Posted by Douglas @ 03:07 PM, December 30    
The first solo is an AMAZING feeling of accomplishment. I had the feeling afterwards that there is NOTHING I can't do if I only try!

Oct. 5, 2007...

I was only a little nervous, mostly excited! I was amazed at how quickly the 152 jumped into the air with only me in it. Once airborne, I swear I was laughing and giggling like a little kid! I concentrated on not turning crosswind until I had gained 500', leveled off at pattern altitude on downwind, 10 deg flaps at 80kts, trim for landing, reduce power abeam the numbers, turn base and add another 10 deg, turn final and add the last 10 deg when assured of making the runway. The best squeaker landing I've made yet!
Flaps up, carb heat off, full power, and twice more around.

WOOOHOOO! I DID IT!

(What's left of mt shirt is hanging above my computer as I type this!)

Posted by Dave @ 07:19 PM, December 30    
I'll never forget the day I solo'd. My instructor and me did a couple touch and goes, then he asked for a full stop. As we were going by the FBO, he said he needed to use the bathroom. After he got out of the 150, he looked at me and told me to take it around a couple times by myself while he relieved himself.

Rudder was pretty much ineffective as my knees were shaking so much, but I did do it and made some nice landings.

I know my instructor never did use the facilities. He had as big a smile on his face as I did after it was over.

To this day I'll never forget that day in 1979. I never did get my PPL, but will some day. Its been 20 years since I piloted a plane and am getting ready to start on my sport pilot cert. I'm going to get to solo again and look forward to it. Thanks Brady for this.

Posted by Marty K. @ 09:59 PM, December 30    
The year was 1969 and I was 17. 8.5 hours in the log book. My instructor exits the right seat of our C-152 and tells me to give him three of my best. He walks away,pauses then turns back toward the airplane. He reaches inside,while I sit with the engine at idle(and my feet buried in the toe brakes...)retrives his briefcase from behind the seat and mumbles something about "just in case!" Closes the door and gives me the thumbs up. I was soo in my own world of impending disaster,that I totaly did not notice when he walked to the rear of the plane,grabbed the elevator and moved it several times up and down. You can imagine what that did with the death grip I had on the controls. I'm sure I peed my pants that day. Three of the smoothest landings I ever made that day. I was a pilot...and It doesn't get any cooler than that.

Posted by Charles H. Creed @ 10:04 PM, December 30    
After a couple of touch and goes, I heard the instructor unbuckleing his seat belt.



























After a couple of touch and goes. I heard the instructor unbuckle his seat belt. He crawled out and away I went singing "Jesus Saviour pilot me". A day to never forget!!



he crawled out

Posted by Simon @ 04:22 AM, December 31    
As we taxied off the runway my instructor said "haha I bet you think you could do that all by yourself!" I said (before I thought about it) "haha yeah no problem" - so he gets out, "Off you go then".... eeek!

Posted by Tim @ 08:22 AM, December 31    
My first solo went like this…
My instructor and I were doing touch and goes at a controlled airport. During this time, my instructor kept asking me questions out of nowhere. He kept hands off the controls the whole time I was doing these touch and goes and answering his questions. We finally landed and taxied to a parking area. That's when he said "Do one more of those and taxi back here when you're done," and he opened the door and stepped out of the plane. I thought he was going to go get something then come back, but before he closed the door from the outside he looked at me and asked, "You think you can do those on your own?" I gasped, said, "Uh, sure," and he said, “You've been doing them on your own anyway. Just do what you've been doing and I'll see you back here." Before he closed the door he reminded me of one of the most important things when landing, I believe. He said not to feel pressure to HAVE to land if I’m not set up for it. That’s what a go around is for, he said. He closed the door, and I broke out into a sweat like I've never done before. My shirt became completely wet and I had a gazillion thoughts running through my head. I made it okay, but had one error/mistake... I forgot to contact the tower when I was abeam on downwind. I was so focused on everything else that I simply forgot, but other than that things went great, I lost my shirt tale, and as others have mentioned in their comments, it's a day I'll NEVER forget. It's also one of the most rewarding feelings I've ever had.

Posted by DJ Croce @ 11:16 AM, December 31    
It was September 20th, 2007. I had been struggling to find enough time/money for flight lessons for almost a year. Then again, when you're 16/17, it's hard to find time AND money for almost anything.

My grandparents had watched me and my instructor do some t and gs, and some full-stops. My mom and siblings were there too. As my instructor climbed out of the plane, I looked over and saw that my father had made it too. I felt like that kid whose over-worked dad makes it to the game as he's about to hit the home-run and save the day. I was absorbing everything that was happening and hearing everything my instructor said clearly, but it wasn't until I was halfway downwind that I looked over to ask him a question and realized the right seat was empty! Then it finally sunk in that I was actually soloing!

I landed, lost the shirt-tail, and pleasantly ignored my sister's horrid camera skills. Most Importantly, my dad said he was never more proud of me than that day.

I can't wait to get my license. I bet it's gonna be like that day all over again.

Posted by Chris @ 02:55 PM, December 31    
Brady,
I watched your landing videos and you are very close to your first solo. Your instructor could ask you to solo as early as your next flight. You are doing a great job! Keep up the excellent work!
Chris

Posted by Paul Aseltine @ 04:59 PM, December 31    
Hi Brady. I was dreaming for over 40 years to be able to solo. Well on that day, I did not know till I got home that Saddam Hussein was captured, I scheduled 2 flights. In the morning I was flying the Cessna 152 and nothing clicked, I was discouraged. On the same day, in the afternoon I was flying a Cessna 172. Unlike the C152, the C172 was much easier for me. It was like switching from a sport's car to a full size car. My instructor asked me if I was ready. I answered "why not" even though I still wasn't totally recovered from my morning flight. He stepped out and told me to do 3 takeoffs and landings. He was on his intercom in contact with me. It was strange and different to be alone. I first thanked God for allowing my dream to come true and asked Him for help. I went down the runway and the plane seem to liftoff by itself. What a feeling I had, it was wonderful but I soon realized that I had to eventually Land. I spoke aloud to myself that I have done this by myself many times and that if I apply everything that I learned, things will be OK. I think mysecond landing was the better one. On my final landing I bounced 3 times. The feeling of doing it on your own is awesome and can not be totally expressed unless you have experienced it yourself. Brady, I saw you videos and there is no doubt in my mind that you can do it also. Your instructor will never let you go on your own unless he has the same feeling I have. One clue that you are getting close will be when you will take a short written test. Best wishes on your future SOLO FLIGHT. By the way have a HAPPY NEW YEAR.

