Just took my first FAA test. It was the ground tests for the private pilot license. In order to get the private pilot license, you must first take the FAA ground test. If passed, the student pilot then takes the oral test with an FAA examiner. He or she will ask you questions about flying and you answer them. However, you can’t use notes, books, or any other medium as an aid to the orally given questions. It has to be knowledge that you’ve learned while studying. Lastly, the student pilot will take the practical, or the flying test, with either the same, or a different examiner. If the examiner deems the student pilot safe and confident, he or she will give you the license.

The first test, or the written test, is what I just took. Overall, it wasn’t that hard. However, being in a part 141 flight school, the ground school has given me tests where the questions are the exact same FAA questions that are on the written test. So I had an idea of what the questions looked like, and how the FAA phrased things before I even saw the first question. The FAA uses the same questions over and over again. I believe there are around 1,000 questions (While going for different licenses, there are different sets of questions) for the private pilot course. What was weird, to me at least, is that the test was administered on a computer. I met with the FAA examiner, we went into a classroom with computers, and he brought the test up on one of the screens for me. The tests consisted of 62 multiple choice questions. 60 of them were graded, while 2 of them didn’t count. I didn’t know which ones didn’t count, nor do I have a good idea why the FAA decided to put two void questions on the exam. The test took me about 55 minutes, but I had an hour and a half to complete it.

The questions which took the longest were the weight and balance, performance, and navigation questions. I had to do either math, use the tiny print on charts, or use the wiz-wheel, respectively, to find the answers. Other than that, questions included all areas of aviation. Luckily, there were only 2 or 3 questions on the test about regulations. I always have had a hard time with regulation questions, because they don’t have much to do with flying. Regulations are more or less the rules pilots must follow. And example is, “when should a battery on an ELT (Emergency Locator Transmitter) be replaced.” The answer is either after one half the battery life has been used, or after one cumulative hour of use. It’s easy to see that this question has nothing to do with actually flying an airplane.

I waited the 15 minutes while the test was graded, and then submitted to the FAA. In order to pass, students must get a minimum of 75%. Fortunately, I was nowhere close to that. I got a 96% and was congratulated by the examiner. Next up is the oral test, but that’s taken when I’m ready to do the practical and finally get my first, or many, pilot wings.

Luckily, more than 75% of my working life has been lifeguarding at both the beach and pools. Through lifeguarding, I’ve learned about hypoxia, a deficiency of oxygen on the blood stream. Our atmosphere is made up of, generally, 80% nitrogen, 19% oxygen and 1% other gasses. When flying at increasing altitudes, the air becomes thinner, which means we breathe in less oxygen. The higher a plane goes, the less oxygen is available for the body to use. While flying at these higher altitudes, people sometimes experience hypoxia, which, as stated before, is a deficiency of oxygen in the blood stream.

Student pilots learn what the effects of oxygen are and what the regulations are which can prevent hypoxia. There are five different types of hypoxia, but private pilots only have to know about the general form of hypoxia. When I get into instrument and commercial classes, I’ll learn what the different types are. There are many different symptoms of hypoxia, which include headaches, fatigue, shortness of breath, nausea, and a feeling of euphoria. During the class where hypoxia was explained, we learned how cyanosis, a blue coloration of the skin, is also a tell tale sign of hypoxia. However for the purpose of this post, I won’t go into the detail of the hemoglobin and red blood cell distribution. Either way, it’s important to know about the signs and symptoms of hypoxia.

An oxygen supply is a method which the FAA regulations suggest in order to combat the effects of hypoxia at higher altitudes. There are recommendations by the federal aviation regulations, and then there are actual regulations. The recommendations are that during night flight, oxygen should be provided when flying at or above 5,000 feet. During daytime flying, oxygen is recommended to be available while flying at or above 10,000 feet. This rule of thumb is different from the actual regulations about oxygen on board an airplane. The official regulations on supplemental oxygen can be found here at FAR 91.211. Basically they state that an airplane must be equipped with a 30 minute oxygen supply when traveling between 12,500 and 14,000 feet. If flying at or above 15,000 feet, oxygen must be provided for every person onboard the plane. This means that crew and passengers must be offered and have access to oxygen at or above 15,000 feet, but do not necessarily need to use it.

Hypoxia is a topic which I wasn’t expecting to learn about, but in hindsight, it makes sense that pilots need to know about oxygen deficiency. 

