Nick's Great Aviation Adventure

Weather

2008-09-04T11:17:00.000-07:00

Weather

Flying for Scenic Airlines is a little different then other airlines like Southwest or United when looking at factors such as weather. At Scenic, the majority of our flying is conducting using VFR (Visual Flight Rules). Simply put, this means that we need to stay out of the clouds while flying to and from the airports we serve. At most airlines, flights are conducted under IFR (Instrument Flight Rules), so aircraft can venture through clouds because they are navigating using their instruments, not visual references on the ground. If we needed to in a pinch, we could fly IFR, but that would not be as “scenic” for the passengers.

As we get later in the year and the weather begins to cool, flying VFR becomes more and more challenging because of storms late in the day. Below are a few photos that were taken on a flight earlier this week. The first one from 10,500 (the highest we can go over the canyon because of oxygen regulations), and the second one is from the ramp at KGCN (Grand Canyon Airport) just as a storm is passing over.

South Rim of the Grand Canyon as a storm builds. The clear sky of Las Vegas can be seen in the distance.

KGCN as a storm is approaching

Starting The Day

2008-07-12T11:37:00.000-07:00

I’ve gotten some inquires about what I actually do during my normal shift, so I'm chosen to do a mass response in the form of a blog. Since there is a lot of info to cover, I will divide the responses up over several blog postings. For this first one, I’ll focus on my duties prior to departure.

Pair Twin Otters Awaiting Departure

At the end of each month, I bid for a work schedule for the next month. For the month of July, I was awarded a schedule that has me working five days per week with Wednesday and Thursday off. Next month may have totally different days off, but that comes with the territory. The night before I am scheduled to work, I normally call and find out my schedule for the following day. Unlike most airlines, the shift (time) a pilot works at Scenic Airlines is not determined till the day before because pilot quantity levels are based on demand. At Southwest or United, a flight is scheduled to leave at a certain time with or without all their passengers aboard. At Scenic, if a certain amount of tickets were not sold for a flight, then those passengers will get moved to another flight leaving at the same time. In some situations, a flight may be canceled if no tickets were sold or inclement weather is present. What does weather have to do with anything? If it's overcast, people may not be able to see the Grand Canyon from the air, and thus would not get any value out of the tour. Because of this, pilot schedules can not be determined till the night before and pilot shifts may vary from 12 hours to 3 hours. Again, that comes with the territory when flying at an airline like this.

Company policy dictates that I am required to show up 1 hour before my first departure of the day. This hour allows me to complete all the required First Officer (FO) duties and ensure there is ample time to address any mechanical issues before my first flight. When I arrive, I clock in and go to the Flight Following/Dispatch office to verify my daily schedule. During this time, because changes could happen at any time, I am looking to verify a few things such as what Captain I’m flying with, what plane I am flying in, and what flights (to and from where) I am assigned to fly. Some days I'm assigned to the same aircraft and Captain, while other days I may fly 3 or 4 different planes with just as many Captains.

After I’ve found out what my day will look like, I make my way out to the aircraft (the view looks similar to the picture below). The Scenic Airlines aircraft are serviced overnight by the maintenance team, so for the most part, there is nothing substantial wrong with the plane at first glance. As the FO, I am required to check certain aspects of the cabin and cockpit. These checks include verification of all required documents, expiration dates of fire extinguishers and first aid kits, and the operation of the cockpit voice recorder and the passenger narration system. In all, this check usually takes about 10 minutes to complete.

Twin Otter - Passengers Board Through Rear Door

Twin Otter Cabin View From Cockpit

Looking Forward From The Rear Door

When done with the cabin and cockpit check, I make my way back to Flight Following/Dispatch to obtain a daily weather briefing packet. The packet, which is usually about 10 pages, contains all pertinent information regarding weather and NOTAM’s (Notice to Airmen) for our area of operations. Lately, this packet has only confirmed that it’s going to 100+ degrees and windy with the occasional smoke making its way over from the California fires. In the early and late months of the year, these weather packets become useful in avoiding much more inclement weather like snow and icing conditions. Yes, it snows in the desert!

About 10 minutes prior to departure the Captain and I will get our flight manifest from Dispatch. The manifest is an essential document that must be looked at carefully and carried in the plane during the flight. The manifest contains several key pieces of information. At the top, the manifest shows our flight number, destination, and scheduled departure time. Next, there is a list of all the passengers and their corresponding weights and country of origin. Finally, our fuel quantity and total weight are listed. Once the Captain has approved and signed the maifest, I am able to calculate a few critical performance figures needed for the flight. Depending on the weight of the aircraft, altitude of the airport we are flying to/from, and the temperature outside, the Twin Otter’s performance can be greatly affected.

About 5 minutes prior to departure, the Captain and I walk out and

greet the passengers waiting in the terminal. The passengers, if all went as planned, should have shown up about an hour early to check-in. Once we line up the passengers and verify the headcount, we escort them out to the aircraft. Prior to b

oarding the aircraft, each group of passengers has a photo taken with the FO under the wing of the aircraft. This is a pretty good money maker for the company, because the picture is for sale for $16 once they arrive back in Boulder City. To think, a photo of Nick Thomas in his pilot gear may be on living room walls in homes from Tokyo to Dublin.

Once everyone is seated in the aircraft, I walk through the cabin and ensure all seat belts are on and bags are stowed under their respective seats. Some other airlines that fly out to the Canyon do not require a cabin walk through, but Scenic Airlines does. Because we have so many non-English speaking tourists, simply saying “fasten your seat belts and place your bags under the seat” is not good enough to ensure 100% compliance. From my experience thus

far, a visual inspection by the FO is a must. Once I have insured that the cabin is ready for departure I conduct my passenger safety briefing. This is similar to the one you would see on a major airline, but in this case, the FO is completing it, not the Flight Attendant. At a minimum, I cover the following:

Seat belt demonstration
Carry on baggage instruction
Fire extinguisher location and usage
Emergency exit location and usage
First-aid kit location and usage
No smoking policy
Cell phone policy
Flotation device location - in the highly unlikely event of a water landing in the desert)
Cell phone/digital camera policy
Audio system usage – we have an audio portion to the flight that provides a narration about the scenery outside in a variety of languages

When I get some sort of a verification that my words did not go in one ear and out the other, I climb in to my seat and the Captain and I begin our Before Start Checklist.

