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Posted on August 28, 2012June 12, 2013 by Alicja

My First Solo Flight – Part 3: Finally!

Just have to make sure you know what you’re doing …

In the previous post I talked about my frustration with adjusting to my new instructor. About a week later, I went up with a level 1 instructor at our school. Throughout the flight, he didn’t say much to me and let me do all the work. On one landing there was a small bit of cross wind and though it stressed me out, he didn’t worry and let me handle it. It was confidence inspiring. I definitely felt that I can handle it now, and most of my fear was gone.

I was expecting him to send me up solo on that flight, but he didn’t. I never knew why, because he thought I was ready, safe and thought my landings were soft. Another one month break followed because of weather cancellations – and a one week climbing trip I had planned. When I got back, I was as mentally ready as it gets.

You can’t be more ready

I was still really scared, but tried not to think about it during the day. The weather looked great, winds calm, sky clear, sun shining. The forecast was splitter. So we went up together that afternoon and I did 3 good full-flap landings and he was pretty happy. After our third downwind he took the radio and I knew what was coming – he had asked for a full stop. After that landing, he pulled the power, applied the brakes and taxied to the apron. I protested, again! I was surprised how much I didn’t want to do it when the time came. It is such a huge mental barrier.

Obviously, he wasn’t going to have any of my whining, so I pouted, and before I knew it, he was gone. I will never forget his big smile when he left me. If he was worried, he didn’t show it, and I was probably worried enough for everyone involved.

So I thought to myself: “whatever, get it over with” and tried not to think of the significance of what was about to transpire. I also intellectualized that this is nothing more than the logical series of steps that sums up all the lessons I’ve learned up until that point, and is not the sum of all of flight training. I still had a way to go. But a solo circuit I could definitely handle.

So I taxied, did my checklist and before I knew it I was lined up on runway 16, cleared for takeoff. I took a breath and relaxed – and did what I had been practicing for hours and hours. Apply full power, confirm, check engine gauges in the green, apply right rudder to maintain center line, and note the increasing airspeed. When it reached 55 knots I pulled up, and became airborne smoothly, all by myself for the first time.

So this is what it feels like …

I did a lot of reading on what the first solo was supposed to be like, and thought I would panic when I realized I was alone. That moment didn’t happen for me at all, but what I did notice is how fast I was airborne and how quiet it was all alone in the cockpit! All there was the sound of the radio chatter and the whir of the propeller. I did my landing checks, called the tower, and before I knew it I was descending, adding flaps and slowing down for my 60 knot approach. I crossed the runway threshold and pulled the power, flared, and touched down with the right wheel first (because I didn’t use enough right rudder). The wheel skipped and I straightened the plane out, and began slowing down.

I had done it!

I exited off the nearest taxiway I could and received congratulations from the controller over the radio. The feeling I had was hard to describe. Months of tension and anxiety, stomach aches and dread all remedied in the 6 minutes it takes to fly the circuit one time. I have to say that the worry and anticipation for the first solo are much more difficult than actually doing it. I was surprised that the landing had felt exactly the same as when I was flying with Nas or Sarah.

The Canadian ‘first solo’ initiation

I taxied back to the school feeling light as a cloud – and completely forgot the initiation ceremony that was about to happen. When I got to the school I saw my instructor waiting for me outside. I pulled up and he came to the side of the plane as I shut down the aircraft.

When he saw me gathering my things, he told me, not to worry about them and just come out for a photo first. So I did, smiling big, gave him a hug and posed in front of the plane while a few people gathered to watch. As they backed up I posed in front of my plane, GSKF, and immediately heard someone running behind me. In a split second I knew what was coming – and the next split second I was soaking wet!

They dumped an entire bucket of water on me – the Canadian initiation ceremony for the first solo flight. It was totally hilarious. We took a bunch of photos, chatted for a bit and completed all the usual post-flight paper work, and I drove home. I felt more elated than I have felt in a long time.

My life certainly isn’t boring, but there is no real way to describe how amazing it feels to fly an aircraft all by yourself.

