A couple of weeks ago, I passed the written exam for my commercial pilot license. The exam is a 100 question, 3 1/2 hour, multiple choice exam that covers air law, aeronautics and general knowledge, meteorology, and navigation. I finished with 4 minutes to spare! It was a nightmare of an exam and I was sure all the way through that I had failed it but I actually passed with a good margin. I studied hard for it. A fellow commercial student had hired an instructor to do some review sessions for him and invited me to join in. They were very helpful and I found that I was beginning to understand some of the concepts in ways I had never grasped until now. After the review classes, I read the whole study guide textbook along with other materials about aviation regulations and practices. I did some online practice exams and went into the real exam feeling like I had done my best and was as ready as I'd ever be!
Even though I passed, I was traumatized by it and couldn't celebrate until 2 or 3 days later! Now that I've had a couple of weeks to recover, LOL, it feels great to have accomplished yet another step in the journey toward becoming a commercial pilot!
Double trouble
I passed my multi engine flight test! Phew!
I started the training in May at the flight school where I did my PPL. The multi instructor there was set to leave for an airline job so several of us signed up to get the multi rating done while he was still there. I did about 7 hours of lesson time with him through late May and into June. I thought it was a thrill to fly the Piper Seminole but I found the lessons stressful for various reasons. Near the end of June, the plane went into maintenance for a couple of weeks. When it came back online, the instructor was so booked up that I wouldn't have had time to finish the training with him before he left. I was frustrated and had to decide how to proceed.
I opted to move over to the flying club where I am also a member. Things seemed more stable and accessible there. I restarted the training with my new instructor in mid-July. It had been almost a month since my last lesson in the Seminole and now I was flying a Piper Comanche with a very different instructor! I felt in many ways that I was starting over. I loved the Comanche, though, and appreciated my instructor's patience and sense of humour.
I had a couple of enjoyable lessons in July and felt like I was getting used to the busy-ness of the fast airplane and starting to get the hang of the required exercises. In August, however, I was only able to do two lessons because of bad weather, forest fire smoke, my instructor's busy schedule, and my week away in Victoria for my seaplane rating. When I flew in late August, I was rusty and frustrated again. I tried to chill out but I felt like it was taking too long and I couldn't get into a groove.
Somehow, with a few good flights in early September, my instructor said I was ready for my flight test. We booked it for Sept 12 but it was cancelled for weather. We rebooked for Sept 17 and then the 18th but both of those were also cancelled for weather. I kept studying for days, trying to remember it all while waiting for the time to come. On the 18th, I was able to do the ground portion (an oral exam on aerodynamics, airplane systems, flight planning) so we'd at least have that out of the way if the weather ever improved! The ground portion lasted about 75 minutes. It went well and he said I had excellent knowledge. The next day, Sept 19, turned out to be a lovely blue sky day, the first we'd had for weeks (we got a lot of snow this month - two months too early!), so I was able finally to do the flight test. We were in the air for about 70 minutes, going through the circuit, stalls, steep turns, flight at reduced airspeed, and single engine procedures. After we landed and I had shut the engines down, he told me I had passed. Huge relief!
My examiner was a nice guy and said supportive things to me before we went but he was super detail-focused and picky! After the flight test, we debriefed and he told me every little thing I had done wrong (for 45 minutes). After the long list of all of my errors, he simply said, "But there was lots that was good, too." Wow!
This was a challenging rating. There was a lot of new knowledge and skill to acquire. I felt that it took my aviation experience to a whole new level. After all the work and studying, together with the frustrations of the process, I can't quite believe I'm done!
Seaplane heaven
I spent the last week on beautiful Vancouver Island working on my seaplane rating at the Victoria Flying Club. I did this rating partly for fun and partly with the hope that it would lead me to a really cool job once I finish my commercial license.
