Four Stripes of Cardinal and Gold!

Tomorrow, USC plays Penn State in the Rose Bowl.

And to all Trojans, Fight On!

So I passed the written...

I passed with a score of 88%. Not bad.

I feel good about the score. I'm happy. I know I had been beating myself up about not getting at least a 90% consistently, but I guess it helped. A little. Prior to this, I was consistently getting a firm score in the 80% range. 88% is okay.

But I passed, and that's what I was concerned about. I felt good about it going in. There are a few things that I need to work on, but it's all good, since you are given the pilot knowledge criteria of the answers you missed. I'll go over those before my checkride (hopefully sometime next year, as soon as I get all my required hours, and my CFI signs me off for it (I don't have a current CFI teaching me since I'm not flying, just my dearest friend and mentor, Holly, my first CFI).

I'll be getting back in the air soon. I know it. I feel it. I can taste it!

What a week...

After trying time after time to nail 90% on the Private Pilot FAA Written test that I've been practicing with my ground instructor, I'm getting a lot of the stuff.

"You're getting all the hard stuff done, but you're missing the easy things!", he tells me. And he's right.

I have flight planning down pat. As well as aircraft performance and weight and balance. I'm missing things like light gun signals, and regulations...things that I should have had down long ago!

Oh well. All of this will be decided this Saturday when I go for the biggy. I'll sit down, and see how the whole shebang goes. And I'll keep you guys updated. It's been tough, studying for the test, and dealing with work, which has been hectic lately due to the time of year. Let's just say, overtime has been abundant (and welcome, I could use the green, as I racked up a few medical bills for an elective surgery on my foot).

Condolences...

Andrew Marc Rossignol

A young flight instructor at ATP based in Stuart (SUA). His goal was to fly for the airlines, as his father did. Aged 21.

Stuart Brown

A young Jamaican flight instructor who desired to fly for Air Jamaica after getting his ratings. He moved to South Florida to work on his ratings. Aged 25.

Edson Jefferson

A Jamaican pilot based at North Perry Airport (HWO) south of Fort Lauderdale at Pelican Airways. He was performing instrument training. Aged 30.

Bryan Sax

A professional pilot from Aspen, Co., working on his multiengine rating with Rossignol, he was a national ski racing champion, bartender, restauranteur, and flight school co-owner. Aged 37.

Rather than judging their actions, as the media likes to do, I will do something different.

These men died valiantly doing what they loved. These men were pilots, through and through. And to not support them or their families in this tragedy is hurtful to them all who fly and share their love of flight. With folded wings, they sleep in death. But they will not be forgotten.

To the families of Andrew Marc Rossignol, Bryan Sax, Edson Jefferson, and Stuart Brown, I give my condolences as a fellow pilot. You are in my thoughts. Their lives will never be forgotten.

The NTSB is currently investigating the acccident.

Just like that song...

Just like that Aerosmith song, "I'm BAAAAACK In The Saddle Again!!!!!"

It feels great to be back!


Taking flight once again, embodying my life dream. Being at the controls of an airplane, flying, shadowing the earth lovingly with my wings of success and accomplishment.

This past Sunday, I went flying with some students from the ground school class I'm taking. After a group preflight, another student, and myself, were selected to fly first. From Boca Raton (BCT), we flew under the command of Kevin Formica, teaching student who was with me to Palm Beach County Park Gassaway Field (LNA). What a beautiful day to go flying. But it didn't sink into me until after we landed. We traded places, and I was at the controls on the way back. And what a flight. Kevin made everything fast for me (as it should be. I'm an Embry-Riddle guy, and I should learn at ERAU's standards). Although I had a little difficulty with keeping ahead of the airplane (I was just a little ahead), I felt good throughout the flight.



And I called Boca Tower! I guess I finally got over my fear of talking to a tower. I am happy!

I am happy. I am happy and very thankful to have flown. Especially after four long years of waiting. I'm glad to know that all that waiting was not in vain. I know that when I formally kickstart my flight training and hire an instructor, I will be able to learn fast and efficiently, and I will be able to complete my flight training on a set schedule. I will be able to complete my flight training to get my private pilot license. One hour at a time, learning, at my pace, and training with an instructor who loves flying, not just one who wants to build time to get hired by an airline. I'm going to learn to fly. I am resolute on completing my mission.

That's another thing that I noticed when I flew Sunday. I felt like I became a mission-oriented pilot. I did everything to fulfill the mission.



That day, I felt Aviation's love again. I felt her with me after the flight, and through the night. Again, I felt her love, after so long. Aviation has not forgotten me, just as how I never forgot Aviation. I felt the love of flying once more.

And it was beautiful.

To all my readers, blue skies and tailwinds.

Changes in Color...

For today's post, I will be moving from flying to something a little different.

Years ago, while I was still in middle school, my dad worked at the University of Southern California. There were days in which I would go with him to work, and just walk around the beautiful University Campus. I would see the world-famous Spirit of Troy Marching Band practicing, and their glorious thunder could be heard all across the campus.

Then the games were also an experience. Going to see Trojan Athletics at its best. Football, by far USC Athletics' strongest force in the PAC-10, is its largest venue.

I also remember a few of the events that we attended. Salute to Troy, for example, is a pre-season (football) event that we would go to. The football team was showcased, and were amongst the attendees, taking pictures, signing autographs, and having a great time with the families there. The Trojan Experience is something truly beautiful. And although I may attend Embry-Riddle Aeronautical University, my heart stayed at USC.

This Saturday, USC will be playing against its cross-town rival, UCLA. And, in a move that has not been seen in over 25 years, both teams will be playing their home jerseys (USC will be playing at the Rose Bowl, thus being the visitors). This is how a game should be seen. In this game, all will see the full glory of the Cardinal and Gold.

Once the post-season ends for USC, the colors will revert back to their original settings, if not another color scheme.

Fight On, Trojans!

NIMBYs at it again...

Today, the Palm Beach Post (in my personal opinion, an excuse of a newspaper, but to each his own) put out an editorial against proposed and studied airport "expansion" at Palm Beach International Airport (PBI/KPBI). Now, my readers know my stance. People who move somewhere and ask (okay, maybe not ask, more like DEMAND) that an airport either edit its reason to exist, if not make it cease to exist, for their own personal benefit. I don't need to go over it again.

An airport that has been bullish in its growth should not stop. Airports should reach their full potential. Nobody has any reason to live close to an airport if they're just going to complain about it all day. Take the good with the bad, like everything else in life (good for me, I like airplane noise...it's comforting to me, and ask any pilot and they will agree).

So when people are trying to subversively fight against an airport, and try to designate certain neighborhoods near airports (that came into existence and grew into existence AFTER the airport was there), like the Vedado neighborhood trying to have the county designate it as a historic area (thus preventing the airport, or any other government entity for that matter "interfere" with the area), you know that they're up to something.

This "newspaper" also alleges that the airport reached its peak traffic level in 1990, but never went further than that. So, has it gone up or down? How much so? Enplanements, incoming and outgoing traffic, where are the numbers? Why won't you say what the FAA says? Because it's against your agenda! That's why!

Some will blindly say, they're trying to save their homes. But against what? Something that was already there from before they were born? Something that was there from before their houses were built? Something that already has eminent domain over them? It's like building a house near a mountain that is prone to avalanches and mudslides. Are you going to call the county and tell them they need to fix the mountain? Of course not! You probably would reconsider the build site, if even build AT ALL! That's the smart way to do things! But no, people like to bury their heads in the sand when they see that an airport desperately needing improvement is asking a helping hand.

Even Donald Trump, owner of the Mar-A-Lago estate in Palm Beach (about a mile from the departure end of PBI's Runway 9R), is making raucous about the noise. And he himself is a "contributor" to the noise! He flies his 727 into PBI all the time (and speak of the devil, when I drove to work today, I saw his 727 sitting at Jet Aviation in PBI. His jet isn't even registered in the United States. And his jet is an older one, with noisier engines that people especially complain about. He, of all people, should be the LAST to complain about it, because he has one of the largest private planes that fly into PBI, and one of the noisiest of all aircraft that fly there.

