Heading to Japan to fulfill my loadmaster duties for awhile. Looking forward to the trip as it is my last detachment as a loadmaster. After this trip I'll be finishing my crew chief upgrade requirements so my next detachment will be as a crew chief!
Monday, August 15, 2011
Sunday, August 14, 2011
Time with family & Reflection on success and failures
Well over the last few days I've taken some time to hang out with my family and decompress a little. Which I think has been good to allow some reflective thinking on my recent set backs with my instrument rating.
OnThursday I handled some errands that needed to be attended to for my upcoming trip with the Navy. Afterwards I spent the evening with some cousins and aunts in town for a family gathering. Later in the evening I trekked up to Valencia to hang out with my sister and her family. That was a good time, Dale and I got to chat some more about his career and what he went through to get his ratings. On Friday I drove up to hangout with my parents. Dad and I kicked around doing a few errands and the evening was spent at the local pub with a great meal. On Saturday, I had the honor of having my Dad re-enlist me in the Navy one more time, and later that evening we went to a Bluegrass concert. And today I relaxed in the morning before driving back to San Diego and prepping for tomorrow's trip.
On the aviation side of things.. I spent some more time reflecting on my recent instrument rating check ride failure, and the possible causes. I do know that I was worrying about the test too much just by how well I've been sleeping since test was over. Up to the test I was sleeping horribly and not feeling good. So I know I need to learn to remove the emotional side more and relax otherwise I'll have continued issues.
As I continue to work on my assignment from Joe, I'm starting to see trends of what caused failures at each moment. I'm not happy I failed but as a pilot I must keep learning, and from this experience I feel I can gain a great deal about myself and my future career. ... (Needs more editing) More to come!!
OnThursday I handled some errands that needed to be attended to for my upcoming trip with the Navy. Afterwards I spent the evening with some cousins and aunts in town for a family gathering. Later in the evening I trekked up to Valencia to hang out with my sister and her family. That was a good time, Dale and I got to chat some more about his career and what he went through to get his ratings. On Friday I drove up to hangout with my parents. Dad and I kicked around doing a few errands and the evening was spent at the local pub with a great meal. On Saturday, I had the honor of having my Dad re-enlist me in the Navy one more time, and later that evening we went to a Bluegrass concert. And today I relaxed in the morning before driving back to San Diego and prepping for tomorrow's trip.
On the aviation side of things.. I spent some more time reflecting on my recent instrument rating check ride failure, and the possible causes. I do know that I was worrying about the test too much just by how well I've been sleeping since test was over. Up to the test I was sleeping horribly and not feeling good. So I know I need to learn to remove the emotional side more and relax otherwise I'll have continued issues.
As I continue to work on my assignment from Joe, I'm starting to see trends of what caused failures at each moment. I'm not happy I failed but as a pilot I must keep learning, and from this experience I feel I can gain a great deal about myself and my future career. ... (Needs more editing) More to come!!
Tuesday, August 9, 2011
Simulator and Paperwork...
Today was another day filled with FAR/AIM studies broken up by an awesome session in the simulator and some paperwork for my second try at the Instrument rating test with Joe. I was extremely happy with my simulator flight, not perfect but it was great. I nailed the VOR A approach in Oceanside, the GPS in Carlsbad and the single engine ILS into Montgomery was great, overall Dane and I were happy. Dane and I reviewed my new flight plan to Santa Maria that Joe asked for and he signed off my remedial training for the re-ride as required by 61.49 . So this evening was spent trying to relax and having a nice diner. Hopefully I'll get a good nights rest. Good night..
Monday, August 8, 2011
FAR Review and Studying..
So with my oral exam failure I was concerned I had missed more then Joe had pointed out and found so I dug into the FAR's heavily the last few days. Still confident in my flying skills I focused on my knowledge of the instrument flying regulations. My studies were mostly confined to the actual FAR/AIM and Everything Explained for the Professional Pilot (much easier and funnier reading!). I believe I had a greater understanding of the rules and regulations, though I would have learned the lesson another way, it was still valuable and I know I'll be a better pilot for it. Thanks Joe!
Since I haven't flown for a few days Dane is going to put me thru my paces in the sim tomorrow and I'm looking forward to it!
Since I haven't flown for a few days Dane is going to put me thru my paces in the sim tomorrow and I'm looking forward to it!
Thursday, August 4, 2011
Checkride day and the education begins..
Well I woke up early again today. Darn!! So I started studying some more hoping to find something that I had missed in my instrument knowledge. Around 10ish I headed off to the school house to get ready for the check-ride. After finishing up some paperwork I grabbed a bite to eat, knowing I need a full belly to fly and think.