Something that took me off guard, is the process of going through checklists and looking at the aeronautical charts while flying. The charts, or maps, are published every six months to ensure that they are current. It would be unfortunate for a pilot to fly to an unknown area and look for a building that has since been destroyed. There are three types of maps, a TAC (terminal aeronautical chart) a SAC (sectional aeronautical chart) and a WAC (world aeronautical chart). The purpose of three is the amount of detail each has. The WAC is used for long travel and has a ratio of 1:1,000,000, or 1 inch to about 14 nautical miles. The SAC shows a bit more detail and covers a smaller area. The ratio for a SAC is 1:500,000 and 50 of them cover the US. Lastly, the TAC shows the most detail and covers the smallest area. The ratio of 1:250,000 allow the TAC to be used in the most heavily populated area. Unlike the WAC and SAC, not every part of the United States is covered by a TAC; only the most urban areas use a TAC. Examples are New York City, Los Angeles, Dallas Fort Worth, Memphis, Atlanta, and Miami.       Aeronautical charts can be a lifeline for pilots. There are numerous invaluable pieces of information on the charts, which pilots can use to navigate to a safe place during an emergency. On the TAC and SAC charts, each airport is defined and has information about it, such as its’ frequencies, the type of fuel available at the airport, the length of the runways, where the airspace starts and ends, and even what type of lighting is used at the airport. It’s important, that pilots carry current charts with them while flying, and it’s even illegal if they do not.

Checklists were something that took me some time to get use to. Flying isn’t exactly what Tom cruise and Leslie Nielsen make it out to be. Pilots don’t simply get into their planes, light the fires, and takeoff. Depending on the aircraft, there are many things which need to be done and checked prior to even getting into the cockpit. For planes like the USAF’s F-22, there are over 300 individual points on the exterior of the plane which need to be checked before the pilot can hop in and start going over the start up procedure. For the plane I train in, the Piper Warrior, there is a walk around process of checking fuel quality, tire pressure, and removal of frost, among other things. Once in the plane, we go through the pre start checklist which is comprised of 20 items. When the plane’s ready for engine start, another checklist is used for that, which has 15 items on it. There is a checklist for almost everything done in an airplane. From taxiing, to the takeoff roll, the pilot goes through checklists to ensure safety. While in the air, pilots go through checklists when they want to climb, descend, change course, and perform maneuvers. The expression “kick the tires and light the fires” comes from aviation. It means a pilot does a poor pre takeoff check of the airplane by simply kicking the tires to make sure they’re ok, then lighting the fires, or engine, in order to start flying quickly.  The main problem I had with the checklists is that I just forgot to do them. I was so concentrated on climbing away from the airport at the right speed and angle, that I forgot the 1000 foot checklist, also called the climb checklist.

It happened again; Farmingdale State College let me fly an $850,000 airplane, alone. My second solo flight was just as fun as my first one. The main point of the second solo flight is that the student does touch and goes instead of taxi backs. The purpose of this is because there is a greater chance of something going wrong during touch and goes than with taxi backs.

Unfortunately, I almost didn’t even get to fly. Everything was great during the preflight and run-up. I did the ground checks on the airplane, did the walk around checks, got the weather and weight and balance data, and made sure to tell maintenance that there was frost on the airplane so they could remove it. Once again, I was ready to fly by myself for the second time. I started the Warrior and did the necessary after start checklists and called to state ops that I was outbound. 3 seconds later I got to the end of the ramp area and called up ground control to request the touch and goes. I called again, and again. I called a fourth and fifth time. After 6 call ups and 8 or 9 minutes of waiting, I radioed back to state ops that I wasn’t getting a radio back from ground control. Just then, another Farmingdale airplane called out “State 88” (me) “use comm. 2, comm. 1 isn’t working.” So I frantically unplugged my headset from comm. 1 and into comm. 2. I repeated my request for ground controls to do touch and goes and finally I heard their response to taxi to the active runway. During the time with no radios, I was sweating and nervous that either I broke something or was encountering a situation I’ve never been in before. Luckily for me, an instructor form my school figured out my problem without being able to even hear me on the radio.

I finally was on my way to runway 1’s run-up area for a pre-takoff check of the plane. This part went smoothly and I taxied to the runway threshold. Because I was using comm. 2 and was sitting in the seat which uses comm. 1, I had to reach over and push that button while flying. After reaching over and calling the tower’s frequency, I got clearance to depart and make left traffic. As the plane rolled onto the runway, I checked the engine instruments, all in the green, and the gyro to make sure it lined up with the magnetic compass on the dashboard. It did, so I advance the throttle full open. The feeling I felt last time swooped over me as the airplane gained speed. I even remember glancing over to the right seat to prove to myself that no instructor was in the plane with me. I was completely alone and it felt amazing. I had already flown solo, last week, but the feeling was just as strong. Pride, nervousness, excitement, and pure joy all filled the cockpit as the plane’s wheels left the ground. I climbed out at Vy and radioed to the tower of my rotation. I went through my call outs

“200 feet. No more available runway”

“600 feet. Return to runway if emergency occurs”

“800 feet. Turning crosswind”

“1100 feet. At pattern altitude, lowering speed to patter speed limits, adding 10 degrees flaps”