Posted by CB @ 08:34 PM, December 31    
I did my first solo in 2007, and remember almost all of it, from taxying onto the runway to taxying off again!

The strangest part is definently when you turn in the pattern and look to your right to an empty seat with a clear view of the ground etc!
And the nerves you feel before taxying onto the runway are unbeleivable! But they vanish just after your wheels come off the ground and you realise "this is it!"
I could go on for ages to be honest! Goodluck!

Posted by Jeff Franks @ 12:37 PM, January 01    
Nerve-racking, fun, horrifying, exciting, vomit inducing....you know...every emotion known :)

My experience with my solo is here:

http://n1451f.blogspot.com/2006/04/just-another-day-at-airport.html

It's been 2 years, but I'm getting back in the air this weekend. hope to finish up soon, so I'm loving your videos!

jf

Posted by Jeff Van Ark @ 01:13 PM, January 01    
July 3rd 2007. My lesson plan was to work in the pattern on perfecting my landings. After three good landings with the instructor he told me to taxi back to the hanger. As we taxied past the tower my instructor asked me to grab my log book and medical. At that time I knew what he was planning. He signed the documents and warned me about the differences in performance with one less person in the airplane. He then jumped out and told me to bring his airplane back in one piece.
Winds were light from the east and runway 10 was active. The schools hanger is on the other end of the field. I taxied the 5500+ feet to the end of 10 and had lots of time to think about what was about to happen.
When I got to 10 I started working on the pre-takeoff checklists and the training took over. Only after I got 500 feet agl and I had some time to realize where I was...alone in an airplane in the pattern! I turned downwind and then the checklists started again, GUMPS, numbers, 1500 rpm, 10 degrees flaps, turn base, 25 degrees flaps, base, 40 degrees flaps, touchdown. I even managed to make all of the appropriate radios calls! Did it two more times and it got easier each time.
I taxied back to the hanger and got out of the airplane with weak knees.
I did it!

Posted by Jason Bigler @ 11:37 PM, January 01    
having been around planes and pilots all my life and recently gone through my light sport solo, all i can tell you to do is not even think about the fact the your instructor just left the plane. imagine it as just another afternoon of pattern work and do everything exactly the same as you have been doing and you will be fine. i have to say, i have 15 hours in that very Remos you are flying at that very airport (camp councelor for the EAA Air Academy last summer) and you couldnt have a better platform or place to be doing this.

Good Luck
Jason

Posted by Joseph Soter @ 01:16 AM, January 02    
I was fortunate enough to solo this past Labor Day at my home airport in Corona, California. This was my third summer working as a lineman at the airport's flight school, so I was ecstatic to have accumulated enough money and flight time to finally join the ranks of the other pilots on the field. I had family and friends watching, and when I taxied out for my first takeoff after my CFI hopped out I called on the radio "Corona traffic, Cessna 630 taking off runway 25, FIRST SOLO, Corona." After my third landing I realized that the size of the group watching me had grown- turns out that radio call lured out quite a few pilots, and they all had the same glowing smile on their faces that I had when I finally hopped out.

I wish you the best of luck, Brady. I'm sure you'll knock 'em dead.

Posted by Ron H @ 08:38 AM, January 02    
I had two first solos.

The first was YEARS ago, when I was 19 years old and first going though flight training. I can remember it like it was yesterday. But due to a number of things and circumstances at the time, I flew one more time and stopped my training. (Side note: the instructor cost $8/hr at that time!)

The second time was 14 years ago when I was 40 and had decided to finally get that private pilot certificate I had given up on so many years before. Had lost a brother to cancer and made up my mind that life is too short to not take the time to do the things that really matter.

I pretty well knew it was coming the second time. When my instructor got out at the FBO he said to take it around the pattern three times, two T&G’s and a full stop, I was really ready. On downwind the first time around the patch I can remember distinctly saying out loud to no one in particular “I can’t believe I’m doing this!”, something I still do when I’m enjoying that great sense of freedom I feel on almost every flight. By my third landing, weather was quickly moving in and by the time I made that full stop, taxied to the ramp and tied down the airplane, conditions were IFR. I’ll never forget that feeling of accomplishment and neither will you.

That Remos doesn’t use much runway as it is but it’s going to be off the ground in 300 feet without your instructor on board. You’ll be at pattern altitude much faster too. Have fun and can’t wait to here about it!

Posted by Rolf Grandstaff @ 09:43 AM, January 02    
Brady, I did my Sport Pilot solo last spring. When my instructor departed the airplane beforehand, he told me, 'After you solo, we're having a marsh mellow roast, I'll supply the marsh mellows.' (What?!) As I taxied to the runway, I definitely had a case of the 'butterflies' because while I THOUGHT I could do it, I didn't really KNOW. I told myself, 'I'm gonna do this but if I don't like the way the landing is shaping up, I'm doing a go around.' Knowing that you can do the go around if needed helps relax you a bit because a landing doesn't have to be a 'do or die' proposition. If it looks good, put 'er down, if it doesn't, roll on the throttle, and just go around. I had 3 landings, 1 go around, and no marsh mellows. FYI, my dad was an armorer with the 41st Bomb Group (B-25s) in the Pacific during WWII. Hang in there...

