Category Archives: Flying

Flying

I have flown 40 different airplanes

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As I update this, I have flown 40 airplanes and 23 gliders. That’s perhaps more than some, fewer than others. The number would be lower if I count significant variants within the same family as just one airplane. Hmmm. (List updated effective October 28, 2024 but the original story below has not changed.)

TODAY I Flew a new-to-me airplane – a Robin R2160. That’s a complicated name, but it was a very responsive, fun airplane to fly.

European rules for maintaining the privilege to fly are much more complicated than in the US. Instead of a flight review with an instructor every other year, you have to fly 12 hours in the last 12 moths of each 24-month period, including at least six as pilot in command (i.e., no more than six hours dual), plus a flight with an instructor.

If you go over the 24-month period without accomplishing the above, it gets worse. In FAA-world, if you have gone beyond 24 months since your last flight review or equivalent, you just fly with an instructor and if OK, you are good to go. Easy. In Europe, if you go beyond the 24 months, you have to be evaluated by an instructor, receive any required training, then fly with an examiner. If you go more than 12 months beyond the 24, then it gets really complicated. That’s where I am…

So, here’s what I’m doing. I am trying to get double duty out of this expensive training. I have an aerobatic rating for gliders. European rules allow this to be expanded to airplanes with just three proficiency flights. The three flights for the aerobatic rating will prep me for the flight with the examiner. Once that’s all done, I can send off a bunch of documents and get an expensive green piece of paper back in the mail.

The airplane I flew today is the first aerobatic airplane I have ever flown. I was surprised at how responsive it was. Really quick. Rolls with power are so much easier than in a glider. I think I still like gliders better, but I want to have fun and get double duty out of my money. 🙂

Here’s what I have flown (The PBY, the B-17, and the T-28 I only flew enroute – no take off or landing):

  1. Cessna 150
  2. Cessna 172
  3. Piper J-3 (Cub)
  4. Piper PA-28-140
  5. Cessna 152
  6. PA-28-161
  7. Grumman AA-5B
  8. Robin ATL
  9. Beech T-34B
  10. Cessna T-41B
  11. Piper PA-28-200/201R
  12. Boeing B-17G
  13. Diamond DA20
  14. Beech BE-58
  15. Piper PA-31-310
  16. PA-28-236
  17. Consolidated PBY
  18. Beech BE-76
  19. Cessna 172RG
  20. Aquila A210
  21. Robin R2160
  22. Robin DR400
  23. Cessna 310
  24. Piper PA-32 Twin Comanche
  25. Piper PA-44 Seminole
  26. Cessna 182
  27. Cessna Citation Ultra
  28. Beech King Air F90
  29. Cessna 162
  30. Beech King Air 200
  31. Bellanca Citabria
  32. Vans RV-12
  33. Cessna 210
  34. Cirrus SR22T
  35. SIAI Marchetti S-211
  36. Van’s RV-7
  37. North American B-25
  38. Cessna 180 (On floats)
  39. North American T-28C
  40. Cessna 320B
Flying, Training

“What can I do to increase my chances of landing a job post cfi…?”

A reddit poster asked:

“I’m starting at a part 61 school in NJ in January. I have a lot of anxiety surrounding finding a job once i get my licenses. I don’t have a college degree (almost have enough credits for associates) and have no instruction experience. I’ve worked plenty of jobs and currently work at costco. At this point, the only thing i’ll have on my resume are my hours and endorsements.”

I wrote the following reply which seemed to be well received by those who read it (edited slightly):

A great start would be to be part of the 20% that finishes Private.

Don’t fly faster than your money.

Be part of the 50% of Private Pilots who get an instrument rating.

The pass rate for checkrides is around 80%. Simple math says about 50% of pilots will get to CFI with no failures. Strive to be one of them. Or at least minimize failures.

If you fail you’ll pay for remedial training and a repeat checkride. “Pre-mediation” is better than remediation.

“Amateurs train until they get it right.
Professionals train until they cannot get it wrong.”

Find a CFI who has at least 2-3 successful clients. Don’t be the first.

Be wary of anyone claiming “instruct to 1,500 and get a job.” Don’t pin your hopes on “1,500” or “mins.” This is a setup for disappointment.

Flying is expensive. Really expensive. You can save a lot by genuinely showing up prepared. Insist your CFI use a syllabus and keep records. You use the syllabus to show up prepared.

Select an online ground school with your CFI. Use the matching syllabus.

Print the ACS and spiral bind it. Buy a PHAK and AFH. Have the spines cut off. When you watch the video, highlight the key info in the “text books.” Look at the ACS to find broad topics.

Buy a Gleim Private Pilot test prep guide. After each broad lesson category highlight the right answers for that category. This becomes your rote memory test prep to augment actual learning.

These suggestions address the three four biggest reasons people fail to become Private Pilots:

-Running out of money; this is totally on you.

-An experienced instructor who’s not burned out will help you avoid a crappy CFI.

-Forcing a syllabus and record keeping provides broader structure that is often missing.

-Poor academic prep. (OK, that’s four).

Good luck.

Me and N4304B about to head back to Peachtree Dekalb Airport north of Atlanta

Fantastic write up, I appreciate you taking the time out of your day 🙂