's just say for a very very long time. So we departed the pattern and flew out to a practice area and practice a couple slips, and came back for a few more landings. After a couple of mediocre and hot landings I decided to call it a day. Even though I wanted to try a couple more landings I had to call it a day mostly due to the fact that I had consumed two large bottles of water and when you have three kidneys that water gets processed very quickly and you know what happens after that.

Next weekend is the Poker Run between four airports, and since I am due for my dual cross country this would be a great time to get it in a 200 mile, four hour cross-country instruction. We will see.

Crappy Cross Country (It was only a test)

2010-07-23T23:39:00.002-04:00

This evening I decided to take a short cross country from one unfamiliar airport to another. This flight made me see exactly what I have forgotten over the past few months.

Well, before I get into the story, I will warn you ahead of time that this flight was on my Microsoft Flight Simulator, which also has Ultimate Terrain software. What I really like about the software is that it adds in many landmarks that the regular flight simulator does not have.

I started from Bolton airfield in Columbus and flew to route direct to Stewart Airfield which is approximately a 52 mile flight direct.

I will have to grade myself a C- due to a few mental errors. And while some will laugh or roll their eyes at simulating a flight such as this, to me and many other pilots this allows us to work on our routines and procedures such as using the check list, navigation, and get used to many procedures, many which are mandatory, and the simulator allows us to learn on the ground when it is not going to get us killed, or written up by the FAA.

I had a few minor glitches from the beginning such as not having the correct frequencies written down, but that will clear up as soon as I start using this flight planning sheets. My taxi, take off, and climb out were pretty much within guidelines and I was able to maintain the compass heading fairly well most of the flight. Also keep in mind, I am using the magnetic compass and not be directional gyro on the panel. The funny thing is that when using the magnetic compass you are always turning in the opposite direction to achieve the correct compass heading.

My first landmark pretty much was within two to three minutes, but absentmindedly I had climbed to 3500 feet as planned, but should have planned for a climb to 4500 feet due to my true course heading. Even though the 3500 foot altitude I was still legal because I was just about 2000 feet above ground I still have a cushion before I had to adhere to the even and odd altitude assignments.

My second checkpoint came a lot sooner than I figured. After I completed my flight I figured out what the problem was. Pilot error, garbage in, garbage out. After I got to my final reference point which is located about 4 miles east of the airport I had to search for the airport for a few minutes before I found it. From there, I entered a 45 into the upwind leg and everything after that pretty much was routine. And by the way, the landing was good, and the right beyond the threshold which is where I went to idle on the downwind leg.

Once I get back up in the air in a few weeks I should move right into my dual cross country.

And one final note. When my friend Steve flew up from Stewart, I was at the airport waiting for him. But when I landed at Stewart tonight on my flight simulator I expected to at least see a little animated pilot waving at me as I landed. I guess I was asking for a little too much?

Waiting is almost over

2010-07-22T23:30:00.002-04:00

Okay, I know that I have not blogged for a long time, but that is because I have not been flying.

I SHOULD be back up in the air in the next 2 weeks after I get back from Madison, Wisconsin, from the Transplant Games. My plan was to have my license by now and to fly up, but, as things go ...

I been in the books, and watching vids and will be taking a couple of sample written exams to get back to speed. I have to get signed off to solo again and then do my cross countries.

I MAY be switching to a friend's Piper Cherokee, and have a new instructor, but that remains to be seen. For now, 94400 is waiting for me.

My HERO!!

2010-07-21T17:38:00.002-04:00

Wounded warrior gets new wings
By Dave Hirschman

Tammy Duckworth, a former U.S. Army UH-60 Black Hawk pilot severely wounded in Iraq in 2004, is now an FAA-certificated private pilot in fixed-wing aircraft.

Duckworth passed her checkride July 19 at Manassas Regional/Harry P. Davis Field in northern Virginia, and she hopes, eventually, to return to helicopter flying. Her husband, Bryan Bowlsby, is an instrument-rated private pilot.

“Tammy is a very rare person, and she was fun to teach,“ said Ben Negussie, Duckworth’s flight instructor at Dulles Aviation in Manassas. “She’s incredibly self-disciplined and hard working. She’s got a great sense of humor, and she made my job easy.”

Duckworth lost all of her right leg and most of her left when her helicopter was struck by an insurgent-fired rocket-propelled grenade. She currently serves as an officer in the Illinois National Guard but her amputations prevent her from military flying. Duckworth lives and works in Washington, D.C., where she is an assistant secretary at the federal Department of Veterans Affairs.

Medical Certificate Update

2010-05-10T16:02:00.002-04:00

All I can say is ... GOT IT!!

Thank you Dr. Dr. Wirtz in Westlake. All of you pilots in the Cleveland area, I can vouch for this physician. Non-threatening, professional and down to earth. The staff was friendly and jovial also.

Best of all, I saved a LOT of money that translates to almost 2 hours of flying.

WOW ... as a Cleveland Clinic fan, I will have to stop bad mouthing University Hospitals.

‘It’s just a mess’

2010-05-10T07:57:00.002-04:00

Difficult recovery ahead for Nashville airport
By Alyssa J. Miller

As Nashville residents return to their homes and offices to clean up from the recent flooding, tenants at Cornelia Fort Airpark headed to the airport May 6--not to assess the damage, but to figure out how to pick up and start over.

“It’s a loss that’s going to be hard to recover from, but we’re gonna try,” said Bill Colbert Jr., who joined the family business of running the privately owned, public-use airport 19 years ago after he retired from the military. His father has been involved with the airpark since it was founded in 1944 and has owned it since the 1950s.

The waters rose so quickly that only one of the 30 based aircraft escaped the damaging flood, but even it still had water in its tail and interior. The aircraft owner was able to move it to the highest point on the airport so that the engine at least remained out of the water.

“We did not expect it to crest at 13 feet above flood stage” at the airport, Colbert said, explaining that the airport, which is located next to the Cumberland River, has flooded before but never to this extent. “Today was the first day we were able to get back in the warehouse,” he said of the building housing the other family business, Colemill Enterprises, Inc., which offers charter services, airframe and avionics maintenance, conversions, and flight instruction.

As of May 6, other hangars on the field still had water in them, including one that housed two King Airs (at crest the water was up to the windshield on both), and the taxiway was completely submerged, but parts of the runway were starting to appear. A hill behind the Colemill building slid, causing further damage, and the airpark’s fuel tanks came loose, floating about 10 feet before coming to rest against a hangar.

The water, which rose to six to eight feet in some hangars, isn’t expected to fully recede from the airport until Saturday. Power likely won’t be restored for more than a week.

“Right now we’re just trying to get some professional companies in here to clean up,” Colbert said, “and then we’ll have to start rebuilding.”

John Mrzena, who works in the parts department at Colemill Enterprises, said the water was four to five feet deep in the parts room where he was starting the cleanup process, sanitizing tables and chairs in the office. “It’s just a mess,” he said.

Insurance brokers have started coming to the airpark to assess the aircraft where the water has receded enough. So far, all that have been inspected have been totaled.

Colbert has notified the FAA to issue a notam closing the airport. “It’s a pretty sad story,” he said. “It’s just going to take time” to clean up and reopen.

May 6, 2010

(This is where I took my first flying lesson when I was 14. This airport is on my list of places to fly to after I get my license.)

GROUNDED!! And it's NOT my $*&@($ Fault!

2010-05-04T23:24:00.002-04:00

Look, I am still upset over this so I didn't post, but a few have been asking me what is going on with my flying.

Here is the latest. On April 30th, my medical expired, thanks to some person at the Cleveland Clinic. After I got my okay from the FAA to take my medical exam, I immediately called the Clinic for my exam with the (AME) Aero Medical Examiner, the same AME I took the exam with initially.

When I showed up for my exam, I was advised that I had no appointment. Upon further review, it was found that someone in the Clinic cancelled my appointment instead of cancelling my eye exam appointment. It was an admitted error of the system, a 'common occurance' when using MyChart, which is the Clinic's program that allows patients to manage their appointments and other matters on line instead of calling in.