Once in pattern altitude and at pattern’s speed, I called tower to tell them I was in the downwind, reaching over of course. I was instructed to follow the traffic in front of me and I was clear for a touch and go. I did as was told and had a smooth landing. As I rolled down the runway, I put flaps to zero and advanced the throttle full once again. Within 6 seconds of wheels touching down, they were off the runway. The second, third and fourth touch and goes were perfect, or at least as good as I’ve ever done them. However, on the fifth landing, I had some excitement. I was lined up with the runway on a 4 mile final, which is enough time to not have to rush things in order to put the airplane in landing configuration. I was cleared for a touch and go at a one mile final, a little closer than I would have liked. The wind was calm all morning, I felt no bumps, and I didn’t have to correct for a wind angle… until right then. A burst of wind shook me off the centerline at only 80 feet. I quickly jerked the yoke to the left to correct for this and accidently over banked the airplane and was almost perpendicular to the centerline. I didn’t know what to do for only a split second, and then it was clear. “Tower. State 88 going around” I won’t ever forget any of the many times my instructor told me that a go around is one of the best things you can do on a failed landing. There’s no reason to risk your life when you can simply gain altitude and try it again. So I added full power and took out some flaps in order to pitch for the best altitude gain speed of 63 knots I was at patter attitude again before reaching the end of the airport’s property.

After the go around, I had no problems with the last three touch and goes. In all, I did seven touch and goes with a full stop landing on the 8th approach. I taxied back to echo ramp, after getting clearance from ground control to do so, and shut the plane down. As I walked in, I got another set of claps from everyone in the briefing room. I got applause after my first solo, but why this one? I was being congratulated because for the first time by myself in the airplane, I encounter a problem, lost communications, didn’t freak out, and was able to continue my flight. Although all I did was change from comm. 1 to comm. 2, I didn’t loose my awareness and didn’t panic. My instructor told me I’m the first student who was cheered after their second solo.

To see pictures from this flight, check out the Media page. 

One thing that I underestimate about flying airplanes is weather. Of course I knew that wind would affect the flight of an airplane, but there are many more things which can alter the performance of a plane in flight. First off, the way a pilot reads weather can seem alien to a person not involved with aviation. There’s an example:

KFRG 120053Z 22011KT23G 10SM OVC056 01/M07 A3063 RMK AO2 SLP374 T10111072

This is the current weather for my base airport. It looks confusing, but after reading and using it a few times, it’s easy to understand. “KFRG” is the airport decoder. K denotes that the airport is located in the US, and FRG is the airport (Republic. FRG because Republic airport is located in the town of FaRminGdale) 120053Z is the date time which the weather report was made. 12 means that the report was made on the 12th of this month, and 0053 is the time in Zulu. Zulu or Universal Coordinated Time (UTC) is Greenwich Mean Time. 22011K23G is the wind information. The first three digits, 220 is the direction from which the wind is coming, so south by southwest. 11 is the strength of the wind. K means the wind is measured in knots. The 23G means the winds are also gusting to 23 knots. 10SM means visibility is 10 statute miles. OVC056 means that the clouds are overcast at 056 feet or 5,600 feet. Next is the temperature. Which is 01 degree Celsius and the dew point is negative 07. The M denotes negative, or minus. There won’t ever be a “-” symbol. The last information in this weather report which applies to pilots is the A3063. A means altimeter and the altimeter is currently 3063 or 30.63 on the barometric sale.

There is an incredible amount of things which weather can tell a pilot. Another important which a pilot must keep in mind is the weather minimums. This will tell a pilot if they should fly Visual Flight Rules or Instrument Flight Rules. There are different regulations which pilots must adhere to in order to fly in either of these conditions. In a very general term, VFR means better weather than IFR. Only pilots who are instrument rated may fly during IFR conditions. For information about IFR and instrument ratings, go to the License page.

Weather itself affects the performance of an airplane. For example, when the temperature is hot, the air is less dense. This means that performance is decreased. The more air molecules there are, the better an airplane performs. Therefore, airplanes perform the best at low altitudes and in cold temperatures. During the summer, an airplane must roll longer to takeoff, and do a longer landing roll in order to slow down to a safe speed for taxiing. In addition, pilots must be careful of engine temperatures during summer months, or when in hot climates.

There are over 20 different types of weather reports. Some are more important than others. The report in the example at the top of the post is an example of a METAR or meteorological aviation report. These tell the current weather, from when the report was made for a specific location. The weather report which shows a forecast is a TAF or terminal aerodrome forecast the forecast is valid for a specific location for up to 24 hours. A PIREP or pilot report is a report which is made by a pilot in flight. These are valuable because they are good ways to knowing what the exact weather is like at the altitude which they are made. Other reports include AIRMETs and SIGMETs which report dangerous weather such as thunderstorms and tornadoes, winds aloft reports, and HIWAS or hazardous in flight weather reports.