Remember. Ask not what aviation can do for you. Ask what you can do for aviation!

You can view the proposal from the FAA here.

Staying in Florida for the foreseeable future...

Initially, I wanted to move to Florida. Being close to family that I was never around, excellent opportunities for flight training, I mean, how bad could it get?

I was never fond of the weather, but it was a great place to visit.

My family moved to Florida the day after my graduation from high school, making me the only one in my generation of the Newball family to have had all his schooling in the Los Angeles Unified School District (which in spite of its shortfalls, is considerably superior to what Florida could ever offer). Regardless, I saw moving to Florida as a new horizon to cross. It was a transitional period anyway. High school to the unknown world (at the time), childhood to manhood, and from land-based person to pilot.

Once here, however, things didn't go as planned.

Part of our welcoming committee were two strong hurricanes that damaged the house my family had just bought. Companies that did repairs on the house did a cut-and-run job. They did a job halfway (quality-wise), charged an arm and a leg, and when trying to settle a charge, they were nowhere to be found. The company "folded", and the business owners disappeared from the face of the planet. 'Stick it to the customer' mentality, what I like to call the 'Florida' mentality.

I was listening a few years ago to a talk show host from the West Palm Beach area, who is originally from Northern California, and was shocked at how people manage to live in this state, with its low pay, and lower quality of life than what the West Coast offers. He later added that he enjoys living here.

I failed to see his logic.

I come from a city that never sleeps. I can literally, jump in the car, and find something to do, or get a midnight bite, or whatever comes to mind. In Florida, everything dies just after sunset. Nothing to do. My co-workers tell me about locations in downtown West Palm Beach, and I drive by them, with hardly any life. Is this what people call "fun"?

The transition has been so hard, one of my sisters became lactose intolerant (brought on by post-traumatic stress from the hurricanes), and I have become considerably more aggressive and, dare I say, paranoid (the former requires me to hold myself back at work). Something I never felt in California. And, my entire family agrees that it was the worst mistake we ever made.

Yes, it is something I now regret deeply and painfully.

We tried selling the house, but with the housing bubble bursting right as we were planning to move back, we were tied down to Florida. Stuck in the armpit of the universe.

But you take the bad with the good. I started attending Embry-Riddle, and I am working for an airline. I am doing what I can to wrap myself in that while I stay here. But once I get a better paying job, I am moving back to California. All my friends that have left LA regret that decision. And I agree with them. Los Angeles is home.

I'm a proud 'Angeleno'. I will do what I can to get back. Come hell of high water, I'm going back one way or another. My heart is still there, and I can't live without it.

Now to listen to some music that tugs at my heartstrings with California on my mind...
Jacob Wheeler - Magic (original, and instrumental)
Herb Alpert and the Tijuana Brass - Route 101
Randy Newman - I Love LA
George Strait - Marina Del Rey
Hall and Oates - Man on a Mission
Bob Marley and the Wailers - Satisfy My Soul
Hall and Oates - Life's Too Short

A small fantasy...

For years, I have always desired to build my own airplane. I had looked at Van's RV-9A, an all-metal two-place kit plane that has pretty good performance, and I had also looked at (more preferably) the Glasair Super II-FT, which is fast, and is all-composite.

But my heart was set on canard designs, like the planes that made Burt Rutan famous. The Vari-Eze, and the Long EZ, both composite aircraft, have tandem seats and a bubble canopy. And both have a very nice property of flight. Both wing surfaces (stabilizer and wing) provide positive lift, as opposed to a "conventional" wing placement, where the stabilizer in the back provides negative lift. The canard design allows for better stability, and better efficiency. Though it hasn't caught on in mainstream aviation (the closest was the Beech Starship, which production didn't last long). Even so, this concept, as old as powered flight itself (the same used by the Wright Brothers for, of all things, stall prevention) allures me.

Maybe it is because the first time I flew in a GA airplane was my Young Eagles flight back in 1999, in a Rutan Long EZ.

I had looked at many designs. In my ideal airplane, I would want a fuel-efficient design. I would also want speed. I also want a lot of range. Well, as far as fuel efficiency goes, I would probably build a Cassutt 111M racing plane. If I wanted speed, I'd ditch the Cassutt and go for a Lancair Legacy. But, if I wanted range, I would probably go to a Lancair IV, or something comparable.

Now, I forgot to add something. Part of that fantasy was building a plane of my own design. Back to the canards! Although I have no engineering knowledge, I have ideas. I have many ideas that can be translated to a full-scale aircraft.

I know (in theory, not in practice) how to build composites using foam, fiberglass, and epoxy. I also know that the ideal powerplant for my airplane would be something small, not exceeding 80 horsepower, using a fixed-pitch pusher propeller.

Again, I'm no engineer, but I have doodled on paper what this plane would look like.

My love of canards had me researching designs from World War II, and I was captivated by the Kyushu J7W1 Shinden. Though the design had only 45 minutes of flight time (the project was cut short because of the war's end), the original design held a lot of promise, with jet engines and rocket propulsion in the design's future. I had an idea.

Why can't I build a one-seat personal cruiser, with a bubble canopy, just a little bit of storage space (probably large enough to only carry a rolling bag small enough for a carry-on, and a flight kit), with computer displays instead of steam gauges to save weight, with plenty of range (north of 1300 nautical miles), and speed (so the bladder will allow you to see the aircraft's full potential). The aircraft will be small, with folding wings (allowing it to be towed to your garage, not hangar), and simple compartmentalized systems. My idea is to build an airplane that is easy to build, easy to maintain, and affordable to operate (one of the reasons why some pilots opt to build rather than buy).

My aircraft, which I arbitrarily designated the NE-20 (NE for Newball, and 20, because all my drawings and ideas were aligning to a common design when I turned 20). I temporarily called it "Shinden" because of its slight resemblance to the original (though now, I'm considering renaming the plane "Calisto", because changes continue to be made to the design).

Before, I wanted something that could literally fit the cockpit of an F-16 inside. But, I scratched that. I visuallized my body in a small cabin, leaning back by about 35 to 40 degrees, legs forward, just like in an F-16, or more aptly, in a Focke-Wulf FW-190 (the pilot sits reclined for better G tolerance in high-G maneuvers). Not for high-G tolerance, but a reduced "frontal profile" that would require a larger canopy and fuselage (you're not as high when you're reclined, versus sitting upright).

Putting the proper instrumentation in a tiny panel was a predicament. But with the advent of glass cockpit systems, and computer displays, you can have the same amount of information in a typical "six-pack" in one small screen, in much the same way a modern business jet or airliner would have. Plus, with a young guy like me, I would prefer glass over steam gauges anyway. A full EFIS unit would cost about the same as a bundle of similar analog instruments that would portray the same information. It costs less to maintain an EFIS system as well.

I had estimated the cost of materials, tools, avionics, and instruments to amount to roughly $20,000. The engine would be either the ULPower UL260, or Rotax 912, both topping out at 85 horsepower. I was also considering using the Wilksch Airmotive diesel, but with the cost of jet fuel where it is (normally about $2 above 100LL), I opted to stay with avgas engines.

It's a small fantasy. But, who knows. Maybe I'll run into a lot of cash, buy half the inventory of Aircraft Spruce and Specialty, and build this plane in the garage...after I get an aeronautical engineer to "attack" my design, and find faults with it (I'm sure there will be many).

My First Airshow...El Toro '93

Imagine a warm, sunny day in Orange County, California. Back in 1993, when Marine Corps Air Station El Toro was still open and holding its annual airshow, my family went for the first time. And it was an experience. I had never been around so many airplanes, nor had I been so close to both civilian and military planes alike (I was one of those boys in elementary schools who had practically learned a good portion of the inventory of the US arsenal that had wings on it). But I had no preference. Both were cool.

I remember seeing the Red Barons fly for the first time there. Hearing those roaring Stearmans flying, and seeing them fly a graceful show was something.

