10 Month @ Addison - Journal
- Thread starter BenWlson
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BenWlson
Well-Known Member
As far as I know, the Swift has never been to Eagle Nest. There are a couple other Swifts in the DFW area I know of.. there is a guy with a nice polished stock cowl who flys out of Hicks Airport... could've been him.
We have been known to wake up Nassau Bay, though:
[YT]oI_GIn4HGRc[/YT]
I live in McKinney, not Pecan Plantation. My parents live there, and I go down as often as I can to visit their airplanes.. I mean.. to visit them.
I know who Martin & Claudia are, but I don't know them (and they probably don't know me). I do try to know all the residents' airplanes, though, and they do have a very nice glass-panel RV-7A.
BenWlson
Well-Known Member
Wednesday - 1/2/08
Got back in the sim today just to keep fresh for my upcoming checkride. Practiced the ILS 17 @ HQZ (from the published hold), VOR 31 @ RBD, LOC BC 35 @ HQZ, and the ILS 33 @ ADS.
There is a good chance that may be the same profile for the checkride I have rescheduled for this coming Saturday. Of course, the forcast is calling for high winds again... hopefully they're not gusting 35kts direct crosswind like last time.
Got back in the sim today just to keep fresh for my upcoming checkride. Practiced the ILS 17 @ HQZ (from the published hold), VOR 31 @ RBD, LOC BC 35 @ HQZ, and the ILS 33 @ ADS.
There is a good chance that may be the same profile for the checkride I have rescheduled for this coming Saturday. Of course, the forcast is calling for high winds again... hopefully they're not gusting 35kts direct crosswind like last time.
BillErvin
Peddling as fast as I can
That would explain why your at ADS and not GKY
!!Yes its a very nice Glass Panel RV-7, I work with them at OSH and sun & fun pushing airplane tools on unsuspecting airplane builders
turbomax97
What can brown do for you?
AWWWW crap. We got another cloud hunter amongst us. 
anic:
Congrats Ben:rawk: Oh and I don't know what smooth air you were talking about. I felt quesy today for the first time. Oh well, logged 7.8 hours today
anic:Congrats Ben:rawk: Oh and I don't know what smooth air you were talking about. I felt quesy today for the first time. Oh well, logged 7.8 hours today
BenWlson
Well-Known Member
AWWWW crap. We got another cloud hunter amongst us.
Congrats Ben:rawk:
Thanks!!
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Thursday - 1/3/08
Practiced in the sim in preparation for the checkride.
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Friday - 1/4/08
More sim practice for the checkride tomorrow.
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Saturday - 1/5/08
Instrument checkride passed today!! The winds were about 190 at 12 gusting to 18 and forcasted to go up, but we got done before they got too bad. There were also a few low clouds hanging out between 1500 and 2000, so we actually filed IFR for the flight. We did all the approaches over at Mesquite airport (KHQZ). We started with a hold over the compass locater on the FAF for the ILS 17 and then completed the approach after a few laps. We departed straight out on the localizer for the full procedure turn LOC BC 35. Squeezed into the middle of the procedure turn, the examiner actually had me do two 360 degree steep turns under the hood. This was kind of a surprise as I was never trained for these, and I don't believe they are required in the PTS. I did pretty good on the first one to the right and stayed within +/-20ft, but the second one to the left wasn't so good as I was +/-80ft. We did a circle to land on 17 from the LOC BC 35 and then got vectored out for the GPS 17. We went missed from this approach and then got vectored back around again for the full procedure ILS 17. While being vectored around, we shut down the left engine, started it back up, and then did the full approach on one engine. As I started down on this one I almost descended too far below the glide-slope when I pulled the power back, but I caught it just in time. I didn't properly anticipate the slower descent rate that would be needed with such a stong headwind and slow ground speed that we had. All-in-all the checkride went pretty well. I never busted the +/-100ft altitude limits during level flight, never had full-deflection on the localizer or glide-slope, and never dropped below MDA on the non-precision approaches. The one thing the examiner got on me about was using too much aileron when making small heading corrections. He stressed that when you only need to change a couple degrees to maintain course on an approach that you should just use rudder pressure and keep the wings level.
