Flight School Update: Cross Country Time Building (Part 2)

Anyway, part 2, because the cross country discussion got long.

At ground school the other day, the instructor was commenting “I always tell my students, you learn more in those 200 hours after you get your private license, than in the hours it took to get your license.” I said “I believe that.” Because that was right after my last cross country trip, from St. Andrews, to Gimli, to Dauphin, to Brandon, and then back to St. Andrews.

Weather wise, it was a perfect day for flying, and I took Nathan. He’d been looking forward to it, and I was feeling more confident, and ready to have passengers to tend while I handled getting more used to the size of a cessna 172. Cross countries do present the novice pilot with a bunch of extra challenges, from needing to pay attention to navigating, taking times, recalculating ETAs, radio communication, all while flying, and then there’s landing at unfamiliar airports – figuring out how you’re going to join the circuit, and estimating where your key points are going to be as you turn base and final – so you know how high you should be at what point as you descend to land. That I’m definitely getting better at – especially with the 172, which likes to float  over the runway a long ways – my landings that day were much shorter and neater than some of my earlier cross country landings.

Approaching Gimli, I noticed something I hadn’t noticed before. I’d never flown to Gimli at all so far, so had never seen it from the air. But I had no trouble spotting it at all, and I pointed it out to Nathan. He couldn’t see it. I got on the Gimli frequency, and there was a water bomber doing touch and go’s at the Gimli airport – he and I worked out where one another was, and I spotted him just short final, but Nathan couldn’t see him until we were a good bit closer. The same thing happened approaching Dauphin – minus the water bomber – I spotted the airport a good five miles or so before Nathan was able to see it when I pointed it out to him.

I know Nathan needs new glasses, but still – I remembered then how it was on my first dual cross country, and while I wasn’t having too much trouble working out where I was, I had trouble spotting the airports from a distance. Sandra would be pointing at it, and I would be saying, nope, can’t see it. Or I saw two or three things that might be it, and wasn’t sure which it was. But even over such a relatively small number of cross country trips, my ability to spot the runways has got way better – I have a better sense of three dimensional orientation, I think – a better feel for how far away something is by looking at other landmarks. It’s not that I wasn’t trying to think about things that way before – it just comes with much less effort, and more certainty than before.

So I can definitely see why the cross country time building is important. Even in the little bit I’ve done, I can see how much I’ve improved on pretty much all aspects of cross country flying. Nathan has an amateur radio license from his time in boy scouts, so he understood what was happening on the radio a lot better than a lot of people, and thought it was pretty neat to see the radio being used for an actual purpose rather than just people hanging out and chatting. He also thought the fact that we were actually talking to the guy flying the water bomber was really cool.

As we were leaving Brandon, I heard an instructor telling Brandon Radio that he was sending his student up for his first solo. He took off just ahead of us, and as I was turning on course, I stayed on the frequency, waiting for for his radio call that he was clear of the runway and on the ground again. In St. Andrews the tower almost always congratulates students when they get back from their first solo. Brandon Radio I guess doesn’t – or maybe it’s just that one, I dunno, but since Brandon Radio didn’t, I did. He answered “Thanks!” sounding like I must have caught him off guard (that’s probably why the tower doesn’t congratulate them until they’re on the ground – that and well, you don’t want to congratulate them prematurely – it’s probably bad luck or something.) But I could hear the elation in his voice, and it brought me back to my first solo. It started to sink in how far I’ve come from then. It was kind of an awesome way to start the last leg of the longest cross country flight I’ve ever done so far.

When you get your private license, it doesn’t mean you’re particularly good at flying, it just means that they’re reasonably confident that you’re capable of getting a plane from one place to another without killing yourself or anyone else, and that you’ve got the maturity to know what you can and can’t handle weather wise and won’t take off into something beyond your abilities. But still, lots of pilots do take risks, and some do get themselves killed – just like inexperienced drivers on the road go out on icy roads and get themselves killed when they have bit off more than they can chew. I remember the day I went out to see my family doctor last – the highway had huge patches of black ice that when I was on them, I could touch the brakes and couldn’t even feel it. A year ago, I might have driven half the speed I did that day, or even turned back, but at that point, I’d been driving a lot more, and was more confident. The sun was shining off the ice, so I could see where the road was icy and where it was clear, and though I saw three cars in the ditch on the hour’s drive to Portage La Prairie from the ‘Peg, I got there without incident. A driver who’d just got their license shouldn’t have been out on those roads that day, but an experienced driver can assess the situation, and make a good decision on whether they can handle it or not.

Flying is just like that. Overwhelming at first, and even when you first get your license, you can do it, it just takes all your concentration to keep everything together, and you’ll make mistakes, but theoretically, you’re at the point where they shouldn’t be fatal ones if you listened to your instructor and keep up with the good habits they taught you.

Anyway, wish me luck on time building. I’ve got to work my way up to my 300 nautical mile straight line cross country to fulfill the commercial requirement.

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3 responses to “Flight School Update: Cross Country Time Building (Part 2)

  1. You giving a rookie pilot some encouragement has got to be so much more valuable than anyone on the ground saying it, I mean what do us land based people really know about piloting? And encouragement generally ,especially informed and well placed encouragement grows people in to who they should be, that’s precious.

    • It’s kind of neat to know that I was a tiny part of that moment that he’ll remember for the rest of his life. There’s something a little bit sacred about it as a rite of passage, and then to have been an observer of it….

      Okay, I started writing about first solo stuff, and it started getting long, so I think I’m going to make it it’s own post. 🙂

      I know that the words of random people, coming unexpected can have a huge impact on people sometimes. The first time I ever started believing that I could fly was the day one of the guys at work, former private pilot, suggested I do it. I was caught off guard, but somehow this relatively random person believes I can do it, and suddenly the barriers in my mind began to fall. I’m sure he has no idea what he did that day.

      So I know there’s power in simple words. There have been a lot of people who have torn me down over the years, but others have lifted me up. And if other people have that power, then so do I. It’s kind of neat to be that random person sometimes.

      And Nathan says I must only use my powers for good. 😛

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