Seeing Patty Wagstaff fly for the first time in my life. That was also inspiring.

The USAF Thunderbirds were there as well. It was the first time I saw an F-16 fly in person. Of course, I was 6 years old at the time. And, on top of that, one fly over me.

It was also the first time I saw aviation's ugly side. An F-86 Sabre, pulling out of a loop way too low slams against the flightline, and created a huge fireball. One larger than the controlled pyrotechnics of the air attack demonstration. That one made the ground shake significantly. The explosion caught my attention, and I looked to see a huge plume of smoke, in three different colors: white, yellow, and black. I was too short to see what was going on, and I heard my dad say, "He crashed...". I stood on my tiptoes to see what happened, but to no avail. At the time, I had no compulsion to do anything but watch and try to see what would happen next. A lot like Ernest K. Gann's experience when he saw a DC-3 crash, sitting in a jeep with another pilot, and so suddenly, and insidiously stunned, that they were unable to do anything to help.

I never thought that I would see a plane crash in person. And although some memories of that day were foggy, I remember the atmosphere felt different.

The airshow went on, however. The civilian acts continued, and the Thunderbirds did fly. By that time, I had forgotten about the crash. I was in aviation-sensory-overload, seeing so many airplanes fly, and being around so many people who went for one thing: to see planes and pilots do what they do best. To fly. Watching in the same awe that people had when barnstormers flew into their towns and gave rides, or even daring aerobatic acts in their biplanes.

From what I understand and remember, the pilot of the Vietnam-era F-86 unfortunately died.

You can download the video here, and you will see the crash that I, and about 200,000 other people saw.

I have read in the scant accounts of that event that many people left after the crash. I have also read accounts of airshow enthusiasts driving home mid-show right after a crash. As if they cannot stomach the rest of the show. And with such a bitter note that an accident brings, who can blame them? I never understood it until reflecting on what I experienced that day over 15 years ago.

Since then, I have not seen a plane crash in person. But I have seen airshow pilots perform during one of their last airshows, like Eric Beard, Jimmy Franklin, Bobby Younkin and Jim LeRoy. Seeing such great pilots fall is something that all aviation enthusiasts feel pain in. A heavy, hard pain. Seeing their acts, and sharing their love for flight and adventure creates a bond between performer and attendee, pilot and spectator, aviator to dreamer. I nearly cried when I heard about those fine men losing their lives doing what they loved. It hurts the airshow industry by fueling the reputation that airshows are dangerous. It hurts pilots because it hurts their professional reputation. It hurts enthusiasts and fans dearly, because they lost a figure, a friend.

I still attend airshows, and obviously, I still love flying, of course. I had been attending airshows for years, and will continue to do so for years to come. Flying is something beautiful, too beautiful to keep to yourself. It needs to be shared. You embrace the good in that it provides wonderful memories for life. You also learn to embrace the bad, since each accident has a lesson that all pilots should learn. It's why I am so bent on becoming a pilot. And it's why I'm pursuing a minor in aviation safety at ERAU (my major is professional aeronautics). Each error has a lesson to be learned. And, although there is no such thing as a working crystal ball, anticipating such errors, be it in airmanship or in design, is key. The latter can only go so far, and though morbid in thought, it will take an error of the scale of an incident or accident for all pilots to learn something. Though it is not a positive experience, it is part of "growing pains", so to speak, in our pilot careers.

Blue Skies and Tailwinds to all.

Airport improvement. Evil, or is there actually a reason behind it?

"Not In My Backyard!" is the mantra of people who refuse to have something bigger than them displace them or affect them in any matter (even in a positive way, which they tend to blind themselves from). In some circumstances, I wholeheartedly agree with their stance. I wouldn't want sexual predators living near me or my neighbors. Nor would I want railroad tracks be set near my house (if my house was there before, then they can find somewhere else to lay tracks).

But there are some things that people tend to rally against. One such thing is the local airport.

I have seen people start rallies to close the local airport down (if you're in Chicago, don't worry. Mayor Richard Daley is WAY ahead of you in that department! I think you should worry about STOPPING him). People say that airports bring a lot of noise, and a lot of pollution. People say that houses near airports lose value because of the noise, and that it shouldn't be that way.

But lets go back to the beginning of the problem. Why live near an airport?

In spite of my disdain for the region I live in, I am happy that I live close to an airport. For me, it's comforting to hear a whirling propeller overhead. In fact, if I hear a propeller that sounds different (say, a different engine tone, or a different prop RPM), I'll run to the window, waiting to see if it's something special, like some sort of aerobatic or experimental airplane, or a classic Stearman biplane, or an older model twin.

But I digress.

Here's the issue. People nowadays tend to be myopic. They see what is only in front of them, and whatever comes into view unexpectedly will startle them and anger them, like a little dog seeing a bird fly from the bush he's sniffing. "Out of my tree!" he barks, then goes back to sniffing. "Not in my backyard" the neighbor cries, and then goes back to his business.

Those people are like those working to shut down Santa Monica Airport. A group of myopic individuals who seek only their personal gain, rather than the gain of the community. The airport neighbors that are noisier than the aircraft causing all the "noise".

People tend to forget all the gains that are made in aviation each day. Technology is getting better in aircraft and engine design to reduce pollution (noise and carbon) and more importantly, increase safety. Pilot training is at its best, and continues to improve. And the ancillary costs to run an aviation operation, such as a flight school, or a fixed-base operator, or an airline serving the community, and all the infrastructure that must be built and maintained brings jobs to the community. People should be thankful that they have an airport near them.

These people forget that airports bring important jobs, especially nowadays in this economy. Airports bring money, BIG money into the community! They're not there to cause a big raucous above your house. They're here for a reason, be it to train, or to work, or to sign a deal with a local business. Airports really ARE your friends.

Of course, why did you move under the approach path of a runway? You didn't see those planes flying over you?

Reminds me about work one day. One customer at the baggage office went to complain that his wine bottles in a poorly packed bag broke, and wanted the airline to pay for it. After being asked why he packed the bottles in that manner, he said "so if they break, the airline could pay for it". Like him, complainers of airport proximity, and the non-aviation-savvy general public as a whole, share the same logic. "I'm going to buy this house. And I'll get that airport to go away after I move in. That'll increase the value of my house!" Sorry, the airport was there before you were. The airport has the right to stay and if necessary, expand if the need arises.

Today, in West Palm Beach, Florida, the county held a "public workshop" regarding the FAA's findings on extending or moving a runway at Palm Beach International. More of which can be read here (please advise via email if the link is dead).

West Palm Beach mayor Lois Frankel believes that traffic is decreasing at Palm Beach International. She believes there is no purpose in extending the runway. She feels that because of the rising cost of fuel and air travel, as well as the current economic state has decreased traffic, apparently so much so that it will effectively kill any justification for extending a runway (I'm guessing she doesn't want the hassle of complainers of airport proximity calling her office since her hands would be effectively be tied regarding the situation).

The FAA believes, however, that an alternative would be to build a new airport, a "green airport" (an airport build out of green space, like a large empty field, like Denver International Airport, though nowadays, "green" will also refer to reducing carbon footprints, and conserving energy, and all that jazz). I'm for that as well. However, people need to realize that there is a huge need for airports in a National Airspace System that is becoming saturated.

The solution is to build more runways. Not user-fees, not auctioning landing and departure slots to the highest bidder, but adding runways to add the capacity for more traffic.

There are many other solutions, but limiting airports to a level that is not near their greatest potential, or closing airports for the gain of only a small group of people. For the convenience and "peace" of a few hundred people at the departure and arrival ends of an airport that has closed, would it really be worth losing literally thousands of jobs from outlying communities? Or what about losing all of that influx of money from those noisy "big wigs" in their corporate jets going to YOUR area to make big business deals that would benefit your community? Think about why they are in your community. It's your airport!