At 1300.. I met with Joe and started the oral portion of the check-ride... I felt relaxed, I told myself I knew the material and I was happy with my flying so I didn't have much to be nervous about (so I thought). Well things started out a little rough, Joe was asking questions in more of a critical thinking and scenario based format then straight questions. And for some reason it took my brain a little to shift gears (my tiredness was showing). Joe even commented "Derek what's up" I just told him I was tired and adjusted my thinking process. Joe's line of questioning is great in the fact that he handles three or four theories in one question. And as a teacher myself I like it. Then we started looking at my cross country plan. Joe assigned me a flight from Montgomery to Santa Barbara to plan out. This was fairly easy in the fact that the route is a canned route under the label of tower en-route section in the Airport Facilities directory.
So my only challenge was to check the weather confirm if an alternate was needed. The weather was planned to be good at the time of departure so my alternate to Santa Ynez would be fine for the flight. Now a little side note about the alternate... I choose a alternate and filed one because it was my personal minimums that required one.
Well this was were my knowledge had some descripencies with my understanding of the Federal Aviation Regulations, and Joe found it .. quick! Joe asked me when is a alternate required.. and I simply stated the 1,2,3 rule .. being one hour and one hour after the intended ETA the weather must have 2000' ceiling or greater with 3 miles visibility if not an alternate is required. Being the smart educator he is, are you sure. And I said yes! Then I knew I was in trouble, as he told me to look it up. As I looked it up he guided me through the wordy legal type wording under
91. 169... (a) of this part; / (2) Except as provided in paragraph (b) of this section, an alternate airport. / (b) Paragraph (a)(2) of this section does not apply if : / (1) Part 97 .. so after much pulling from Joe the light came on for me.. you always need an alternate expect for ... Strike one! Then we discussed my plan and how I'd fly the flight, the weather and etc.
Joe gave me my clearance information for the flight I had developed and he wanted to see how I'd fly the flight.. The clearance was cleared to SBA, left 270 - Radar vectors to OCN, climb to 3000 expect 4000' within 10 minutes, freq 119.6, squawk 1234.
I read it back and took off on "paper". Once airborne at 200', I lost my radios. Now what? Joe asks. So I tell him I'm going continue my climb after passing 827' (400' AGL). I'd turn left 270 degrees while climbing to 4400' the minimum safe altitude, go to the mission bay vor then turn direct to ocean side vor.
Once over OCN I'd follow the minimum en-route altitudes (MEAs). His eyebrows raised as he told me he needed a break. I took the hint and started looking again. Unfortunately I didn't find anything, nor did I remember the wise lesson Brett had given me yesterday (to follow soon). Once back I told Joe my route and went over the route religiously following the MEA's along the route. He said ok, and we moved on for a few more questions. After about five minutes, he was done asking questions, but informed me that I had failed my oral portion of my checkride, and we were done for the day. I was shocked! What had I missed, darn it!! Now comes the education from Joe!
Joe walked me through me my errors, and he explained I failed because of my confident understanding of the minimum altitude rules under lost communication. The problem I was confident yet wrong. So I looked up the rules again under 91.185 section 2.
Joe and I read the rules and he explained that I followed MEA's but failed to follow the highest of the three rule, and I should have never gone below the 4000' I had been given. By not doing that I had stayed on the MEA route's religiously but had gone below the last assigned and missed a minimum crossing altitude change over LAX.. (I totally missed the symbol and blew through LAX's pattern at 2500') He joking mentioned "this is where you made the news!" I laughed but understood the gravity of my understanding (and lack of) of the rules. Joe also reminded me that I should always know my route and have a plan if I lost coms, so I'm not having to look for MEA's and MCA's in a moving plan at night in the rain! (because radio always break at night and in the rain!)
It was about that time it hit me! Brett gave me 5000' clearance yesterday, and I thought I comprehended do not go below the last assigned but I missed it today!!! DARN IT!!! DARN IT!!! DARN IT!!!
I shared with Joe my lesson from yesterday, only if I had absorbed it. He reminded me that Instrument rating is challenging, its better to learn the lessons on the ground and I will be a IFR pilot soon.
As we wrapped up I shook Joe's hand and told him I understood and took to heart the lesson he showed me. The detail matters, and I had missed them today. From my military background I knew that lesson but some how lost that lesson. I had missed the word except.. and the rules of the alitude during lost communications. Some people may say it is not a big deal and it is smantics but I don't believe that and as a professional loadmaster and someone who makes a living in aviaition I understand my errors.
Yes, I'm mad and disappointed but it was my fault and I missed those details. And missing details will kill you in aviation. So tomorrow I will hit the FAR's again and reread each one slower understanding each , except and or! My makeup checkride will be this sunday or next wed.
So tonight I'm headed to bed for a good nights rest.