Twin Otter Cockpit View From Cabin -

Captain Sits On Left and FO Sits On Right

Next stop, the air…

Twin Otter Departing Grand Canyon West Airport

Training Done

2008-06-29T06:52:00.000-07:00

Hello from sweltering Las Vegas! After a day of rest, it’s finally set in that I’m done all my training at Scenic. I finished Initial Operating Experience (IOE), the final stage of training, on Friday. During the 6 days of IOE, I flew with 4 different Captains, did close to 20 flights, and flew to all the airports that we service.

Although they were both conducted in the Twin Otter, looking back, the IOE phase was quite different from the Flight Training phase.

First and foremost, the plane handles very different outside of the Flight Training environment. Once you add 18 passengers with their bags, full fuel, and any applicable cargo, the plane becomes a bit more sluggish because of the increased weight. This change really becomes noticeable during the critical phases of flight (take-off, accent, decent, and landing). During most passenger flights, you are putting around 2500lbs more weight in to the fuselage of the aircraft. This extra weight decreases climb performance, and makes the plane slightly more difficult to flare at landing. By the end of IOE, I seemed to have adjusted to the extra weight and was flying the plane within standards.

Second, the presence of passengers was a welcome change during IOE. Working in the hospitality business, I’ve had plenty of interaction with customers, but this was the first time they were putting their lives in my hands. Up to this point, with the exception of flying my parents, Lisa, or friends around in a Cessna, I’ve never felt such responsibility for the safety of the people around me. It’s a great feeling to know that people trust me with their lives.

Third, the actual work schedule is different. During the Ground School portion of training, I would sit in a classroom for about 8 hours. During CPT, Simulator, and Flight Training, I came in for a few hours to complete the day’s assigned tasks. Now, since I am actually “flying the line” on IOE, schedules vary depending on the days demand for pilots. Some days this means arriving at 4:40am for a 14 hour day, and some days this means arriving at 1:00pm for a 6 hour day. Each day is different. Welcome to the life of an airline pilot!

Finally, the actual flights themselves are different. During Flight Training I would depart Boulder City with an instructor pilot, and fly in the local area. But, during IOE, I actually flew flights with passengers on them with a Captain to the various airports we service. With the exception of some light instruction during the pre-flight, in-flight, and post-flight portion, IOE flights are just like normal passenger flights. IOE flights allow a new pilot to transition to the controlled chaos of actually working "the line."

Well, it took less then a year for me to finish training at my first airline. Am I a better pilot? Sure. Will I ever really stop learning/training? Nope. The day I stop learning things behind the controls of an airplane is that day I’ll pack it in and call it a day.

Thanks for your support of Nick's Great Aviation Adventure.

-Nick

PS: For your viewing pleasure, here is a snapshot Lisa took as I was leaving for my first day of IOE.

One Crazy Month...

2008-06-21T08:03:00.000-07:00

Well, it has been a whirlwind few weeks in Nick's Great Aviaton Adventure. My last post was on May 20th when I finished ground school, so I apologize for the month of blog inactivity. Once I completed ground school, I thought I’d have nearly two weeks to study and prepare for the Cockpit Procedure Training (CPT) and Simulator Training phases of training. Then, once CPT and Simulator Training were done, I’d move on to the Flight Training phase in the actual aircraft. But, two days after the May 20th post, because someone had gotten sick, I got a call to start CPT and Simulator Training weeks ahead of schedule. Literally, the call came in at 11:00am on a Tuesday and they wanted me to start 2 hours later at 1:00pm on the same day. Oh well, I guess this was my first lesson in airline pilot scheduling changes.

Starting CPT and Simulator Training early meant a few things. First, I would be done all my training early, and thus be flying revenue flights sooner then anticipated. Second, I would be the first First Officer (FO) out of my new hire class to start training. Because there were no other FO’s going through this phase of training yet, I’d be paired up with a new hire “street captain” for my CPT and Simulator Training. Traditionally, new FO’s is paired with another new FO’s to ensure an optimum learning environment, but this would not be the case. And finally, starting training early meant I had very little time to study for my CPT and Simulator Training. GULP!

CPT was my first real opportunity to get familiar with the DHC-6 (Twin Otter) cockpit. CPT, which lasts 4 hours per day, is conducted in the aircraft simulator located at Scenic Airlines headquarters. Ideally, CPT is designed to give you, the new pilot, an idea of how normal and emergency procedures should be conducted not just in the Twin Otter, but also at Scenic Airlines. During CPT, for the most part, you don’t actually fly the simulator, but all the “bells and whistles” are turned on. And trust me, when all the instruments and alarms are turned on for the first time, it can be a little overwhelming. I even jumped in my seat a little the first time I heard the Fire Warning Light go off.

Prior to arriving at Scenic, I’d flown relatively basic aircraft in a “single pilot” environment. Essentially, although there were usually two pilots in the plane, everything (checklists, radios, and the actual flying) could be completed safely by only one pilot. But now, in the Twin Otter, things were going to be different. In an aircraft like this, combined with the rules dictated by the FAA because we are carrying passengers at an airline, two pilots (Captain and First Officer) are required for all flights. Since I was used to doing everything myself in an airplane, working in a “crew environment” took some getting used too. More than once I found myself doing more then was required as the Pilot Not Flying (PNF) or the Pilot Flying (PF). Overall, CPT was a great learning experience. I was able to get a “flow” for all the normal and emergency procedures in the aircraft. Getting a solid foundation of the cockpit and the flows would come in handy in the next few weeks of training. In all, CPT lasted about 3 days.

Once CPT was completed, my training partner and I began Simulator Training. Simulator Training contained a lot of the same tasks that CPT did, but this time, we were actually flying the simulator. Simulator Training lasted 6 days, and like CPT, was 4 hours each day. Each day the tasks and scenarios we were responsible for completing got progressively harder. For example, the first day one of the tasks was to fly straight and level and simulator an engine fire. At first, the proper engine fire procedure from the first moment the alarm went off took several minutes because of all the checklists. I’ll be honest, the checklists and procedures were much easier when we were not actually flying the simulator. By the last day, things got much smoother. Because of the training we could perfectly handle an engine fire while in a 30 degree bank on an instrument approach going 120 knots 3000 feet off the ground in bad weather. Through repetition and working as a “crew” my simulator partner and I were able to finish simulator training successfully.

I was excited to finish Simulator Training because it meant I was able to start flying the actual plane. Only one word can describe my first flight in the Twin Otter – WOW!!! Compared to the PA-44 Seminole, the plane I flew at ATP, the Twin Otter is 6 times as large. Each engine is 6 times more powerful, and the pilots sit nearly 3 times higher off the ground. My dad used the analogy that transitioning to the Twin Otter from the Seminole was like going from a small compact sedan to a Mack truck, and to be honest, that is somewhat accurate. Flight Training, unlike CPT and Simulator Training, was not conducted in the middle of the day. Flight Training began at 3:00am, which meant I had to wake up at 1:30am each morning, and it lasted till about 7:30am.