Well, I am human and so are staff members at the Clinic. Mostly all of them are professional. An error was made, no problem. I can come next week, no harm. Well, the scheduling system was showing that he was not available until June. Now, while I have not flown in MONTHS and I am anxious to be back in the air in the next 72 hours. But the 'Scheduling Gate Keeper' had other plans.

The 'Scheduling Gate Keeper' in a professional way told me "Tough $#!*" when I told her I can not wait until June. So, even though CCF screwed this up by their own admission, I still have to wait??

I will see another AME in the next week.

How Ironic

2010-04-15T11:55:00.003-04:00

As some of you know, part of my Social Security Disability was hit so I had a drastic decrease in income, therefore, flying was the first to go in the budget. That is unless I stopped paying my other bills and eating. (I did want to lose a few pounds though.)

So I started my job hunt and on the second job try, not only did I replace that income, but I added in enough to get 4 to 5 more hours of flying a month. While I am leaving the office, after the initial interview and hiring (and working for an hour to see if I liked the job), the Cleveland Clinic called me with my appointment for my doctor for my medical exam to renew my medical. Didn't even get out of the office and the AME has my appointment set up.

Not a bad day, huh?

Ooooops ... It's at the Post Office Box, Stupid

2010-04-14T07:07:00.002-04:00

Each day for the past 3 weeks I have been waiting for the mail, impatiently. I see Renee walking dow the street, I dash to the box to see if my letter from the FAA is there, and, sadly, it never made it into my mailbox.

As few days ago while across town I went to my post office box and voila, there it is, an envelope from the FAA. Don't these folks read the letter that shows my MAILING ADDRESS is my physical residence? Guess not.

So the lines that I was waiting for was waiting for was in the letter. "The AME is authorized to issue you a third-class airman medical certificate bearing the limitation Valid for 12-months following the month examined, providing he/she finds you otherwise qualified".

So, now I have permission to take my medical exam and have my medical issued to me on the spot instead of waiting for Oklahoma City to review and approve it.

As for the mailing address issue, a 2 minute trip to the FAA wed site corrected that problem.

Now, I will see when I can visit Dr. Lang at the Cleveland Clinic. Wish me luck.

Medical Renewal Time

2010-03-20T10:50:00.004-04:00

Well, it's been two years since I first applied for my medical certificate, which means that it is time for my renewal. As a transplant patient there are many issues that can come up with medicines, rejection, and other physical issues from having these two foreign objects in my body.

Over time the Federal Aviation Administration developed protocol based upon statistics that have allowed many transplant recipients to receive certification for their pilots license. Many people do not understand how strict the FAA can be regarding the physical capabilities of pilots. I was fortunate enough to be one of the people to be granted a medical certificate after receiving an organ transplant.

My blood pressure has been steady. My vision has been steady. My side effects from the anti-rejection medication has been pretty much limited to food allergies, and also airborne allergies in the spring and fall.

This year I have not been participating in sporting activities as I have in the past, and that will change in the near future. When volunteering at the Cleveland Clinic I can easily walk up to 5 miles a day. For those of you who are not aware of it the Cleveland Clinic is pretty much a city with in the city of Cleveland. In fact, Cleveland Clinic has its own zip code. I have not been ice-skating except for once this year, and I generally bowl once or twice a week.

As a transplant recipient I had to receive what is called a Special Issuance from the FAA. Two days ago I had to send in updates for my physicians to demonstrate that my health has not changed. After receiving the paperwork the FAA should be sending back to me their authorization for me to take my medical exam with a physician so that I can have an immediate issuance of my medical certificate. So I guess I will be spending the next three weeks checking the mail daily.

2010-02-10T17:23:00.003-05:00

Continental Airlines honors its first black pilot by naming new 737 after him

A black pilot who fought all the way to the Supreme Court to be allowed to fly for a major airline had the rare distinction this week of having a Continental Airlines jet named in his honor.

Capt. Marlon Green was honored in a ceremony in Houston more than 50 years after he first approached Continental for a job. His six-year battle to fly for Continental ended with a 1963 Supreme Court ruling that forced airlines not to discriminate in their hiring.

"We turned him down for one reason and one reason only -- because of the color of his skin," Continental Chief Executive Jeff Smisek said in remarks as the airline unveiled its newest Boeing 737, a white jet with Green's name painted in navy blue near the nose. The other three Continental aircraft named after individuals honor former CEOs Larry Kellner, Gordon Bethune and Robert Fix.

Smisek acknowledged the airline's fight to keep Green out.

Smisek, also chairman and president, said he was "proud to be here today representing my 41,000 co-workers. But I tell you there is part of Continental's history of which I'm not proud. That happened over 50 years ago."

The trailblazing black pilot died last year at age 80. His brother, Jim Green, flew in from his home near Seattle for the ceremony Tuesday.

"He's looking down from heaven and saying well done -- a little bit late, but well done," Jim Green said in a report by the Houston Chronicle.

Green's fight to become a commercial airline pilot started in 1957 after he retired from the Air Force, where he flew more than 3,000 hours in multi-engine aircraft. He was rejected by every airline at which he applied, including Continental.

Continental granted him a flight test and interview only after he declined to note his race on his application. But the airline refused to hire him while hiring other less qualified applicants -- the basis of Green's legal challenge.

In 1963, the Supreme Court ruled that no one applying for a pilot's position could be denied a job on the basis of race. Green began flying for Continental in 1965. He remained with the company for 14 years.

"Capt. Green was a pioneer who was willing to challenge the unacceptable status quo of the time and paved the way for the most qualified applicants to be hired, regardless of the color of their skin," Smisek said.

Continental said minorities today account for more than 40 percent of its domestic workforce. Among its 4,310 pilots, 272, or 6 percent, are minorities, the company said.

At the Houston ceremony, Continental announced that Capt. Ray-Sean Silvera has been promoted to assistant chief pilot, the first black aviator in Continental's ranks to achieve the high-ranking administrative position. Silvera had proposed the idea of naming a plane in honor of Marlon Green after learning of his death.

(Belated) Thank you AOPA Flight Training Magazine

2010-02-02T09:13:00.003-05:00

(This article from the February issue of AOPA Flight Training, has resulted in me receiving a lot of positive e-mail from many across the country, including people from organ transplant agencies, high school, old co-workers and even people who work at the Cleveland Clinic. We, in the organ transplant business, can not thank Mike Collins an staff enough for demonstrating the positives from life saving organ transplants.)

Flying to Inspiring and Motivate Others

As a child, Grier, now 51, spent summers with his father in Nashville. And he disliked airplanes. “I had no interest in flying until I took my first trip back from Nashville. I hated it. Then on my second trip, I remember the stewardess taking me up front to the cockpit. The flight crew was really nice. That was a Lockheed Electra. And then I was really hooked,” he said. “Growing up, I read more flying magazines and books than I did my regular schoolwork. That was reflected in my grades.”

He took his first two flying lessons at Cornelia Fort Airpark in Nashville when he was 14. “Now that’s on my list of places to fly when I get my license,” Grier noted. A couple of years later, he trained at the long-gone Chagrin Falls Airport southeast of Cleveland, but never soloed. A vision problem prevented him from getting a medical certificate; the cause eluded him for nine years but the solution, it turned out, was as simple as changing contact lenses.

At that point Grier had to take another break. “I didn’t lose interest, but other things were going on in my life, and flying had to be put on hold. For another five years, flying was always on my mind,” he added. When he found out he had a daughter on the way, his grounding was extended. “At that point I pretty much gave up on it—but I didn’t forget about it.”

Then he got sick. After a year and a half of illness, Grier received a liver transplant in 1997. “I thought I might as well give up on flying completely,” he recalled.

He recovered and went back to work in the mortgage industry and providing technical support. But Grier became ill again. “My liver was failing, and my kidneys were failing because the medication you take is toxic to the kidneys,” he explained. In 2007 he received a double transplant—a liver and one kidney.

“When you’re lying there in the hospital, you start thinking about a lot of things. Part of it is that you’ve got to maximize your opportunities,” he said. “I was upset that I’d never completed my goal of becoming a pilot. I guess this is my second chance.”

Grier said he got out of bed, went down the hall—with his IV pole in tow—to a computer, and in 10 minutes found out there were pilots flying with transplants. “I saw that there were about 200 pilots with transplants, including heart transplants.” Kidneys are most common, followed by livers, he said.