Many people feel that weather is the most import aspect to flying airplanes. While it can be insignificant on certain situations, it is something which every pilot on every flight must pay close attention to and plan for. 

Just did my first solo! That was the most amazing feeling I’ve experienced in my life. I had to keep swiping the air next to me in order to prove to myself that my instructor wasn’t in the seat next to me. The second I rotated and was free of the earth, a sense of knowing came over me. The flight felt just like any others I’ve done. While I was doing the run-up I was nervous, but once I got into the air I knew exactly what I had to do.

The first part of today’s lesson, I went up to do three touch and goes with my instructor. This is standard protocol in order to make sure the student didn’t forget how to fly. I did one landing, had to go around on the next because the tower never gave me clearance, and finally landed on the third attempt. Since I did everything correct during the go around, my instructor counted that attempt as a landing. After the third landing, I taxied to the school’s ramp. My instructor and I went back into the briefing room in order to fill out a solo worksheet. This basically just said that I was going for my first solo, ever.

After we got the paperwork figured out and Chris gave me some last second advice, I went back out to the plane. It was go time. I didn’t have to, but I gave the plane a walk around, just in case something serious happened to the plane during my previous three touch and goes. It was fine so I climbed inside, closed and latched the door behind me and there I was; all alone in an airplane ready for a flight for the first time in my life.  I did everything as I would if I was with my instructor, after completing the pre start, and start checklist I began my taxi. When I called up ground control and awaited confirmation to taxi to the active runway, I caught myself grinning from ear to ear. Anyway, I received clearance, taxied to the run-up area to do my last minute checks, and taxied to the runway threshold.

“Republic Tower, Farmingdale State 11 is at the active on Brave, ready for takeoff”

                “State 11, clear to takeoff, make left traffic”

“clear for takeoff, wilco on left traffic, State 11”

Here I go. I taxied onto the runway lined up with the centerline and advanced the throttle to full open. 15 knots, “flaps set zero.” 25 knots, “airspeed alive”. 40 knots, “instruments green”. 50 knots, “we’re a go.” 55 knots, “rotate.” As I increased back pressure to lift the plane off the ground, the airplane responded to my control inputs with precision. I’ve finally accomplished my goal of flying an airplane. Ever since I was 6, and went on my first plane ride ever, I’ve literally dreamt and thought about this moment, a moment that won’t ever be forgotten. It gave me chills as I climbed out at Vy.

The rest of the flight was as if my instructor was next to me. I did three full stop, taxi back landings (I would land, taxi off the runway, and taxi immediately back to the active runway’s threshold and wait for clearance to takeoff again). No wind, no confusion, no problems.

After I got back to Farmingdale’s ramp, and tied the plane down, I headed in to talk about the flight with my instructor. Once I got into the briefing room, everyone congratulated me, then cut up my shirt. Apparently, once a student solos, the instructors all gather around and cut out a piece of the student’s shirt and write the date, “first solo” and which runway they used. I was no exception. As I’m writing this right now, I’m still wearing the shirt I solo-ed in, with a large piece of the back missing.

I cannot describe exactly how I was feeling as I was solo-ing for the first time. It’s one of those experiences where unless you do it for yourself, you’re not going to know what it means to you.

I saw an awesome presentation today during my ground school class. it isn’t anything that has to do with the course but it was a presentation on the future of airspace and navigation. Today, pilots use VORs to travel from one area to another. This means that there can be heavy traffic surrounding one of these VORs. However, NextGen is the future of airspace. It explains how satellites instead of radars will control airplanes. This will eventually allows for more planes to fly over the USA with safer conditions. NexGen has started to be incorporated into a few large airports include JFK in New York and the major airport in Philadelphia. The accompanying video explains the future of aviation navigation much better than me.

Today was supposed to be the day I did my first solo. However, the winds were too strong with gusts as strong as 23 knots. So instead my instructor taught me how to do short field take offs, landings, as well as soft field takeoff and landings. They’re very similar to regular takeoffs and landings; however the plane is configured a little differently for each. For example, for a short field takeoff, 25 degrees of flaps are used. In addition, once I got onto the runway, I pressed the brakes, applied full power and waited for the rpm’s to reach maximums. Once they did, I released the brakes and the plane shot forward. It was an awesome sensation to accelerate so quickly.

However, the interesting part of the flight was when I was in the downwind leg for one of the landings. On the radio I heard “Blue Angel 7 requesting to land on the active runway.” A blue angel form the Navy’s elite pilot corp came to the airport! He shot past me, making himself look like a blue blur. Once I landed and was done with the day’s lesson, I went and got a few pics of the F-18 while it was parked on the ramp.