DCA Diary

[H46Bubba]

Well now that I've been on the job for two weeks, I'm ready to get back in the cockpit again. Luckily the "flex" program is still Part 141 and I still get to become an instructor and get the interview. They wanted to get me started where I left off, but I haven't flown for several weeks and I'm not up to doing a night cross country just yet, so i asked for a review flight. Tomorrow I've got a 2 hrs review flight so I can get my head back in the cockpit environment. I need to go do some manuevers and do some landings. I've been sitting here in the hangar watching everybody else having fun. I'm looking forward to flying again. Back on the path to being a commercial pilot.

[H46Bubba]

I finally got back in the air today. I decided to stay in the pattern and work on my landings. Man I was sweating my a$$ off up there. Litterally! It was pretty hot and muggy today. Next time I need to remind myself to schedule in the early morning or evening, when the temps are cooler. I've got ground sessions from tomorrow till next wednesday. I've got to plan out my dual night cross country for thursday night.

[NC_BE300]

On the "Flex" side of the flight school, did they allow students to become instructors and have an interview before? If I remember correctly, I asked about that some time ago, and I was told that you would be non-eligable for an interview. Do you know if this counts toward the minimun of 3 certificates you must do with the school in order to be eligible for the interview? (Ex. CFI,CFII,& MEI) I've got my Commercial/Multi and was looking to do the instructor program there soon, however since I go to school, the times don't usually work out well the non-flex way.

[H46Bubba]

The "Flex" program is new and is still Part 141. You still have to wear a uniform and they would like you to attend the ground schools if possible. I still get an interview to be a CFI for DCA when I complete CFII. You can't get MEI till you have about 600+ hrs of instruction given. So yes I can still become an instructor and get my guaranteed interview after 800 hrs of instruction given. I think what hey were telling you is that you have to do at least two courses 141 at the Academy in order to become a DCA instructor. The Flex program is administered through flying services and it is broken into part 141 and 61. You'll have to call admissions to get the specifics. I don't think you'll have a problem.

[FatBastard]

So how long is the wait for standz now?

[NC_BE300]

Thanks for the info H46 Bubba.

[H46Bubba]

Thre are people in the next standz class that waited only three months. So it is getting shorter. Thank God!

[FatBastard]

Thanks Bubba

[aviategw]

Whoaaa,

What's this about having to do three ratings at there to get hired as an instructor? I've got my CFI, but would like to check it out for my CFII and MEI enroute to being an instructor. Can I not get my CFII and MEI at the academy and get hired as an instructor?

G

[H46Bubba]

Umm, I don't know what the admissions policy is as far as coming here with your cfi. From what I know, I would say no. They need you to complete two 141 courses at DCA to become a DCA instructor. In order to get MEI, you have to instruct around 600 - 700 Hrs dual given before you take MEI.

[Wannabe2]

I think in order to instruct at DCA you would have to audit your CFI and basically do it over at DCA. Then CFII, then interview. Ask admissions, but I think that is the way it works.

[aviategw]

Thanks!

I'm looking at options, but I know that I'm about ready for a career change. I recently got my CFI, and am looking at the fastest way to the RJ. I'm okay with redoing my CFI if I have to, I just don't wanna get down there, do my CFII with DCA, and then not be hired as an instructor.

Sounds like I need to speak with the admissions folks.

[NC_BE300]

[ QUOTE ]
I'm okay with redoing my CFI if I have to, I just don't wanna get down there, do my CFII with DCA, and then not be hired as an instructor

[/ QUOTE ]

I've asked them the same thing and they told me no.
Let me know if anything happens.

[H46Bubba]

Well I'm sort if stuck in a holding pattern right now. I've been doing all my groundschool lessons with my instructor in the mornings before work. Last Thursday I tried to get my dual night x-cntry done, but the lovely Florida weather as it is won't cooperate. The only problem was getting out of Sanford and on our way. There was a long line of level 4 & 5 cells moving towards us, so since they were in our way, we had to cancel. The same thing happened Friday as well as Saturday night. So I'll give it another shot this Thursday night. I've got some contingencies this time. I've got alternate routes to get out of here and get to Tallahassi, I ve got alternate places to fly to, and if need be I'll use that nice lillte instrument ticket I have. Lesson never says anything about the flight having to be flown vfr!

