AIRPLANE SINGLE ENGINE LAND
AIRPLANE SINGLE ENGINE SEA
AIRPLANE MULTIENGINE LAND
So what the hell does that mean? It means that I can fly for hire (commercial pilot), even though, in reality I only fly private pilot operations. I can fly land planes and seaplanes (planes with floats/pontoons on them off of lakes) that have one engine, I can fly a land-based multiengine plane, and I have an instrument rating, so I can fly in the clouds.
At the moment, I do not have
a multiengine rating nor
a CFI (certificated flight instructor) rating. But who knows...
And I've written up some desciptions of a few of the milestones associated with learning to fly (c.f. either Tom Petty or the post-Roger-Waters Pink Floyd) and some of the memorable flights after I got the license.
My first solo flight probably was no more
unnerving than anyone else's, but it's probably the biggest first step.
(Jan 30, 1996)|
The next event was the first off
airport solo. Until that time, I was always within the airport's
(Feb 2, 1996)|
Oddly enough, my first solo cross country flight went fairly smoothly and
was so uneventful, that I didn't write anything up on it. However, I did
jot down a few thoughts about my second
solo cross country flight.
(May 2, 1996)|
After that comes the big one. The
check ride to actually get my license. Described in painful detail,
long, and should be edited if I ever had the time and interest.
(Jun 6, 1996)|
And then, there's the tale of taking up my
(Jun 15, 1996)|
It was 8 months after getting my license that I took my first night flight
by myself and landed at a different airport. I wrote down the tale of
my first non-local
night solo flight.
(Mar 7, 1997)|
The flying club recently had an outing to The Speculator Seaplane Fly-In,
in Speculator, NY, at the southern base of the Adirondack Mountains.
I was able to take a brief introductory lesson in a
(Jun 14, 1997)
(About a year or so later, the CFI, Herb Helms, has since died.)
And now, about a year after getting my private pilot certificate, I now
have my instrument rating. I haven't written up much about the lessons,
but I have written up some highlights from the
IFR Checkride. I don't know
if it was that I knew what to expect this time, but it felt a lot less
stressful than the private pilot checkride.
(Jun 20, 1997)|
And about 2 months after getting the rating, I finally file and do some
practice approaches under the hood, technically my
first IFR flight since the
rating (even though I've filed since getting my rating and flown
under the hood too).
(Aug 31, 1997)|
I haven't written up the tale of my first solo ILS approach (and Hudson River
VFR corridor trip the day before). It went fine. I'll just say that it was
with a pop-up clearance, as I was flying VFR (with the instrument charts and
approach plates, just in case).
(Sep 7, 1997)|
Well, it's been 2 years since I first started flying as a student pilot.
It was bound to happen sooner or later. I guess not everyone likes to
fly...and it shows. Sigh.
(Oct 12, 1997)|
The flying club requires an annual check out. My
night check out was in our Grumman
(Dec 4, 1997)|
Recently I took a quick trip to Rochester with a friend, to pick up
another friend. We left late in the day and it was night by the time
we arrived at Rochester and had a full night flight back to Ithaca.
This was the first time I've had
passengers at night. It went well.
(Feb 16, 1998)|
I was out in Colorado for a week long vacation in July 1998.
While there, I rented a plane and an instructor for a dual
cross-country flight to do some mountain
flying including a trip to Leadville. Lots of fun, beautiful
scenery, and I learned about high performance airplanes, especially
when their performance isn't that high.
(Jul 2, 1998)|
Most of the tales here are of amazing flights that were fun,
enjoyable, and educational. This is one I'm not proud of although
I learned a lot about judgement and psychology. I wasn't even
flying, but I share the blame. Nothing went wrong, no one was
hurt, nothing like that. But I learned how insidious little
bad moves can be and how hard it is to break the accident
chain. This was a demo ride
of a new Mooney with me in the back seat.
(August 17, 1998)|
I attended an FAA Safety Seminar on Shallow
Water Egress Training (SWET) in which they dunked me in a swimming
pool. Here's a description of the event. This appeared in the May
Newsletter for our flying club (I needed filler to pad it out that month...).
(Apr 20, 2002)|
Our flying club purchased a C-172, located out in Chicago. Three of us
flew out there, including a stop at Meigs
Field. (June 28, 2002)|
I've started training to get a
multi-engine rating, in a Beech Duchess (BE76).
(January 10, 2004)|
While in Florida, I took a refresher course on
seaplane flying, in a Piper Cub on floats.
(January 30, 2004)|
I flew to Rhode Island to visit friends. The return trip involved
some winter weather flying.
(December 19, 2004)|
I went to England in May 2005. While there I rented a Piper Cherokee
from Pilot Flight Training at the Oxford Airport.
Here are some pictures from
the trip. Note: there are a bunch of thumbnail photos on the page.
(May 25, 2005)|
Flying back from Boston to Ithaca, I had to make a stop in
Schenectady, NY (near Albany) to avoid a line of
that I was on the ground having lunch as they passed overhead,
I wasn't trying to go through or around them.
(July 6, 2005)|
I was out in San Diego, California, and rented a Skyhawk
and an instructor and took a
scenic flight of the area.
Only I would rent a plane for a scenic flight and then fly
under the hood.
(January 13, 2006)|
I went to the EAA Air Venture in
Osh Kosh, Wisconsin,
THE general aviation event and second biggest
air show in the world (next to Paris). Some photos
of the event as well as a description of the flight
out and back.
(July 25-29, 2007)|
I flew back to Ithaca from Boston (Hanscom Airport).
A fairly routine IFR flight but
it required, as most flights do, some in-flight assessment and
decisions. Plus, I grabbed a copy of the route and altitute's flown
as tracked by FlightAware.com
(Oct 14, 2007)|
After 4 years since my first multi-engine lesson,
I finally got my multi-engine license. More or less, it was
yet another checkride. I wrote up a description of the
although some details may be a little vague, since it was a month or two
after that when I finally wrote it up. The irony of it all is that fuel
prices jumped significantly after that and I may not be doing much
single-engine flying, let alone multi-engine flying. (Jan 27, 2008)|
And almost 10 months after getting my
multi-engine license, I finally flew again in a multi-engine plane,
making this my second hour I could log as multi-engine PIC (pilot in command)
time. This was an instructional lesson, and we took along a backseat
passenger who took some pictures and videos. I wrote up a description
of the multi-engine flight
complete with pictures and videos. (Oct 12, 2008)|
So with all these ratings and experience, you'd think I'd never have
to cancel a trip because I couldn't make the flight. I still have
to make the Go/No-Go decision with every flight, and sometimes the
No-Go Decisions can be a very difficult,
yet necessary, one to make. This is a tale about a trip to Columbus
that never happened. (Apr 3, 2009)|
I'm still learning, even after more than 15 years and almost 1000
hours of flying. I've been to Martha's Vineyard a bunch of times,
but on a recent flight back, in which I had satellite radar, charts,
and GPS, I learned a thing or two about
(Sep 22, 2012)|
I flew a twin-engine piper Seneca from Ithaca to Rochester.
First time I've flown a multi-engine plane in a few years,
and the first time I've flown something other than the Duchess,
the plane where I got my multi rating. With an instructor and
passenger aboard, here's a few details on a
flight in a Seneca.
(Jan 19, 2013)|
Flying to Quebec (Aug 12, 15 2000)
Flying in England -- my 500th hour flying! (Oct 13, 2000)
Getting a Seaplane Rating (Mar 16, 2002)