Posted by William Nicholl @ 09:47 AM, January 02    
My solo happened on July 31, 2006. Landings were just killing me. I couldn't maintain any consistentancy and I think that my CFI, Barry Miller, is a saint for the patience that he exhibited. What helped me was getting away from it for a while. A combination of my personal schedule, my CFI's schedule, and aircraft maintenance kept me from flying for about 6 weeks. We got back at it and all of a sudden, the landings were smooth and uneventful. The time off gave me the opportunity to forget about my anxiety of not soloing yet. My CFI told me from the beginning that I would decide when I soloed. And it happened. Barry got out of the plane and told me to do as many T & G's that I wanted to do. He just needed to be home by 7:30 PM. I was excited and a little apprehensive but I executed 5 pretty good landings at the home airport. The thing that got me was it was so quiet. Just me, the airplane and the field. And the only voice that I heard was mine, calling out all of the events during the landing sequence to myself. It was great. On my drive home, I think that I called everyone in my cell phone contact list and told them every detail. The great thing about it is that the thrill hasn't lessend one bit. There's still that feeling of excitement every time I plant the landing gear smoothly on the runway.

Posted by Mary Honeck @ 10:16 AM, January 02    
You will NEVER forget your solo. I had been ready to solo, but the weather wouldn't cooperate (low ceilings or too much wind). Finally, it looked like it would all come together, but it was going to be the 4th of July. My CFI agreed to come in on a holiday so I could solo. The most vivid memory is looking over at the right seat, seeing it empty and realizing that if I screw this up, I'm dead.

But, writing this 10 years later, obviously it all worked out.

Good luck.

Posted by Chad @ 02:20 PM, January 02    
Flying solo is an experience that will never leave your memory. When my instructor left the cockpit for the first time, a bought of fear rose over me because I realized that no one else is there to correct me. My heart was racing with excitement as I push the throttle forward. After rotating and becoming airborne the feeling was of utmost freedom. The fear left me and the training took over. After the first landing, which was a little bumpy, the next couple came pretty easy. I finished that day with a sense of accomplishment and amazement, I flew a plane by myself. Jason is a great instructor and a good guy. Good luck.

Posted by John Compton @ 05:19 PM, January 02    
I soloed on 11 Nov 07 in Alamogordo, NM. The following post is from my blog after that day:

With 12.8 hours of dual instruction under my belt, I was turned loose yesterday to terrorize the skies of Alamogordo, NM on my first solo. :)

Unlike some folks, I knew fairly well in advance when my solo would occur. However, that didn't stop me from waking up at 2:30 AM that morning. I realized I had forgotten to complete the Holloman Aero Club's aircraft-specific test and the USAF Standardization test. I got dressed, quietly snuck out of the house so as not to wake anyone else, and drove to the base to take the tests. I finished around 4:30 AM and headed home. A mixture of apprehension and unbridled excitement prevented me from getting anymore sleep that night, though.

Everyone else awoke around 7 AM, and we all dressed and went out for breakfast.

At 10:30, we headed out to Alamogordo-White Sands Regional Airport (ALM) to meet up with Phil. I saw that N7872N was in the middle of some pattern work on our arrival. The student scheduled before me had been due to solo that morning also, but I saw that Phil was occupying the right seat still. I thought perhaps that they had gotten a late start flying, but it turns out that the other guy didn't pass his FAA pre-solo written exam so his solo was canceled. This began to worry me, as my test had yet to be graded by Phil. *gulp*

As we waited, John Darden (my AOPA Project Pilot mentor) arrived in N6464B, a 1957 C-172, from Las Cruces. I had invited him to fly in to witness my big day.

So now I had him here, my Dad who had driven 450 miles from Phoenix, and I was worried that I might not have passed the test to solo. What a crappy feeling! Everyone headed over to the local FBO to grade my three tests to make sure I was indeed eligible to solo. Much to my relief, I passed all three! :D

We proceeded back out to the ramp and I pre-flighted the plane while everyone else chatted. Once I was done, Phil and I strapped in for some quick pattern work. I discovered that one of the ear seals on my David Clarks had fallen off at some point. A quick check of the cockpit and my bags were fruitless, and I was forced to fly with a rental headset from the club. To add injury to insult, they had been used by the previous student who had failed his test. He had inadvertently grabbed a youth set before flying, not realizing that they were color-coded. So here I was, ready to solo, wearing an unfamiliar headset that was too small! Not an auspicious start...

However once we took off, I felt like I was really on my game that morning as all my landings were right on the center line...of course, the calm wind conditions helped!

After we had done 4 trips around the pattern, we landed to a full-stop, and taxied back to the parking spot. A quick sign off of my logbook, and I was on my way back out to the aircraft alone.

Surprisingly, I felt rather calm. I ran through my checklists as I had been taught, and began to taxi out to the run-up area. It was then that the local medivac helicopter arrived to do some pattern work! Now if that's not a bad sign for a student pilot on his first solo, I don't know what is! Heh.

As I taxied out, I called the helicopter on the CTAF: "7BC, this Cessna 7872N. Be advised that I am student pilot on my first solo. If you don't mind, I'd appreciate it if you'd stay in the area...you know...just in case!"

The helo pilot responded with a chuckle in his voice (and laughter in the background) that they would be happy to oblige.

I completed my run up, and then made my call. I taxied on to the runway and began my takeoff roll.


I pulled back at 65 knots, and 72N leaped into the air. She climbed considerably faster than I was used to, even though Phil only weighs 165 at best. I was taught to climb at Vy (95kts), but I had a hard time keeping the speed under 100. I reached 4900' MSL and began my crosswind turn. I leveled out at the pattern altitude of 5200' and turned downwind and made my radio call.

During the downwind leg, I actually took time to look out the window at the view I was afforded. It was really then that a big smile came to my face as I realized no one was sitting next to me.

My approach to landing was good and I landed a tad past the numbers.

video

I did a total of three takeoffs and landings to complete my first solo, and logged 0.4 PIC time.