[H46Bubba]

My EFC time has been extended, and I'm holhing for a little bit longer! Who's bright idea was it to put flight schools in Florida anyways. The weather played havoc with my flight schedule again. Thursday I had to cancel due to weather. I even tried to convince the instructer to go IFR just to get out of Sanford, but that didn't go over well. Friday i had to cancel due to my son being ill, and yesterday due to my father visiting from San Diego. And of course the weather was perfect to fly those two days. I digress! I hope to take another shot at it again on Thursday.

[JAM]

I used to file IFR to get out all the time. Do the VFR stuff out at LEE, over DAB or even TIX, then shoot an approach back in, if needed. My students really appreciated not having their progress halted. Plus, it was some good IFR experience they really needed!

[NC_BE300]

Thats a cool way to do the training.

[H46Bubba]

Well finall mother nature stopped hating me and produced an excellant evening for flying on Thursday night. It was calm clear and not busy. Departed SFB at 2130 and got to Tallahassi, a little after 2315. Once you pass Cross City, it gets pitch black, except for the stars. It was mayhem when we made our arrival. The wind was calm and they had Rwy 36 in use before the tower closed at 2300. As we were coming in on the 45 for rwy 36, a King Air was making a straight in for runway 27, so we decided to use 27. As we entered the 45 for 27, a FedEx 727 came over the CTAF and said they were going to depart on rwy 9. So we did a 180 and decided to use rwy 18 to avoid wake turbulence. I made a flawles landing. Flightline AVIAT is an awesome FBO. Their building is three stories and has a Piper J-3 Cub hanging from the ceiling. We gassed up and watched a Delta MD-88 make a landing. We departed TLH about 0017 and headed to Ocala for a full stop landing and a takeoff. I did my stop and takeoff in Ocala and booked back to Sanford. We got back about 0230 in the morning. I was exhausted and very tired.
Last night I got to do my first night solo. Went out to the practice area did my manuevers and headed back to SFB to fly around the patch for a while. Got five takeoffs and landings and called it a night.
Thursday is my big solo cross country flight. My route that I picked is from SFB to CRG up in Jacksonville, refuel at CRG and head to Naples. Refuel again at Naples, head to Sebring for a touch and go and head back to Sanford. It's going to be a long day.

[H46Bubba]

Here's the latest update. Last Thursday I went on my solo long x-cnty. I have no clue as to why they have included this into the 141 syllabus. Oh yeah as a side note, DCA has extended the commercial asel course to 32 lessons, from 27 lessons. I am grandfathered in to the 27 lessons. Last Thursday I departed SFB to CRG, which was the first leg of my flight. It was really hazy. I coulnd't see ground references at all until after St Augastine nor could I spot any traffic till it got really close. Daytona was on backup radar and could only provide call outs to aircraft with active transponders. I was glad to contact JAX center who had working radar and could give me better flight following. Landed at CRG, refueled, close and opened my flight plan, then departed for Naples(KAPF). The haze had gotten better and I could see my ground reference waypoints. Daytona still had only backup radar and could only help as they had previously. The sky was clear until just southwest of Kissimee. The cumulous poofy clouds started sprouting up working they way to being towering cumulous. I had to drop down to avoid going through them, which put me in the convection layer, so it was bumpy the rest of the way to Naples. Miami center was outstanding help on traffic call outs and even joked around to break up the monotony. Got into APF okay and refueled. I decided to stay for 45 minutes to cool down relax and check the weather. There were scattered CB cells on the route back, so I padded my flight time back to accomidate. As I walked out to the aircraft I noticed a cell to the northeast, so I decided to fly up the coast and head inland arouns Fort Myers. No sooner had I taken off and turned northward, the cell had moved pretty quickly and placed itself in my way, and there was another bigger cell close by to the southeast. I didn't want to deviate too much, so i chose to fly through a gap between them. The airplane got a good soaking bath as I entered the gap. As the rain started to lessen, and I turned to the notheast, a lightning bolt flash just infront of the aicraft. It was pretty loud, since i heard it over the engine and woth my headsets on. The radio gave a little buzz. I turned more northerly and then another bolt flashed off my right wing, with the same results. A little too close for my comfort. I finally got passed the cells and headed to Sebring to do a landing with a taxi back. Miami Center did a great job vectoring me away from traffic as well as from bigger cells. Went into Sebring did what I had to do and headed for home. I had to bobb and weave the whole flight back from Naples. I was only at 3,500 and had to go lower at some points to avoid penetrating cb's. I got back to Sanford, tired, sweaty and hungry, with out a scratch. I logged a 6.7 for the entire flight.
Tonight I have another solo local night flight to get the remaining 5 take off and landings required. Then it will be a dual local to go over all the basic flight manuevers, landings and so forth and it will be the stage check after that.