“I spent that night in my bed—my mind was racing, because I could have been [flying],” Grier said. Four days before the one-year anniversary of his second transplant surgery, he visited his aviation medical examiner. The FAA came back to him twice for additional records. In July 2008, 65 days after the exam, his medical certificate arrived in the mail.

Grier passed his knowledge test and then resumed flight training as his finances allowed. He soloed on October 19, 2009. “I was amazed at how quickly
the aircraft jumped off the ground with just me in it. Then when I was on downwind it occurred to me, ‘I’m by myself.’”

Now Grier is preparing for his dual cross-countries, and hopes to take his checkride in March or April 2010. That’s important, because he’s planning a flight to Madison, Wisconsin, in late July for the National Kidney Foundation’s Transplant Games. The biennial track and field events roughly parallel the summer Olympics, and Grier hopes to compete in bowling and maybe volleyball.

People—especially transplant recipients—are surprised to find out he’s becoming a pilot. “I see patients every Wednesday in the transplant center at the
Cleveland Clinic, and a lot of them get very pumped up when they learn that. They think, ‘What can I do?’ It inspires and motivates them to reach for their goals,” he said. “They need to be reminded of where they can go.”

Eventually, Grier would like to fly for Angel Flight or a similar organization. “If patients see me doing all of this and it motivates them—and I can say, ‘Oh, by the way, I know what you’re going through, I’ve been there’—patients have told me that would be a big kick.”

Mike Collins is technical editor for AOPA Publications

When Flying in Canada

2010-01-19T08:06:00.001-05:00

Yeah, #(&#^@*@, I'm Grumpy

2010-01-18T15:08:00.002-05:00

Not been flying since December 10th, and I am not taking this all well.

The car needed repair (4 hrs of flying lesson money), plus Christmas expenses, and other things that drain the bank account all add up to not flying.

Even if I deceded to take the money and fly, the weather is snowy and crappy.

David is not a happy flyer.

Guess I should clean the bathroom and do a load of laundry. Oh, I need to work on 2 spreadsheets and lay out that fund raiser. At least I am busy.

A Hop, Skip, Jump, and Back Home

2010-01-10T12:00:00.000-05:00

When flying from my home airport I really like the northern winds because I prefer to land on the runway 03 because there is much less turbulence due to the lack of trees at the end of the runway. On this Thursday, I wanted that northern wind and got it.

The plan was to take off and fly over to Wadsworth Muni, and then over to Wayne County, and then over to Medina County, and then back home.

As a student pilot I did not want to form the bad habits that I read about in the various aviation magazines. So with the northern wind today I would be landing on different runways therefore the patterns would be different which is what I've been waiting for for a long time.

So when departing from Skypark, the departure will be from the downwind leg and overflying Skypark direct to Wadsworth Muni and enter on a 45 for runway 02. And since this was all planned out ahead of time it went like clockwork. The first landing was good and it to a full stop. I then took off, and planned for a touch and go which went well. The third landing I planned for a full stop with no flaps. I almost backed out because I did not clear this with my flight instructor, but this is where he worked with me since the Wadsworth runway is long enough to accommodate this practice. The approach was flatter than the usual 20° flat landing, but went without a hitch. With this practice completed my taxi back for takeoff to fly to Wayne County.

The departure was routine and dislocating Wayne County was not too difficult. The question was whether I was to enter on a 45 or enter on the downwind to runway 10. I opted for the latter and found myself with another aircraft already on down wind and followed her. (not because I was being a gentleman, but because she was there first). Since the layout of Wayne County results in a back-taxi I preferred touch and goes and glad that I did. All was right with the world and the spacing was nice. I was able to space by cutting corners and/or extending legs as needed. With my 3 touch and goes completed I was ready for my leg to Medina County.

This was my longest leg and after I spotted Wadsworth Muni (Skypark is hard to find at times) I was able to find Medina quickly. There was a Mooney already in the pattern for runway 36 so why mess with they flow of traffic. The wind was a little stronger and about 40 degrees off my nose but still within my allowances. The first landing was a full stop which was not worth saving for the archives. Maintaining centerline was not easy since I was not thinking right. I taxied back for a second try and was reminded why I didn’t like this airport runway. You are taxiing uphill to the approach end and have to back-taxi a few hundred feet. I was going to cheat and take off from the entry point of the taxiway, but know better. I did the pivot after the 15 second back-taxi and off I went. The takeoff was sloppy but after regaining my composure I hit everything pretty much on target. I planned on a touch and go and all went well. The departure was good and did another one. This plan was for a spot landing since I realized that I had not done one at all on this day’s practice. This went fair and resulted in power on the short final. Next time, I will hold off on the second 10 degrees of flaps until needed. Touch down was nice and soft (love that chirp of a classic landing). Flaps to 10 degrees, carb heat off, full power and off I went for my final take off, and flight home to Skypark.

Skypark eluded me for a moment as I left on the downwind leg from Medina, because Wadsworth Muni catches my attention before my home airport did. There was a simple downwind entry to runway 03, and the downwind leg was sloppy since I was 100 feet below pattern altitude. But still, when abeam the numbers I pulled the power for my approach. I turned base and waited until I was halfway on my base until I drop my first 10° of flaps. I was still high but waited until I was on final to add 10° more. Halfway on final I was still high so I added the final flaps and corrected for the crosswind and made a halfway decent landing.

All in all it was a good day behind the joystick. I clicked off the Flight Simulator and looked outside the window again and saw that the snow was still coming down quite heavily. After grumbling for a few minutes I put on my boots, two sweaters, grabbed my scarf and gloves, and went out to the garage and started up the snow blower.

(It was a crappy day out. Did you really expect me to fly in this weather)

Laundry not cleaning its self, but the weather is nice for flying

2009-12-10T16:23:00.001-05:00

Here at this, another Friday, and the laundry refuses to clean itself, but look at the weather. How can I pass up a nice day like today? So there is only one thing to do.
Check weather, and reserve a plane because clothes can wait. Besides, clean clothes really are over rated.

So I’ll go online and check the AOPA website and check the weather and see if I can find an excuse for going out to the airport, or reason for staying home and try to convince the clothes to wash themselves. The weather won.

So I hopped into the car and drove down to the airport using I-77 instead of the I-71 this time. And it looks like Yahoo maps was correct because I cut five to seven minutes off of my drive time and it seemed to be a quicker with more interesting scenery.

15 minutes from the airport I call my instructor Mark, to get okay to fly. Based on today’s whether he was confident but told me to double-check with an instructor on the field for a final okay.

When I arrived at the field 733 was parked right by the gate and it was tempting to fly this one today, but I did not feel like fumbling with the passenger door in flight as I usually end up doing with this airplane. 400 was parked near the pumps just in case I had to fuel up, and before going inside I checked to see how much fuel she had. Surprisingly both tanks were over three quarters full.

Inside, after two or three minute conversation, Logan, one of the flight instructors gives me the thumbs up.

Everything seems to be going pretty good today, I walk out to the aircraft perform my preflight, start up the engine which is usually very hard to start. So today I used to shots of primer instead of one and she almost made it on the first try. So I do two more shots and she started off okay. I taxi out to the runway and perform my takeoff checklist and as usual on this aircraft there is engine roughness on the magneto check. In on the second attempt on leaning out the engine and running up to burn off carbon deposits she seems to purr okay. But, during the run-up there is an unusual smell which may be oil, or not, so I taxi back to the hangar to see if a mechanic could verify what was going on. One of the pilots came out and tell me that that smell is normal and that it was oil that may have spilled during a refill. So I taxi back out and take off and fly over to Wadsworth Muni.

I announce myself 3 miles out and that I was coined to enter crosswind for runway 20, and while entering crosswind for a downwind it was announced that they were using runway 02 so I called up my downwind as an upwind instead to find that I had a Piper Arrow behind me on upwind also. The landing went okay except that it was a little sloppy and I also landed fast. So I made the second turn off for another trip around the pattern. The next landing was better, and the one following I came in hot again. Self diagnosing the problem I need it to use my flaps sooner in approach and to stay ahead of the aircraft.