There isn't much opportunity (if any) in my area to learn to fly floats, which is why I went out to the west coast to do this rating. I set up a week worth of lessons with VFC and hoped that the weather would cooperate and I would get the hang of it during the one week I had out there.
Turned out the weather was stunningly perfect during the four days it took for me to complete the training. I also had an awesome instructor - experienced, patient, fun, and interesting - and he showed me the float plane life while also teaching me how to fly the plane.
My first lesson was last Tuesday. John, my instructor, drove us to the seaplane base at Patricia Bay, adjacent to the Victoria International Airport, and showed me how to do the pre-flight inspection, which includes pumping seawater out of the floats, and how to put the airplane into the water. It's definitely more complicated to get a float plane ready to go!
That first day, we flew around the gulf islands and did some take-offs and landings in random spots on the ocean. It was a thrill and quite a change for me to fly at only 100-200 feet above sea level. We landed near Saltspring Island, beached the plane there, and got out to stand on the beach for a few minutes. After taking off again, we headed east, right out into the open Strait of Georgia, with Vancouver in the distance, to do some rough water takeoffs and landings.
On Wednesday, we did two lessons. The theme of the morning was tight spaces. First we did a few circuits in a narrow ocean inlet. John encouraged me to snug right up against the mountainside to maximize the space I had. I felt like we were going to hit the trees for sure. Then we flew up to Shawnigan Lake on the other side of the ridge to do a few more takeoffs and landings in the narrow valley.
In the afternoon, we flew to Cowichan Lake to practice glassy water takeoffs and landings, doing the required stalls and emergency landing practice on the way there. (Did you know that you can land a float plane on grass without damaging it at all?!) The water was smooth and the long lake made it a great place to practice the long, slow descent and landing technique for glassy water. After a few circuits, we landed, shut down, and climbed out onto the floats. It was a hot and perfect blue sky day. I took my shoes off to dip my feet in the warm water. A couple of boaters came by to say hi as we enjoyed a few lovely moments bobbing on the quiet lake.
There isn't much opportunity (if any) in my area to learn to fly floats, which is why I went out to the west coast to do this rating. I set up a week worth of lessons with VFC and hoped that the weather would cooperate and I would get the hang of it during the one week I had out there.
Turned out the weather was stunningly perfect during the four days it took for me to complete the training. I also had an awesome instructor - experienced, patient, fun, and interesting - and he showed me the float plane life while also teaching me how to fly the plane.
My first lesson was last Tuesday. John, my instructor, drove us to the seaplane base at Patricia Bay, adjacent to the Victoria International Airport, and showed me how to do the pre-flight inspection, which includes pumping seawater out of the floats, and how to put the airplane into the water. It's definitely more complicated to get a float plane ready to go!
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| On the ramp, ready to go |
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| Beached on Saltspring Island |
In the afternoon, we flew to Cowichan Lake to practice glassy water takeoffs and landings, doing the required stalls and emergency landing practice on the way there. (Did you know that you can land a float plane on grass without damaging it at all?!) The water was smooth and the long lake made it a great place to practice the long, slow descent and landing technique for glassy water. After a few circuits, we landed, shut down, and climbed out onto the floats. It was a hot and perfect blue sky day. I took my shoes off to dip my feet in the warm water. A couple of boaters came by to say hi as we enjoyed a few lovely moments bobbing on the quiet lake.
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| Floating on Cowichan Lake |
By Thursday, I was trying hard to bring together all I had learned and starting to imagine myself doing it alone. The rating requires 7 hours of training, including 5 solo takeoffs and landings, and I knew the solo time was coming soon. This lesson involved more takeoffs and landings, this time at Bedwell Harbour on Pender Island. Another glorious day.