This phase of training was conducted in the middle of the night for several reasons. First, because it’s the middle of the night, we are able to use the main airport in Las Vegas (KLAS) for our flight training. During the day, the airport is far to busy to allow us to use their airspace and runways for training. Second, the Boulder City airport and its surrounding airspace is clear at 3:00am. During the day, there are close to 100 flights coming and going from the small airport that is the home to Scenic Airlines. This hustle and bustle makes it impossible to conduct flight training effectively. At 3:00am, we are able to practice maneuvers (stalls, steep turns, high speed descents) and utilize the runways to practice approaches and high speed taxing procedures. Overall, I really enjoyed flight training. I had a great instructor that made the transition to the aircraft a simple one. The plane is a blast to fly and Flight Training was finished in 6 long days.

Once I completed Ground School, CPT, Simulator Training, and Flight Training, it was time to put everything I learned to practical use during a checkride with our Check Airman and the FAA. The checkride was all that stood between the “training” phases of my time at Scenic and flying as a FO on flights with passengers. The checkride began at 3:00am, and consisted of a normal preflight, normal takeoff, 4 instrument approaches (2 with one of the engines inoperative to simulate an emergency), and numerous in-flight maneuvers such as stalls and steep turns. Then, at the completion of the flight, there was an oral exam that tested my knowledge of the aircraft systems (electric, pneumatic, hydraulic, engine, fuel, and flight controls), as well as the rules and regulations of Scenic Airlines. At 9:00am it was all done, and I passed.

As I type this, I am officially a FO and I’ve got he badge, shirt (with epaulets), tie, and wings to prove it. I have one phase of training left called Initial Operating Experience (IOE), but that is conducted while flying actual revenue flights. IOE pairs me, as a new FO, up with a Senior Captain in an attempt to gain an understanding of how to conduct normal flight operations with passengers (cabin announcements, boarding of passengers, cleaning up barf bags, etc). In all, IOE should last about 2 weeks. At the completion of that, I’m done all phases of training.

Thanks to everyone for their continued support. Looking at the calendar, less then 10 months ago I was a 85-hour Private Pilot. Today, I’m a First Officer flying a turbine powered aircraft with actual passengers aboard of an airline. DREAMS DO COME TRUE!

Nick

Ground School - Done

2008-05-20T16:46:00.000-07:00

Well, ground school is finally complete. Since my last post, my airline ground school class received an exhaustive explanation of the aircraft systems of the DHC-6 Twin Otter. Let me preface this by saying, aircraft systems is not, and has never been, my strong point. I can fly relatively well, but until this week, when it came to explaining the in’s and out’s of a turbine engine, I’d have a better chance hitting an ace on #7 at Pebble Beach in a rain storm.

VS.

Compared to the first week of ground school, this week was a bit heavy on the eyes. Don’t get me wrong, it’s important to understand how your plane works, but looking at an engine schematic for hours on end causes me to reach the ever dreaded “plateau of learning.” Plus, who wouldn’t get sleepy right after lunch if they were watching a 1970’s era video on the workings of aircraft radar?

But, low and behold, on the final day of ground school, I scored an “A” on my systems 100 question written test. I guess the 300 note cards I made to study actually helped some. In addition, the ground school students seems to be interacting well, and in this intense learning environment, you couldn’t ask for anything better. Each person in ground school brings their own experiences and methods for learning, and sitting near some 2500-hour pilots is a great resource for me, and others. During the systems portion of ground school, we covered the following systems in great detail:

Electrical System
Hydraulic System
Fuel System
Turbine Engine
Pneumatic System
Fire Suppression System
De-ice System
Radar System
Propeller System

The bad news is that I don’t have to be back to Scenic for two weeks. The captains are going to go through their simulator sessions before the first officers, so I’ve got to wait till they are done. The good news is that I’ve got some time to study the required emergency procedure checklists in anticipation of my simulator time.

Thanks for your support.

Nick

First Week of Training

2008-05-10T12:09:00.000-07:00

Well, it’s Saturday morning and I am still alive. The first week of ground school is behind me, and looking back, it’s somewhat of a blur. Maybe this little comic strip can give you an idea…

This week it all began to sink in. I started training at the Scenic Airlines World Headquarters located in the booming metropolis of Boulder City, Nevada. Prior to the arrival of Scenic Airlines, the only thing of interest in Boulder City was Hoover Damn. For what it’s worth, the up close “Dam” Tour is not worth it in. I promise that will be my last “Dam” joke.

Pilot training at Scenic is broken down into several different phases. I’m currently in the first phase, Ground School (GS), and will stay there till May 20th (Lisa’s birthday in case you want to send a card). After GS, I will move to Cockpit Procedure Training (CPT), Simulator Training, Flight Training, the Flight Proficiency Check, and finally IOE (Initial Operating Experience). In total, I should complete all the training in about 6 weeks and then fly “on the line” full-time after that. Because of the work load, it’s going to be impossible to update the blog every few days, so I’ll make an effort to post several updates during each phase of training.

GS begins each morning and goes till the early evening. In this particular GS there are 6 Captains and 4 First Officers. From what I understand, it's not common to see this many Captains in a new hire class. But, based on current hiring needs, Scenic needed to acquire some additional Captains to meet the demands of the customers. Since there were no First Officers available to upgrade because of and rating requirements, Scenic hired “Street Captains” for this GS. A Street Captain previously flew for another flight operation and has been hired at scenic to go directly into a Captain position. Personally, I don’t have a problem with someone going directly to a Captains slot. All the Captains in the class are great people, and their wide array of knowledge really assists in the development of the First Officers. After getting to know everyone, each person in the GS comes from a different background (instructor, corporate pilot, military pilot, and me, the lonely hospitality industry guy). At least once a day I get asked why I’m taking such an enormous pay cut to come work for the airlines, and my response is always the same. “I’m living my dream!”