That's why I urge my readers to visit http://www.aopa.org/asn/ to see AOPA's efforts in supporting your local airports. Airports of all sizes need protection. Though some airports are thriving with the support of their communities, there are others that are not as fortunate. Airports like Santa Monica Airport, are in danger of having their operations severely limited, if not closed altogether.

Just as how it's my airport, it's there for YOUR use as well. Just as how it's my airport, it's also your interest to be protected!

Some airport authorities are providing free soundproofing to homes that are affected by airport noise. If you are that irritated by airport noise (or porbably more accurately, that stubborn to move), give your local airport authority a call. For example, as a good gesture, Los Angeles World Airports is offering free home soundproofing to airport neighbors of LA International, LA/Van Nuys, LA/Palmdale, and LA/Ontario airports. The City of Los Angeles is offering this service to its citizens (I keep stressing this, because airport neighbor/NIMBYs have lashed out at this gesture of good will towards them). Rather than fight the airport, you should help your airport improve. Be a good citizen and work hand in hand with your local airport authority.

I am willing to do whatever aviation asks of me (my personal mantra, similar to John F. Kennedy's quote, is "Ask not what aviation can do for you, but what you can do for aviation!"). People, we have taken so much for granted in aviation. And we have even dared to impose our wants on aviation. It's high time we return the gracious favor that aviation has given us. Work with local pilots at airport open houses. Work in conjunction, rather than fight against, your local airport authority. A symbiotic relationship between the airport and its neighbors is not only possible, but is happening now!

Airports like Palm Beach County Park Airport (Gassaway Field, previously known as Lantana), have such a relationship. It's not perfect, but both the airport neighbors (of which I am one) and the airport live peacefully in coexistence. The airport neighbors do not list the airport as one of the worries of the neighborhood. And, people, that's what it's all about! Though it isn't ideal (the airport has not held any type of large-scale open-house event, no less an airshow, where a large volume of volunteer work exists), it's getting there. There should be more public awareness of aviation. Just like our roads, airports are there to serve ALL of us. Airports are probably the most important neighbor we will have.

Phil Boyer Passes the Torch to Craig Fuller, the new president of the Aircraft Owners and Pilots Association...

Earlier this year, I became a member of the Aircraft Owners and Pilots Association. I became a member when the users of aviation began polarizing with regards to funding the National Airspace System and its modernization.

But what is this? An airline employee, one who gives his all to the airline he works for, doing what he can to make the airline profitable, joining what the airlines' deemed as the enemy, not paying "their fair share"?!

That's right. I joined AOPA in rebellion against what my airline, and the Air Transport Association was trying to pull on GA. Airline executives don't know that it's the GA environment where their pilots learn to fly in nowadays. Airline executives don't know that GA contributes more to aviation, and communities involved in aviation way more than some money-hungry airline would ever even dare consider! It's a fight that AOPA won recently.

Without ceremony, we succeeded in preventing user-fees from happening...for now. We know that the airlines will try to pull this stunt again, but we know that they will fail.

Phil Boyer is seen in some aviation circles as a superhero. And he should rightfully carry that title. All that he has done for general aviation deserves accolades. And although I have never seen Mr. Boyer in person, I want him to know how much I appreciate what he has done for general aviation. Though I was unable to attend AOPA Expo this year, I did keep myself updated online.

Craig Fuller is the new president of AOPA. He now leads the first and foremost organization of pilots in the world, and I know he will receive our support. Hand in hand, all of us will succeed in making general aviation safer, more reliable, and a lot more fun for pilots and non-pilots alike. We're with you, Mr. Fuller.

And I'd like to thank Mr. Boyer for everything he has done for the GA pilot. He knew pilots well. And though with a heavy heart that we see him leave, the torch has been passed on.

Thanks, Phil.

Dreams of Flight...

My first flight in a small airplane occurred back in April 17, 1999. I was in the seventh grade. I had been pestering my dad for months to take me to Torrance Airport, because of this program called "Young Eagles", run by the Experimental Aircraft Association. He finally gave in, and took me there. It was a basic introduction to aviation. Plenty of other kids were there, just about none that I have seen before. Many boy scouts were there...I wasn't sure why. But that's beside the point.

During my middle school years, I was practically glued to the channel back then known as "SpeedVision". Their program block consisted of car racing, motorcycle racing, and boat racing. However, part of their program block had some of the best aviation programming ever. Shows like "Legends of Air Power", "EAA Sport Flying", and yearly coverage of AirVenture Oshkosh, among a weekly aviation news magazine. The EAA programming really spoke to me, because it felt tangible. I was thoroughly convinced that I have the capability to build my own airplane.

At that time, I had dreams of being the next John Roncz or the next Burt Rutan (hey, when your bloodline crosses with that of the Wright Brothers like mine does, your dreams tend to be really big). I also had dreams of being the next Sean D. Tucker, or the next Leo Loudenslager. Designing and building airplanes, along with airshows, were the big thing in my young life.

Then it all hit home that day.

"Gilroy Newball", the man called. I was next to fly. And what was this? I was going to fly in a Rutan Long EZ? Not only on this day, do I fly in a GA plane for the first time, but I also fly in a Rutan design?!

Ron Scroeder of EAA Chapter 96 (the Torrance/South Bay area of Los Angeles) is the pilot and owner of the Long EZ I flew in. He showed me how to climb into the back seat of a Long EZ, and showed me around. He started the engine, raised the nose and lowered the nose gear, and we started taxiing to Runway 22L at Zamperini Field (TOA). I felt my heart beating faster and faster as we lined up for takeoff. Then, he opened the throttle, poured on the power, and the little Long EZ began racing down the runway. In no time, we were in the air. I looked to my left, towards the General Aviation Building, and I saw my dad there, waving at me. I waved back.

Climbing was an awesome experience. With the Long EZ's bubble canopy, we were able to have an unrestricted view above us. We saw planes above us, and all over. Looking right, we saw some jets taking off from LAX, and to the right, we saw many planes...Cessnas, Pipers, Beeches, and some experimental planes as well.

My two friends who went with me also had a chance to ride. Between the three, I was the first to go. One of them went in a Thorp T-18, and the other in a Van's RV-6A.

We flew around the Palos Verdes Peninsula, then over San Pedro and the Harbor. It was a beautiful flight. My first in General Aviation.

The little plane felt like a fighter. The bubble canopy, the sidestick, the small quarters, it was an ethereal experience. I felt like a new person after we landed. It was a wonderful experience. It was one that confirmed my love for flying.

I would like to take this opportunity to thank the good folks of EAA Chapter 96. I'd love to fly with you guys again. Not as a passenger, but as a pilot. I want to pass the torch that was passed to me. I kept that flame of aviation alive, and I want to share that flame with others.

"Chasing The Sun"

If anyone has seen it, they would know what I'm talking about.

"Chasing The Sun" is a documentary "mini-series" of sorts that is about the first 100 years of powered flight. From the dunes of Kitty Hawk to crossing the Atlantic, to flying around the world in airplanes with no propellers six miles above the earth, it's an absolute ant total immersion into aviation history. And it was beautifully made. It really hit home with me. And I know it struck a common chord with all our flying brethren who have seen it. History of aviation, birth and growth of the airlines, into modern aviation. It's a beautiful documentary series.

One thing I never understood, however, was why PBS (in this case, KCET-Los Angeles, the producers) did not even bother putting it on DVD. You have to dig real deep into PBS's website to find any reference to it, since it isn't even on sale!

What's worse is that you cannot find anything related to it on YouTube or Google Video, or anything like it. Which is a shame, since people are constantly putting up snippets of aviation documentaries or other videos on such sites for the world to see.

If anyone would send a link to where to buy it, if it is being sold anywhere, or to a petition to get the documentary series in publication again, I'd be glad to put the link here, and sign any petition. To hide such art is a shame. It is a beautiful work of art, and it should be experienced by all once more, especially now in these tumultuous times in aviation.

Supporting Aviators Facing Adversity...

Please. Support them. Don't be a dream snatcher. Support them as best you can.