I didn't sleep well on Thursday night because I was pretty sure I'd have to fly that plane alone the next day. On Friday, we rushed to get the plane in the water before the tide was too low and then flew over to nearby Quamichan Lake, also known as The Lake of Seaplane Student Solos. We did some circuits together to get me used to the area and also practiced docking. We stood on the dock for a long time, waiting for some wind to disturb the glassy water so I could solo. To pass the time, we took John's friend's dinghy out for a spin. Once back to the dock, the water was still too smooth so we did a couple more circuits together. My last landing was totally awesome so John said, "Well, I think that means I need to get out now and let you go."
Alone in the plane, I wasn't terribly nervous but I did feel my heart beating a little faster. I cleverly used the transponder dial to count my circuits. Taking off in a seaplane is weird because the nose goes way up at first but then settles down on its own before the pilot pulls back to lift off. The first circuit was fine - climb out, circle around to the downwind leg, low over the trees, flare, touch down. On circuit number 2, the wind had picked up and the crosswind on landing surprised me and pushed me a bit sideways, which I immediately corrected. On the third circuit, I was prepared for the crosswind, so the landing was smooth. The beauty of landing a float plane is that you aren't limited by a runway; you can land in any direction, depending on the wind. So, for the 4th and 5th circuits, I flew a slightly shifted circuit, aligning myself into the wind, and the landings were easier.
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| Solo complete! |
I felt so proud and relieved after the solo was finished! After I docked, John and I walked up the hill to his friend's house. He made us lunch and showed us his hangar full of old restored and soon-to-be-restored airplanes. Then we hopped back in our seaplane and took it home to Patricia Bay.
Yesterday, Sunday, I went into the office at the Victoria Flying Club to fill out the paperwork for my seaplane rating. The chief flight instructor shook my hand and said, "Congratulations, you're a seaplane pilot!" I got all choked up. It seemed unreal to hear those words.
This was a week in heaven! I love flying a float plane. I could do it all day, every day. Even if nothing ever comes of this, this was the best vacation I ever could have had. But I really, really hope that this can be my job someday.
300 nautical mile commercial cross-country
My pilot friend and fellow commercial student, Cam, and I have been trying for some time to get our 300 NM cross-country flight done. Weather has thwarted us several times but we were finally able to do it yesterday, on a sunny lovely prairie day.
In Canada, we are required to complete a cross-country flight to a destination 300 NM in a straight line from our point of origin, with two landings enroute. We chose to go to Humboldt, a very small town in Saskatchewan, which is 300.1 nautical miles from Cooking Lake, our home airport. Our waypoints were Lloydminster, on the Alberta/Saskatchewan border, and North Battleford, Saskatchewan. We chose the route because a) the weather was good in that direction b) it was the right distance without going much farther than necessary and c) it happened to be on the VNC (VFR navigation chart aka map) that we already had. I flew there and Cam flew back so both of us got our 300s done!
We did a quick review of our flight plan with an instructor on Friday, the day before our flight. Saturday morning was calm and beautiful and we took off just before 8:00 a.m.
Lloydminster, our first stop, is on the wide-open prairie and I loved the feeling of spaciousness as we approached. Our arrival into the busy MF there went smoothly after we were handed off from flight following with Edmonton Centre. After a short rest, we departed for North Battleford. I expected the prairie scenery to be similar all the way but there was a lot of variation – hills, rivers, lakes, different crops and colours – and the landscape sparkled in the sunlight.
In Canada, we are required to complete a cross-country flight to a destination 300 NM in a straight line from our point of origin, with two landings enroute. We chose to go to Humboldt, a very small town in Saskatchewan, which is 300.1 nautical miles from Cooking Lake, our home airport. Our waypoints were Lloydminster, on the Alberta/Saskatchewan border, and North Battleford, Saskatchewan. We chose the route because a) the weather was good in that direction b) it was the right distance without going much farther than necessary and c) it happened to be on the VNC (VFR navigation chart aka map) that we already had. I flew there and Cam flew back so both of us got our 300s done!
We did a quick review of our flight plan with an instructor on Friday, the day before our flight. Saturday morning was calm and beautiful and we took off just before 8:00 a.m.
