45.6 Hours ... and 'New' Directions! :-)
Woke up at 2 A.M. can't fall back to sleep, I'm now all caught-up with customer and personal e-mail from yesterday - I may be wide awake at 2 A.M., but darn,, at least I'm making the time productive <GRIN>.
I can now say the following about yesterday's lesson; "On the whole, I did okay,,, flight control (most of the time, anyways) was good, though some of my performance in the radio/nav work is 'painful' <g> to recall",,, without breaking out into peals of laughter. While no one likes having a problem, but (speaking for myself) if I can come to an understanding of why I had the problem and develop a means to address it, I feel infinitely better about the problem (at which point it becomes a valuable learning experience).
I could have created a much smoother experience by anticipating (before I was airborne) what it was I needed to do ,,, to do what I planned to do. Keeping this mindset all the way through the flight (of anticipating, way in advance), what do I need to do next, to make the next two things happen 'down the road'. Because I hadn't prepared my NAV radios in advance, my actions were simply reactive as opposed to anticipatory. That old aviation adage/question... "What is the most important thing to keep in-mind, while flying? The NEXT two things." really seems to fit flying in-general, but it has even more significant value in IFR flying. The key to IFR flying (in my humble opinion) is to create an efficient, organized and functional 'workspace' and to always stay well-ahead of the process.
So, seeing the entire IFR 'process' and anticipating what needs to be done well BEFORE it needs to be done is what I'm going to strive for on my next lesson. So, come my lesson next Thursday,,, my CFI should be prepared to be amazed and awestruck! <<<GRIN>>>> Okay,, truthfully,,, maybe he should be prepared for SOME improvement <grin>!
By the way, since I already have you laughing I thought I'd take advantage of the moment to let you know what my flight instruction 'game plan' is (now when I tell you,,, ya have to promise to not start laughing hysterically and saying, "Please, Me, tell me that you are kidding!") <<<<<GRIN>>>>>>> Anyway, after I eventually stop stumbling over my own IFR feet and eventually (how ever long it takes) get my instrument rating, I would then like to immediately begin working on my Commercial 'ticket' , followed immediately by (maybe I should pause, before I say this,,,, give ya a chance to catch your breath,, before ya REALLY let out a big laugh) training for my CFI.
While your giggles are slowly subsiding I thought I'd share with you that I had started thinking about this, months ago. In fact, when I was starting to entertain the thought I thought it wise to initially see what my wife's thoughts would be about the whole idea - especially since I talk the poor woman's ear off about flying, anyways. She was asking me one day after an IFR lesson how it went and I told her. Then I got a little 'brave' and told her that I was 'kinda, sorta, kinda' thinking about going for my Commercial Rating (paused to look for flames from her head,,,, didn't even see fumes) and then,,,, um,,,, errr,, going for my CFI. I braced myself for the reaction, but watched her face light-up in a big, bright and enthusiastic smile and she told me that she was SO glad that it had occurred to me and that she had wanted to suggest it to me, but she said she didn't want to seem 'pushy' - you could have knocked me over with a feather as I was so pleasantly surprised.
So, I thought that I'd let ya know, even though my radio calls to Norcal make Porky Pig sound like a master of elocution and some of my NAV work looks like the VOR needles are having sword fights - I know I have a lot to work on for my I.R. but I'm 'there' for as long as it takes. And after (eventually) achieving my IR (no small feat) then I can further develop into an even better pilot as I progress through further ratings/'tickets'.
Regarding the CFI, I think I'm fortunate in that I have much more control over my 'day job' workload and schedule than do most people so my 'day job' and a CFI schedule are very workable, together. More than anything it would be a great way to learn even more about flying (as I had once been told, there is no better way to learn about something than teaching it) not to mention a means to begin 'repaying', so to speak, the 'gift of wings' that my CFI made possible by teaching me how to fly in the first place. It (flying) just means the world to me,,,,, it just always has. It is an ongoing challenge like no other. Another thing I love about aviation (to borrow a metaphor from Rod Machado) is that the cockpit is truly a crucible for the truth – it burns away irrelevancies, leaving the pure simple truth. To further explain; we've all seen the instances of style winning over true substance in the corporate world, but, in the cockpit up in the sky, it is not 'talk', per se, that matters, but REAL action and skill. Like John King (of King Schools videos) said, one of the many reasons that a person learns to fly is not to impress other people but to impress one’s self....
My Pilot 'Stats' as of 12/05/03:
45.6 Instrument Hours Total (Simulated Instrument, Actual IMC, Frasca 141 Simulator) Wahoo!!!
38.4 hrs. Instrument Conditions Simulated (under foggles in-flight)
5.9 hrs. Frasca 141 Ground-based Simulator
1.3 hrs ACTUAL Instrument Meteorological Conditions (REAL not simulated (with foggles for example) IMC)
40 Instrument Approaches
266.6 Total Hours as a Pilot
209 hours as Pilot-In-Command
709 T/O’s and Landings
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