Me and my instructor Nas — Me and my awesome instructor Nas

A huge reduction in anxiety … surge in confidence

I had a great night. I couldn’t stop smiling, and though I was exhausted I lay in bed thinking about what happened that day. I felt like I could levitate … It’s like being in love. The next morning I had a flight scheduled, and I couldn’t wait.

Most of my lessons are preceded by feelings of anxiety a few hours before and I often get stomach aches. Well, this was the first time ever that I didn’t feel anxious or nauseous. I drove to the airport the next morning feeling confident and happy, and not tense and worried as usual. My instructor jumped in with me and we did 3 circuits, and on the third he pulled the power and it was the same story, except this time I did 4 circuits, all on my own. It’s like magic… and my wildest dreams coming true.

Posted on August 28, 2012June 12, 2013 by Alicja

My First Solo Flight – Part 2: Changes

In my first solo flight, part 1, I talked about the fear I faced when my instructor Sarah tried to send me solo.

How do they know you are ready?

So how did Sarah know I was ready to solo anyway? She said that there is a point where the student knows the circuit really well and can get the plane on the ground safely, mainly knowing when to flare for landing and continuing to pull up until the main wheels touch the ground first, and not all wheels at once. I had done those well. She said there is also a time when you can sense the student is ‘bored’ and not really progressing anymore, and that is the right time. Going solo reinforces all the skills that you have learned up to that time, and in fact is the time when “learning really begins.”

So then came the complicated series of steps to get to know my new instructor, his teaching style, and what he was looking for. I also had to show him what I was proficient at and where I needed help, so it takes some time where we are trying to find out how we can work together so I can best learn. I was expecting that we would fly together one day very soon and he would send me solo, like Sarah did, since I was already there. But I found out it wasn’t as simple.

Different Classes of Instructor

Sarah is a level 2 instructor. Instructors start out at level 4 and through a series of accumulated teaching hours and issuing licenses to students as well as writing of exams can attain level 3, then 2, and then 1, which is the most advanced level. Level 4 instructors are under the supervision of a level 2 or 1 instructor at all times until they meet criteria to advance levels. My new instructor is level 4 and did not have permission to send me solo, but had to get a more advanced instructor to check my flying before he could sign off on me.

Review and more review … frustration

So we ran through a series of exercises again. Though I’d already done most of them with Sarah, we needed to do them again together. So we did lots of cross wind landings, perfected a much softer landing technique, and we also did a series of emergency engine out procedures. We also did something I never did with Sarah. It’s called a power-off 180. Basically, we simulate an engine out on the downwind leg and establish a best glide to make it to the runway. It was a lot of fun, but then I began to be impatient and tired with the circuit.

Cessna 172 cockpit. Note the pink headset … that would be mine!

Though I was scared to solo, I had intellectualized it that I needed to go or else I may as well quit training right now. This was a frustrating time for me. I was very tired of the circuit, I felt like my training wasn’t going anywhere, I was trying to adjust to my new instructor and I missed my old one. I was starting to lose my love of the flying that I worked really hard at. I felt frustrated and lost. Turns out, this is actually quite normal: instructors can recognize it.

Out of the circuit to explore

I think sensing my boredom, my instructor suggested we fly to Olds/Didsbury to practice circuits there. It was a day that I will remember, it was 8 am, clear and sunny, and there was some navigation involved so it was a new experience for me. This went well and the next lesson we had ideal conditions and I demonstrated a series of really nice landings. I felt pretty comfortable with them at this point, and finally had ‘clicked’ with my new instructor.

And the finale … continue to Part 3!

Posted on August 24, 2012June 12, 2013 by Alicja

My First Solo Flight – Part 1: Fighting Fear

The story leading up to my first solo out of Springbank!

Getting Ready

The time leading up to my first solo was a tense period. It was something that took a very long time to accomplish, given the disjointed nature that my flight training has taken. I spent 15 hours flying from Edmonton City Centre over 8 months (from April to December) and was close to joining the circuit – all my time was upper air and I didn’t concentrate on the landings – when I moved and had to switch flight schools. Luckily for me, my instructor Sarah moved to Calgary after me, just dumb luck and great timing! so I didn’t have to switch instructors.