And I will deny to my dying day that I was singing Sinatra's "Come Fly With Me" while I was up there...you can't prove anything. ,)

Posted by Vahan G. Bedeian @ 09:46 PM, January 02    
When I glanced over at the right hand seat, and it was empty, then I knew I had reached a milestone in my training.

Posted by Grant @ 09:05 AM, January 03    
Your solo is a blur, it's like your instructor is there, talking you through it, you talk to yourself a lot, but that's OK, we all did it.

Posted by John @ 10:03 AM, January 03    
On the day of my solo, my CFI asked my how I felt, which I thought was odd, so I replied fine how do you feel? He said he needed to go to the bathroom, and would I please take him back to the FBO. When we got there, he said to me to go ahead on my own, that I was ready. Brady, I can honestly say that I was prepared. That did not mean I wasn't a bit scarred. All the other pilots were right, it will be a day I will never forget, nor will you. I will never forget 12/31/2008 either, that is the day I got my license!!! Go luck and clear skies!! John

Posted by Randy @ 04:34 PM, January 03    
Brady,

I actually ended up having to solo twice in my journey to my PPL. The first was 12/19/1971, I was in the Air Force stationed in Gila Bend, AZ. I had started my training in IL prior to enlisting in the Air Force and picked up my training at the local airport with the gentleman that was the FBO there. On that day we went up in his 150 and did some pattern work. After a half hour we landed and he told me to taxi over to the gas pump. Once we stopped he climbed out and told me to take it around one time and bring it back. It was an exciting time for me.

Unfortunately soon after that I was forced to suspend my training due to money and raising a family. Now we're in 2008 and I've have the money to start again. Over the years the only thing I got to fly was my computer with MS Flight Simulator. When I started back I had intended to get a Sport Pilot certificate and was headed in that direction. My instructor left the school to return to Norway and the plane was grounded for a few weeks so I re-evaluated and found that I had about 30 hours total by now and decided instead to go ahead push for the PPL. My second solo date came on 8/15/2008, nearly 37 years after my first. It was no less exciting and no less important to me.

I finished my check ride on 12/13/2008 and and now proud to be a private pilot!

You'll have that solo soon Brady and you'll be more than ready as Jason has prepared you well.

Posted by Chris @ 04:48 PM, January 03    
Brady, Don't sweat the solo. When your instructor says you are ready...you are ready. Mine came as we were heading back to the pattern and my instructor asked for my medical. He endorsed it and my log book, told me to land and exit at charlie so I could let him out. I should have gotten the clue when I saw that he had a handheld radio with him when we left. I was nervous as hell but, as I said in an earlier post, I just looked around the airplane and realized..." I got this!" Everything you have learned isn't going to exit the aircraft with your instructor. He has confidence in you as do all of us who have been watching your progress and eagerly await the Solo video....You got this!

Posted by Andrew @ 02:40 AM, January 04    
SOLO! :)....Here's the account of my adventure if your interested :)

The lesson started off with the usual circuit practice with my instructor (Paul). It was a little windy, but i stuck 4 landings, after shooting touch and goes etc. Everything seemed to click. On the fourth one, after touch down, Paul said "we'll make this one a full stop". I thought to myself, "that was a good lesson", and proceeded to taxi the plane off the runway, and head back to the hanger. It was then that i heard those immortal words! "why don't you do one on your own". I couldn't believe it, my first response was "yeah? really?, ok then, lets go!"

When Paul got out of the plane and i realised i was on my own my heart raced a bit, and i said a quick prayer, "Lord, please don't let me bend Pauls Aeroplane".

Paul gave me some last words of advice, "mate, remember, keep your approach high, not flat, 70kts, don't round out too early, if it's not lookin good, go round, and oh yeah, have fun!". He then said, "one other thing, without me in the plane she's a rocket ship!, you'll notice the difference, so you'll have to stay ahead of it."

So i closed Paul's door, ran through my pre flight checks, and did my taxi call, "Warnervale traffic, Jabiru 466niner taxing to runway Two Zero for Circuits, Warnervale" , and couldn't believe what i was about to do.

Once i lined up on the centre line and throttled up, the take off roll seemed real short without Paul in the plane. I seem to leap off the ground, airborne within about 50m or so, and the 300ft check all clear, fuel pump off, flaps up, and turn onto crosswind happened real quick. The next thing i noticed was a full power climb at 70kts was showing almost 1000ft on the VSI! WOW! we were going up stairs real fast! Deep breath, level out at 1000ft, check all clear, turn onto the downwind leg all at the same time. Once levelled out and in trim everything settled down, and the training kicked in. Take a look out the left window and moments later, ("wow, everything is happening quick"), time to do the pre landing checks, and base turn radio call. "Warnervale traffic Jabiru 466niner turning base runway two zero, warnervale". "Now", i thought to myself, "Check all clear ok, fuel pump on, carby heat out, for the descent, setup the descent, power back to under 2000rpm, first stage of flap, setup attitude picture, should be 80kts, power back to 2000rpm and re trim". "Phew! on base and the descent is looking good", "now, half way in check 750ft, check all clear and lower full flap, retrim, turn final approach, looking for 70kts". "Approach is looking ok, right on 70kts. "Now line up on the centre line, slight cross wind, use the rudder, oop's getting a little low, squirt of power to get over the trees, carby heat in, deep breath, look down the runway, ok, power off, round out, hold off, hold off, hold off, squeek!, mains on the ground, now lower the nose wheel, squeek, i'm down! ".

I taxied the plane back to the hanger, and shut it down. Paul opened the passenger door, with a big smile and said "congratulations mate", "well done" , "how’s it feel". At that point, i felt a bit of a dill, and the water welled up in my eyes, and i said "thanks Paul" i 've been waiting to do that all my life".