The next stage of the training is the cross-country phase. I will spend a little bit of time in the sim again with an instructor going over all of ATP's crew procedures and how the "pilot flying" and "pilot monitoring" will share responsibilities. After that, there is one more flight that I believe is an insurance requirement where I do a cross-country flight with a different instructor just to make sure it wasn't some fluke that I passed my checkrides. Then I give my availability to dispatch and they coordinate a bunch of cross-country trips for me to take with other students. I've really been looking forward to this part. I'm going to be bringing my camera and enjoying every minute.
BenWlson
Well-Known Member
I've thought about maybe keeping a running journal of my experience at ATP. If I decide to follow through on that, I'll let you know.
I'm sure as with any flight school, whether academy or FBO, it all depends on the individual instructor. I've flown with three different instructors so far at ATP. The instructor I had for the private multi-engine add-on portion, instrument ground, and initial instrument sim is a great instructor and really works hard to help you succeed! Sometimes I end up just hanging out at the office for an additional hour or two talking about aviation with him. I took two flights in the beginning of my instrument training with another guy who pretty much just occupied the right seat. It worked out alright for me at the time because the previous instructor had spent so much quality instruction time with me in the sim that I was just applying what I had already learned to the airplane. I finished up the second half of my instrument flight/sim time with a third instructor and he is a very dedicated instructor as well. I think I've lucked out so far at ATP with the exception of that one instructor (he has since left for AWAC). The instructors at the Addison location both have more than enough hours to leave for other jobs, but they seem to enjoy instructing and are sticking around a little longer.
BenWlson
Well-Known Member
Friday - 1/18/08
This day was ground/sim instruction. We went over all the rules/policies for the cross-country phase. We reviewed the crew procedures which discussed the responsibilities between the pilot flying under the hood and the pilot monitoring and how the checklists/flows would be worked between the two pilots. We also reviewed a lot of instrument knowledge.
Saturday - 1/19/08
More of the same from yesterday. I was supposed to go on a cross-country flight with an instructor as a sort of "insurance checkout" before being released to the cross-country phase of the program. I didn't get to go, though, because the instructor I'm supposed to fly with had to proctor a written test and he's the only one authorized to do it.
The flight has been rescheduled for Monday, postponed for icing conditions, rescheduled for Tuesday, postponed for icing conditions, rescheduled for Wednesday, wash, rinse, repeat.
This day was ground/sim instruction. We went over all the rules/policies for the cross-country phase. We reviewed the crew procedures which discussed the responsibilities between the pilot flying under the hood and the pilot monitoring and how the checklists/flows would be worked between the two pilots. We also reviewed a lot of instrument knowledge.
Saturday - 1/19/08
More of the same from yesterday. I was supposed to go on a cross-country flight with an instructor as a sort of "insurance checkout" before being released to the cross-country phase of the program. I didn't get to go, though, because the instructor I'm supposed to fly with had to proctor a written test and he's the only one authorized to do it.
The flight has been rescheduled for Monday, postponed for icing conditions, rescheduled for Tuesday, postponed for icing conditions, rescheduled for Wednesday, wash, rinse, repeat.
JRBlueSkys
New Member
Thank You Ben it has been a pleasure to read your experiences. Keep it coming im hooked --excited to start my training. 
BenWlson
Well-Known Member
Wednesday - 1/23/08
Finally the weather looked good enough that we could complete our flight. The temperatures were still cold in the Dallas area, but it didn't look like icing would be a problem. There was an icing airmet for the area, but it didn't start until FL140. All the PIREPs for the area reported no icing at the lower altitudes, and there wasn't any positive icing reports until FL220. The clouds were forcast to be pretty low in the Houston area, but the temperatures were also much warmer there, so we decided to give it a show. We filed IFR for KADS to KDWH with an alternate of flying back to KADS. I flew from the right seat, and the flight went pretty well. It took me about 10-15 minutes to get used to flying in IMC from the right seat, but all the visual work was just fine from that seat. All the flying i did as a little kid was from the right seat, so I'm pretty comfortable over there. We were in the clouds for the majority of the flight, and we ran into very few bumps. The biggest hurdle we had was Houston approach nto wanting to have anything to do with us. We knew heading out that the forcast was close to minimums at DWH and honestly only expected maybe a 50/50 chance of breaking out on the approach, but we didn't even get the chance to try. Houston approach refused to provide us IFR service in DWH. We tried to get diverted to Lone Star Executive (KCXO) in Conroe, TX, but we were informed that the runway was closed there. Approach control then got all upset when we told them we wanted to divert back home to our alternate. The Waco approach controller we got handed back to was a real nice guy, though, and appoligized that he couldn't help us out.