Each hour of required GS (75 in total) is assigned to particular topic. Some topics take an hour or less, while others are more in-depth and take several hours to complete. You would be surprised how long it takes to get 11 pilots to put out a trash can fire. The topics covered thus far in GS are more diverse then I would have expected. Below is a sample of some of the topics we touched on in just the first 4 days:

Company Organization Structure
Maintenance
Bad Weather
Really Bad Weather
Safety
Global Positioning System (Where are we?)
Terrain Awareness Warning System (Are we going to hit that mountain?)
Traffic Alert and Collision Avoidance System (Wow, that plane is close!)
Emergency (Emergency Door Usage, Plane Evacuation, Aircraft Fire, Water Landings - really!)
Navigation
Security
Deicing
Runway Incursions
Hazardous Materials
OPSPECS (See below)

What is an OPSPEC you ask?

As I’ve come to learn, the OPSPEC is one of the single most important documents that I must become familiar with while a pilot at Scenic. The OPSPEC (Operational Specifications) are the FAA mandated rules and regulations our airline must follow when conducting business. They are specifically catered to Scenic based on the type of flying we do. Although there might be similarities between our OPSPECS and other airlines, there are always some differences. These OPSPECS are law, and a violation of one in a non-emergency situation, could get me in some serious trouble with The Man.

I’ve got the weekend off and am going to try to study and rest up. Next Tuesday I’ve got my first 100 question test. I must pass with an 80% or higher to continue to the next week of topics, so I’ve got my work cut out for me this weekend.

Remember, Sunday is Mothers Day!

Thanks for your continued support.

Nick

Another Good Blog

2008-05-01T21:11:00.000-07:00

Evening All!!!

In the spirit of garnering support for us low paid entry level airline pilots, I also encourage everyone to follow the trials and tribulations of my buddy Robert. Robert and I were roommates at ATP Riverside, and have remained in contact ever since. Robert starts training for American Eagle Airlines the same week I start at Scenic, and he has a great blog to keep people updated on his progress (link below).

http://robertstogsdill.flyblog.com/

Thanks for your support.

Nick

I'M BAAACCCCCKKKKK

2008-04-23T09:38:00.000-07:00

Hello All! It’s been more than a few months since my last post, and I’m sorry for unannounced delay. Numerous circumstances are to blame, and it would take hours to cover them all in detail, so I’ll skip the drama. No need to worry, I’m in good health and have never been happier with my life.

MAJOR UPATE:

Yesterday, a life-long dream came true. After a rigorous interview process, I was offered my first REAL pilot job. I have been hired at Scenic Airlines (www.scenic.com), and will begin training in two weeks. If you’re not familiar with Scenic, they are the airline that takes people to/from the Grand Canyon. I will fly the DHC-6 Twin Otter, a twin-engine aircraft that hold 15 people, not including the two crew (see below).

People may ask why I went with Scenic vs. another more “recognizable” regional airline, but the reasons are actually quite simple.

1. They actually offered me an interview. I submitted my resume to various other regional airlines, and nobody called me back. I don’t look at this lack of interest on their part as a slap in the face, I just don’t think I had the total flight time to be serious candidate. My good friend Rob just got on at American Eagle Airlines, one of the nations top regional airlines, and he has close to 400 hours (150 more than me).

2. I don’t have to commute to another city. Most airline jobs require that pilots commute to their “base,” which is commonly located in a city other then the one they live in. Since no regional airlines are based in Las Vegas, I’d have to commute to another city. In some cases, a commute could force me as far east as Boston, and thus would waste an entire day off. Because Scenic is based in Boulder City, NV (35 miles from home), I will be back in my own bed every night and will be able to maximize my time on my days off.

3. I will fly a ton. I’m not going to bore you with aviation laws and regulations, but the rules that govern Scenic Airlines allow me to fly a lot more hours compared to other regional airlines. My goal is to build my hours up to over 1500 in a few years, and Scenic is the perfect place to do that.

MINOR UPDATE:

Now that the good news is out of the way, let me share a few other aviation related updates.

Late last year, I finished the ATP Career Pilot Program in Riverside, CA. The program took me about 65 days, and I received my multi-engine, instrument, and commercial pilot ratings. In all, I flew about 150 hours during the program. Toward the end of the program, I and another student, flew our plane across the entire country. In two short weeks, we flew our plane from the Pacific Ocean to the Atlantic Ocean. We stopped every few hours for gas, food, and at night, lodging. During the course of the two week trip, our twin engine plane landed at the following locations:

Palm Springs, CA
Sacramento, CA
Las Vegas, NV
Phoenix, AZ
El Paso, TX
San Angelo, TX
Houston, TX
Dallas, TX
Pensacola, FL
Monroe, LA
Jacksonville, FL

Atlanta, GA
Wilmington, NC

In all, it was a phenomenal experience. We got to fly in some of the worst weather you could imagine and in some of the nation’s busiest airspaces. I’ve driven across the country a few times, but to be honest, seeing our nation from 12,000 feet while flying my plane was a lot nicer.

After I completed the Career Pilot Program, I continued to fly while working on my certified flight instructor (CFI) ratings here in Las Vegas. During these few months, one of the highlights was the ATP Riverside Fly-In (see picture below). The fly-in was back in Riverside, and was extra special because Lisa got to fly with me and meet some of the guys I went to ATP with.

Well, that’s about it. I will continue to make updates to the blog as I start training at Scenic. Thank you all for your continued support, and please feel free to share this blog with anyone you wish.

Nick

A Day Trip

2007-09-09T10:39:00.000-07:00

Hello All,

Yesterday, my friend Pat (a fellow ATP student) and I rented a plane and flew around the Los Angeles area. The flight, which lasted about 4 hours, was fantastic! Below are a few links to share yesterday’s flight with you.

Pictures of the flight:

http://share.shutterfly.com/action/welcome?sid=9EYuWTNm0Ypk

Two videos of the flight:

http://www.youtube.com/watch?v=8GAOk4YPfcg

http://www.youtube.com/watch?v=RAFvYYYpNgA

Enjoy, and thanks for your support.

Nick

Who me? Yes, I'm a multi-engine pilot!

2007-09-04T17:58:00.000-07:00

Hello from HOT HOT HOT Riverside, California. We have had record heat here, and that combined with the smoke from the brush fires, and making flying a bit of a headache. I'm sorry I've not posted in a few days, but I've been busy getting ready my PP-MEL (Private Pilot - Multi-Engine Land) checkride with the FAA designated examiner (DE). The good news is I passed my checkride. The bad news is that I’ve only got a few days to recover before I start my instrument flying procedure training. At this point, my next checkride should be in late September.

