Flight Rockstar

12:00 Today's self-study session was dedicated to understanding TAF  reports. These forecasts predict weather conditions at airports over a 24 to 30-hour period. They have the same layout as a METAR, starting with "TAF", followed by the station identifier, the date and time the forecast was issued, the valid period of the forecast, and then the forecasted weather conditions. For instance, a TAF report like "TAF KATL 231120Z 2312/2418 27010KT P6SM SCT040" implies: The forecast is for Atlanta International Airport (KATL), issued on the 23rd day of the month at 1120Z time. It's valid from the 23rd at 1200Z to the 24th at 1800Z. The wind is expected to be from 270 degrees at 10 knots, visibility will be more than 6 statute miles, and there will be scattered clouds at 4000 feet. Total hours: 1

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

  8:00 Today, my day at flight school started with some morning self-study, once again quizzing myself for the written test. 10 to 12 was spent with Alan, focusing on airspace regulations and different classes of airspace. I learned about Class A, B, C, and D airspace, each with their specific requirements for communication, equipment, and pilot certification. For instance, in Class B airspace, which surrounds the busiest airports, pilots must obtain a clearance before entering, while in Class C airspace, two-way communication is necessary before entering the area. From 12:00 to 1:00, I had lunch. At 1:00, I hopped into the simulator with Alan and had the opportunity to fly a new aircraft, the Bonanza. We simulated a flight from Manchester to Albany, and I learned about the constant speed prop, which provides greater efficiency and control over the engine's power output. After the simulator session, George and I took to the skies and flew to Concord, where we practiced landings. Th

Reflecting on my first week of learning to fly, I am satisfied and tires, but eager. Each day brought new learning, from morning flights to afternoon simulator sessions and ground school. This week has reassured me that this is something that I enjoy and should continue to pursue. Flying has been a ton of fun. Taking the controls, feeling the G-forces during maneuvers, and seeing the world from a new perspective has been thrilling. However, I do wish I were better at it. One challenging area is "stepping on the ball" - using the rudder during turns, a skill I aim to improve with practice. My time at flight school has met my expectations. The information has been a lot, and I haven’t perfectly understood all of it, but it’s retained my interest by challenging me to figure it out. Each hour spent in the air or the classroom is a step closer to my private pilot's license. This week's activities have contributed to the necessary requirements – instructor hours, preparatio

  8:00 My fifth day at flight school started with a morning flight with George. We kept working on stalls and steep turns, and we also worked on properly lining up for landings. This session lasted until about 10:00, after which I jumped into the simulator with Alan from 10:00 to 12:00. We simulated various flight conditions and emergencies (engine and instrument failures), which made me more confident in handling the aircraft. After a quick lunch with Phuc from 12:00 to 1:00, I headed back to ground school. We studied airport operations and communication, and weather patterns affecting flight until 3:00. I spent the remaining two hours on self-study for the written test, wrapping up my day at 5:00. Total hours: 8

 I started working at 8:30 and studied for the written test until 10:00. Then, I drove to the flight school where the instructor Alan, taught me about the aerodynamics of stalls, ailerons and the various types of aircraft stability. From 12:00 to 1:00, I had burgers with Phuc, before heading back to practice in the simulator. This time, we flew the PA28 around Colorado, getting well above the mountains, and mainly practicing turns and navigating via the VORs. At 3:00, I met with George for some hands-on flying in the actual PA28. We practiced stalls and turning in a rectangular pattern, adjusting for the wind change (relative to the plane) on each leg of the rectangle. This was to prepare for approaching the runway during landing, with the patterns legs being upwind, crosswind, downwind and the base leg. We wrapped up at 5:30 Total hours:

  8:00 Today, I took to the skies early in the morning with George, practicing stalls, steep turns and lining up for landings in the actual plane. This was exciting as I could feel some light Gs during the steeper maneuvers, and it lasted until about 10:00. After a brief break, I headed back to the simulator with Alan, where we worked on perfecting these maneuvers until 12:00 (It was much easier in the simulator). I spent my lunch hour from 12:00 to 1:00 with Phuc, and then it was time for ground school. We focused on the principles/aerodynamics behind the maneuvers I practiced in the morning. At 3:00, I buckled down for some self-study until 5:00, rounding off another intense but rewarding day. Total hours: 8

  8:30 Today, I began my day at flight school and learned about gyroscopic instruments with Alan. We then moved on to simulator flying, which went much better this time as we practiced steep turns and turns while ascending and descending. During our session, we also focused on navigation using the VOR and compass. At 12:00, I took a break to eat lunch and was back at it by 12:30. My first actual flying experience followed, with George as my co-pilot. I took off and practiced turning using the compass heading, but relied more on visual cues. When actually flying, I could feel the pressure of the plane, which was absent in the simulator experience. After landing, I spent the rest of the afternoon studying for the written exam until 5:00. total hours: 8

8:00 My inaugural day at the flight school, NFS, began with an introduction to my mentor, George. We dove in, discussing the aerodynamics and the four fundamental forces at work: weight, lift, drag, and thrust. 10:00 After the initial introduction, I had a session with another instructor, Alan. We delved deeper into flight instruments, understanding their readings and their implications in-flight. 12:00 A well-earned lunch break at TGI Fridays with Phuc offered some respite from the intense morning of learning. 1:00 Upon my return to school, Alan introduced me to the flight simulator. My initial maneuver led to a stall and subsequent crash into a cluster of virtual buildings. Despite an early setback, practice helped me get more comfortable with the simulator. Later, George and I drove around a PA28 at the flight school. Accompanied by George, we drove to refuel, following which we taxied back, and I left the school at 5:00. Total Hours: 8