I just came off seeing 20/20 on ABC, and I saw a shocking story of a pilot who is struggling to get into the airlines to fulfill his dream because his father stole his identity. You can read the whole store here.

If there is one thing that I find despicable is doing something like this. Stealing your own flesh and blood's wings. How could he take his son's flying career and throw it down the drain? Who in their right mind would do that? And to steal his own son's identity...it's a true shame. I feel for Mr. Randy Waldron, Jr. (the victim in the case). His father was living in his son's identity, and committed all sorts of crimes, financial and legal. You can get the details from ABC's site.

To Randy Waldron, Jr., if you are reading this, you have my support. I understand it is a tough thing you went through. And now, the agony of not knowing whether you'd be hired by an airline is trying. But don't give up. Don't give in. Never forget those who flew before us who faced adversity of all kinds. They went through hell and high water to fly. And we will succeed! Fight to get those wings. Get those FOUR STRIPES!!! They are yours for the taking! And, I hope that someday, when you're in the left seat of that Boeing 777, I'll be in the right seat with you. You have the right stuff. Fly, brother. You will fly, and succeed. You will have those FOUR STRIPES.

Blue Skies and Tailwinds to you Randy, and to all our flying brethren.

My First Product Review: Chase-Durer Pilot Commander XVI Watch

One thing I like, other than flying is horology (for those who don't know, it involves timepieces). And, my favorite type of watch is one that has a practical use in the cockpit.

I have seen pilots with my airline wear everything from cheap digital watches, to big name brands like Omega and Breitling (the latter being way more popular among pilots for obvious reasons).

I bought a Chase-Durer Pilot Commander XVI this past April with my tax refund check (there was plenty left to spare).

I'll tell you that I originally heard about Chase-Durer in an aviation enthusiast magazine from when I was in middle school. The advertisement was for one of their Pilot Commander watches (the generation from 1998), which was made for the USAF Thunderbirds demonstration team. And if I remember correctly, it was a chronograph with a white face and flight computer bezel (essentially a scaled-down version of the calculator side of a mechanical E6-B flight computer). I fell in love with the watch, as well as with the brand, and I hadn't seen anything from them from that time until a few years ago when Chase-Durer began supplying Sporty's Pilot Shop with the Pilot Commander XVI chronograph watch (along with their Blackhawk and Falcon Command watches). That's where I bought my Chase-Durer watch.

I had been considering purchasing a watch simply because I was itching to get one. I had previously had a Fossil watch (one that is now out of production...it had a dragon on the liquid quartz display face of the watch, which could be set to have the dragon on all the time, or disappearing while emitting flames every few seconds, a really nice style). But, the band was pretty tight, and it affected my skin shortly after moving to Florida (whenever I would even think about getting out of an air-conditioned space, I would sweat like there was no tomorrow). It affected the skin directly under the watch bracelet, right below the palm of my left hand. Once I noted the rash, I promptly stopped wearing watches until recently (note that this was only a few years ago). I purchased the watch while I was in my senior year, and I bought it because of the style. I had (and still have) a strong affinity for Asian culture (particularly for Japanese culture...just look at some of my playlists in iTunes), and that is what prompted me to get that Fossil Big-Tic dragon watch. Before that, I had another watch, an unknown brand, but had the logo of the University of Southern California that my dad bought at the bookstore there (he used to work for USC, and we were practically raised Trojans, even though none of us go to SC). But, the band on it, a leather band, created a rash on my wrist that caused scaling, odor, and discharge, so I stopped wearing any type of band made from skin.

For my first watch, I was looking around towards other watches. I shopped around, visited the local department stores and jewelers for the watch that I wanted. I was decided on getting a watch with a flight computer on it, and preferably one with a chronograph (a term for "stopwatch", not to be confused with "chronometer", which is any watch certified by the COSC in Switzerland) as well. Among the brands I looked at were Citizen, Seiko, Pulsar, Wenger, and Torgoen, aside from Chase-Durer. However, I had close contact with Citizen, Seiko, and Pulsar watches. Citizen's SkyHawk line is nice, but the watch seemed complicated to use. The price wasn't bad, but it varied so much from one place to another, and could be found just about anywhere, it seemed "too" popular. Seiko's watches are big, and have a real nice flight computer on them, but it is hard to turn with just two fingers on one hand. But they were pricey. Pulsar's watches are also nice, and their chronograph feature is of conventional use (just like the Seiko). And, Pulsar is a subsidiary of Seiko Watch Company, and use their movements. But the styling seemed a little much. It would look out of place when wearing a suit or uniform. Plus their flight computer watch seemed to me to be a little on the cheap side.

I wanted a watch that would look good when wearing a suit (as I often do), as well as when wearing slacks and a polo, to simply a t-shirt and jeans. So, I narrowed my search for a watch to two brands: Torgoen, and Chase-Durer.

Torgoen's line is designed by and for pilots, according to their marketing. All of their watches and movements are made in Switzerland (in fact, in every watch, "SWISS" appears on it, normally below the "TORGOEN" name on the watch face). Their advertisements are dotted all across Flying, Plane & Pilot, and AOPA Pilot magazines. They are also carried by many online pilot shops, like Aircraft Spruce and Specialty, PilotMall.com, and Sporty's. The one thing about it was that I had to look hard to find one that has a metal band. And their prices seemed a little high. But, unlike Chase-Durer, I had not previously heard of Torgown until a few years ago. But they supposedly have a strong following in aviation (I have yet to see one of my airline's pilots to wear one).

The Beverly Hills, California based Chase-Durer has been making watches for Hollywood and for military pilots in the USAF. In fact, their logo is the silhouette of an F-15 Strike Eagle, and is seen in every one of their watches. Their watches are functional, and the chronograph feature is conventional (the second hand stays still when the chronograph is not running, and the 1/10 second hand can be toggled to either show seconds, or be stopped completely to the 12 o' clock position). They have many styles, so you can find just about whatever tickles your fancy. But for me, a pilot watch with a flight computer was the watch for me.

I ended up going with Chase-Durer's Pilot Commander XVI (which is now, out of production). Though it has no alarm, it has everything else that I want in a watch. It tells time (duh!), and it can give you time elapsed. And the flight computer is helpful for those pesky fuel burn calculations.

The pros: It's a nice, heavy watch. It has a classic, professional style in the band, and it buckles nicely on your wrist. The chronograph feature is very helpful when situations warrant its use. The watch face is also very stylish, sporting the inner scale of the E6-B calculator, a tachymeter, and the three subdials for the chronograph.

The cons: The numbers on the E6-B are a tad small, especially those in the inner scale. And the moveable outer scale on the bezel can only be moved counter-clockwise, as it is ratcheted. And I also believe that the watch could also benefit from different colors. I would have preferred one with a blue face (most of my slacks are blue, and I have one blue suit as well).

All in all, it's a nice watch. I enjoy wearing it, and I have received compliments on the watch.

The movement in the Pilot Commander is the Miyota OS60 chronograph movement, manufactured by Citizen. It's a very nice movement that requires little in resetting (normally it's off by maybe a couple of seconds by the time I go to adjust the time on the watch, which I have only done twice, unlike the many other clocks in my house).

I also met the owner of a Breitling Emergency watch, just after I noticed the watch on him. I asked him about it, and he told me about how the ELT (emergency locator transmitter) works on the watch. He told me, after inspecting my Chase-Durer, that the Pilot Commander is well built and it has a good weight. And I am also quite satisfied with the watch.

However, I will say that purchasing this watch is what turned me onto horology. I'm already considering my next piece. It will either be the new Pilot Commander II (an updated style on the classic) from Chase-Durer, the Citizen SkyHawk Atomic (a rather large watch with an E6-B flight computer on it), the Seiko Kinetic Flight Computer watch with Zulu Time (a stylish watch that does not need batteries), the Torgoen T1 chronograph (one of my final choices from this last time), or the Wenger Commando SR (I avoided Wenger becasue I never saw anything of theirs with an E6-B on it, until I saw their Commando SR).