My checkride began at 6am on Sunday morning and initially consisted of the DE asking me a series of questions to identify my knowledge of the multi-engine aircraft I fly, as well as general multi-engine flight aerodynamics questions. For example, what happens to the aircraft when it looses an engine in mid flight? For your information, the answer is not "fall out of the sky." Or, what type of fuel system does your aircraft have? For those that are learning systems, I think its best to just draw each system out on big pieces of paper, post them on your wall, and stare at them for days. Surprisingly, if you do that, you will remember them with great ease. After the hour of “grilling”, he was satisfied with my answers and said those three magical words that every pilot likes to hear during the oral portion of the checkride...."Lets Go Fly."

After hearing those three words, the DE took care of some administrative duties (Starbucks), and I went out to the flight line and began to “preflight” the aircraft for our flight. For those that are curious, the preflight of the aircraft is one of the most crucial parts of any flight, regardless of the destination, departure airport, or duration of the flight. At a minimum, you MUST check the oil, fuel quantity, tires, and the outside surface of the entire airplane. A little fluid on the ground under the wing, or a rusted rivet on the tail COULD potentially cause a problem in flight. In addition, once in the cockpit, there are numerous checklists that must be completed to ensure your flight instruments are in working order. A faulty airspeed indicator, altitude indicator, or compass could create a safety concern. Simply put, the aircraft should be airworthy before the wheels ever leave the ground. An ounce of prevention during a preflight on the ground is worth its weight in gold once up in the air. Even 10,000 hour pilots who fly a 747 still do thorough preflight’s.

When my preflight was done, the examiner came out to the aircraft and the flight portion of the exam began. Although my DE was a very relaxed guy, I still felt nervous with him the plane. Up till this point, I had only flown the plane 4 times, so I was still a little "rusty" on everything I needed to do. In this situation, I found it best to just use the checklists and pretend it just another flight. Using established procedures outlined by the manufacturer, the FAA, and ATP, I started the engines, got the updated weather information, and got taxi clearance from the tower.

After taxing to the end of the runway, I completed the engine run-up checklist to ensure the engine was working properly at full power. Now that I felt we were ready to fly, I got clearance to from the tower to taxi onto the runway for take-off. When the plane began rolling down the runway, the examiner pulled one of my engines to idle and I IMMEDIATLY completed the procedures for a failed engine on take-off. At this point, the examiner was looking to see if I know what to do when the engine stops. Do I panic? Do I swerve off the side of the runway? To I yank the controls? When he was satisfied that I did not roll of the side of the runway and I knew how to brake the aircraft, I continued a normal takeoff roll down the runway.

At 75 knots, I pulled the controls back and rotated off the runway and began climbing at 88 knots (the speed that get the Seminole the best rate of climb). For the first portion of the flight, I practiced a few "pattern" (staying close to the airport in the established traffic pattern) maneuvers. These maneuvers included a normal landing and a landing with a failed engine. For the most part, landing with a single engine is not that much different than landing with two engines. At the low power setting of the working engine, the airplane operates similar to when has two operating engines working properly. The reasons for this are a bit complex to explain in this blog, just take my word for it and don't panic if you are flying with me and the engine stops. Mom, I promise this NEVER happens in real life..hahaha

Now that my pattern work was done, I was instructed by the DE to fly south towards Lake Matthews for the rest of my examination maneuvers. During the flight to Lake Matthews we climbed to 6000 ft, so I was thankful because it was a bit cooler up there. At 6000ft over the lake, I demonstrated my steep turns, slow flying ability, stalls, and flying with a single engine. As an added bonus, this also included starting an engine while flying after I purposely shut it down. To be honest, starting an engine mid-flight is a bit easier than you would think. As long as you keep your compass heading, airspeed up, and altitude level, there is a checklist that walks you through this entire procedure. I must say, its somewhat surreal to look out of the cockpit and see your propeller STOPPED while flying.

After my maneuvers were completed, I was instructed to complete a high rate decent from 6000ft to 2000ft. The high rate decent is used if you have a medical emergency or a loss of pressurization. After descending at 120 knots we arrived at the “hard deck” of 2000ft and I knew the checkride was coming to an end. I called the Riverside airport tower, requested landing clearance, and did a nice short-field approach for landing on runway 27. Essentially, a short field approach requires the pilot to bring the airplane in a bit slower than normal, a bit lower than normal, land directly on the runway numbers, and then apply max braking in an attempt to stop in the shortest amount of runway possible. This procedure is used at those smaller airports that are not designed to handle big jets.

After taxing back to the airplanes parking spot, I was told I passed the exam and congratulated with a handshake. Now, its time to learn how to fly the airplane just using instruments and not looking outside. Mom, this is totally safe....haha

Thanks for all your support.

Nick

First Flight

2007-08-27T16:24:00.000-07:00

Well, today at 8am I had my first flight here at ATP. The flight was short, only about 1.5 hours, but it was the intro into flight for my multi-engine training. I practiced in the simulator all last week, so it was great to finally get in the real plane.

The Seminole is a great airplane to fly. For the most part, I felt the flight was a success. I had a couple "oh crap" moments, but after about 20 minutes of flying I got the feel for the plane. There is a "practice area" about 1o miles west of Riverside airport for the practice of maneuvers. For the most part, we practiced the maneuvers (stalls, steep turns, slow flight, single engine flight) I will need to have mastered for my multi-engine add on checkride this Saturday.

Below are two photos. The first is of the ATP location here in Riverside. For those of you that thought it was a bit "fancier," sorry. The second photo is of the plane I flew this morning. See, back in one piece.

Thanks for your support.
Nick

First Day

2007-08-20T21:09:00.001-07:00

The first day is on the books and I love it. I've got a great instructor, the other students are friendly, and the program is well organized. There is no doubt in my mind that this was the right choice.

More updates later in the week.

Now, back to memorizing the fuel and electrical systems in GREAT detail. Basically, I need to be able to draw them on a moments notice.

Nick

Apartment Photos

2007-08-18T18:24:00.000-07:00

By popular demand, below are some photos from the apartment:

The Entertainment Area (Yes, TV's still use "ears") - We have posters up on the wall to help us remember required aviation information.

The BBQ Area - This is just outside of the apartment. There is a grill and a nice grass area to toss the football around.

Parking Lot - Covered area to keep the cars out of the sun.

Garage - For the "High Rollers."

The Wall - More posters of information we need to remember.

The Back Yard

Back of Apartments

Kicthen Area - Thankfully, there is a Geroge Foreman Grill

Computer Area

Kicthen - Looking from Living Room

Living Room - With a view of the Patio

Living Room - From the entrance to the apartment (Rob, my roommate, on the couch)

Bathroom - One of two in the apartment

Bathroom

Robs Side of the Bedroom

Nicks Side of the Bedroom

In Riverside

2007-08-17T23:34:00.001-07:00

After a stressful week and a long drive today, I finally made it to Riverside. The apartment ATP assigned to me is simple, yet very conducive to preparing me for success in the 90-day program. I will post more about the apartment (including pictures) later this weekend.