Airport Switch!

I had a long, 4 month break. Switching to Springbank, CYBW was a real shock. It has a much different flavor than Edmonton City Centre – much busier, very congested, very overwhelming, and with worse weather, stronger, gustier winds and more upper air turbulence. It took only a few hours to finish the upper air exercises but it was a lot of work and I had to fight through a lot of fear.

I managed to accumulate another 15 hours before the next break. I spent the rest of the summer abroad. I was nowhere near soloing, I was still very scared of flying. The next fall was a tricky period, the weather was so terrible that fall that I had an 8 month break from flying when I finally took to the air in January.

Back in the circuit

It didn’t take terribly long to get back into it, I already accumulated 30 hours and everything came back quickly. We did a couple of lessons in upper air work and then we were back in the circuit. Sarah was impressed with how quickly I progressed when thrown into it after such a long break. She said I would be soloing quickly. I didn’t feel comfortable, or ready, and didn’t particularly want to do it. After about 4 or 5 lessons she said “wow, you’re doing really well – would you like me to jump out now?” When asked how I was feeling, I told her that I had a good sense of the entire landing ‘package’, and I could physically link the full sequence of steps from takeoff to landing.

My next lesson, which was one month later was a pivotal one. It was evening, the days were getting longer, the winds were getting light, it was almost my birthday, and it was the first time I we were flying circuits from runway 07. After takeoff, the receding sun shone in our eyes as we turned downwind on runway 07. After three landings, Sarah was pretty happy. I did not see coming what happened next.

Are you trying to kill me?

After landing for the fourth time, Sarah grabbed control, pulled back and applied the brakes, and moved the plane off the runway. I thought, “well, I guess we were done for the day but it didn’t seem like as many circuits as usual, and funny that she wouldn’t tell me.” So when we stopped and I looked at her quizzingly, she said “you’re going solo” I just about freaked out.

She gave me my licenses and documents to put in my kneeboard, and explained the procedure. All the meanwhile I was protesting. After a small discussion when she taxied to the tower apron, the spot where she was supposed to get out, I repeatedly went over and over that I’m too scared and in my mind I was NOT going alone that day! It took awhile to convince her, because she was adamant that I was ready. It really felt like she knew something that I didn’t, and I should’ve trusted that, but I was so uncomfortable. So she finally accepted my protests and we taxied back to the school. WITH my tail between my legs, naturally, and I have regret it ever since. Because it didn’t get any easier and still had to get over that fear. It is something that you have to do – and your instructor knows when you are ready. You have to trust them.

Instructor Switch!

I wish that I knew what would come next, then I would’ve just pushed myself to do the solo anyway, even though I thought surely I would die. The next flight we were in the circuit again, with very busy traffic, often times we were number six and there were helicopters and all sorts of traffic entering the pattern, and the radio was very busy. Sarah was disappointed. She mentioned, since I was expecting it, that I wouldn’t go solo that day because of the heavy traffic. That was my last flight with Sarah. Roughly a few weeks later, after a few weather cancellations, she left teaching and suggested an instructor she thought would be a good fit for me.

Read First Solo Flight – Part 2

Posted on July 31, 2012April 2, 2013 by Alicja — 2 Comments

How I got started with my private pilots license

Here is the account of some of the first steps taken when I set out to get my private pilots license – the PPL

Discovery Flight

Shortly after taking my Discovery Flight, I decided I was interested in pursuing the license and I was really impressed with my flight instructor – so there was no looking back – I decided to get my started on my PPL.

Ground School – February 2010

I finally started ground school at Edmonton City Center Airport (CYXD) – after much research, deliberation and anxiety.

Was I ready to commit to learning to fly? It’s intense, and it’s expensive. You have to be willing to commit time and resources to this. It’s going to require not only money, but a lot of concentration and mental resources. You will have to study lots and be prepared to take time out of your schedule to commit to fly. To take the flight test for PPL, Transport Canada requires that a student have 45 hours total, of which, 5 hours may be completed on a simulator. At least 17 hours must be dual instruction and you will need 12 hours solo time. For details, check Transport Canada’s regulations.