I left the pattern to fly back to Skypark which was usually one of the more difficult things for me to do because Skypark is not an easy airport to find. On departure from Wadsworth Muni I found the salt shaker (and area landmark) and set up the usual course to fly back to Skypark and actually found it pretty easily.

I call land a 2 mile 45 for the active runway and start my first approach back home. One thing that was bugging me, at the same time is why I fly at Skypark is that I was making sloppy landings at Wadsworth Muni (coming in fast) and I could not do this at my home base. My first landing back home was hot (landing too fast), in fact the following three landings were all the same. On my third landing I debated going around but I landed about 200 feet before midfield and had no problems coming to a stop. After my third landing I decided I needed to do it right before I called it a day. I only got the final landing half right and decided that I had enough for today and if I could I was when I come back the next day or within a week and do it right.

While normally I would be upset at my flying today I had to remind myself that I had not flown in little over three weeks and overall I did okay.

Every pilot remembers their first solo flight. This was my fourth solo flight and it had special meaning because this was the first time that I had the opportunity, on a whim, to grab my flight bag and go flying and all I needed was an okay for my instructor. This was the first time flying by myself from start to finish. For a student to fly to another airport is further validation of his or her skills and abilities. And today, what a validation!

But of course, on my way home there is a nagging thought and sure enough early in the evening when I’m cleaning up I realized that I had left a couple items in the airplane.

Well maybe next time I’ll get it right.

Hmmmmmmmmmmmm, ....

2009-11-12T14:14:00.002-05:00

Look at the sky. SMILE!!
Look at the bank account. FROWN.
Look at the sky. GRIN!!
Look at the bank account. <#*&*@(>
Look at the METAR. "KCAK 121851Z 05008G14KT 020V120 10SM FEW250 12/M04 A3012 RMK AO2 SLP207 T01221044" SWEET!!
Look at the bank account.
Boot up FlightSimulator, and just be happy practicing navigation while saving money. I have a 5:00 meeting today at the Clinic, and the leaves on the lawn will not pick up and bag themselves. I hate autumn leaves.

Third solo!! (And, no, my stuff does NOT stink!)

2009-11-10T09:59:00.003-05:00

I must say that my confidence level is once again escalating. Before I leave for the airport I find myself doing more of the routines that the pilots should do. For instance, I logged on to the weather portion of the AOPA website and checked the weather for the area. Since now that I am pilot in command it is a requirement to obtain a weather briefing for your flight. But this was the first time that I did it as a requirement, or should I say as a responsibility.

As usual I got to the airport later than planned, and as expected, whoever was flying my playing the day before left the aircraft low on fuel. Today was my lucky day though, because unlike other days when I needed to fuel my plane now I can taxi the plane over to the fuel pumps instead of dragging it across the apron with the tow bar. I guess I'm in the big leagues now!

My instructor plan to take me to the local airport next door, Wadsworth Municipal, for a couple takeoffs and landings. On my first takeoff out of Skypark as I began my takeoff roll the aircraft spun around on the right wheel pretty much causing me to go in a circle as I increase the power to full throttle. Immediately I retard at the power and tried to maintain control of the aircraft. Of course Mark, my instructor, was pulling one of his stunts of simulating a locked up brake to see how I would react. Since I immediately reacted by killing the power I passed the test.

Oh by the way, that the door on the passenger side opened up again on our first takeoff of the day.

The flight to Wadsworth was uneventful and my landing was okay (not one of my better ones, but very passable). We then took off and headed back to home where I did a few more takeoffs and landings and then I was on my own for three more solo takeoffs and landings. And once again the pesky door opened up on my first takeoff. (Memo to self -- bring rivet gun to my
lesson) My second and third landings were flat, that is I did not hold my nose wheel off through the landing. The landings were soft, they just happen to be near three pointers. Three point landings are good for tail draggers, but not in a Cessna 152.

The good thing about today's flight is that I got an additional endorsement to fly to the next airport away from us which is Wadsworth. Now granted, when you take off on runway to one at Skypark after you raise your flaps if you look directly to the left you can see Wadsworth Muni. In fact, you are pretty much on base to land on runway 10. Wadsworth Airport is about 3 miles southwest of Skypark. The good thing is this -- I can fly over to Wadsworth and practice takeoffs and landings, or better yet touch and go's which save a lot of time, and brush up on other skills that I cannot do at Skypark. There is also not a lot of traffic at Wadsworth and it is not uncommon to fly for an hour there and be the only playing in the pattern. Hopefully soon I will be flying to Medina and also Wayne County which are 6 miles and 10 miles respectively from Skypark.

All in all it was a very good day.

Second solo, I really CAN do this!!

2009-11-03T11:30:00.002-05:00

As usual, when coming from the east side of Cleveland it is a hassle for me to quickly get to the airport. I finally made it, 10 minutes after my start time which is what I really hate to do. Before going flying I like to relax, have a thorough inspection of my aircraft, and talk to the other pilots about the weather conditions.

Today I was flying 733, a red and white Cessna 152 which I had never flown. Of course, the last person to fly the plane left the tanks nearly empty. The good news though, is that this aircraft was right by the fuel pumps so I easily pulled the aircraft over and topped off the tanks.

This was my first flight since my solo two weeks ago so I did not expect to go up by myself immediately. My instructor and I took off to fly to the practice area. Of course everything was not well with the aircraft, specifically the passenger side door. It popped open on my flight instructor less than a minute after taking off and he wrestled to get it shut as we climbed out to the practice area. He wanted me to demonstrate slow flight while maintaining 3000 feet. All was going well until the door popped open again. And he wrestled with the door it and got it closed and then instructed me to do a steep 360 to the left and then to the right. The left turn went well but the right turn I lost 110 feet, 10 feet out of the guidelines to pass my private pilot’s test. Considering that I have not done steep turns for months I did okay. I then proceeded to do turns around a point which I was still a little rusty on but they came out okay.

Back at the airport I did my first landing which was okay but I carried too much speed on short final resulting in too much float. On the next landing on short final Mark called out “pink elephant on runway, pink elephant on runway”, and of course I had no idea what he was talking about. Once again he called out “pink elephant on runway”, but this time I understood what he was talking about. Mark wanted me to do a goal around which came out pretty good. I proceeded around the pattern, landed, once again with too much float, but passable so Mark told me to go ahead by myself for my second solo.

The takeoff went well, except for, you guessed it- the passenger door popped open on takeoff about 200 feet into the air. I waited until I was on the downwind leg to work on it, and got it to close without much fuss. The landing went well, but before I took off again I worked on the door to make sure it was shut. Second landing went well, except for the float again which resulted in me using up a lot of runway. I taxi back for takeoff, and proceeded on my third takeoff for the day. I usually rotate at 50 to 55 knots, but at about 40 knots, you guessed it, once again- the door popped open. I decided to abort the takeoff because the door was really pissing me off now. One of the airport mechanics help me work on the door and this time it seemed to shut firmly. To take off and landing went well, still too much speed but my touchdowns were soft.

The game plan is for me to do one more solo and to show my instructor, Mark, that I know the area fairly well (yeah right, this will be a laugh), and then I can fly to three other airports in the immediate area. And honestly, I cannot wait.

SOLO ... The day that I have been waiting for since forever.

2009-10-20T22:10:00.003-04:00

I woke up Monday morning knowing that today was the day. The night before I had checked the weather in it was predicting light winds at the airport in till around noon time which was when I was supposed to fly. It was forecast for the winds to increase to 12 to 18 knots.

I planned to arrive at the airport about 45 minutes before my lesson but unfortunately that did not happen. I arrived at the airport only15 minutes before my scheduled flight. My delay in leaving home was due to the fact that I was waiting for a copy of my insurance policy via e-mail. I printed off two copies and took off to the airport taking the roundabout way, and then entering the freeway on the wrong exit which took me the wrong direction.

When I arrived at the airport I did my usual ritual of looking over the airplane before I go into the office for the keys. As expected, the aircraft had just about 2 or 3 gallons in each tank so I needed to gas up before my lesson. I had plenty of time since my instructor was working with another student so I had plenty of time to psych myself up for today’s flight. Luckily the airplane was right by the gas pumps so I could use the toolbar to pull the aircraft over around 30 to 40 feet without much effort. I completed my preflight and gassed up the aircraft, and then everything started to fall apart.