Posted by Pavel Pospisil @ 09:59 AM, January 05    
Brady, this blog is simply amazing! Absolutely great idea how to share the first flight experience! OK, I am 35 I am from Czech Republic and my first solo flight was in July, very hot day so it was very hot in cockpit when my instructor said, ok Pavel, now I will go and you fly alone..well, this second I will never forget! The aircraft with myself only was climbing much faster so I completely forgot to follow the altitude and I was above the level saddenly and I had to go down..but this was only one thing - I landed perfectly and repeat the circle. Believe me, you will hear Jason beside you anyway during your solo!!chichi/ wish you great flight!!

Posted by Matt @ 10:51 AM, January 05    
I remember my first solo. Half-way through the circuit, I was informed of a Boeing 737 on final approach, and to give him 6 miles spacing for vortex wake. I'd never really covered this, or ventured that far downwind. I had no idea where 6 miles would be, so nervously informed the controller I was ready for base after what seemed like an age.

Then, when turning final, the sun had suddenly appeared very low in the sky and I couldn't see the runway. I had to venture along very slowly, using a factory as reference, before the runway appeared.

All great fun though, and something I'll never forget!

Posted by Mac McLernon @ 08:21 PM, January 05    
Wow, Thirty-six years ago - time 'flies' (excuse the pun) when yer havin' fun. What I remember about my solo was sometime during the flight I glanced to my right and noticed the empty seat. That really put everything into perspective.

In 1973,I soloed at Long Beach Airport, Long Beach, CA. My instructor was Ken Halls.

Posted by Richard @ 01:58 PM, January 07    
Well, I had become really frustrated because, like you, my landings left A LOT to be desired...and I had hit "the plateau", and even talked to my Dad about thinking that this flying thing may not be for me (in our family, the males are expected, almost required, to get their PPL)...Dad told me to hang in there and everything would be AOK.

The next day, I had a lesson and interestingly enough it was Halloween. I have to admit the landings were passable. My CFI and I were talking through some stuff and just as I was turning crosswind he said "What do you think about soloing today", I said "I don't know"...he said that he didn't want that answer and I told him YES.

Earlier that morning, I had forgotten to pick up my wallet (which had my Student Pilot Cert AND my Drivers license) and put it in my pocket. So it was the fastest I've ever made it to my house, change shirts, and back to the airport...3 around the patch with him, 3 on my own and the last one was at NIGHT...on the video, they are all joking on how they were going to tell me that you can't solo at night, but decided that I had too much stress already. After the shirt was cut, it was off to my favorite restaurant and I had a story to tell in classes the next day (I was only 16)

Keep it up and keep the greasy side down

Posted by Gerry Hough @ 03:49 PM, January 07    
It was 17 years ago and I remember it like it was this morning. When the instructor got out of the plane I thought no big deal.
As I taxied and started to rotate I thought no big deal. When airborne and climbing out I was too busy to think. On downwind I didn't know whether to laugh, cry or poop my pants. Then back to flying. I kept repeating 3 things. Fly the airplane, I can do this, and TCB.

BTW you will be amaized how much earlier the plane takes off and how long it wants to float before landing with the weight of the instructor gone.
Good luck

Posted by Larry @ 04:35 PM, January 08    
Hey Brady, it's good to see you back in the air. I just started and I've got 4 hrs toward my Sport Pilot license under my belt. Like you, I'm training in the Remos and I'm amazed at how responsive that plane is. I'd been wanting to take lessons for a long time. When I found your video blog I would watch each flight over and over. My wife saw how interested I was in watching your progress and decided to give me the extra push I needed to move forward by giving me the lessons as a Christmas gift. I think your videos are giving a lot of people the inspiration to start flying. Thanks!

Posted by Jason @ 10:49 PM, January 08    
The greatest day of my short life!!

Posted by Eric Marshall @ 12:33 AM, January 09    
I started taking lessons on my 12th birthday in 1966. Some more birthday money got me a second 1/2 hour in the champ. My logbook shows a few lessons on each birthday for the next few years. I was so infected with aviation! Ever since I stumbled upon some old flying magazines in the garage while we were moving when I was 7. My new stepdad had flown a Cessna 140 up in Alaska in the late 40's early 50's but was not "into it just then". My 16th birthday was on a Saturday and I wanted to solo and fly an airplane before I could drive a car. I was training at Hawthorne in LA. On the day I was doing lousy and when the time came the instructor was very hesitant but since it was my only chance he said I would probably be OK and asked for my paperwork. At that time you were required to have an FCC radiotelephone operator'a permit and mine had not come dispite having sent for it months before. He breathed a huge sigh of relief and said,"Oh, well, I can't let you go without that!" Probably saved my life.
When we got back to the FBO my friend who had driven me tried to console me as I sat on a bench and bawled and bawled. I went on to get the driver's license that Monday with no problem. I wrote the FCC complaining about not receiving my permit and they sent it to me with the envelope showing it had been returned 'addressee unknown'...my name was different than the one on the mailbox so the substitute letter carrier that day didn't deliver it and sent it back. I didn't fly until the next summer when I began flying gliders out on El Mirage Dry Lake. Auto towing with an old Chrystler 300. A co-worker asked me to show him where he could learn to fly and I took him around to the Southern CA airports I was familiar with. When we got to Hawthorne the FBO I had trained with was too busy and arrogant to spend anytime with a couple of teenagers so we went across the driveway and were swept off our feet by a smooth talking Texan flight instructor that had me soloing in about 3 weeks! Yes my knees knocked on downwind too in that C-150! Three landings in an 8-12 mph croswind. Still 16 but not on my birthday. I went on to get the private over the next 6 months while still 17. I got lost in my schooling and didn't make enough money to fly and raise a family and to top it off I married a lady that didn't like flying! How dumb is that! So I didn't for 25 years. After marrying off my youngest daughter I went back in 2000 and got signed off 31 years and 1 day after having passed the private checkride. Over the next few years I worked on the Instrument rating and then in June 2006 passed the Comm checkride. In Febrary 2007 I became a parnter in a Cessna 180 and had a blast flying it all over the west coast until March 30 of this year when I mistakenly turned my gas off on a GUMPS check gone bad and crashed destroying the airplane and putting myself in the hospital for 3 months! It has been a long recovery but I discovered that I have so many friends! Careing friends that brought me energy healing me rapidly that allowed me to get current again in December. So whenever your engine is not doing what you think it should be, Yell GAS!! and confirm that you have some going to the engine!
Sorry to ramble here but I am enjoying your journey. Thanks and Blue Skies

Posted by Lou Reid @ 02:09 PM, January 14    
01-14-2009, today was the day!