You should budget close to $10,000 for the PPL. It will take longer (more flying hours) the more breaks you take. So if you can, be prepared to have the finances and the time to be able to do the license as fast as possible – flying 2 to 3 times per week, if you can. Consistency is everything when you are learning. If you are happy with your instructor, I recommend not switching instructors, and not switching airports or schools (unless you have to, like I did, during a move). I received this advice when I started, but knowing that I wouldn’t be able to commit to going regularly, foreseeing that I would likely have some breaks, I decided to pursue it anyway. I’ve had to take lots of breaks during my license, and I even had to switch home airports and instructors – all which cost me more training hours in the end. However, I am interested in obtaining a commercial license eventually, and am not trying to finish my PPL in minimum hours, so I decided I was okay with it. And really, once I was into to (it didn’t take long) I didn’t want to stop, I just love to fly.

I have always been infatuated with airplanes, and flight in general. I’ve flown in bush planes several times so I had no misconceptions about how loud and old some of them were – it didn’t bother me at all. I find all airplanes fascinating, and like most pilots, am just obsessed with flying and anything flying.

Here is the account about my first training flight

Ground School – Winter 2010

I was still in graduate school at University of Alberta when I signed up for ground school. Ground school costs about as much as a graduate level course at the University, and you get 60 hours of instruction in various topics.

The courses are revolving and ongoing so a topic is repeated in cycles. Each school has a different price, however generally they will be in the $500-$700 range, depending on the school and if you buy their study materials, or ground school “kit.” You can purchase the materials yourself somewhere else, however it’s likely that you won’t save enough money from buying it elsewhere to justify the inconvenience of having to collect the materials yourself.

The fee for ground school generally gets you a year of instruction in these courses, so if you miss a course, or are away for a period of time, you can easily pick up the courses later. It takes just over 2 months, at my school, if you’re going constantly to each class. This means that if you missed a course, you can pick it up again in just over 2 months time, depending on the schedule for that particular school. You can repeat as many classes as you need. Generally for the private level the courses are in the evenings, twice a week. This depends on the flight school for their particular schedule. My flight school, Centennial Flight Center , offered private ground school Tuesday and Thursday nights from 7 to 9 pm.

My flight school selection was fairly simple. A year or so earlier, when I began looking at flight schools in the Edmonton area, I came across two flying out of CYXD. The first school I contacted was Edmonton Flying Club (EFC), where I booked my very first “fam” or familiarization flight. This is a discounted, introductory flight that is offered by every flight school so you can try out the school, see what their planes and instructors are like, and how they generally run their school to see if you feel comfortable there or not. You will be spending a lot of time with your instructor, in that classroom and in the aircraft, and costs as well, so you want to make sure you chose carefully! It’s an important first decision.

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Posted on July 16, 2012May 28, 2013 by Alicja

My first training flight

My first training flight …

Having selected the flight school I wanted to learn at, I went on my first flight (Ok – well, my second flight – I was already up in a Diamond once during my discovery flight!)

My first flight at Centennial with my instructor finally happened in early May after over a month of cancellations. Weather cancellations were eventually going to be the bane of my existence for some time, to the point where I thought I must have some kind of bad luck!

It was the evening of Friday, May 7. We met at 6pm. First, I learned how to taxi and found how sensitive the rudder pedal is to taxi the aircraft on the ground. I was confused with all the different checklists and procedures – we did one before we left the school, and another 3 or 4 – I was completely lost.

Eventually, she lined us up on the runway, told me to hold the control column with one hand and the throttle in the other. I was very nervous. She asked me to push the throttle all the way in – which I did extremely slowly because I was so nervous. Eventually she threw it into full power and we waited. Not very long though: she asked me to pull up on the control column – and I did, slowly and cautiously again, which caused her to pull us up a bit more and finally get us off the ground. Then she told me to hold it there as I climbed out for the first time off of runway 12, over downtown Edmonton. The skyscrapers and apartment buildings were below us, and the North Saskatchewan river was snaking out in front of the nose of the aircraft. I could see the University of Alberta where I was currently attending graduate school.