My instructor was already sitting in the aircraft when he asked me if I had my insurance yet, and I told him that it was now on file in the office. He asked me for my logbook and my medical certificate, which pretty much told me what he had planned for me today. I hopped into the aircraft did my startup checklist and then realized that I had left the keys of the aircraft on the gas pumps which was the resulted in the first chuckle. After fussing and priming and pumping the throttle while cranking the engine for about three minutes it finally started. Of course, we had another little problem. I kept hearing a banging noise on my side of the aircraft which meant that my safety belt was hanging out the door. Another chuckle. Seatbelt intact I taxied out the runway 21. The run-up was the usual except for the fact that I had the jitters. My instructor, Marc, asked me to do a soft field takeoff which I really did not feel like doing this afternoon as my first flight in two weeks. The aircraft came off the ground pretty easily and then we started the usual departure procedure of climbing to 1800 feet and turn left to the crosswind leg. I looked down at the DG and then noticed that I never set the DG before I took off therefore the company is in the DG were about 100° apart. I then noticed that I could see the ground through the crack of the door and realize my door had popped open. So I looked at Marc and asked him about his procedures and why he did not catch my mistakes. Luckily, he only smiled at me.

The approach was bumpy on short final due to the trees that create a lot of turbulence when it is windy. I was able to fight through this landing and salvaged a decent touchdown. Today was NOT going to be the day because it is too windy. We then took off and scooted over to Wadsworth Muni which is a three minute flight from Skypark. Of course Marc would not let me make normal landings today and would not let me land with flaps. He wanted to demonstrate to me how the aircraft lands with no flaps, and I was successful in both landing efforts. I was even grateful that I had learned this valuable lesson.

Back to Skypark for a few more landings. On my first landing he wanted me to make sure that I came in a high over the trees and dropped in after passing them which meant that my usual aiming for the numbers was out. My first landing was pretty decent except for the fact that I don’t like landing long since our runway is only 2400 feet. After touchdown I still had plenty of runway. After all, this was a Cessna 152. The next landing came out even better and Marc told me to give him one more good landing. Suddenly, I was starting to get nervous and anxious and had every intention to screw up this landing, but I didn’t. On the following landing he told me to keep going to the end and taxi over to the pumps. Before I could shut down the engine he told me to give him three takeoffs and landings and taxi back to the pumps, and then he climbed out of the aircraft and shut the door and walked off. WOW, that Cessna 152 became a Boeing 707 in my mind. Entirely TOO much to remember to fly. What was really weird is that the cockpit got very hot and it felt very weird to be in the aircraft by myself and expected to take off and land, by myself, even though I had been doing it for months.

As I applied the throttle I notice how quickly the aircraft taxied when I was in it by myself. As I crossed the active runway I quickly forgot my call sign, the airport where I was located, in really hard pressed to remember my name. It’s really amazing how short the taxi is to the active when you’re taxiing out for your first solo. I did my final checklist, announced my take off, once again forgetting my call sign, and where I was, and why I was even on the face of this planet. I applied full throttle and was amazed how quickly the Cessna 152 accelerated and jumped off the runway when you’re flying it by yourself.

It was then that I realized that I had reached the moment that I had been waiting for, for over 30 years. I was able to keep my cool, to watch my headings, to watch my altitude, and hoped to stay calm for my landing. Surprisingly, I handled my first landing with no problem even though I was very nervous and afraid. So there I was, doing my first solo takeoff and landing, on a windy day, but fortunately the wind was right down the runway so there was no crosswind factor. One down and two more to go. The second time around the pattern was actually pretty decent, and my landing came out okay, and was actually pretty soft. Two down and one more to go. On my third takeoff I realize how quickly I was climbing and as I looked down at the airport office as I flew by it really struck me this time that all was right with the world. Back to reality now. Instead of climbing to 2000 feet I found myself at 2200 feet on downwind but recovered quite easily made my base and final approach, came over the trees and just before I touched down upon myself ballooning but record covered quite well, and had a nice touchdown. I taxi door to the pumps and shut down and just sat there for a couple of minutes in silence.

Back in the office of course Marc congratulated me, grabbed his scissors and snipped off my shirt tail. Of course I wore my AOPA Pilot-in-Command T-shirt that day because I knew.

So here I am, a day later because I was too excited to even sleep last night let alone to write this blog entry. But I think the whole world knows that I can add October 19, 2009 to my short list of happiest days of my life.

The Lazy Way Out

2009-10-11T20:08:00.003-04:00

Steve and Gina flew up to the Akron area to see friends and relatives. Since he was in the area he stopped up for a hot minute as promised.

I want Steve to give his review of Weltzien Skaypark (15G). The lazy way out for me is to let him share his views on the airport, so follow him at his A Mile of Runway blog.

I warned him of the short 2,400 foot runway, but from his landing I had no reason to warn him. All day at Skypark they had rides for the community, and Steve's landing was better than all of the others, landing a short distance from the numbers and well within MY strict guidelines for my landings.

After a brief tour they had to hightail it back to their homebase. Ask Steve about Skypark especially the super secret pilot's room.

Good seeing you Steve and Gina! (Must be nice to have a woman who enjoys flying. I hope Toni doesnt see this post.)

HOPE TO SOLO THIS WEEK!!!

My 9/11 Flight

2009-09-14T23:52:00.003-04:00

I pretty much had a free day at home with a laundry list of items to take care of, but it was such a lovely day I could not pass up scheduling a one-hour flight to practice some takeoffs and landings.

My plan was to arrive at the airport one hour before my flight but for some reason that could never happen as planned. I arrived 20 minutes before my scheduled flight, and my flight instructor, Marc, was fiddling around on the computer so I pretty much did not get my chance to put my feet up and relax before my preflight.

Keeping in mind the problems that I had with my checklist routine, I pay extra attention to what I was doing step by step. Pretty much now that I have that routine down I find it is easier to use my checklist for every phase and do not be concerned about not going from memory.

The preflight, start up, taxi, and takeoff were pretty routine. As we departed the pattern I decided that I wanted to fly over to Medina airport, and then fly back for landing practice. But Marc suggested that we land at Medina and that sounded like a good idea. My landing was not up to my standards, and I found myself dancing with the rudders along with flaring out to high over correcting with my power adjustment which resulted in a slight climb, but I recovered okay.

After that we flew back Wadsworth Skypark for some landings, and most of them were right on target even though I felt uneasy about one of them. One thing I did learn today was how to land in cross winds which involves cross controlling the ailerons and rudders. Once I learned how to do this the proper way I was hoping for the cross winds to increase so that I could get more practice. For some reason I know that I will eat these words.

Overall, due to the landing at Medina I will have to grade myself a fair plus grade.

Just remember ... you can not forget this day, ever!

How Ironic

2009-08-15T20:53:00.002-04:00

On my last blog entry I talked about my checklist issue and not using it. I had a bad habit of skimming it but not checking item after item.

This morning I get the Pilot's Tip of the Week - #11, which discussed preflight and the importance of using your checklist.

A sign from above? hmmmmmmm??

This is a checklist, stupid!

2009-08-14T09:13:00.002-04:00

My birthday flight was not one of my better flights. The weather was nice, light turbulence, the sky was about 4500 broken, but I just did not have it this day.

One problem that I have found that I am doing is that I am ignoring my checklist, or just skimming it and not following it accurately. I have to remind myself that a checklist is there for a reason. The checklist is exactly that... a checklist. The checklist is not reading material to entertain you before starting the engine or before taking off. Every item is important to some extent or another. Ignoring an individual item may not result in disaster, but ignoring several items could quite easily resulted in more than just ruining your flight.

To diminish or eliminate this problem, I have been using my checklist and practicing on my computer with my Microsoft flight simulator. I have a flight schedule today, and since I have practiced several times I should have no problem at all.

Today's weather ... KAKR 141254Z AUTO 00000KT 8SM CLR 22/19 A3021 RMK AO2 SLP223 T02220189 TSNO=

How I spent my 4th of July.

2009-07-21T13:12:00.002-04:00

This was a last minute flight since my instructor was available along with the plane that I prefer to fly.

