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Arrived 1am Monday morning to Chicago Midway, windchill was -40. It was colder here than the South Pole on Monday and Tuesday. Although it is Summer in the Southern Hemisphere, I find it pretty impressive!

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FL 290 Pax 6 GS 515kts HS125-700 Goodland KS "Good afternoooon Denver center Hawker level 290" " Hawker roger cleared direct Bradford" The November sun is high over Kansas in the Southwestern sky, local time is just after 2pm. My now favorite passenger has just served the captain and I a pork burritos, a welcome treat for both of us. The jet stream is lending us a great hand today as it pushes us towards Chicago MDW, but the weather section of my mind is running its paces. I've been looking at the weather since yesterday afternoon, and it's less than welcoming. Severe weather alerts headlined USA Today "severe thunderstorms, hail, and damaging winds". Not quite the blue skies and light winds that pilots love. Oh yeah, the passenger who just served me the burrito is a nervous flyer. We've warned her about the bumpy ride in. 70 miles east of Goodland and a United is reporting constant chop at 340. Clouds are popping up on the horizon ahead.. Occasional bumps are hitting us. The weather begins. "Cleared for the ILS 31C circle to land runway 22L, tower at RUNTS" We are descending through 4,000 feet and have been in the clouds for a few minutes now, it was nice to see that these were not towering when we entered. Things are getting darker now and the rain pelts the windshield loudly. Our crab angle to track the inbound course is increasing as we descend into turbulent winds. We break out at 2,000 feet and 2 miles from the airport. Cleared to land 22L. The turn to downwind is more of a reduction in crab angle and a drift downwind. Entering base leg the tower requests us to offset to runway 22R, the shorter runway. This makes things more difficult factoring in the rain, and shifting gusty winds requiring increased final approach speed. Maintaining control on final this windy evening is not an easy task. Tornadoes have been touching down all over the state of Illinois, this is intense. Crossing the threshold and settling towards the runway we take out the crab and roll the upwind wheel onto the runway first. A surprisingly smooth touchdown; a nice bonus. Final flaps and speed brakes are creating a lot of drag helping us get stopped before the end of the runway. The passengers are obviously pleased with the performance, thanking us as they step off the aircraft.

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I've been flying so much lately I haven't had a lot of time for updates

I'll try and get some up soon

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Glacier National Park 

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Lake McDonald, Montana

Such beautiful scenery. So thankful for everything I get to experience and see. 

IG: Cjgilbert14

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Asiana 214

Sad to see the Asiana crash yesterday, but thankfully most everyone survived.  It seems like they didn't understand the time it takes for a jet engine to produce power, especially after getting low and slow on approach. They called for a go around 7 seconds before impact, and power may not have been added until 4 seconds before impact. Sadly too late.

  I know it's still a speculation at this point, but this is my guess. Either way this is helpful information for any jet pilot. 

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Around the Country in a day

VNY SFO BKL TEB SLN VNY 

Hawker 700

FL330 

Somewhere over Colorado

2 passengers

   Cleared to land at SFO the runway environment is insight and passengers for should be arriving in 45 minutes. Just enough time to eat my Subway sandwich that's sitting in the galley, and make sure the cabin is set for the passengers. As we taxi into Signature Aviation a bank of fog rolls in behind us, I'm watching closely as I take another look at the instrument departure procedure. I have time to get our next flight plan, prepare the cabin, and take stroll around the FBO, I'm not surprised the passengers are late. This is usual in the world of charter flights, the people show up when they want. A bit over an hour after our scheduled departure our passengers arrive and make their way on board the plane. A squeak and thud from the door handle, along with a safety light, assure me that the door is closed and locked. Ready for taxi.. 

Typical of San Francisco weather in February our fog bank has now cleared and we are ready for a departure into the wild blue yonder, soon to be black as we fly East with the late evening sun setting at our backs.  The flight is rather un-eventful as we cross the western states, I watch the lights flicker on in the towns below as darkness falls and imagine all the people going about their different lives. It's interesting to think how many similarities we all share yet we are all unique.  I glance at the fuel gauges and cross check the VORs as we pass over Detroit and begin planning our descent into Cleveland. Looking out at the Great Lakes I remember sailing with my grandfather, now I'm flying over the same waters and I know he'd be proud. 