1300 zulu, -16 celsius, there's FROST on the ICE that covers the SNOW, brrr! Most people south of the Alaskan bush would have stayed in bed, but I've been snowed out for a month now with NO air time. So... when the snow stops, the ceilings open up and I see those magical letters 'VFR' , well, I thought briefly about being found frozen to the prop come the spring thaw, naw, they'll find me before that, let's go!

1 COLD preflight, metal planes get c-c-cold
3 touch and goes
1 simulated engine out landing from downwind
1 last minute go-around
1 full stop, and as we taxi back my instructor casually asks "how'd you like to solo today?"

Feels strange to be in the plane alone. And wouldn't you know it, the traffic picks-up too. Record ATIS and dial up clearance, taxied out behind a King Air. Switched to tower, hey, it's weird to be able to put my clipboard on the seat. After that, I consciously try to avoid looking at the empty seat! 'Cleared for T-O RWY 33', take the runway, hold the centerline to 60 kt and pulled her up. Established climb at 80 kt and started turning left crosswind at 1100 ft. Reach pattern altitude, turn downwind, hold altitude and cut power a little more, she seems to climb and cruise faster with only one aboard. Abeam 33, throttle to 1800, check airspeed and add a notch of flaps. Forgot LCGUMP, uuuhhhg! 'Cleared to land 33'! Turn base, one more notch and check the runway picture, airspeed and altitude. Turn final, last notch, adjust power and line it up right down the center. Touch down just past 28-10 to avoid any possible turbulence from departing 28 traffic. I'm down, hold the centerline, retract flaps, throttle to climb and we're off again! 2 more trips around, pretty much the same except extending downwind slightly on #2 for a departing airliner, and remembering LCGUMP.

3 solo trips around the pattern! whoohoo!

I may sometimes forget what I had for breakfast, but I can assure you, this memory is there to stay!

Posted by Brady Lane @ 03:10 PM, January 14    
Congratulations Lou! That has to be an incredible feeling. Hopefully, I'll get to experience it myself soon. Thanks for sharing the exciting news with us!

I've really enjoyed reading everyone's response to this post — especially yours because it is dripping with excitement. Again, Congrats!

Posted by Mike C @ 03:03 PM, January 16    
My instructor had commented a few times that he thought I would solo soon. We scheduled a lesson for Tuesday and another for Wednesday which was to be my solo day.

My FBO was at a controlled airport. That morning as I taxied to the hold short line at the FBO to request permission to taxi to the active I heard a call from another plane I had never heard before. I turned to my instructor and asked "did I hear the term "solo" in that taxi request"? He said yes and then told me it was not a bad idea to let the tower know you were about to make your solo flight. That way they may take a little more note of your presence in the pattern and try to make things as smooth as possible. I filed that away for future reference.

Tuesday was a very nice day and we did a lot of air work and several landings. When we taxied up to the FBO my instructor casually commented that the weather for tomorrow didn't look very good and that today would be a good day to solo! I half expected this and came prepared. My preparation was a bit unusual. Both my father and uncle had been pilots for Northwest. Both were gone now so they couldn't share my experience directly. However, I had my father's pilot's certificate in my wallet and was wearing a belt that was once my uncle's. I figured a little extra help in the cockpit might help. I was surprised that I was much calmer than I expected to be. My instructor got out and I pulled the canopy on the Diamond DA20 closed. My one thought was "Oh God, please don't let me embarrass myself and my family and my CFI"!

I called called Ground Control and requested permission to taxi. I slipped in the word "solo" when I identified my plane. I got the usual reply and was cleared to 28R. The first two takeoffs and landings to a full stop went fine except I floated a little on the first landing. Ahhhh, I was about 180 lbs. lighter in the right seat and allowed for that on the next landings.

As I taxied to 28R for the third takeoff I got a call from the tower I didn't want to hear. They told me to switch my third landing to 28L because they would mowing the grass next to 28R by the time I got back. Would it have been asking to much to have them wait 10 minutes before mowing? That meant switching from a right to left downwind. I was a little nervous about flying across the departure end of active 28L but figured they knew what they were doing and that they knew I was on my solo. The closing of 28R meant they were down to one runway and had to funnel all the traffic to 28L. I was not surprised when they told me to extend my downwind for landing traffic and watch for wake turbulence. The landing was uneventful.

The taxi to the FBO was a little longer because of the runway switch. When I got there my instructor and the FBO owner were there to welcome me. All was well!

Do they have a sound proof rubber room for flight instructors to go to when their students solo?

Posted by Harry P. @ 02:06 PM, January 17    
I just realized as I write this that I soloed 40 years ago this year, but I still can recall the details. I remember not expecting it, we were just practicing TO&L, when Dave my instructor asked me to stop near the pumps. He told me I was ready and to take it around, and got out. From then on I was just totally focused on procedure, checklists, and trying to think ahead to the next step. Everything was flawless, at least to me. The Cherokee did perform differently without the extra weight, but it wasn't anything I couldn't handle. I was confident and everything just flowed. I think I thought about what I was doing a little on downwind but then it was time for the landing phase. I recall being a little high on final and throwing in a little side slip to compensate. I taxied back and shut down and got out...and at that point I realized what I had done and my knees turned to rubber. It was great! I was on a cloud for probably a week. You'll do fine!