Hot day and slightlybumpy. This was the final landing after doing 3 touch and goes at Wayne County Airport, but those did not come out.

I finally get to fly one

2009-06-06T21:14:00.004-04:00

When I was a teen I collected brochures of different airplanes and the one I really fell in love with was the Cessna 210 Centurion. I saw the plane as gutsy. Naw ... the plane was ballsy. When I saw them on the ramp I found it down right intimdating.

Today, I got to fly one at Skypark (15g). WOW. What a rush!!

I sat in awe and got to do one takeoff which was the same as flying a 737 to me.

Quick, send me a check for $110,000.

My flight instructor is messing with me

2009-06-05T19:43:00.000-04:00

Yesterday I went to the airport for 1 1/2 hour lesson expecting to do that the basics plus a few takeoffs and landings. That's what I had in mind, but my flight instructor had different ideas.

We started off with the basics, regular takeoff, depart the pattern, fly southwest of airport, climb to 3500 feet, do some slow flight, steep turns (45° bank), and turns around the point. Overall I did okay, I still need to work on my power management to maintain altitude and slow flight. My turns around a point were okay, and I identified a mistake before my flight instructor did and made a second attempt that came out much better.

After completing those maneuvers he told me to fly back to the airport, and three minutes later after giving me these instructions, he decided to start messing with me. My flight instructor pulled the power all the way off and announced to me "You just lost your engine what are you going to do"?

So I started putting together some commonsense answers in my head and then explained them to him as I started the procedures. But the more I explained to him the more he kept asking me "then what"? I selected a field to the left of me and we had plenty of altitude to set up even though I was unsure of my selection. As I made my selection I gave them a brief overview as to why and he seemed to agree with me, and did not point out any better selections.

After this emergency procedure he told me to fly back and overfly the airport and 3500 feet. I thought maybe he was going to show me another procedure instead, he pulled off the power again and told me to land at the airport. He explained to me the best way to accomplish a safe landing and taught me to procedure, resulting in a decent landing.

So twice today he played this game with me. Luckily I put on extra deodorant because in the Cessna 152 you are in very close quarters with your passenger.

So we decided to practice some takeoffs and landings and except for a couple of minor issues I was having a good day.

On my second landing I was slightly off-line with a runway which was easily corrected but instead I opted to practice a go around. And I am proud to say that this one went quite well is specially since this was my first practice go around.

On the following landing while on the downwind leg, you guessed it ... he pulled the power off again! He told me to make a landing without power from my present location. Surprisingly it was not difficult at all and I should feel even more comfortable with this procedure once I practice it two or three more times. It resulted in a good landing, and I only swore at him once or twice under my breath.

The third time around the pattern was uneventful, the landing was smooth but I will have to make sure instead of looking over the cowl to look off to the side to judge my height. I don't know why I am not doing this now because when I started flying again I automatically looked off to the side to judge my height and my landings were perfect. But then again, I was in a Piper Cherokee.

I hope to get up in the air this weekend and see if I can pick up where I left off. I'm just wondering, since he's starting to throw emergencies at me... MAYBE HE WANTS TO KICK ME OUT OF THE NEST???

Cha-cha changes!

2009-05-05T17:43:00.000-04:00

I really had my heart set on flying the Piper Warrior or even a140 for my training, but, I had to make the switch.

I enjoyed the location of my school. Only 10-15 minutes away and also 3 location. But, due to the cost, I have to now drive to Wadsworth Sky Park Field (15g). It’s really work the drive though. All but 5 minutes of the 45 minute drive are freeway.

The only downside is that I have to fly Cessnas. I want to fly Pipers. The other thing is, by suggestion, I am back to the Cessna 150/152 model which is a 2 seater. Yes, it’s a shock. But the important thing right now is to solo and get my license. Once I solo I may consider going up to the Skyhawk which is a 4 seater.

So far I took an intro and then a full hour lesson in the 152. Well, I have to admit, I was less turned off to it once I got started.

Sloppy take off and departure but I got over it in short order. I tend to climb at a higher airspeed so that I can look over the nose.

I found the 152 not too hard to manage and actually almost too fun to fly. Of course there are different procedures than in the Cherokee. The constant yanking of the carb heat was annoying. The slow electrical flaps were annoying. Climbing onto the wing to check the fuel cap and to visually check the fuel quantity was annoying. The visibility down was spectacular. The visibility in turns was down right scary because the wing cuts off your view completely.

First landing on my intro was okay. Too firm though. The landing on my second lesson was better and my third overall landing was crap by my standards. I miss ground effect in landings.

I looooooove the small field and that was a selling point to me. Skinny, 2,400 foot runways teach you how to land. You become a much better pilot at airports that make you fly right. I floated on my landings but that will change.

Also the small airports make you feel at home. At my old place, it was okay. At this Sky Park many of the people initiate conversations with you.

This airport reminds me of the long gone Chagrin Falls Airport. Man, I miss her.

First Flying Lesson. All Over Again

2009-03-09T07:28:00.002-04:00

I was having butterflies in my stomach for two days. The excitement of flying again, that is OFFICIALLY flying again, was clearly taking over my thoughts.
I missed being in the air, and in control of the airplane. In fact, for years I even avoided small airfields due to the frustration that I was never going to have a chance to be a licensed pilot due to my transplants.
It was a cool day, but sunny and just a light breeze. The trip to Burke Lakefront took 5 hours. Okay, it was more like 15 minutes, but it seemed to take that long.
Bill was scheduled to be my instructor, but I ended up flying with Brian. A young’un. Too young to be my instructor, but so are many of the certified instructors these days are young and very qualified. Where do you think airline pilots get their start?
Pre-flight was easy enough, but I need to do the whole thing myself next time. Following the book with a few modifications worked out fine for me.
Start up on a cold day required 3 attempts and 4-5 shots of prime. Once running, the engine purred and we were off to the races. The radios were handled by Brian and everything flowed through the taxi, run-up, and takeoff.
Once we were southeast of Cuyahoga County airport D airspace we started maneuvers.
All of my maneuvers were fair to okay and since I have flown 1 hour in 18 years, I felt confident that I can hit everything on target soon.
30 degree turns were within range, but I have to work on my altitude holds and learn to trim and/or increase power for turns to offset drag.
Transition to slow flight was a hoot. While at cruise altitude and speed, you reduce the throttle to 1,700 RMPs and wait for the for speed to bleed off. This is not an easy maneuver to pull off without experience. I have to remember next time to reduce to 1,700 RPMs, and at 90 knots, to add in 15 degrees of flaps, then at 80 knots to add in 25 degrees of flaps and then at 70 go full 40 degrees of flaps, and when you are close to the desired speed add in the power to hold altitude. The nose up pretty much up into the sky and visibility over the nose is bad.
On the way back to Burke Lakefront I did a landing at Cuyahoga County and handled the radios. The landing was pretty smooth without excessive float. The take off was good and back to Lakefront and all went okay until we called in and found out that we were switched from 24 runways to the 6 runways, necessitating a downwind entry. Behind me was a Bonanza, and a Citation was also on the way in. We landed long since I was high in the pattern and rushed the turn to base for traffic flow.
It all went pretty well and I grade my lesson as a B- or C+ because I am so critical of myself. I remember how I used to fly and judge myself on those past performances. Brian told me to keep studying my ground school even though I passed last month and to not be so hurried.
I can not wait for my next time up.
My ASA headset should be in the mail tomorrow!

Okay, first lesson again!!

2009-03-03T22:07:00.000-05:00

Here I am, planning for my first flying lesson.
Actually, it’s not my first one. That first lesson was years ago in Nashville when I was a young buck. Joe Smiley was my instructor at Cornelia Fort Airpark. Here I am many, many years later, starting all over again and while I am nervous, I am confident, I just wonder if I will fell the same 16 hours from now.
The forecast shows a high pressure cell over West Virginia, bringing the wind from the east, so I get to use the runway number 6 left or right. I like those because I get to fly over the stadium and Rock Hall of Fame.
The weather is calling for VFR and light winds.
Time to go read my Piper Warrior manual and review the procedures for the aircraft.
Wish me luck!