After landing back in Addison, we refueled and went back up again because we still had an hour left to burn that we didn't use because we didn't make it to our original destination. This was a very enjoyable flight. We did a few laps around the pattern at McKinney, practiced a couple single-engine approaches, but for the most part, we just enjoyed the Dallas scenery at night.
I've got my weekend-only availability entered into ATP's online system, so now I just call up dispatch on Saturday morning and find out when and where I'm flying. The way they're set up right now, it looks like I may have to drive all the way down to Arlington the morning of my flights. With only one airplane at Addison that is used all the time for training, they really don't have a good way of having students on the cross-country phase depart from Addison. I'm not too happy about having to drive the 60+ miles to Arlington on Saturday mornings, and I am definitely going to talk to them about getting reimbursed for the mileage. We'll see what happens.
Finally the weather looked good enough that we could complete our flight. The temperatures were still cold in the Dallas area, but it didn't look like icing would be a problem. There was an icing airmet for the area, but it didn't start until FL140. All the PIREPs for the area reported no icing at the lower altitudes, and there wasn't any positive icing reports until FL220. The clouds were forcast to be pretty low in the Houston area, but the temperatures were also much warmer there, so we decided to give it a show. We filed IFR for KADS to KDWH with an alternate of flying back to KADS. I flew from the right seat, and the flight went pretty well. It took me about 10-15 minutes to get used to flying in IMC from the right seat, but all the visual work was just fine from that seat. All the flying i did as a little kid was from the right seat, so I'm pretty comfortable over there. We were in the clouds for the majority of the flight, and we ran into very few bumps. The biggest hurdle we had was Houston approach nto wanting to have anything to do with us. We knew heading out that the forcast was close to minimums at DWH and honestly only expected maybe a 50/50 chance of breaking out on the approach, but we didn't even get the chance to try. Houston approach refused to provide us IFR service in DWH. We tried to get diverted to Lone Star Executive (KCXO) in Conroe, TX, but we were informed that the runway was closed there. Approach control then got all upset when we told them we wanted to divert back home to our alternate. The Waco approach controller we got handed back to was a real nice guy, though, and appoligized that he couldn't help us out.
After landing back in Addison, we refueled and went back up again because we still had an hour left to burn that we didn't use because we didn't make it to our original destination. This was a very enjoyable flight. We did a few laps around the pattern at McKinney, practiced a couple single-engine approaches, but for the most part, we just enjoyed the Dallas scenery at night.
I've got my weekend-only availability entered into ATP's online system, so now I just call up dispatch on Saturday morning and find out when and where I'm flying. The way they're set up right now, it looks like I may have to drive all the way down to Arlington the morning of my flights. With only one airplane at Addison that is used all the time for training, they really don't have a good way of having students on the cross-country phase depart from Addison. I'm not too happy about having to drive the 60+ miles to Arlington on Saturday mornings, and I am definitely going to talk to them about getting reimbursed for the mileage. We'll see what happens.
BenWlson
Well-Known Member
Sunday - 1/27/08
I wasn't on the schedule with dispatch yesterday, so I had to wait until today for my first cross-country flight with another student. Turns out I got to go with a fellow self-paced career student here at Addison that I did lots of ground and sim instruction with. We flew all the way to Roswell, NM! There was an incredible graveyard of 747's, DC-10's, and all sorts of other big jets parked all over the airport there. We encountered a fairly strong headwind (35kts) on the way there, so we actually pulled out the trusty E6B to run some calculations for fuel. We were both a little concerned as this would be the longest time in the air in the Seminole for us, but we determined that we should arrive in Roswell with close to an hour of fuel remaining. We had the power reduced to 55% and were properly leaned out for best fuel economy. It turns out we still had over 40 gallons remaining when we got on the ground. It's good to know that we were on the conservative in our calculations.
I hadn't been to New Mexico in something like 14 years. Roswell was an interesting town with all the Alien merchandise for sale.