Thanks for your support, and I already miss everyone.

Nick

YEEESSSS!!!!!

2007-08-10T15:41:00.000-07:00

Great news from Vegas…I passed my Instrument and CFII written exams this morning/afternoon (85% and 95%).

What a relief!!!!!!

Now, back to the Seminole Supplement in anticipation of ATP starting in 7 days.

A Chapter Done

2007-08-09T12:30:00.000-07:00

Today was a good day, but at the same time it was memorable, and even a little sad. This afternoon I taught my last Human Resources Management class at UNLV, and looking back, I will miss it. Because I'm moving on toward my goal of becoming an airline pilot, today’s class will presumably be the last one I teach at UNLV, at least for the foreseeable future. I’ve been at UNLV for almost 10 years either in a student, graduate assistant, or instructor role. Out of all my experiences there, I enjoyed teaching the most, but that chapter of my life, for now, is over. In a week, I’m moving to California to start ATP. If all goes according to plan, starting ATP will slingshot me down the road toward my lifelong dream of flying for a major airline.

Below is a photo of my students this summer. They were really a good bunch of people who were always motivated, even if class was during the hot Las Vegas summer. As I looked around the room today, I could see the passion in their eyes. Maybe it’s because today’s class was the last of the UNLV summer session, but I like to believe it was more than that. It really hit me that my students are going to be the future leaders of the hospitality industry. As I walked out room 111 for the last time today, I smiled knowing that I had made an impact on their lives.

The second picture (below) is of the cockpit of the Piper Seminole and will be my new office for the next 90 days. My former office, room 111 in the Hotel School at UNLV, was luxuriously large compared to my new one. Room 111 was always at the perfect temperature, and all the technological components seemed to work well, most of the time. My new office is going to be cramped, hot in the summer, cold in the winter, and sometimes the instruments may not always worked as planned. But, in all honestly, I can’t wait to make the move to my new office.

I am planning on taking the Instrument and Certified Flight Instructor – Instrument written exams tomorrow. I’ll be sure to update everyone.

Thanks for your support.
Nick

The Books Have Arrived!!!!!!

2007-08-04T10:06:00.000-07:00

Now, the fun begins.

I've got 16 days till I start ATP, 13 days till I leave for ATP, and only 7 days till I need to take the Instrument Pilot exam.

Nick

Reading

2007-07-26T16:32:00.000-07:00

To give you an idea of how much I will be reading while in the ACPP, take a look at my assigned reading list for the 90-day program (below). This list essentially contains my “textbooks” while in flight school. To pass through the program, I need to know EVERYTHING in EACH of these.

Thankfully, the “box of books” is on the way now and I’ll be able to get some reading in before August 20th.

· Private Pilot Airplane Single Practical Test Standards Books (PTS)
· Private Pilot Airplane Multi Practical Test Standards Books (PTS)
· Instrument Pilot Practical Test Standards Books (PTS)
· Commercial Pilot Practical Test Standards Books (PTS)
· Flight Instructor Airplane Single Practical Test Standards Books
· Flight Instructor Airplane Multi Practical Test Standards Books (PTS)
· Flight Instructor Instrument Practical Test Standards Books (PTS)
· Private Pilot Oral Exam Guides
· Commercial Pilot Oral Exam Guides
· Instrument Oral Exam Guides
· Certified Flight Instructor Oral Exam Guides
· Multiengine Oral Exam Guides
· Airplane Flying Handbook
· Instrument Flying Handbook
· Aviation Instructors Handbook
· Pilot's Handbook of Aeronautical Knowledge
· Gleim Instrument Written Exam Prep
· Gleim Commercial Written Exam Prep
· Gleim Fundamentals of Instructing
· Gleim Flight/Ground Instructor FAA Written Exam
· Jeppesen Instrument/Commercial Manual JS314520
· ATP Piper Seminole Information Manual
· Jet Transition Supplement
· ASA 2007 FAR/AIM
· ATP Seminole Supplements Ver 6.3
· ATP Cessna 172 Owner Manual
· Piper Seminole Crew Procedures Training Supplement

Great News

2007-07-23T17:51:00.001-07:00

Great News!!!

After an exhaustive interview process, I have been accepted to ATP for the Airline Career Pilot Program. If all goes well, I should put down the deposit tomorrow morning and start the program in a few weeks.

Thanks for your prayers and support.

Nick

My Story

2007-07-23T17:35:00.000-07:00

An integral part of the journey to become an airline pilot is the road that I have taken to get to this point my life. Although my story might be fundamentally different from every other future airline pilot, I think I’ll share my story. My hope is that the shedding of some light on how I went about making the choice to leave my “secure” life and risk it all to become a pilot. Obviously most of you know this story, but since this blog will someday gain global recognition, I want people to know the story.

Everyone has different reasons for getting into aviation, but when you hear the stories of others, you begin to pick up certain similarities. You find that as a child, you were always amazed at how those huge metal machines could fly through the air so gracefully. Then on the magical day, you got behind the controls of an aircraft, and found it amazing effortlessly to handle your 3000 pound hung of metal. You found that the plane actually became an extension of your own body. From that point forward, you knew what you were destined to do. It might not be a “direct flight” to this dream, and it might be a bumpy one, but you knew that you would make it to your destination someday.

I’ve wanted to be a pilot for as long as I could remember, and I think it’s what I was born to do. I truly believe that aviation has set up camp in my DNA, and its not going anywhere, not matter what I throw at it. My grandfather was a pilot. He was not your normal run of the mill pilot, he was a great pilot. Now mind you, I never actually saw him fly, but like the greatness of most pilots, his legend was passed down through stories from those that new him. Still today, his greatness burns in me. Some of my most prized possessions in life used to be his prized aviation possessions. Items such as his navigation tools, logbooks, and even military medals still travel with me whenever I move. The NEVER are permitted to ride in a moving truck, it’s always in the car with me.