Lloydminster, our first stop, is on the wide-open prairie and I loved the feeling of spaciousness as we approached. Our arrival into the busy MF there went smoothly after we were handed off from flight following with Edmonton Centre. After a short rest, we departed for North Battleford. I expected the prairie scenery to be similar all the way but there was a lot of variation – hills, rivers, lakes, different crops and colours – and the landscape sparkled in the sunlight.
The arrival into North
Battleford was beautiful, with the town set beside the wide North Saskatchewan
River.
On the ground there, I checked the weather and filed the next flight
plan. Once we had refueled, we began the longest segment to Humboldt. The weather briefer had told me that there were isolated thunderstorms developing across Saskatchewan but that we'd be able to get around them easily. We never did see them but there
were showers and there was more cloud build-up on that leg and it was bumpy!
Just after setting out,
we heard a radio call from another 172 that was also heading for Humboldt. I
never saw him but I made frequent position reports to ensure we maintained safe
spacing.
The area around Humboldt has a thousand tiny lakes dotted amongst the
fields!
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| Humboldt Lake |
The airport is small, the runway short and narrow, but I was thrilled
to land there. We met the pilot of the other plane, who landed just behind us,
and then chilled for a few minutes in the tiny terminal before starting Cam’s
trip back.
This was an amazing day! I experienced a longer trip in unfamiliar
airspace and over new geography. Cam was easy, fun company and it made me feel secure to have another pilot with me but I knew what I was doing and I realized on this trip how much I've grown as a pilot. I reflected on how aviation has
introduced me to some great people and given me a whole new appreciation for the
beauty of the prairies. It was such a privilege to be able to do this!
Frustrations and their benefits
In the last six weeks, a few things have interfered with my satisfaction with flying. I think it's important to acknowledge when things aren't going well. It's OK to feel down about things sometimes. As well, in reflecting on issues that arise, it's possible to learn from them and/or develop a plan to overcome them.
The biggest problem for me recently has been illness. I developed an overwhelming cough and was quite sick for the better part of a month. Needless to say, I barely flew at all, except when I felt slightly perkier for a couple of days and was able to squeeze in two back-to-back flights in early May. I probably wouldn't even have bothered except that I had a couple of hours remaining on some pre-purchased block time, which was about to expire, so I dragged myself out to the airport to get in a little time. I feel better now but the cough and fatigue are lingering so I am still taking it slowly. It's never good timing to be sick but sometimes it's a way of being forced to slow down and rest and renew yourself. There's nothing like being grounded to make you eager to fly again!
Even though our long and harsh winter finally came to an end in late April, the weather has still been an issue. It's been as windy as Jupiter almost every day for the last five or six weeks. I still worry about wind because I'm never sure if I can land on a windy day. Still, it's been so windy that, even if I had more confidence and skill, there have been many days where flying would be iffy. I was supposed to do my 300 NM cross-country trip, a requirement for the commercial pilot license, with a fellow pilot on May 19. We had to cancel because the winds were 20 knots, gusting to 30 at a 90 degree angle to the runway at Cooking Lake. It's been very frustrating and has interfered with my flying goals this month.
The windy weather, while frustrating, does present some opportunity though. I do need practice with windier conditions and there's no shortage of days for that! On one of those early May flights, my pilot friend Cam and I flew to a nearby airport. It was SO bumpy, I couldn't even let go of the controls long enough to switch to my sunglasses. The approach was crazy wild, with strong winds, wind shear, and crosswinds. Once I made it to the ground, the landing was good but it was a wrestle to get it there. Cam and I had to laugh at the conditions that day and, once we were down, we both said it had been a little bit fun and challenging in a good way. I finally flew again yesterday, three weeks after that wild ride. I went to Wetaskiwin, 30 NM away. I left at 7:00 a.m. to try to beat the winds that typically pick up in midday. The winds on the ground at Cooking Lake and at Wetaskiwin were about 8-10 knots, only about 10-20 degrees off the runway, so pretty good. It was smooth in the climb-out and smooth and beautiful at altitude. But when I arrived at Wetaskiwin and turned final, the winds were 24 knots between 100 and 500 feet off the ground. I gave it a lot of power and practically rammed that plane down to the ground. The landing was good but wow! When I returned to Cooking Lake, I encountered the same conditions on final. I actually had to go around and try again because I couldn't quite get my airspeed and descent stabilized in that wind. The second time, I got it in with a passable landing. So much for the calm of the early morning! I don't like flying when it's like that but it is good practice and I was pleased that I handled that.