[Tim]

When I flew out of KORL the trip to TLH was always a good one. It does get very dark past Cross City. Only thing left was Perry. Flightline in TLH always gave us great service and let us use the courtesy car ( explorer or vw bug) to run get something to eat and shot a game of pool. You should plan to stop in Cross City sometime they have great little resturant there with some truly homestyle cooking and priced very reasonable.

[H46Bubba]

I completed my second night solo last Thursday. Went out east to the "D" practice area and busted out all my manuevers. After I completed all the manuevers, I headed off to Orlando Exec to do some landings. Greased two landings then headed back to Sanford to finish up my landings. Yesterday I did a PCATD, totally a waste of my time and money. Apparently on the night of July 4th, three Seminoles were struck by lightning. No one was at the campus, since the school closed at 1630. It busted holes in the pavement where the bolt exited the aircraft. It was the sight to see yesterday. If they're still out on the line I'll try to get tome jpegs tonight. Thursday night will be my last night solo and then i'll have another PCATD, then it will be the Stage check.

[Wannabe2]

I saw those holes today. A couple of them are pretty good sized. Crazy stuff.

[JAM]

Please post pics if you fellas get the chance. I don't make it back to Sanford that often. Thanks.

[H46Bubba]

JAM, I took some pics, I'll try and post them. Well I'm still trying to get my last solo out of the way. The weather is still playing havoc on my schedule. I had to incomplete myself on lesson 8, Thursday night. I had to wait till a cell passed, so I got started late. I checked the radar, and it was clear to the west. I called FSS and got a weather brief. Briefer said that storms were to the north and north moving east and VFR was recommended in the local area. I headed out, preflighted the a/c and took off heading out to Apopka. Wasn't in too much of a hurry. I had to fly a 2.5, but I already have my 10 landings and then some, so all I had to do was the manuevers. I watched the lighting all the way to the north shore of lake Apopka. It looked a whole lot closer than the what the briefer stated to me in my weather brief. I decided to hold of on my manuevers and put myself into a racetrack pattern. I tried to call Flight watch several times with no replys, so I knew I was too low to get reception. The lighting looks a little closer, towards Leesburg, so I call up St. Pete FSS and ask about the storm movement. The briefer stated that the cells had changed direction and were now heading southeast and would be over Sanford in about 45 minutes. I made the PIC decision to head back to Sanford. As I was heading west and started to turn back towards the East, I went into IMC. I was at about 2,500, so I continued my turn and pulled some power out to descend. I came out about 2,000 and continued to descend to 1,400 to get below the Class B shelf. into SFB. Tower gave me 9L and asked fo a touch and go, which was approved. I came in hit the 1,000 footer and cleaned up the aircraft and went full throttle. When i got to 55 KIAS I had to use excessive back pressure on the yoke to get it airborne again. Trim was set correctly. I finally got it off at 75 knots. I decided that that was the last straw and to call it a night. Soo I'll try to finish the flight next Thurday. I just want to ge this night flight done ans well as the stage check, and get flying on a daily basis.

[H46Bubba]

I finally got to finish my night solo flight from last week. I went out busted out my manuevers and wen to ORL for two landings and came back to SFB for two. Now I just need to get my head in the books and study for Stage check.