Five watches from five companies in three countries: Japan's Seiko and Citizen, Switzerland's Wenger and Torgoen, and USA's Chase-Durer. I'll keep you posted on which watch I choose next.

Performance In Class, Desires of Flight, and a Longing to Return Home...

Today was a rare day in South Florida. I actually had to wear my black CWU-45/P flight jacket to work. I did feel different today. However, one thing that I noted this morning when I got out of the house was that I said, "Wow, this is a beautiful day to fly!" Cool and crisp, not a cloud in the sky, just beautiful...simply beautiful. How I wish I had my license.

As you can see in my profile, I work as a customer service agent for a major airline.

Today in class, we were going over airport and runway markings and signage, as well as airspace, and air traffic control. And, we were tested on it. I got an 87% score on the test. It's good, I know. But it should be much better, and I'm beating myself up for it. For years, I was certain that I would be a class "ace". For years, I was certain that I would be able to get a near perfect score with my eyes closed.

We'll, I didn't like what I saw. And I saw myself slipping "behind the power curve". I should be ahead. Not in a competitive manner with anyone else in the class, but against my own self.


"You have to live with that reputation. But it's like you're flying against a ghost."
"Goose" from "TOP GUN"


In a way, I am up against a ghost. The ghost of my projected self. I want to be the most proficient pilot I can possibly be. And with this type of score, I can't possibly do it. I have to be doing a heck of a lot better. But, I may just be putting undue pressure upon myself. Stress from work, from living in this place, from my financial position, and the angst that has built up from four years of not flying. There have been some days where I wonder...I stop and wonder why I am putting myself through all of this. Why am I so bent on becoming a pilot, when I can easily be doing something else? I have better proficiency in graphic design, and audio editing as a hobby. I don't know.

I just need to look back to my first time at the airport.




That was my first introduction to aviation. Though I did not go flying that day, it did affect my life. It has made me fall short of dedicating my life to it (flying comes second to God). Why can't I fulfill my dream? Maybe I'm jumping the gun.

Maybe that's all it is: a dream that I'll wake up from.

I don't know. But one thing is for certain. I'll do the best I can. I may never know why I chose this path, or perhaps why it chose me. But I will follow it.

And, I am continuing to wait for my return to LA. Although I can't possibly be financially able to return any time soon, I will still try to fly back and forth via my airline. When I do go back (as I have done a few times since starting with my airline), it's like reviving from a dream. I get back into reality, into a tangible place.

Near the inlet at Marina Del Rey
Marina Del Rey, California
January 2008

Overlooking Los Angeles International Airport
El Segundo, California
January 2008

I never thought that I would live away from Florida. And it happened so fast, the day after I graduated from Westchester High School. But it is something I'd rather not write about...at least at this moment. I don't want to relive the worst decision of my life. I want to go home. I'm ready to go home.

Memories of Flight...

Santa Monica Municipal Airport (SMO) is one of the oldest airports in the Los Angeles area, starting its existence as Clover Field (a park just north of the airport bears the same name, as well as reflecting the previous location of the single runway). It is also, in my opinion, one of the most beautiful airports in the world (though all airports are beautiful in their own ways, those airports in the LA Area are just a little more elegant, from what I've seen). The first round-the-world flight initiated there shortly after World War I, conducted by the US Army on Douglas biplanes. Speaking of Douglas Aircraft, their beginnings were in Santa Monica, where the legendary DC-3, the airplane that paved the way to modern airline travel, was built. It is also the home bases for celebrities who are also pilots (Harrison Ford, Kenny G, and Angelina Jolie, to name a few). It also used to be my home base.


Though I had been reading endlessly about flying throughout my life for as long as I can remember reading, I officially started my flight training back in 2003. I was a high school senior at the time. My dad knew of my interest in flying from when I was barely able to walk, since he first took me to Santa Monica Municipal Airport when I was just starting to walk, so when I turned 17, and after attending a week-long educational "immersion" of sorts into aviation (LAX ACE Academy) run by Los Angeles World Airports, he felt I was ready to start flying.

At first, I was apprehensive. Not because I had fear of flying. But because I was quite aware of the cost that flying would incur. I was not in any type of "work-study" program at work, and no company at SMO was willing to hire a high-school student with no work experience who would work for cheap flight time (that's when I concluded that such opportunities were too good to be true). I didn't want my parents to pay for flying. It was something that I wanted to do when I felt I was ready to do it. But, hey, twist my arm, I'll go flying.

3 December 2003. Justice Aviation. Santa Monica Airport. Just a few days before, my dad and I set an appointment to fly on this day with a CFI named Holly. If you could imagine an attractive woman with fabulous red hair with the biggest heart, she would be what comes to mind. She is also one of the most professional pilots I have met.

That day, we flew for the first time. I flew for the first time.

Preflight. I remembered a few aspects from ACE Academy, when we did a walkaround on a Piper Cherokee based at SMO. This time around, it was in a relatively new Cessna 172 SkyHawk with a Bendix/King GPS and radio stack. Check fuel, make sure it's 100LL (blue), and that it is free of water and contaminants, check flight control surfaces, and general aircraft condition. Then I climbed in. She said, "You'll take the left seat." That's when my heart began to race (and no, it wasn't hormones that was causing my heart to race, in spite of my adolescence).

We started the engine, and Holly called Santa Monica Ground. We started to taxi to the runup area. She had already knew that I had a good idea of what was going on, and that I wasn't a typical zero-hour student (I had hundreds of hours in Microsoft's Flight Simulator flying under my belt). I already knew that when taxiing a light plane, it's done with your feet, on the rudder pedals. I was able to maintain centerline for most of the way there. Speed control, however, was a different story. Being new to flying, I was taxiing slowly, not at that "brisk walk" speed that is recommended, but more at a "relaxed crawl". But I quickly learned taxiing.

Runup. We moved the throttle forward to an elevated power level. We checked the magnetos, and the engine instruments to make sure everything was in working order. I checked the flight controls. Ailerons, rudder, and elevator were all moved to verify correct movement and ease of travel. I remember seeing a black Pitts Special biplane next to us. And I remember that goofy smile I felt on my face when I saw it. Then, I remembered, I am flying a plane...worry about the task at hand. After verifying everything on the checklist, Holly then called Santa Monica Ground.


"Santa Monica Ground, Cessna 2251 Zulu, ready to taxi to Runway 21 from Southeast Runup Area."

The ground controller replied, "Cessna 2251 Zulu, Santa Monica Ground, taxi to and hold short Runway 21." Holly, then read back the controller's transmission. And with that, we taxied toward Runway 21.

Runway 21 is at approximately at the magnetic heading of 210 degrees. This would aim us towards the Pacific Ocean. And it would mark the official beginning of my aeronautical life. Everything I did up to that point, I had been in an egg, being incubated, waiting to hatch. And this was the moment that I would break out from that shell, and spread my wings for the first time.

We lined up after getting clearance to position and hold. A helicopter was hovering over the runway, and was "taxiing" to one of the FBOs on the north side (well, more like hovering with a litle forward motion). We got clearance to take off, and Holly talked me through the takeoff. I saw everything she did, and saw what she was pointing out to me. A lot was going on, but I was easily able to manage it. We started to pull back on the yoke, ever so gently, and the SkyHawk was in the air. We were in the air. We were flying. She did the noise-abatement turn over the Santa Monica VOR, then over the golf course just past the airport. Then, she had me hold the yoke with my left hand, and throttle at my right. I held the climb, and then we turned to the north. It was all still unreal to me. It didn't register to me that I was actually flying. I was simply doing what came instinctive to a pilot in turning. Bank for the appropriate angle, at a little rudder to coordinate the turn, and pull the yoke back just a smidge to maintain climb in this case.

I knew, based on what I had previously read in articles in magazines, and on the Internet, that I was doing a little more than what was normal for a first lesson.