To continue my litany of complaints, I have felt discouraged socially. So far, I have never perceived any discrimination or exclusion from the other pilots at the airport, who tend to be young guys. I've always felt that they like me and see me as a pilot like any other. They are kind and friendly to me and always happy to see me. But I've realized lately that they do still tend to gravitate toward each other and tend to make their flying plans with each other. It makes perfect sense, of course. It's natural for them to want to be with each other. But it has highlighted for me lately that I am an older female pilot. Also, in general, I feel like I am more often scrounging for someone to fly with than I was before. My pilot friends have been less available to fly with me lately. I love to fly with my brother, who's a student pilot, but he works full-time and can't come with me every time I go. I know this is just the natural evolution of social life. But I feel the shift and I feel the ways that I am different.
Still, I want to use these feelings constructively. One thing that this shift does is force me to fly by myself. I haven't actually spent very much time alone in the plane. It's nice to have company and nice to have the security of another pilot-mind in the cockpit but I can fly a plane by myself and if my circumstances are pushing me to do more of that, that's a good thing. I went to Wetaskiwin alone yesterday and managed the conditions on my own, calmly and cooly. I am not going to wait for company - I'm just going to book a plane and go! It will be very good for me to learn to rely completely on myself. I will also focus more on taking non-pilot passengers with me. That will be fun in a new way, build my confidence as a trustworthy pilot, and give my friends a thrill, too. On a larger scale, I want to think about what it means to be a woman in aviation and an older new pilot. I can use my unique situation to inspire others and let them know that aviation is for anyone. I've reached out to a few women I know who have started and then left flight training or expressed interest in starting it to offer to take them flying and to encourage them in their pilot journeys. I have been pushed into greater self-reliance and have been prompted to think about how I can use myself to show aviation to others.
Finally, it's been very challenging to manage my job as a professor and invest the time I want to in my commercial pilot training. Being a professor is very demanding. It's competitive and the expectations are high. It's a more-than-full-time job. But my job is also very flexible and the pay is decent. I have come to appreciate more than ever how fortunate I am to have the means to pursue my flying goals, which my job provides. Focusing on this instead of the stress has helped me to balance, maintain, and cope with my commitment to both my job and my flight training.
I have to say that it's been a challenging month with a few frustrations. It can be hard to take. But I can see the lessons and opportunities that the challenges present. I don't believe in pretending that everything is hunky-dory when it isn't. That's not fair to ourselves and it takes away the opportunity to use difficult times constructively and productively. Growth is hard but growth is what I want.
The biggest problem for me recently has been illness. I developed an overwhelming cough and was quite sick for the better part of a month. Needless to say, I barely flew at all, except when I felt slightly perkier for a couple of days and was able to squeeze in two back-to-back flights in early May. I probably wouldn't even have bothered except that I had a couple of hours remaining on some pre-purchased block time, which was about to expire, so I dragged myself out to the airport to get in a little time. I feel better now but the cough and fatigue are lingering so I am still taking it slowly. It's never good timing to be sick but sometimes it's a way of being forced to slow down and rest and renew yourself. There's nothing like being grounded to make you eager to fly again!