At 1300.. I met with Joe and started the oral portion of the check-ride... I felt relaxed, I told myself I knew the material and I was happy with my flying so I didn't have much to be nervous about (so I thought). Well things started out a little rough, Joe was asking questions in more of a critical thinking and scenario based format then straight questions. And for some reason it took my brain a little to shift gears (my tiredness was showing). Joe even commented "Derek what's up" I just told him I was tired and adjusted my thinking process. Joe's line of questioning is great in the fact that he handles three or four theories in one question. And as a teacher myself I like it. Then we started looking at my cross country plan. Joe assigned me a flight from Montgomery to Santa Barbara to plan out. This was fairly easy in the fact that the route is a canned route under the label of tower en-route section in the Airport Facilities directory.
So my only challenge was to check the weather confirm if an alternate was needed. The weather was planned to be good at the time of departure so my alternate to Santa Ynez would be fine for the flight. Now a little side note about the alternate... I choose a alternate and filed one because it was my personal minimums that required one.
Well this was were my knowledge had some descripencies with my understanding of the Federal Aviation Regulations, and Joe found it .. quick! Joe asked me when is a alternate required.. and I simply stated the 1,2,3 rule .. being one hour and one hour after the intended ETA the weather must have 2000' ceiling or greater with 3 miles visibility if not an alternate is required. Being the smart educator he is, are you sure. And I said yes! Then I knew I was in trouble, as he told me to look it up. As I looked it up he guided me through the wordy legal type wording under
91. 169... (a) of this part; / (2) Except as provided in paragraph (b) of this section, an alternate airport. / (b) Paragraph (a)(2) of this section does not apply if : / (1) Part 97 .. so after much pulling from Joe the light came on for me.. you always need an alternate expect for ... Strike one! Then we discussed my plan and how I'd fly the flight, the weather and etc.
Joe gave me my clearance information for the flight I had developed and he wanted to see how I'd fly the flight.. The clearance was cleared to SBA, left 270 - Radar vectors to OCN, climb to 3000 expect 4000' within 10 minutes, freq 119.6, squawk 1234.
I read it back and took off on "paper". Once airborne at 200', I lost my radios. Now what? Joe asks. So I tell him I'm going continue my climb after passing 827' (400' AGL). I'd turn left 270 degrees while climbing to 4400' the minimum safe altitude, go to the mission bay vor then turn direct to ocean side vor.
Joe walked me through me my errors, and he explained I failed because of my confident understanding of the minimum altitude rules under lost communication. The problem I was confident yet wrong. So I looked up the rules again under 91.185 section 2.
Joe and I read the rules and he explained that I followed MEA's but failed to follow the highest of the three rule, and I should have never gone below the 4000' I had been given. By not doing that I had stayed on the MEA route's religiously but had gone below the last assigned and missed a minimum crossing altitude change over LAX.. (I totally missed the symbol and blew through LAX's pattern at 2500') He joking mentioned "this is where you made the news!" I laughed but understood the gravity of my understanding (and lack of) of the rules. Joe also reminded me that I should always know my route and have a plan if I lost coms, so I'm not having to look for MEA's and MCA's in a moving plan at night in the rain! (because radio always break at night and in the rain!)
It was about that time it hit me! Brett gave me 5000' clearance yesterday, and I thought I comprehended do not go below the last assigned but I missed it today!!! DARN IT!!! DARN IT!!! DARN IT!!!
I shared with Joe my lesson from yesterday, only if I had absorbed it. He reminded me that Instrument rating is challenging, its better to learn the lessons on the ground and I will be a IFR pilot soon.
As we wrapped up I shook Joe's hand and told him I understood and took to heart the lesson he showed me. The detail matters, and I had missed them today. From my military background I knew that lesson but some how lost that lesson. I had missed the word except.. and the rules of the alitude during lost communications. Some people may say it is not a big deal and it is smantics but I don't believe that and as a professional loadmaster and someone who makes a living in aviaition I understand my errors.
Yes, I'm mad and disappointed but it was my fault and I missed those details. And missing details will kill you in aviation. So tomorrow I will hit the FAR's again and reread each one slower understanding each , except and or! My makeup checkride will be this sunday or next wed.
So tonight I'm headed to bed for a good nights rest.
Wednesday, August 3, 2011
Last flight and Paperwork...
Well this morning was spent going over items with Brett and seeing if he could find some holes in my education and improve my knowledge. Brett as usual was good and found the items I didn't know. But that was great and fun at the same time. I'm finding that the instrument stuff is falling into more of a fun category, then the confusing and challenging category it was two weeks ago.. The afternoon was filled with my last flight before the check-ride. After today's flight I actually felt like I was a IFR pilot from take off to land I felt I knew what I was doing and was ahead of the plane. The flight was far from perfect, but the mistakes were more technique and finesse items. So with the flight completed Dane was happy and signed off in my log book that I had the knowledge and skill to fly IFR without his help. This step itself is a proud moment. With the day filled I choose to relax a little this evening and try to get some rest before my check-ride tomorrow afternoon.
Tuesday, August 2, 2011
Study Day..
Nothing exciting today.. just a study day. I'm getting more confident and comfortable with the material and feel like I know it well. So I'm looking forward to my checkride.
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