So, Why Do I Want to Fly??

2009-02-09T17:28:00.002-05:00

Well as a young’un, I had dreams of flying a Boeing 727 for American Airlines. Way back then you could sit up front in the cockpit on the layover and chat with the crew. It was fun talking to them, quizzing them on the whys and how-comes of flying. It was even more fun showing them that I knew my way around the cockpit, could read charts and even knew procedures. I knew that my s**t didn’t stink when they let me read the checklists until we pushed back from the gate.

As I got older and when through this kick in the crotch called LIFE, new job, job loss, bills, living as a 20 year old, fighting for my medical, then a baby, I had to postpone for a looooooong time my dreams. Then, I had 2 transplant surgeries.

So, here I am, 30 years later and unable to realistically fly 73’s and other airliners. But, I can actually do something much better for society.

Angel Flight. I can volunteer for Angel Flight and help transport medical patients across the area.

I volunteer at the Cleveland Clinic in the transplant ward. Pre and post liver and kidney patients light up when they see that transplant recipients recover and are active in life in fairly short order. When I express my interest in flying patients, they are highly supportive and wish me well. Some told me that a former transplant patient flying them would be highly motivating to them.

There is nothing like watching a transplant patient go from sickly to seeing them months later fully recovered and active.

So, yes, my goal over the past year has been to help these patients. Many of them are coming from semi-remote areas and can reach Cleveland in a matter of 2-3 hours. So, to fly out and bring them to the area for their surgery will help them tremendously. Many of them are middle and low income. Not only transplant patients, but other patients need transportation. Angel Flight is filling that need.

I know what it is like to be flown from an outlying area to my home hospital.

So, no, I will not be flying the big jets, but I could be delivering something that is much more important.

FAA Written Test … 97%!

2009-02-03T13:15:00.000-05:00

Last night I slept well. I woke up fairly early, and decided to do a little studying. I ended up only studying for about 35 to 45 minutes.
Yesterday was a bear because I studied for about five to six hours. I finally reached the saturation point around 3:00 in the afternoon. What I ended up doing was housework to keep my mind distracted. I wanted to go bowling but it was too late to get a lane. There is nothing like bowling in the afternoon to break up the stress. And based on my recent scores I need to as much stress relief as possible.
So, I took my leisurely drive across Cleveland to Cuyahoga County Airport. For some reason, I was nervous and I really don’t know why. Once I started to test things came right back to me and I took the test and probably no more than 40 minutes.
I had to go back and review two questions. One was on Tri-colored approach lights, and the other was on cloud conditions. After reviewing the results I got those questions correct and missed the other questions pertaining to terminal in our forecasts and reading weather charts.
So, the next step is complete. 97% I can accept.
Now I see that I could have gotten 100%. DANG!!

Written Test Day is Tuesday!

2009-01-31T22:37:00.001-05:00

Well, I called CatTests and scheduled my Private Pilot Written test to be taken on Tuesday, February 3rd.
Years ago, something like 25 years ago, I took the test and passed with an 89%.
That was before on-line study, and on-line sample tests.
My Sample Tests with Gleim since I passed GS were 86% 3 days ago (yuck) and 96% tonight. Tonight I missed questions pertaining to weather. Not major weather questions, so there is no worry.
Thanks to ground school I saw a flaw in my calculations of wind direction, time and ground speed. I had the basics, but was doing them out of order. So, now that I have the proper order my answers were within .5% and with rounding I was on target.
I have 3 more sample tests to take if I wish, and I WILL take them.
I want my 96% or better!
I just realized last night that I can get my ground instructor’s certificate and train others. Sweeeeeeeeeet!!

I PASSED GROUND SCHOOL!!!

2009-01-15T17:24:00.001-05:00

I could not wait to re-study, so I went on line today and tested out on the Gleim On-Line Ground School.
Yeah, I was nervous. Not because I was unsure if I was going to pass. Instead, I wanted that 95% or better.
I got out the tea, and took a sip, and dived right in. This time I went slow and read every question. I was very sure of them all except for 3 or 4 questions.
The end result was a 96%.
A 96% I can live with. It’s one better than a 95%, right?
Now, can I pull this off in February when I officially take the test? I hope so.

Dang. I really should to better.

2009-01-13T15:06:00.002-05:00

Ground school is almost over. I like the idea of being able to do it at home and on line. Especially on days like today when I'd have to go to the airport and sit in a class. (Did I tell you how much I hate sitting in class?)

Here are my scores for each study section.

Airplanes and Aerodynamics - 96%
Airplane Instruments, Engines, and Systems 92%
Airports, Air Traffic Control, and Airspace 95%
Federal Aviation Regulations 97%
Airplane Performance 88%
Mid-Test 89%
Aeronautical Decision Making 93%
Aviation Weather 82%
Aviation Weather Services 87%
Navigation 95%
Navigation Systems 96%
Cross-Country Flight Planning 91%
2nd Mid-Test 100%

Sigh. I really CAN do better. Next step ... End of Course Test.

Never Too Late: Is it time to realize your dream? No duh!

2009-01-10T13:04:00.003-05:00

This was a great article in the AOPA Flight Training Mgazine. I am much younger than the people in the article, but the sentiment still applies. Click here to read.

97%. Close but No Cigar

2009-01-02T07:29:00.000-05:00

Another Unit test.
I completed Federal Air Regulations last night in the Man Cave. I missed just a few answers in the 171 question test. Gleim really makes you study and tests you through repetition. I mean, how many times can you ask a question? But, it makes you learn.
I will have to study more on Class and Category, and also watch the questions and stop skimming. One word can change the whole meaning of the question.
Next up is Weight and Balance and Aircraft Performance.

Dang. A stinkin’ 93%

2008-12-30T15:20:00.000-05:00

This is the first of about 4 Pre-Tests and all I got was a 93%.
The good news is that I reinforced what I thought was wrong on how I test.
The 60+ questions focused on Airplanes and Aerodynamics Airplane Instruments, Engines, and Systems and the questions were fairly simple. It took about 30 minutes.
Now that I am officially taking Ground School, I am reminded of the seriousness of study, and why you need to so many details when flying.
I curse at the repetition, yet I see the advantages.
Well, on to Airports, Air Traffic Control, and Airspace.

The decision was made and I started today ...

2008-12-27T14:48:00.001-05:00

... taking the 61 class with Gleim.
With soooo much coming up with moving, doing a major fund raiser, and things for my parents, it was easier to log on and take GS when I could. Besides, I been getting 85%+/- on my sample tests.
I hope to get my written done in the next 30 days.

Out of the blue test.

2008-12-22T15:07:00.001-05:00

It’s a cold 15 degrees today. I have been doing the laundry and house junk. I am bored so I decided to take a sample 60 question sample FAA Private Pilot exam with MyWrittenExam.com.
I am NOT happy about my score.
83.3%.
I feel confident about passing my test. In fact, I am going to take a break from studying and just wait for my official ground school.
An 85% is less than the 95% that I am shooting for. That’s 50 out of 60 questions that I got right. I need to get 57 out of 60 to get my 95%.
Once again I missed because I did not read the questions PROPERLY. I tested better and smarter than before. I just did not read the questions in a way that would have lead me to the right answer.
I'll get it together. Really.

THIS is what I am in for??

2008-12-19T13:11:00.002-05:00

This is a video of an oral exam to get your license. I answered about 90% of the questions asked to the student, so I am in the ballpark. Watch, I'll get an examiner with a bad attitude.

http://video.google.com/videoplay?docid=4862431346195521150

It's snowing outside!! YUCK. Today's avation weather is: KBKL 191800Z 00000KT 1 1/4SM BR BKN007 OVC011 02/01 A2955 RMK AO2 UPE1754 CIG 003V009. That means BAD WEATHER.

Sitting with the best in history

2008-12-15T07:36:00.002-05:00

The best of the best. Fellow Clevelander LeBron James? Nope. Wayne Gretzky? Nope. Tiger Woods? Nope.

The Tuskegee Airmen? Absolutely! Now we’re talking. I am joining the local chapter of the Tuskegee Airmen. These men were the best combat pilots in history. In World War II, the Airmen flew escort for bombers. Flying escort means is that fighter aircraft, (in their case, P-51s) fly side by side with the less agile bombers (usually B-17s) to their target and back home to the airbase.