Even though our long and harsh winter finally came to an end in late April, the weather has still been an issue. It's been as windy as Jupiter almost every day for the last five or six weeks. I still worry about wind because I'm never sure if I can land on a windy day. Still, it's been so windy that, even if I had more confidence and skill, there have been many days where flying would be iffy. I was supposed to do my 300 NM cross-country trip, a requirement for the commercial pilot license, with a fellow pilot on May 19. We had to cancel because the winds were 20 knots, gusting to 30 at a 90 degree angle to the runway at Cooking Lake. It's been very frustrating and has interfered with my flying goals this month.
The windy weather, while frustrating, does present some opportunity though. I do need practice with windier conditions and there's no shortage of days for that! On one of those early May flights, my pilot friend Cam and I flew to a nearby airport. It was SO bumpy, I couldn't even let go of the controls long enough to switch to my sunglasses. The approach was crazy wild, with strong winds, wind shear, and crosswinds. Once I made it to the ground, the landing was good but it was a wrestle to get it there. Cam and I had to laugh at the conditions that day and, once we were down, we both said it had been a little bit fun and challenging in a good way. I finally flew again yesterday, three weeks after that wild ride. I went to Wetaskiwin, 30 NM away. I left at 7:00 a.m. to try to beat the winds that typically pick up in midday. The winds on the ground at Cooking Lake and at Wetaskiwin were about 8-10 knots, only about 10-20 degrees off the runway, so pretty good. It was smooth in the climb-out and smooth and beautiful at altitude. But when I arrived at Wetaskiwin and turned final, the winds were 24 knots between 100 and 500 feet off the ground. I gave it a lot of power and practically rammed that plane down to the ground. The landing was good but wow! When I returned to Cooking Lake, I encountered the same conditions on final. I actually had to go around and try again because I couldn't quite get my airspeed and descent stabilized in that wind. The second time, I got it in with a passable landing. So much for the calm of the early morning! I don't like flying when it's like that but it is good practice and I was pleased that I handled that.
To continue my litany of complaints, I have felt discouraged socially. So far, I have never perceived any discrimination or exclusion from the other pilots at the airport, who tend to be young guys. I've always felt that they like me and see me as a pilot like any other. They are kind and friendly to me and always happy to see me. But I've realized lately that they do still tend to gravitate toward each other and tend to make their flying plans with each other. It makes perfect sense, of course. It's natural for them to want to be with each other. But it has highlighted for me lately that I am an older female pilot. Also, in general, I feel like I am more often scrounging for someone to fly with than I was before. My pilot friends have been less available to fly with me lately. I love to fly with my brother, who's a student pilot, but he works full-time and can't come with me every time I go. I know this is just the natural evolution of social life. But I feel the shift and I feel the ways that I am different.
Still, I want to use these feelings constructively. One thing that this shift does is force me to fly by myself. I haven't actually spent very much time alone in the plane. It's nice to have company and nice to have the security of another pilot-mind in the cockpit but I can fly a plane by myself and if my circumstances are pushing me to do more of that, that's a good thing. I went to Wetaskiwin alone yesterday and managed the conditions on my own, calmly and cooly. I am not going to wait for company - I'm just going to book a plane and go! It will be very good for me to learn to rely completely on myself. I will also focus more on taking non-pilot passengers with me. That will be fun in a new way, build my confidence as a trustworthy pilot, and give my friends a thrill, too. On a larger scale, I want to think about what it means to be a woman in aviation and an older new pilot. I can use my unique situation to inspire others and let them know that aviation is for anyone. I've reached out to a few women I know who have started and then left flight training or expressed interest in starting it to offer to take them flying and to encourage them in their pilot journeys. I have been pushed into greater self-reliance and have been prompted to think about how I can use myself to show aviation to others.
Finally, it's been very challenging to manage my job as a professor and invest the time I want to in my commercial pilot training. Being a professor is very demanding. It's competitive and the expectations are high. It's a more-than-full-time job. But my job is also very flexible and the pay is decent. I have come to appreciate more than ever how fortunate I am to have the means to pursue my flying goals, which my job provides. Focusing on this instead of the stress has helped me to balance, maintain, and cope with my commitment to both my job and my flight training.
