Flight Rockstar

12:00 Today, my self-study revolved around reading METAR weather reports, an essential skill for pilots. A METAR report provides up-to-date weather conditions, usually released every hour. Each report starts with the report type "METAR," followed by the station identifier, date and time, wind information, visibility, significant weather phenomena, sky condition, temperature/dew point, and altimeter setting. For example, a METAR report such as "METAR KATL 231752Z 27015G20KT 10SM SCT050 24/12 A3020" means: The observation was made at Atlanta International Airport (KATL), on the 23rd day of the month at 1752Z time. The wind is coming from the west (270 degrees) at 15 knots, gusting to 20 knots, visibility is 10 statute miles, there are scattered clouds at 5000 feet, the temperature is 24 degrees Celsius, the dew point is 12 degrees Celsius, and the altimeter setting is 30.20 inches of mercury. Total hours: 1

Reflecting on my second week at flight school, I feel a deep sense of accomplishment. This week's focus on FAA regulations, weather patterns, and advanced maneuvers added depth to my knowledge and skills. I’m excited to continue the lessons over the summer and now I feel much more confident in the plane. My struggle with "stepping on the ball" has improved, and while the challenges of flight persist, I now understand them. The more I fly, the more natural it feels. Simulated emergencies and instrument failures taught me the importance of staying calm under pressure, a lesson I am sure to carry into future flights. The extensive ground school sessions this week have deepened my understanding of the intricacies of aviation. From understanding pressure fronts and wind patterns to filing a manual VFR flight plan, I see the importance of theory in practice. Not only do these lessons prepare me for the written test, but they also provide the necessary knowledge to make informe

8:00 The final day of my flight school senior project began with Alan and me finishing our study on FAA regulations and chart reading, which took up the majority of the day. This was critical as these areas are a significant part of the written exam for the private pilot's license. We worked on airspace classifications, navigational aids, airport markings and lighting systems. After a lunch break from 12:00 to 1:00, we continued. Alan spent a good deal of time teaching me how to decode and read sectional charts and the Pilot's Handbook of Aeronautical Knowledge (A textbook published by the FAA) . We discussed the VFR (Visual Flight Rules) and what minimum visibility and cloud clearance were necessary for different airspaces. I wrapped up my final day at flight school at 2:00. Total Hours: 6

8:00 I started the day with self-study, studying the movement of pressure fronts and how wind is affected by these changes. I found it interesting to learn about how the typical pressure fronts move across the U.S. from different directions, each bringing unique weather patterns. This study continued until 10:00, after which it was time for ground school. From 10:00 to 12:00, Alan and I delved deeper into the implications of these wind and weather patterns on flying. We covered concepts like wind shear and how to interpret weather briefings (METAR and TAF), which all play a significant role in flight planning. At 1:00, after lunch, I jumped into the simulator with George, because the weather was too severe for the Archer that we fly. Given that it was an especially windy day, we decided to practice scenarios where we'd be lost in the clouds and lose suction to our gyro instruments. We worked on navigating our way out of the clouds and safely back to our destination. We finished at

Wed 17th 8:00 I started my day with self-study at 8:00, this time focusing on filing a flight plan, and understanding how to use the E6-B flight computer and Pilot's Operating Handbook (POH) to calculate important factors like fuel consumption and climb speeds. By 10:00, I felt well-versed in the basics of manual VFR flight planning. I used this knowledge in ground school with Alan from 10:00 to 12:00, where we dove into, calculating things like weight and balance, and the impact of wind on our chosen route. (Which also got filed into the flight plan). After lunch from 12:00 to 1:00, it was back to work in the simulator. This time we practiced flying the Arrow, and I utilized my flight planning skills to prepare our simulated flight to fly the actual flight plan. The hands-on experience was both challenging and rewarding. George and I took to the skies at 3:00, where we kept working on approaches into concord, and a few turns around a p oint we landed at 5:00. Total hours: 8

8:00 Today, I started my day at flight school by focusing on self-study for the written test, mainly revising what I had learned yesterday. From 10:00 to 12:00, I was back in ground school with Alan, learning about wind and weather patterns that affect flight. We discussed how changes in pressure and temperature can create wind, and how these winds interact with terrain to form predictable patterns. We also covered how to interpret METAR reports, which provide timely information about weather conditions at airports. From 12:00 to 1:00, I took a break for lunch and grabbed a quick meal at McDonald's. After lunch (1:00 to 3:00), I jumped back into the simulator with Alan. We continued practicing with the Bonanza, this time simulating a flight from Centennial Airport to Aspen, one of the highest altitude airports in the U.S. I'm getting better at landing in the simulator, but it’s much easier than landing the actual plane. At 3:00, George and I went up for some actual flying, wher