The Tuskegee Airmen throughout the war were the only fighter squadron to never lose a bomber. Hundreds of bombing missions were flown and not one bomber was show down while being escorted by the Tuskegee Airmen. Understand how important this is to America. These were a black fighter group, in World War II where were facing not only the enemy, but they were facing racism that barely allowed them to fly, let alone be fighter pilots. Back in the 1940s, blacks could not even sweep most airports; therefore, these brave fighter pilots were accomplishing a task that was monumental. Here are more facts:

The Tuskegee Airmen were dedicated, determined young men who volunteered to become America's first Black military airmen

Tuskegee University was awarded the U.S. Army Air Corps contract to help train America’s first Black military aviators because it had already invested in the development of an airfield, had a proven civilian pilot training program and its graduates performed highest on flight aptitude exams.

The all-Black, 332nd Fighter Group consisted originally of four fighter squadrons, the 99th, the 100th, the 301st and the 302nd.

From 1940-1946, some 1,000 Black pilots were trained at Tuskegee.

The Airmen’s success during World War II – not losing a single bomber to enemy fire in more than 200 combat missions – is a record unmatched by any other fighter group.

The 99th Squadron distinguished itself by being awarded two Presidential Unit Citations (June-July 1943 and May 1944) for outstanding tactical air support and aerial combat in the 12th Air Force in Italy, before joining the 332nd Fighter Group.

The 332nd Fighter Group was awarded the Presidential Unit Citation for its longest bomber escort mission to Berlin, Germany, March 24, 1945. It destroyed three German ME-262 Jet fighters and damaged five additional jet fighters without losing any of the bombers or any of its own fighter aircraft to enemy fighters.

The 332nd Fighter Group had also distinguished itself in June 1944 when two of its pilots flying P-47 Thunderbolts discovered a German destroyer in the harbor of Trieste, Italy.

The tenacious bomber escort cover provided by the 332nd "Red Tail" fighters often discouraged enemy fighter pilots from attacking bombers escorted by the 332nd Fighter Group.

C. Alfred "Chief" Anderson earned his pilot's license in 1929 and became the first BlackAmerican to receive a commercial pilot's certificate in 1932, and, subsequently, to make a transcontinental flight.

Anderson is also well known as the pilot who flew Eleanor Roosevelt, wife of then-U.S. President Franklin D. Roosevelt, convincing her to encourage her husband to authorize military flight training at Tuskegee.

For more info visit http://www.tuskegeeairmen.org/.

Next Stop, Ground School

2008-11-28T16:17:00.002-05:00

I hate classroom settings. So, for ground school I am going on-line and taking either Gleim Ground School or Sporty’s Ground School. I have reviewed both and have come very close to a decision. I plan to take class in early January 2009, and test by February 10, 2009.

Currently I am pre-schooling myself to get back into the habit of seriously studying, a subject that you can not take lightly. I am finding that old bad habits are not to be taken lightly and need to be corrected. For instance, I scan a lot instead of reading. In my pre-tests I have missed at least 3-4 questions by scanning. My grades will range from mid 70’s to low 80’s. This is not acceptable!

Today’s quick 20 question quiz left me feeling better with a 90. So, actually slowing down and reading really works. Of the 2 that I missed should have gotten one if I had opened the study book and looked on the printed chart instead of trying to read the laptop screen. The other one was interpolation on a chart that is so small that it should be illegal to expect people to use on a test.

So, to really pass I need to make sure that I slow my roll for safety’s sake.

I love these on-line tests because I can see my weaknesses and correct them by reading the study books and guides and also ask in the AOPA Forum.

I am hoping to answer 57 of the 60 questions when I officially take the FAA test. Years and years ago I got an 88% and that was without the aid of on-line tests and tremendous study guides.

By the way, I am strongly leading to the Gleim because I can take the 141 ground school which is a bit more structured study. The school that I have chosen, T&G may become a 141 school. I saw that they had Gleim books in their showcase, so I should try to keep them happy … right?

Here we go. A brief overview.

2008-11-28T14:49:00.002-05:00

You are going to see a wide range of rants on this blog.

As a young boy I was scared of planes. On my second trip on American Airlines from seeing my dad in Nashville, flying back to Cleveland, I was hooked. As I remember, it was a Lockheed Electra.

Over time I read every flying book that I could get my hands on.

I took my first flying lesson at the age of 14 at Cornelia Fort Airpark in Nashville. That $30 intro ride was the clincher. It was in a Cessna 172 with Joe Smiley as my flight instructor. My dad was in the back seat and not once did he squawk over my (lack of) taxi skills. But, my in air skills were dead on. Joe talked me through the maneuvers and my first landing was a nice, no, wait … it was a PERFECT full stall landing.

My lessons continued years later in Cleveland, mostly at the defunct Chagrin Falls Airport (5G1). I had problems with my Class 3 due to being monocular (less than 20/100 corrected vision in one eye), so I was under a different criteria. I found out what that criterion was after fighting for 9 years. Once I took this information to my eye doctor, he fitted me with new contact lenses and I had my medical within 2 months. But, by then my flying money was squandered on things that guys in their 2o's like to do.

I always had my love for flying, and finally decided to pursue. I had a decent job, a medical in hand and had to remove a couple of obstructions from my life. Other people had other plans for me and I put flying on hold.

I went through a liver transplant in 1997 and gave up on the dream. I still followed aviation, but never went to small airports. In 2007 I had a liver/kidney transplant, and all but gave up on flying at all. While still in the transplant ward in the Cleveland Clinic, something told me to just look up info on transplants and medical approval. SHAZAM!!! There WERE pilots with transplants. So, I was smiling ear to ear with a new liver and new kidney and the chances of a medical.

On April 1 I applied for my medical at the Cleveland Clinic and had small but realistic hopes to pass once my records were sent to Oklahoma City for approval. Actually the fear was over my clinically diagnosed depression and less about my liver and kidney.

All of the paperwork was sent and I waited and waited. I received a letter that requested more and more information. I expected a 8-9 month wait while the FAA did their stuff. I received another letter and this one was thicker. Thicker envelopes meant that a LOT of info needed was still needed, or a long list of reasons for you being rejected. I opened the letter and read the news. What was enclosed was …

Transplanted Pilot

Two of My Airports Are Closed

WOW!! Lookie Here!

Still Waiting Medical Review from the FAA

Delays and Frustrations

Alive and Well (an update)

Family First ...

SODA!! I got the SODA

Oh $#*#, a Letter From the FAA

My First Solo Cross-Country!

Today, I Felt Like a Pilot!!

Right into the Fire.

Crappy Cross Country (It was only a test)

Waiting is almost over

My HERO!!

Medical Certificate Update

‘It’s just a mess’

GROUNDED!! And it's NOT my $*&@($ Fault!

How Ironic

Ooooops ... It's at the Post Office Box, Stupid

Medical Renewal Time

(Belated) Thank you AOPA Flight Training Magazine

When Flying in Canada

Yeah, *#(*&#^@*@, I'm Grumpy

A Hop, Skip, Jump, and Back Home

Laundry not cleaning its self, but the weather is nice for flying

Hmmmmmmmmmmmm, ....

Third solo!! (And, no, my stuff does NOT stink!)

Second solo, I really CAN do this!!

SOLO ... The day that I have been waiting for since forever.

The Lazy Way Out

My 9/11 Flight

How Ironic

This is a checklist, stupid!

How I spent my 4th of July.

I finally get to fly one

My flight instructor is messing with me

Cha-cha changes!

First Flying Lesson. All Over Again

Okay, first lesson again!!

So, Why Do I Want to Fly??

FAA Written Test … 97%!

Written Test Day is Tuesday!

I PASSED GROUND SCHOOL!!!

Dang. I really should to better.

Never Too Late: Is it time to realize your dream? No duh!

97%. Close but No Cigar

Dang. A stinkin’ 93%

The decision was made and I started today ...

Out of the blue test.

THIS is what I am in for??

Sitting with the best in history

Next Stop, Ground School

Here we go. A brief overview.

Yeah, #(&#^@*@, I'm Grumpy