I have to say that it's been a challenging month with a few frustrations. It can be hard to take. But I can see the lessons and opportunities that the challenges present. I don't believe in pretending that everything is hunky-dory when it isn't. That's not fair to ourselves and it takes away the opportunity to use difficult times constructively and productively. Growth is hard but growth is what I want.
Winter on the prairies
March was a rough month weather wise and winter still has an unusually late grip on the prairies. It's been unseasonably cold and the weather has been patchy and changeable. We've had snowstormy days that have suddenly cleared into lovely evenings and beautiful blue sky days that have deteriorated quickly. Still, in between periods of weird spring weather, there have been some opportunities to take flight over the white, winter prairies.
I was able to take my dad flying again after almost six months. We had flown together at the end of September and then in early November he had a stroke. There were days when I feared the worst and I wondered if we'd ever have the chance to fly together again. But he worked very hard on his therapy and made an amazing recovery. We were able to fly togeher again on March 11, which happened to be a gorgeous, perfect, warm, calm, blue sky day. We flew from Villeneuve to Drayton Valley, a 47 NM trip. Our route took us over Hubbles Lake where, in my other life as a triathlete, I swim in the summers with my friends, then past Wabamun Lake, and finally over the North Saskatchewan River as we neared Drayton Valley. We stayed on the ground there for a few minutes, soaking up the sunshine, before heading back. My dad was mostly quiet as he looked out the window at the trees and farmland passing beneath us. He later said how nostalgic he had felt for all the years he had been a pilot; he said it was so special to be able to fly with me. I felt honoured.
I went to Camrose twice this month, two days in a row. Camrose is a small city, southeast of Edmonton, 26 NM from Cooking Lake Airport, which is my home airport. On March 12, my friend and I had plans to go for dinner. I asked her if she wanted to fly somewhere to get a meal and she agreed! We chose Camrose because it's a short flight and it's near her childhood home on a farm in the area. We walked into town for supper and got a ride back to the airport with her dad, who just happened to be in town at the same time. The next day, I went back to Camrose, this time with my brother, to meet our niece who lives there. She brought pizza to the airport and we ate it in the lovely little terminal there. It was really fun and the flight was beautiful, even though it was very hazy that afternoon.
My friend Doug and I have been wanting to fly to St. Paul, 70 NM to the northeast of Cooking Lake, for some time. St. Paul is the pretend destination on the cross country exercise for the private pilot flight test and we have always said we would go there for real one time! The day we went had been stormy all day and we were sure we'd have to cancel our plans. But by the evening, things had cleared up and we were able to head off. It turned out to be an amazingly gorgeous and smooth flight and we marveled about how beautiful it was that evening. We landed at home in the setting sun, making it back before the thunderstorms - in March! - started.
March 25 was another strange weather day but was clear and beautiful out at the airport, so I took off again with my dad, this time planning a triangle to the north and east of Cooking Lake. We were about 2/3 of the way to our first stop when we ran into very low cloud and poor weather. We didn't actually get caught in it but I knew we couldn't go any farther. We tried to divert to the nearest airport but it was under cloud as well so we went to the next closest one, which happened to be Camrose again! We landed there, taxied back to the threshold, and departed for home. We were always safely under clear blue sky but wanted to be sure we made it back before the weather could move in further.
On my final flight in March, I went up with my pilot friend Cam. It was another crazy day with weather all around us and we debated about going at all. But it looked OK to the south so we decided to go the 60 NM to Lacombe. It was bumpy at low altitudes but we cruised at 7500 feet, about 5000 feet above ground, where it was smooth and beautiful. I flew the outbound leg. It was a bit of a windy wrestle in the circuit at Lacombe and I had a crosswind on landing but I did a nice job with it! The terminal there is beautiful so we hung out for a few minutes before leaving. The clouds had rolled in by the time we got back to Cooking Lake and the wind had picked up to a good 15 knots; thankfully for Cam it was pretty much straight down the runway. We were glad we got to squeeze in another flight.