Posted by Ben T. @ 07:46 PM, April 10    
OK, am I the only one who was so nervous that I set off the stall warning on my the to pattern altitude? I don't think I ever put the nose down quicker than that time. Anyhow, it all went well. Flew a bit more before I had to give it up (29 years ago - out of KILM). Started again last summer (now out of KARB) but, again, had to pause. Still a plane nut, though. Planning to pick it up again when the economy does the same. C'mon stimulus package!

Posted by Robert Sonefeld @ 12:30 PM, December 30    
Hi Brady, I just watched your video flight training log to date.
One of your comments regarding landings and bringing the stick back, really hits home with me. I to had this same problem, on one of my first solo flights, just after touch down, I relaxed on the yoke and let it go foward far enough to cause the nose wheel to hit hard and bounced me back into the air. I bounced 3 times and was heading off the left side of the runway before I realized what was happening and pushed in the power for a go around. This one really shook me up! But I was able to pull it back together and land without further incident. I really enjoy your updates - keep up the good work. Over & Out.

Posted by Steve Carroll @ 09:21 AM, January 05    
Sorry to burst your bubble on Sporty's Study Buddy, but they don't have a Sport Pilot section. Sporty's has some sort of an adversion to the Sport Pilot rating. I don't know why. Maybe you can find out.

Posted by mach @ 10:59 AM, January 05    
I've used both the Sporty's Study buddy as well as ASA online practice tests. I guess you get what you pay for in that the ASA practice tests give you detailed corrections when you make a mistake, explaining why each choice is either wrong or right. Sporty's is helpful, too, but doesn't give you that added help.

Posted by Dan Johnson @ 11:06 AM, January 05    
Hi Brady. Steve is right about Sporty's. Check out ASA's www.PrepWare.com instead. Your Sport Pilot tests are there, plus you can take 5 practice tests. Try the free demo too. **Dan

Posted by Paul aaseltine @ 05:18 PM, December 18    
Hi Brady. As I mentioned in one of my earliest commments, I said that you will feel like you hit a wall and can't get past it. This is normal! As a matter of fact, one week before getting my pilot's license, my instructor quit and my confidence went out the door. What your instructor is saying is true. Trust him. You are doing fine, don't give up, I didn't and I know you can do it!!!!!!!!!!

Posted by Chris Arvin @ 06:20 PM, December 18    
I wake-up at 3a flying...it's like my mind is replaying the last lesson or the upcoming one. I go through the manuevers and preview the sight pictures. If this were easy everyone would be a pilot! It is easy once you get it...you just spend your time in the barrow. Do not forget to smile and enjoy the journey...remember this is fun!! Hang in there buddy...

Posted by Dane @ 07:04 PM, December 18    
Brady,
Hang in there! I had a lot of days like that in my training, and they are part of the learning process for sure. Think of them as a test, and once you get past them you are a better, smarter pilot.
Your instructor's comment about your foot relaxing reminded me of that point in my training where I seemed to be resisting the single most important step for me to take in my training__taking control of the aircraft. It's a matter of confidence, and once you get it, everything is easier after that. You have to believe that you are in control, and not just reacting to what the plane and the wind are doing. To gain the confidence to accept that fact you have to learn what you need to do to control the aircraft, and you need to learn the coordination. Learning to switch to cross-control coordination near the ground was difficult for me, but once you get it, it is as natural as coordinated controls.
I took some tailwheel training in a Cub and that helped tremendously with coordination and aligning the plane properly. Sitting side-by-side it was always difficult for me to see whether I was lined up straight with the runway or not, as you mentioned in your video.
And, I'm sorry to say, the best way to learn how to handle crosswind landings and take-offs is to do it in a stronger wind. :)
Best of Luck!

Posted by Tammy @ 10:38 PM, December 18    
You do not appear to have a learning plateau at this time. Your awareness of the variables that make each landing different is in the process of growing.

BTW, when tuned to a tower controller, you can transmit "wind check" (just only those two words, no call sign needed) and the controller will say the wind direction and speed.

Posted by Roger - Pasco, Washington @ 12:20 AM, December 19    
I feel your pain, mine was right at about 8 hours. just keep going and in a lesson or two it will all come together.
Tell your instructor to quit doing the flaps for you, you need the distraction of having to do that two so it all comes natural when you solo.

Posted by Niels Andersen @ 05:58 AM, December 19    
You wrote "I felt as if I couldn't do anything right"(with respect to flying). I have my own theory about this, and I have discussed it with many student pilots. I think your judgment improves faster than your skill. At first you can't tell a bad traffic pattern and landing, for example, from a good one. Then your judgment improves, and you learn what they are supposed to look like, and you get to the point where you CAN tell a good one from a not-so-good one. Unfortunately, your skill level has not kept pace, so now when you fly a poor traffic pattern or make a not-so-perfect landing, you know! Your instructor has always known. Eventually your skill level improves to the point where your skill almost matches your judgment. Will you ever make a perfect flight? I haven't. I have gone many times as a safety pilot with a good friend while he practices instrument approaches and landings (in VFR conditions). We would go to a Tim Horton's afterwards for coffee and donuts (this is Canada), and we would debrief. He is an excellent pilot, but we can always find something, even if it is minor, that we would do differently the next time.

Posted by Joel Beyer @ 08:22 AM, December 19    
Brady, welcome to the wonderful world of learning to fly. I agree with the post above. You now know what it should look like and are struggling to make it perfect every time. Keep at it and things will get much better. On the video your landings actually look descent. One question, why does your instructor keep doing the flaps for you? I would just like to know. Keep up the good work.

Posted by Pete Aarsvold @ 09:18 AM, December 19    
Hi Brady.
The name of your blog is "Earning My Wings". This is what you are doing right now. You are earning it. If your blog was named "Gift of Wings", you would have reason to be discouraged. What happened to my gift? The best things in life are those things that are earned, not given. Learning to fly takes focus, dedication, perseverance and more. No one said it would be easy. Hang in there. After listening to your blog, I know that you will succeed.