We climbed out to 4,500 feet mean sea level over the Santa Monica Mountains, overlooking Thousand Oaks. The scenery was beautiful, but it didn't register yet. I was fixated on the panel (I would later learn that this is a common problem for those who knew how to "fly" in MS Flight Sim, as it happened to a several flight sim enthusiasts that I know). At that time, it helped because I had the altitude in check, and I had the headings and turns on pretty good for a novice. I did better than I thought though. Holly would set the heading bug, and ask me to demonstrate a turn. We did a few turns over the mountains. I made the turns, as coordinated as I could, with as little variance in altitude as I could possibly control. She said I did well. And I did feel that I did do well. Then, she had me turn south.

"Now, Gil, how would you start a descent?"

I thought about it quickly, and the first thing I did was reduce engine power. Then, I lowered the nose a tad, and trimmed for the attitude. Apparently I nailed it.

That's when it hit me.

That was when I saw that sunset to our right. The sun, slowly setting, and the sky reflecting all sorts of colors that I had never seen before. I had seen many sunsets in my life, but this one was special. Seeing those mountains, the Pacific Ocean, and that beautiful sun that I was sharing the sky with...it was a moving experience. And all of this, while I was controlling an airplane. I was flying the airplane.

I was truly flying.

I knew that flying was going to be the thing for me.

Prior to that point, I had interest in several things after high school. Post-secondary education was the constant. But going to work straight from high school was also an option. A few years before I had interest in becoming a firefighter with the Los Angeles Fire Department (Honor, Commitment, Respect, Hoo-Rah!). I attended a "fire academy" run on weekends by the LAFD and West Los Angeles College, that introduced the honorable profession of firefighting to high school students. I also made a deal with a friend from high school that I had known for many years, that after getting our high school diplomas together, we would apply to become firefighters together. However, we never kept that promise. His family moved to the San Jose area, and he is in the US Army now. My family moved to South Florida, and I work for an airline now. But among the other things I had interest in was aeronautical engineering (I would have loved to design and build my own airplane of my own design, but my math skills had a lot to be desired), automotive engineering (I was in auto shop, and I loved cars), graphic design (the one thing that I felt I was good at in high school), and audio engineering (music is something that always fascinated me). However, I do feel that those things can be learned on one's own initiative, without having a formal education. Graphic design, and music, for example, are artforms. However, you can take anything you create, regardless of media, and call it art. I know art critics will cringe at my view of art. But, art does not have to be taught. And I do feel that spending money at huge institutions to get a degree just to paint is simply a waste of money and time. And what about cars? If you have a car, and a set of tools, you can pretty much do your own maintenance. The key is having the appropriate manuals. And, dare I mention aeronautical engineering and design?! Though I know that such a thing requires a good deal of education, it is possible to get by with so much as a love of flight and a desire to learn. Look at the fathers of powered flight! Look at the Wright Brothers themselves! Two bicycle mechanics from Dayton, Ohio, who knew next to nothing about flying, not only designed their own kites, gliders, and eventually airplanes, but even so much as dissected and critiqued the designs of people who flew before them (one example is noting the flaws in the gliders of Otto Lilienthal, a trailblazer in gliding before their time). Since when do bicycle chains, pedals, handlebars, and two wheels have to do with propellers and wings? Yes, I know, I'm oversimplifying, but you get the point. One can easily get the books, make the time, get the materials, and build a plane of your own design (something that I still want to do).

But that first flight changed everything. That was when I found my calling. I had always wanted to be a pilot. Even just as a private pilot, renting a plane in the weekends, I just wanted to have the license.

But no. Flying became the big thing in life. I wanted to be a commercial pilot. That's my thing. I had dreams of flying in airshows as an aerobatic performer, flying low and fast as a racing pilot in Reno, being on the cutting edge as a test pilot, working as a corporate pilot flying jets, flying around the world for an airline, and even flying around the local patch teaching people to fly. And all of those possibilities are still on the table, though some possibilities are stronger than others. But either way, flying is what I want to do. And that was the moment when I was able to say with total conviction and truth, "I want to be a pilot". I want four stripes for flying and wings of gold.

But all those possibilities didn't matter that time in the cockpit. Seeing those colors, seeing the ocean, seeing the mountains, and seeing Los Angeles awash in color...saying that it was moving was an understatement. I fell short of crying with glee. It was the most beautiful experience I ever had.

We landed as the sun was low over the water. We taxiied back. We parked the plane and tied it down. And then, I looked back at the plane I flew. It started a love affair that will last until the day I die. That's when I had flight time to my name.

I would continue to fly into the following year, but would stop in November 2004 due to financial constraints caused by Florida home insurance laws, Florida business practices, and two hurricanes that caused all sorts of damage to our newly-bought house just south of West Palm Beach. All in spite of paying less for flight training.

But all was not lost. After stopping my flight training, I started college at Everglades University, and transferred to Embry-Riddle. Though in hiatus with college, I am now in ground school to get the endorsement to take the Private Pilot Written, as you may have seen in my previous post.

I can't wait to get back in the air. Oh, if I could fly again...I will. I will fly again.

Mark my words, I will fly again.

Ground School, and Dreams of Oshkosh...

Talk about a challenge tonight. Back from ground school, I know this isn't going to be an easy task. And it should not be an easy task either. But it is a challenge indeed, and it is one that I intend to overcome and win.

The instructor is a very nice gentleman, whom I related with very well. He was in my predicament many years ago. He had a hard time flying due to finances. It's the same thing I'm going through. However, he fought through it, and he flew at least once a month. Even just an hour a month, he had to fly. And he did. He told me to make flying not only a part of my schedule, but a part of my life. And That is exactly what I will do.



If there is one thing that I would love to do at least once in my life is make that pilgrimage to the aviation Mecca known as AirVenture Oshkosh. AirVenture is such a part of what I call "Aero Culture", that it is known that there are two types of pilots: those who have been to Oshkosh, and those who wish to go to Oshkosh. I fit in the latter category.

Just imagine, immersing yourself into aviation for the span of a week. Eating, sleeping, living, interacting with other pilots who fly everything from Piper Cubs to C-5 Galaxies, from Cessna 152s to F-22 Raptors. It's an ethereal experience, a divine experience one may say. It's truly confirming your family ties with your pilot brethren, be that they are in the military, airlines, the corporate world, or those from around the patch. It's an experience for all to have. And it's one that I yearn to have.

Sport Pilot License, and Cost...

Many remember back on 1 September 2004, when a new license and aircraft category was created. It was called the Sport Pilot License, and the aircraft that Sport Pilots are allowed to fly are Light Sport Aircraft. I was still active in flight training at the time, but I did express interest in getting the license.

Sport Pilot License holders do not need to take a medical exam, as would a person with any other type of pilot license. This automatically would take a hurdle down from many people who are interested in flying.

Light Sport Aircraft (LSA) cannot weigh more than 1,320 pounds max gross. If your plane has floats, it cannot weigh more than 1,430 pounds max gross. And when I say "gross weight", it is the maximum weight that an airplane can have to safely fly (note that performance in aircraft manuals are in this condition). It needs fuel, oil, two people (that's the maximum seating an LSA can have), and whatever cargo one may carry and not exceed that weight if your aircraft were to taxi on a "scale" to be weighed.

Since LSAs are so small, their engines are also tiny little things, the most being put out on average of 100 horsepower (and that's pushing it). Fuel flow is minimal. Those little things are fuel efficient, rivaling the efficiency of some small cars.

Costs are supposed to be lower, which was the intent behind this license and class. Boosting the pilot population was also part of that intent. But what have we seen in the past four years?



The LSA Movement has been a little slow than previously predicted (or as I may have expected). But it's getting there. Costs of ownership and maintenance are significantly lower than that of a four-seat aircraft. Reason being that systems in LSAs are simpler, if at all necessary. Sport Pilots can only fly during the day in VFR conditions. So, there is no need for an attitude indicator (I like to call it the artificial horizon).

So explain to me why these aircraft, with their lower costs and lesser performance cost more to rent than a Cessna 152! I see no logic behind this! I absolutely see no logic behind this at all!

I asked one flight school owner why she has her LSA renting for the same cost as her Cessna 172. She said it was because the LSA is newer than the Cessna.