In order to relax me my instructor asked me where I lived to see if we could fly over my house so I could see it from the air. We flew west a little ways as I gripped the control column with a death grip. She let me do a few turns and demonstrated how the rudder and aileron inputs work in flight, and then we made our descent then rejoined the circuit and made our approach back to CYXD.

After the flight, I was very wired and excited, and after I recovered from the anxiety, I knew flying was for me. I loved the challenge. It was going to be a big commitment though – not just financially, but the will to commit to learn and progress over time. It was going to be a lot of work. Working through fears. This feeling of euphoria from the first time I flew was to become a regular feeling I experienced after each flight – and was very addictive!

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Posted on July 14, 2012February 14, 2014 by Alicja

How to choose the right flight school

After I have selected which aircraft I wanted to train on, it was time to chose the flight school that best suited my needs.

Cost of school

When I lived in Edmonton I had the choice of a few different airports, but the City Centre Airport, right downtown, was impossible to beat in terms of location. There were two flight schools there – Centennial and the Edmonton Flying Club. The Edmonton Flying Club (EFC) they has an annual fee for being part of the club and learning to fly there. I wasn’t sure how long I would be staying in Edmonton, so, I choose Centennial because they were slightly less expensive due to the absence of annual fee. They had several 172 which were well maintained, and I found the staff and instructors to be very professional.

Quality of Instructors, Planes and Facilities

I found the instructors at Centennial school impressive, and their planes were well maintained. Much of the lower costs came from the fact that they did not own their own hangar (something that the EFC had). Hence, these cost savings were built into the rental prices.

Not having a hangar does make a difference when you’re learning to fly in a northerly, cold climate. I remember winter mornings when it was still pitch black at 8 am doing my walk around, peeling back the wing and cowling covers, while the bitter -25 degree C winter wind whistled past! So, there is definitely a trade-off.

Make a trip to the school and meet some of the flight instructors. Do you like any of them? How about the culture of the school – is it rambunctious and unprofessional or is it quiet and friendly? You don’t have to choose your instructor right away but you should definitely observe how the instructors interact.

So I finally settled on Centennial and my ground instruction began. I enjoyed the theory part of it – what I like about flying is that it is so multi-faceted, there are so many knowledge areas:

weather
aerodynamics
aero engines
instruments
navigation

When you’re learning to drive, you don’t have to know the details about the engine you are operating (unless of course, you’re a commercial driver driving a transport truck). But in aviation, everything is tied together so intimately. I found it fascinating. Since I’m a climber and backcountry skiier, I already have an intimate relationship with and understanding of weather, since weather affects mountain sports very directly, but now I was entering a field where weather is even more important. Aviation is very weather dependent, and understanding weather is key to being a good pilot.

Choose an instructor you like

The next thing you want to focus on is your instructor. Choose carefully and don’t be afraid to go up with several different instructors until you find one that suits you best. Sometimes you will be lucky to find the first person you choose will be a great instructor for you, and it is definitely true that if you like talking to them on the ground, you’ll like them in the air, too. You must really like your instructor – it is the most important choice you will make in your flight training.

Some instructors are just out to get their hours and move on to an airline job, others really love teaching. Remember, you are the paying customer and are paying big bucks, for your training and money talks. So be selective and stick with someone who meets your needs. Switching instructors, especially early on in your training is time consuming and expensive. I switched instructors right as I was permitted to go up solo and it took my new instructor 10 hours of training before he trusted me enough to fly solo.

I met my instructor in ground school

My first instructor taught the evening ground school, and I immediately liked her teaching style and personality. After a few classes asked her if she would take me up as a student. After many cancellations due to weather – it was springtime, after all, and the systems were shifting – we finally got up for the first time together.

Update on flight training in Edmonton

If you live in or around Edmonton, I’m sure you have heard about the closing of Edmonton City Centre Airport (CYXD). My old school, Centennial, is now located at the Edmonton/Villenueve airport (CYZL) and Edmonton Flying Club is now at the Parkland Airport, CPL6. The other nearby airport is Cooking Lake, CEZ3. Cooking Lake Aviation operates out of that airport.

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