The flight back was much faster, and we saw ground speeds near 170kts at 55% power. I was pilot monitoring during the flight there and pilot flying on the way back. The two of us worked well together and it made for a great flight. I can't wait to find out where I get to go next week!
I wasn't on the schedule with dispatch yesterday, so I had to wait until today for my first cross-country flight with another student. Turns out I got to go with a fellow self-paced career student here at Addison that I did lots of ground and sim instruction with. We flew all the way to Roswell, NM! There was an incredible graveyard of 747's, DC-10's, and all sorts of other big jets parked all over the airport there. We encountered a fairly strong headwind (35kts) on the way there, so we actually pulled out the trusty E6B to run some calculations for fuel. We were both a little concerned as this would be the longest time in the air in the Seminole for us, but we determined that we should arrive in Roswell with close to an hour of fuel remaining. We had the power reduced to 55% and were properly leaned out for best fuel economy. It turns out we still had over 40 gallons remaining when we got on the ground. It's good to know that we were on the conservative in our calculations.
I hadn't been to New Mexico in something like 14 years. Roswell was an interesting town with all the Alien merchandise for sale.
The flight back was much faster, and we saw ground speeds near 170kts at 55% power. I was pilot monitoring during the flight there and pilot flying on the way back. The two of us worked well together and it made for a great flight. I can't wait to find out where I get to go next week!
Attachments
Hey ben, I was thinking about doing the self-paced program too, but I really want to fly cross country from Phoenix to Florida..how do they run the self paced people on the x-country stage? Do you fly with whoever is available, self paced people, different people each time?? Also, do you get to choose where you fly (assuming both students can agree on a place!), or does atp tell you where you are going?
Thanks!
Thanks!
BenWlson
Well-Known Member
As a self-paced student, you post your availability online. Dispatch with then schedule you for flights with whoever is available. There is another self-paced student at the Addison location with the same availability as me, so I imagine we'll be paired up together for a while. He is a few weeks ahead of me and has been with different people for all his other flights. For the most part, ATP will tell you where you are going, but if they really don't have a specific need for an airplane to be moved from one location to another, then you can request an airport from their approved list. Since I'm only available on the weekends, most of my flights will be simple out-and-backs on the same day. If you can give them approx. 10 consecutive days for the cross-country phase, then you could possibly fly all across the country. I would love to do that, but I'm in the process of saving up my vacation time for CFI school.
BillErvin
Peddling as fast as I can
BillErvin
Peddling as fast as I can
Hey Ben, Most of those 74s and 10s belong to a company that tears the plane apart and sells the pieces to 74 and DC-10 operators. The parts are worth more than the airplane as a whole.
Use to work about 40 south of ROW, in Artesia. I always flew up there and did screech and gos.
If you go over there again ask the approach to vector you over the old bombing targets south of ROW. They are berms built up by german POWs, theres an outline of a ship , a swastika and a few other symbols, pretty cool. If its a newer guy they may not know what your talking about. Carlsbad (80 miles south) was a WWII bombardier training base.
Bill
SoonerAv8r
Well-Known Member
Ben,
Just an FYI... I'm planning on attending ATP's 90 day ACPP in Arlington soon. No date set I've got to get down there for an interview soon. Just wanted to let you know that I've really enjoyed your chronical up till now. Keep it up and good luck!
Just an FYI... I'm planning on attending ATP's 90 day ACPP in Arlington soon. No date set I've got to get down there for an interview soon. Just wanted to let you know that I've really enjoyed your chronical up till now. Keep it up and good luck!
BenWlson
Well-Known Member
I need to keep working full time during training. I've got a family, house, cars, and all the associated bills. I can't afford to take 3 months off for training. This extra time also gives me time to prepare financially for the loss in income I will see as a flight instructor.
The Addison location is also only 20 miles away from me and all they offered is the self-paced program there. Arlington with the 90-day program is over 60 miles away.
Weekdays I would arrive at 4:30pm and would usually be done somewhere near 10pm. Weekends were always different. Most of the time it would be about the same length of time as the weekdays, but it would require more time when I had long cross-country flights to do with the instructor. I'm expecting to be gone most of the day on the weekends now during the cross-country phase of the program.