Out of these heirlooms, the single most priceless item in this collection is his WWII flight logbook. Every single flight he flew was recorded by him in this book. It is truly irreplaceable. From the moment he started flight training, to the moment he stopped flying for the military, there is an entry in this diary. My grandfather was a B-17 and a C-47 pilot during the WWII, and then continued fly general aviation after that. Eventually, he became a flight instructor at his local flying club in Ft. Meade, Maryland. I believe, still to this day, that his love of flying is in my blood and has been passed down through the generations. Although he was a great man, I am saddened by the fact his is no longer alive. One of my few regrets in life was that my grandfather died when I was young and that he never got to see my fly. I don’t consider myself a religious person, but every time I fly, the thought of him looking down on me brings me comfort. I can sometimes look up into the clouds and see him smiling at me from above. Below is a picture of my grandfather. He was the aircraft commander of his B-17, and can been seen in the top row on the far right.

Moving one generation closer to me, my mother, although deathly scared of heights and constantly worried about the safety of her son, appreciated and supported my fascination with aviation. My first detailed aviation memory of my mother (no, I don’t remember throwing up on her as a baby moments after taking off from Athens, Greece enroute to New York), was a trip we took to Europe when I was still a small child. This trip was special for a variety of reasons. This was my first trip to Europe, I was going to see my father who was living over in Germany, and this was my first time on a 747. I remember taking off with my face pressed against the window staring out in the pitch black night looking for the slightest sign of life. A few hours after takeoff dinner was served, and when complete, I feel asleep in my seat with my head on my moms lap. Next thing I knew, it was morning and we touched down in Zurich.

In my early teens, my mom bought me Microsoft Flight Simulator, a game, that in opinion, could be one the greatest single inventions of the 20th century. Even today, I find so much pleasure in flying a “virtual” 747 from LA to Hong Kong. When my mom and I would go on vacations, she appreciated that flying was a big deal for me and made every effort to somehow incorporate aviation related stuff into our trip. I’ll give her credit; this can be difficult to do when you go places like Nova Scotia. I recall on one particular road trip, she took us several hours off our normal route just to watch planes at local airport for an hour or so. My is one of my biggest supporters, even though her motherly instinct mandates that she worry about the safety of her son, especially when he is flying. As I will mention below, without her support and blessing, I don’t know if I would be following this dream today.

My father and my uncle were both in the US Air Force and in their own respects involved somehow in aviation. My father’s love for aviation, like my grandfather’s, carried down to me as well. When I was still a child, I remember waking up early in the morning and watching my dad put the medals and ribbons on his Air Force uniform. There seemed to be hundreds of intricate pieces that he, as a Major, was required to wear on a daily basis. I remember the time and effort it took to complete that meticulous task, and I knew that one day I wanted to wear a similar uniform. Even if it wasn’t a military uniform, the white shirt and lapels of an airline pilot would meet my needs for formal attire. My father and I both loved aviation and loved to fill the time we had together with everything aspect of the hobby. My dad and I can sit and talk for hours about things related to aviation. When I was young, my dad and I would set and share dreams of flying around the country in our own airplane. When time permitted, we would go watch airplanes at the local international airport and air force base. When I was old enough, he took me for my first flying lesson. A bond was formed during this time that all pilots share, and will never lose. When I achieve something aviation related such as passing a checkride, a challenging weather filled flight, or even just a picture perfect landing in a crosswind, my dad is one of the first people I call to rejoice. No matter what time I called him, you could truly hear the excitement in his voice.

Like most people, my teen years were filled with many distractions from flying. Girls, socializing with friends, beer, sports, more girls, and getting a high school education were on the main stage. Although I flew gliders/sailplanes with my father when I was younger, by the time I reached high school, flying took a backseat. Because my grades were not good in high school, I was unable to go to an aviation university such as ERAU. To make a long story short, I decided that in addition to flying, I had another passion, the hospitality industry. The hospitality industry was a safe bet for me when I graduated from high school. For college, there was no better place to learn the art of hospitality then the University of Nevada, Las Vegas. The hotel school at UNLV was one of the best in the world, and was located about a mile off The Strip. Thankfully, I got my act together and at the end of 8 years at UNLV I received my Bachelors and Masters degrees in Hotel Administration. During that time at UNLV, I was able to obtain my private pilots license at the local flight school, and at the time, considered leaving the hotel business and going back to the airline pilot dream again. But, like most people, the thought of going so far into debt scared that pants off me. It seemed like the ideal choice was to take my degrees and go work in the hotel industry. This was a very safe bet at the time, and would end up providing me with some great experiences. The hotel business paid the bills, I got to work in some of the worlds best hospitality properties, I met some wonderful people, and I even started working on my PhD with intention of eventually teaching tomorrows hotel managers the in’s and out’s of the business.

Then, in April 2007, I began to take a long look at my life and where it was going. I was not happy. I was a full-time PhD student and instructor at UNLV, and I was good at it. But, it was the safe thing to be doing. Eventually, if I kept on this track, I would get my degree and hopefully get tenure at a university. But, would that make me truly happy? My mentor at UNLV told me that when I turn 75, I want to be able to sit in my rocker and say “I have no regrets.” Well, to be blunt, I knew that if I did not follow my dream of becoming an airline pilot, I ran the risk of having a monumental regret on my shoulders. To me, this was not something to look forward too.

With the support of my parents, and my girlfriend Lisa, I began the exhaustive research of how a major shift in profession would actually work. I began to get the answers I needed and wanted to ensure this dream come true. I realized that the first thing I needed to do was get back up in the air and see if I liked it. So, I went back to where it all began a few years earlier, my local flight school. I saw some familiar faces, but for the most part it looked very different. To my dismay, my instructor from the past had left, a corporation had come in and bough the old “mom and pop” flight school that was here before, and most shocking, the price to fly had increased A LOT. A few days later, I went up again. It was a short flight, but it was a great flight. It was like riding a bike. I got behind the controls of the Cessna, and the plane became an extension of my own body. Was I perfect? No, that’s why the call it rust.

Now came the big part. How was this going to work financially? With the support of everyone, it eventually came together. It should be noted, that without the support of Lisa, this would have never happened. In the past, I lacked the support of those close to me, and it hurt. Now I have support, and in my opinion, it’s the most important factor in my success.

Eventually, I decided where I wanted to go for flight school. A school called Airline Transport Professionals (ATP) was the best bet. They have a 90-day program called the Airline Career Pilot Program, that in my opinion, is the most effective and efficient flight school to attend if your goal is to become an airline pilot. The program is expensive and intense, but in the end, when you successfully complete it, you will be well on your way to saying “Ladies and Gentlemen, hello from the flight deck.”

ATP Program Interview

2007-07-17T23:01:00.000-07:00

The nerves are starting to kick in. My mind is consumed with thoughts about my ATP entrance exam this coming Saturday. You may ask, do you need an entrance exam for a flight school? The answer is yes. This school is not your average fly by night operation that will take any Joe off the street. There are numerous requirements to be accepted into the Airline Career Pilot Program (ACCP) at ATP.

