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.
31 October 2008
29 October 2008
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.
28 October 2008
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
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 ReyMarina Del Rey, California
January 2008
Overlooking Los Angeles International AirportEl 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.
20 October 2008
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.
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.
14 October 2008
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.
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.
11 October 2008
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...
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...
09 October 2008
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!
I'll be keeping you updated on my progress.
Wish me blue skies and tailwinds!
07 October 2008
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!
EuropeUS
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.
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
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.
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