Descending through flight level 180 I set the altimeters for the local setting and pick up the weather from Cleveland. It's about 10 degrees below freezing and snow showers; 60 degrees of San Fran sounds really nice at this point. 

Before we enter the clouds I prime the anti-ice system and brief the approach. With the lights on the snow flying by looks like shooting stars. After a smooth touch down in Cleveland and a quick de-planing, I was ready to get the warm hotel room. The clock said 2am as I walked into my room that night. Life in the skies continues as I look forward to another day of flying. 

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Oatman Arizona: a town stuck in the past. 

During my recent flight training I had a free afternoon on the last day after passing my check rides. I decided to stay an extra night in Arizona to give myself some time to explore and avoid driving through a snow storm on the way home.

I stumbled into this town in the mountains that was stuck in the past, Oatman. An old mining town with descendants of the original burros brought in to pull the mining carts, now freely roaming the streets. I wouldn't be surprised if the people living in the town are also descendants of the miners. During WWII mining operations were brought to a stop because of the war effort, but recently small mining activities have resurfaced. At least that's what I was told by a couple shop keepers in town. 

Driving into the mountains that rise up above the Colorado River, I found Oatman nestled into a canyon area. Hidden from view until you arrive. I parked and began to walk into town when I saw the first burrow I figured it was someone's pet. I was mistaken. Shortly after I noticed there were Burrows roaming main street, literally stopping cars for food. One Burrow would stand in front of a car while the other would walk up to the driver window and hope for a kind hand to reach out and offer some food. The street was lined with buildings that still retained the style of the old west, the only difference was the added tourists walking the board walks. The board walk was also lined with gumball dispensers that were filled with alfalfa pellets to feed to the Burrows. 

I was amazed by this town, and loved exploring it. I wish I had more time to spend looking around. It reminded me of my dad and driving to visit our family New Mexico. We explored nearly every ghost town and Indian ruin and village in that state. It's great adventure and fun to go to these places. The history is so rich and captivating it's hard to  leave. 

One of the greatest things about being a pilot is exploring new places. I've flown all over California and into Nevada, Oregon, and Arizona, but I can't wait for the adventures that lie ahead. 

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Volunteer Pilot

Does anyone know anything about volunteer pilot opportunities? I have heard about things like Angle Flight, but I do not have my own aircraft. I would like to find an opportunity where I can volunteer my flying services without providing an aircraft.  P.S. Flying in Alaska would be exciting! 

Inbok me your ideas and opinions

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Where Am I? One of my followers asked me to give an explanation of VOR navigation, and this reminded me of how abstract a concept VOR navigation can be. Hopefully I can simplify it some and explain what to do if all else fails.  VOR navigation requires two pieces to work, a transmitter on the ground and a receiver in your aircraft. Many aircraft have two of these receivers, which can be very helpful in finding out where you are. Every VOR transmits *(read edit below)360 specific directional signals that correlate directly with the degrees of the compass rose. 