For starters, you need to meet the flight requirements. For the program I am applying for, you need to already be in possession of your Private Pilots License (PPL), with at least 85 hours of flight time. This may not seem like a lot, but when you factor in that each hour was between $100 and $200 (depending on the plane you flew, and if you took an instructor along), a significant amount of money has been invested up to this point. In addition to having your PPL, they have requirements about what type of flying you have done up to this point. They want applicants to have a certain number of “cross country” (a term used in aviation to describe flights at least 90 miles from your original airport) hours. From ATP’s perspective, this “cross country” requirement ensures that they are bringing students into the program that have flown their 85+ hours in a variety of environments, not just around their local airport.

In addition to the PPL requirements, applicants must have a First Class Medical Certificate. There are a variety of levels of medical certificate pilots can obtain, but the first class is the PhD of aviation medical certificates. This is the same level of certification that airlines pilots MUST possess. To obtain this, I had to slap $100 down to an aviation doctor here in Vegas who gave me the complete once over. Imagine taking your car to your local mechanic and saying, “I’m going on an around the world journey, and I need to make sure nothing is wrong with my car.” If you can imagine that scenario, you can imagine what getting the first class medical was like. Surprisingly, this was the most apprehensive I’ve been up to this point in Nick’s Great Aviation Adventure. Something simple like bad vision, high blood pressure, or the fact that you are currently taking a banned (by the Federal Aviation Administration) prescription medication, can shut down your dreams of becoming an airline pilot at the snap of a finger.

The above two requirements are needed to get in the door at ATP. But, before they let you toss down a check and start flying, you have to complete the process I am going to go through next Saturday. Now I applied and was accepted to the Bachelors, Masters, and PhD program at UNLV, and I’ve never seen an entrance exam/interview like this.

Saturday morning I am scheduled to arrive at the North Las Vegas airport location for ATP. What’s actually going to take place is a bit fuzzy, but from talking to current students and reading message board after message board, I think I have a good idea. Basically, there is going to be a face to face interview. From what I’ve gathered, this is where they tell you a little about the program and ask you “HR” type questions. These questions could range from tell me something good/bad about yourself, to a reason I want to become an airline pilot. I assume they want to make sure you have a good head on my shoulders. Then, once the interview is complete, I will take a written exam. The exam is short, but just about anything related to flying up to this point in my career is fair game. For the most part, up to this point, all the information I need to know I learned when I got my PPL, and am required to still know to stay current. For example, they could ask what the take off distance of the last plane I flew was. They could ask me what the emergency procedures are for a single engine aircraft if you have to abort take-off. In addition to everything related to the PPL, I will also be tested on the Piper Seminole (the multi-engine plane I will fly in Riverside) information. Now I won’t be tested on all the information, but I must be able to accurately explain things like the electrical, fuel, and braking system. In addition, I will need to know the applicable speeds for the aircraft such as the stall speed, cruise speed, and even the never exceed speed.

Once the test is completed, I will be put into an aircraft simulator. Granted, this is nothing like the ones the airlines have, but it’s a BIG step up from Microsoft Flight Simulator in my bedroom as a child. The folks at ATP want to see if I can walk the walk, not just talk the talk. You may do great on the exam and in the interview, but if you can’t fly the airplane, you are in trouble. From what I’ve heard, they understand that you may not be perfect in the simulator (especially since most have never flown a simulator, let alone a multiengine one), but they want to see that you are trainable. This is what will make or break people in the intense 90-day program at ATP. Can you be trained how to fly the airplane proficiently to the standards of airlines in 90-days. The picture below will give you some idea what the simulator is like.

Once all that is complete, I then have a phone interview with the director of admissions for ATP. And of course, he can ask me anything!!!

I think I am well prepared for Saturday and the phone interview, but after reading this, hopefully you can see why my nerves are kicking in just a LITTLE.

-Nick

*Note: Since I am interviewing at the Las Vegas location of ATP, you may ask why I am going to Riverside, CA for my training? Simple, the 90-day ACPP is not offered at the Vegas location. ATP offers a wide variety of programs in addition to the 90-day.

Riverside Trip to Look Around

2007-07-14T10:32:00.001-07:00

We went to Riverside yesterday to check out the ATP location. It was fantastic. A current student, who I met on a message board about ATP, was nice enough to give us the VIP tour.

We met at the ATP apartments, which actually exceeded my expectations. They were fully furnished, and included everything from pots and pans to a washer and dryer. The apartments are about 20 minutes from KRAL (Riverside Municipal Airport), and thankfully pass by all sorts of shopping centers with modern conveniences like an Starbucks and Target. The walls of the apartment were covered with aviation charts, maps, checklists, and photo’s of aircraft flight controls. This was not merely for looks, but rather it was validation of how intense the environment at ATP was going to be. While the occupants of the apartment sit and eat dinner, they don’t watch The Godfather and play Playstation, they look at aviation charts and photo’s of the plane. In my opinion, this is perfect. Training to fly at this level is not something that can be done “when you feel like it.” It should encompass every waking moment of your existence.

The ATP offices at the airport were simple, yet modern. They included several lounges, two HUGE realistic aircraft simulators, and some classroom areas. Overall the place was empty of students, which was a good sign. Everyone was flying!!!!!

Once we saw the offices, we went out to see the aircraft I would be flying. The Piper Seminole is a twin engine trainer with all the modern conveniences of today’s general aviation aircraft. It has 4 seats, two separate GPS systems, and of course, all the lights and radios I’ll need in the busy LA airspace at night. Fun Fun Fun!!!

Overall, the trip was a great adventure. We got up at 530am, and were back to Vegas by 500pm. Its exactly 250 miles from the condo in Summerlin to the apartment in Riverside. Not bad for those quick runs home for some good food and some QT with the loved ones.

Below is a picture of a Piper Seminole belonging to ATP that I will be flying once the program begins.

Intro

2007-07-10T21:12:00.000-07:00

My name is Nick and I am preparing to embarke on a journey of a lifetime to become an airline pilot. I currently live in Las Vegas, and I am hoping to attend the ATP flight school in Riverside, California for their Airline Career Pilot Program. The entries in this forum should give the readers an idea of what its like to go through the intense training involved to become an airline pilot. My goal for this journal is to enable my friends, family, and loved ones the chance to keep up with my adventure. Please feel free to comment on each post.

If you want to take a look at the school, check out the following link.
http://www.allatps.com/

Nick