If it costs more per hour to fly a smaller, slower airplane, I'll save money per hour flying a bigger, and faster airplane. It would be more comfortable, for one, and less time in the air means less money flying out of my already thin wallet.

I simply find it unreal why anyone would fly something with less performance and capability and be willing to be charged more. That flies against the logic behind the LSA Movement in the first place! The idea was to lower the cost of flying, and to make flying easier, and more accessible.

Well, airports still have high fences with written warnings on what the government would do to you if you were inside that fence. That wasn't fixed, and cannot possibly be fixed unless regulatory changes take place, which will probably never happen in this post-9/11 world.

The LSA movement has made it easier to fly. Don't get me wrong. Those LSAs must be fun to fly. I've heard nothing but good things about them from pilots who have flown them. It even has me tempted to get in one and feel it out in that ocean of sky that I miss so much.

But, going back to my predicament, the cost of renting has not gone down. Rather it has gone up. Fuel is a common issue that is not isolated only to aviation. All one needs to do is look back a few months ago to see those ridiculously high fuel prices, and the drastic measures people were taking to get by in spite of, not stratospheric, but mesospheric price levels for gas. But in spite of that, and in spite of imposing fuel surcharges to cover the cost of fuel that is still needlessly high, there is no reason to charge more for an aircraft with lesser performance than one that is more advanced, even if it was built only last week for all we care!

But I should correct myself. The cost of owning and aircraft has gone down with this new aircraft family. Maintenance and fuel costs are lower. But you're buying a new airplane that costs at a minimum a smidge over $100,000.

But even so, as I discussed with a few other pilots (for the airline I work for, who are also airplane owners), for that price, you can easily find a nice used airplane with WAY better performance. You can easily find used Cessna 172s, Piper Cherokees, and Grumman Cheetahs and Tigers for a fraction of the price. You can find Piper Tomahawks and Cessna 150/152s for the price of a new compact car!

Eugh, maybe I'm overstressing a topic that shouldn't even exist?

I'm probably better off building my own airplane, from my design, and my own materials (gotta love Aircraft Spruce and Specialty! They have just about EVERYTHING!). I know I'm no engineer, but that doesn't mean that I cannot try. But that's another story for another day...

So It's Back to Ground School for me...

Well, I'm headed back into ground school. Yesterday, I enrolled myself into ground school again. This will be round two, and this time, I plan on finishing AND taking the Private Pilot Written Test. The last time I did ground school, I didn't do so well (which I found odd). However, I do intend to do a lot better this time around. A new textbook (Gleim), and a new instructor, this time around, it will be different...I'll be successful this time around.

I'll be keeping you updated on my progress.

Wish me blue skies and tailwinds!

Being Priced Out of a Dream...

Aviation as an industry is a wonderful one. However, it is one that can benefit of some changes. Hiring pilots is one aspect that should change.

Before, airlines hired pilots from the military. Very few had the money, time, or qualifications to get into the airlines as a civilian. But, either way, pilots went into the airlines and were practically guaranteed a gravy train. However, with the coming of deregulation, the playing field was transforming. Airlines were no longer as stable. Managers were looking out for their wallets and lowering prices for the customers at the expense of their employees and operations. However, GA was still there. People were becoming pilots. And more and more civilian pilots were getting into the airlines. But aircraft rental costs continued to rise.

Airlines began hiring more and more civilian pilots, because they were performing just as well as their military counterparts in training and on the field.

Military pilots noticed the growing instability of the airlines. Surges in hiring, and waves of furloughs, as well as dwindling pay, were all factors in why fewer and fewer military pilots are getting into the airlines. They would, in essence, be taking a pay CUT, rather than a raise (military officers get their regular pay, and with flying aircraft, are also given hazard pay, in addition to free flight training). Why bother with the airlines, and worry about furloughs and concessions, when they can have a steady career in the military?

Civilian pilots see the Airline Transport Pilot (ATP) license as the doctorate of the sky. And to a certain extent it is. You have hours, and you have experience. And this license allows you to operate at a higher level, the airline level. It is the license of the true professional pilot. And the glamour, and pay, and all the perks that it came with. However, all those things dwindled, and continue to dwindle. Look at what regional airline pilots are making.

Express carriers, like US Airways Group’s (USAG) own Piedmont Airlines and PSA Airlines, have either furloughed mainline pilots, or new-hire pilots, possibly at their first airline, getting time, benefits, and not much else. And what is it that they had to do to get there?

Many of the regional airline pilots are folks who trained in small aircraft. They moved up to larger aircraft on their own, out of their own pocket. And along with an aviation degree, they were formidable candidates for the right seat.

And that’s all good and fine, but the thing is this: a low-time pilot is well-trained, but is still a low-time pilot. A low-time pilot does not have the experience that a captain would have. Not that s/he would, but it’s the amount of time that new-hire pilots into regional carriers have that is frightening. Some of these young first officers quickly become captains because of attrition, pilots senior to them being scooped away by larger carriers who offer more pay, and larger, more complex aircraft to fly. This causes an issue to emerge. How much time should a captain have? An arbitrary numerical limit is not the answer, but aptitude, knowledge, and downright stick-and-rudder skills is what makes the captain, and there is no way that this can be attained in a very small amount of time, flying the aircraft half the time.

But I digress…the issue here is the journey to the right seat in the first place. I have met pilots who fly for express carriers who have paid out more than $125,000 in student loans to get the right seat of a jet. Does it have to be this way? I don’t think so.

Pricing out anyone who wants to fulfill a lifelong dream and become an airline pilot is not fair, competitive, equitable, or even moral. I know of some people who would have given just about anything to become a pilot, only to get discouraged at seeing the bill, and relegating to land-based work with their hearts in the sky, aching to fly. That is no way to live! Absolutely not!

Europe’s airlines have seen a great influx of people who want to become pilots. What do they do? They model the airline training and hiring process to that of the military. They have aptitude tests, medical tests, knowledge tests, and more. After that, they train you to fly their airplanes. They train you the AIRLINE way. They train and test you from small aircraft, and growing in size to turboprop to jet aircraft. The European cadet system is a perfect system that should be adopted by airlines in the US.

My proposal is a one-up from that. First, consider only private pilots who can pass a Class I medical certificate with the desire to fly commercially, and have a degree from an aviation college. Receive a small pay (room and board is covered by the airline), with deductions for training for the first 5 years of your career with the airline to pay off your tuition. If you wash out, you flip the bill. This will increase the competition to get into the airlines, and will weed out any stragglers.

Now, I know that there are some who feel that this system is flawed, and I can see your understanding behind this process. However, if you truly love flying as I do, you would also behold the opportunity to fight for what you love, fight to fly, as I do every day. Nobody should be priced out of their dream. There is nothing more wrong, on all levels, than creating and fuelling an environment that success is attained by the amount of money one can throw at a situation. Ask any airline pilot. Going into debt just to fly isn’t worth it. Want just one factor? You will not see a return of investment for another 10 to 15 years after graduating, for one. And secondly, that is IF you don't get furloughed.

Well, it's a first post.

Who am I? Well, let's see. I'm a customer service rep for a major US carrier, and I am also a college student (Embry-Riddle Aeronautical University). Now, with the aforementioned, you may see where I am headed. My goal is to become a commercial pilot. Not just getting the license of the same name from the FAA, but to fly for a living (airlines or corporate, I have no preference). Flying is something I have loved all my life, and I can't get enough of it. Airshows, aviation expos, even just spending hours sitting at the airport, watching the planes go by...I need my aviation fix. Thing is, I'm not a pilot yet. What's stopping me?

A little intro on my flying career, I started back in 2003, and stopped almost a year afterward. My flight training wasn't fast. Not because I wasn't learning, but because of finances. But that's another story for another day.

I feel a little awkward writing in this form, but I'm sure I'll improve on this writing style. Opening my thoughts for the world to read seems a little strange to me, but I am doing this on my own will. So, I hope you enjoy all my future posts.