To navigate by VOR you should first turn in your VOR receiver to the appropriate frequency of your selected VOR, and identify it by listening and comparing the morse code to what is printed on the aeronautical chart. This is important to verify that you are tuned into the correct VOR and that it is operational.  Once you have tuned in and identified your VOR you can start navigating with it. Remember those radials? Think of each of them as a freeway or course that we can dial into with the OBS (Omni Bearing Selector on the VOR). When you tune in your VOR you can twist the OBS until your CDI (Course Deviation Indicator) centers with a flag pointing towards the station. There is a TO/FROM flag on your VOR that will indicate whether you have tuned in a radial heading towards or away from the VOR station; this is easier understood visually so I have included a video. You can also select a radial that you want to track by twisting your OBS to that radial, remember to have your to/from flag point towards the station. Once your desired radial is dialed in your CDI will show where that radial is in relation to your aircraft. Navigate to intercept the radial and center the CDI. Your heading and OBS setting should be similar when tracking the radial (your heading may be different due to necessary wind correction to maintain your course).  Chasing the needle. If you are on a similar heading to your selected course then all you have to do is center the needle, and keep it there. It sounds easier than it is, and any pilot could tell you this. Many pilots get impatient chasing the needle and over correct, but if you keep your flying smooth and simple you will have an easier time. When the needle moves away, turn towards it slowly until it stops moving away, note this heading because that is your approximate wind correction. Turn more to intercept the needle, when it begins to center, go back to your wind correction heading and keep the needle centered by making minor adjustments when you see it moving.  With dual VORs and an aviation sectional you can perform a gee-wizardry trick and find out almost exactly where you are. Tune your VORs in to two seperate stations, and twist the OBS on each VOR to center the needles. On your sectional map you can then draw a line from each VOR corresponding with the radial, where these lines cross is where you are. Pretty amazing, satellites aren't needed. But what happened before that, or when the electrical equipment decides to take a nap?  If all else fails, and trust me it does, then use pilotage. Pilotage is the oldest navigation skill in the book and it works. Carry your sectional chart with you, and know how to read it. Being familiar with your surroundings is important for pilots for many reasons. The electronic aids are wonderful, but when the electronics are lost all you are left with is the compass and what's outside.  VOR navigation is actually quite simple after a bit of practice, but learning about is is very abstract. Don't get discouraged if the nuances of VOR navigation confuses you, it will come together with practice.  For those of you who are better visual learners watch this video. Hopefully you can stand the voice of nerdy flight instructor who is a bit full of himself. (This is not my video, nor am I in the video or have any affiliation with the video or its creators) https://www.youtube.com/watch?v=Eno0p1n2H84 *As JHeath mentioned in a comment, the VOR only transmits 2, not 360 signals, but that is beyond the scope of this explanation. For the simplicity of understanding it is often explained as 360 signals.

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After nearly 6 hours of driving I arrived at my hotel, the Avi Resort and Casino, near Laughlin Nevada. Just across the Colorado river is Arizona, I'd be starting flight training there the next morning. After a goodnight's rest I made the short drive across the river to Sun Valley airport (A20) in search of Sheble Aviation. From all that I heard and read I was expecting a big flight school and multiple buildings at a busy airport, but I was surprised. I pulled up to the airport on the plato and there was a dirt parking lot with a sign that read "Customer Parking" in big blue capital letters. A few cars were parked in front of this sign facing a series of metal hangars with an office at the far end, and a couple rows of airplanes parked on the ramp. Am I in the right place?  I walked through the open gate in the chain-link fence to find this was Sheble Aviation. I had seen the aircraft flying with the rising sun in the background as I drove over to the airport, and I became a little worried about the early mornings that would await me in the coming week. Walking into the office I was pleasantly surprised, there was a very friendly atmosphere and everyone was easy going. Eddie, a guy from Boston, sat behind the counter and he ran the show. It was funny to watch him work and listen to his stories, every day I looked forward to it because I knew I would get a laugh from him.  Life as a pilot is taking off..  (Watch for more posts about the flights) 

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Multi Commercial and CFI-I

Look for a write up and pictures soon! I just finished both of these ratings

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Postion: Off the coast of KSBA Equipment: Mooney M20R Ground Speed: 140kts

"Climb and maintain at or above 3,000" the controller's voice crackles over the airwaves. Full throttle on this bird and it won't be long before we are well above 3,000 feet, but there's not much reason to go higher today. Leveling off at 3,500 for the short flight down the coast to OXR. OXR is pretty much in sight as soon as you are airborne from Santa Barbara. The air is crisp and clear, while clouds hanging above mark the leading edge of fast moving low pressure system. Winds are forecast to be increasing within the hour, and there is an AIRMET for turbulence, but right now the weather is perfect.

Minutes later clearance is received for the GPS runway 7 approach into OXR. The winds often favor runway 25, but today there is a steadily increasing East wind. It's up to 14kts now, nearly directly down the runway. Lining up on final, speed below 140, gear and speed brakes are out. The great blue pacific is below, and the runway is just ahead. 

Another great day for flying in California. 

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Working on CFI-I

In the next ten days I should be taking my Certified Flight Instructor Instrument rating practical exam. I have to admit that I always get nervous before testing, it seems so daunting for some reason. Plus there is the added stress of wanting to get it done the first time just because of the costs. I have passed all my tests so far with no problem, so I hope for the same, but I don't want to jinx anything. 

Onward with reading.. 

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Flying from the comfort of home.

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Flying above a P3 sub-hunter, this was pretty awesome!