The snowy prairies are stunning and every day I get to fly over them is a joy. It was a good month. Now I'm looking forward to some green views from the cockpit.
I was able to take my dad flying again after almost six months. We had flown together at the end of September and then in early November he had a stroke. There were days when I feared the worst and I wondered if we'd ever have the chance to fly together again. But he worked very hard on his therapy and made an amazing recovery. We were able to fly togeher again on March 11, which happened to be a gorgeous, perfect, warm, calm, blue sky day. We flew from Villeneuve to Drayton Valley, a 47 NM trip. Our route took us over Hubbles Lake where, in my other life as a triathlete, I swim in the summers with my friends, then past Wabamun Lake, and finally over the North Saskatchewan River as we neared Drayton Valley. We stayed on the ground there for a few minutes, soaking up the sunshine, before heading back. My dad was mostly quiet as he looked out the window at the trees and farmland passing beneath us. He later said how nostalgic he had felt for all the years he had been a pilot; he said it was so special to be able to fly with me. I felt honoured.
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| Hubbles Lake |
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| Departing Camrose |
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| On the way to St. Paul |
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| Staying where the sky is blue |
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| Off to Lacombe at 7500' ASL |
Night rating!
Last week, I finally finished my night rating!
After a couple of instructor changes, a switch in flight schools (see post on Dec 13), several weather cancellations, and a few weeks dealing with family illness, I was able to put some time in during January and February to get this done!
In mid-January, I completed the required dual and instrument time. My instructor and I did some night circuits, I spent a couple hours in the simulator and under the hood with him guiding me, and we did a night cross-country trip to Rocky Mountain House, 88 NM southwest of Cooking Lake Airport.
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| In the simulator |
On January 28, it was finally time for me to go solo, starting with some night circuits. I was a little apprehensive before heading out but it turned out to be a great evening. I was amazed at how precise my circuits and how greasy my landings were! It was a real confidence-builder and a great way to start off the solo time I had to do.
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| Solo circuits |
February brought some more nasty weather and some flights just for fun but when the chance to fly at night came again, I did a couple of cross-country trips to fill the remaining four hours of solo time. On February 22, I did a two-hour triangle from Cooking Lake to Camrose to Vegreville. I've traveled to these towns a few times before and chose it because I wanted to do a familiar route while adjusting to night flying. It was a lovely, peaceful trip and it went perfectly well.
I did the last two hours on February 28. Alberta had received some snow the day before, so I decided to head east/southeast to Killam, 62 NM away, where the runway was most likely to be clear. The moon was almost full and it lit up the night, shining off the white, snowy fields.
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| Moonlight and the Killam runway lights |
The flight was smooth and quiet (only a few people on the radios at night). My landing at Killam was a beauty. I shut down there and went into the small terminal to eat my pear and cheese. I like the Killam airport because they often have homemade cookies and I was not disappointed this night! I enjoyed being the only one at the airport in the quiet darkness. The flight home was pleasant. After landing back at Cooking Lake, I did one more circuit just to get to the required 5 hour total. Once I shut down, I went inside where my instructor filled out the paperwork for my night rating!
Last night I did my first flight as a night-rated pilot. My pilot friend, Cam, and I flew to Rocky Mountain House. I was PIC on the way there; he flew us back. It's a nice flight because it takes you just south of the city, through Class C airspace, so there's some radio work to do. But there's a nice, long, quiet stretch over the prairies, too, once the city is behind you.
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| Passing by the south end of the city on the way home from Rocky |
Night flying is very different. There are certain unique risks but there's also peace and quiet and the beauty of the stars and the lights on the ground. I'm glad I've been able to add this to my flying skills.
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