Posted by Chris Moran @ 10:14 AM, December 19    
Hey, Brady don't beat yourself up over what you think are bad landings, there is a saying "any landing you can walk away from is a good one, if you can reuse the airplane it is an excelent one". I went through the same sort of frustration until one of my instructors said he wasn't trying to teach me perfect landings, he was trying to teach me safe landings, after that I realized I was putting unnecessary pressure on myself and I was flying alot better than I thought. By the way your landings do not look remotly unsafe. Don't let your perception of a landing get you frustrated as long as you can reuse the airplane after your landings you are making progress. Most any pilot will have a landing they don't think was so great now and then, it is just human nature. Thanks for the blog, I feel like I am learning all over again.

Posted by Ernest @ 01:30 PM, December 19    
Hang in there Brady! I've got your back... I am in the back seat on every one of your flights. From my view I think you are doing great and I am really proud of you. You are going to be a great pilot!

Posted by Ed @ 03:23 PM, December 19    
Watch the videos of Flights 9 & 10 again and notice how Jason gives you hints - more rudder, a bit of aileron, bring the stick back, etc.

On this flight, Jason is trying to get you to do all of the flying. Notice how, on the second approach, he doesn't suggest that you close the throttle, he waits as long as his patience can stand and then asks "Why's that power still in?"

He's trying to move you on from being told what to do to the stage where you are able to work out for yourself where things are going wrong and therefore what needs to be done. Putting his hands on the dash is symbolic, what Jason means by not helping out is that he's not telling you what to do.

That's the difference, that's why this flight seemed so much harder and why you feel like you are regressing. It will probably happen at similar key moments throughout your training.

One way to get through this is to read up and have a good book knowledge of what you are trying to do at each stage. That way you can mentally rehearse any situation and know what control inputs need to be made.

And then you just need practise, practise and lots more practise.

Posted by Ron H @ 05:14 PM, December 19    
Oh man, bad days ARE a part of the learning process. And this early in your training you'll find that the smallest things can throw you off. Maybe you didn't sleep well last night or are preoccupied by something else going on in your life. It doesn't take much at this stage and you really don't have all the tools yet to deal with every situation. Don't beat yourself up over some less than great landings. It all goes toward the experience you need to be able to do it on your own. Imagine if you never had a challenging landing during your training. You wouldn't know how to deal with adverse conditions when you're without an instructor. And remember what I told you in a previous post: There are three secrets to perfect landings but no one knows what they are.

Posted by Paul D @ 05:34 PM, December 19    
Brady, This is the first time I have viewed your blog and I cant believe what I have been missing. As of today I have 9.5 hours logged and your latest video could have been my flight today (snow included). When I was driving home from the airport beating myself up about the lesson I realized that as bad as it seemed to me I was infact able to analyze my own mistakes. I may have been behind the curve a little because the workload is increasing with each lesson but I was still able to see where I was going wrong. I am confident that this lesson will prove to be very valuable and I look forward to the next lesson. Can’t wait for your next!

Posted by Chris P. @ 08:52 PM, December 19    
Hey Brady and Jason ! I'm really enjoying this journey you too are taking here . Brady , your cross wind landings didn't appear to be that bad ,as far as picture perfect goes... Jim and / or Bonnie probably wouldn't choose them for the cover of the next Sport pilot magazine.... However , I think it's pretty safe to assume , if Jason thought they were that bad , he certainly wouldn't have his hands on the dash . Obviously , Jason is doing less and less in the cockpit and you're getting busier , you seem to be handing it very well... Do you feel a little "Rusty " sometimes between lessons ( Due to the lack of VFR weather around here lately )? I see a Solo in the VERY near future ! ( No pressure ! LOL ) Both of you keep up the great work ! I'm going to be looking for a sport pilot instructor very early in the new year ( hint , hint... JB...I'll even throw in some LaSures lunches LOL )
Merry Christmas !
Chris P.

Posted by Greg Hughes @ 09:07 PM, December 19    
Dude, been there! You're doing just fine. I had the same experience a month or two back and wrote about it. One commenter explained that your awareness is advancing a little faster than your skill, and I tend to agree - In retrospect that's what happened to me.

Your instructor is remarkably similar in style, wording, and instruction to mine (which makes me feel good about my instructor!). Having someone who's direct and applies the pressure but knows when to check your status (are you getting tired?) means you're going to get a little frustrated, but you're also going to get maximum growth benefit during your instruction.

If you'd like to read my recent similar experiences in my training, here you go:

http://coordinatedflight.blogspot.com/2008/11/some-days-you-feel-like-failure-dealing.html

http://coordinatedflight.blogspot.com/2008/10/sometimes-it-best-just-to-call-it-day.html

http://coordinatedflight.blogspot.com/2008/10/windy-landings-and-oatmeal-brain-effect.html

I hope something in there might help. Feel free to contact me (or any other student or pilot) if you feel the need to discuss your experiences, as that's a great way to gain some perspective when it matters the most!

And remember, experiencing the "doing it wrong" parts of your training are what provide the opportunity to "get it right."

greg

Posted by Greg Hughes @ 09:12 PM, December 19    
Ah one more thing. When I have hot a couple of "plateaus" I went to the airport office and asked if I could spend 30 minutes or an hour here and there just sitting in the airplane and ground-flying it. It cost me nothing and now that you know how it feels to land in crosswinds and similar situations, it might do you some good to put your hands and feet on the controls and (literally) talk yourself through the process. I know it helped me to relax and get my brain around some of the mechanics.

Posted by Peter Pike @ 11:43 PM, December 19    
Brady as you can see from all these comments, the experience you're having is NOT uncommon! It was exactly the same for me, at exactly the same point in the process. Hang in there pal, we are all behind you!

Posted by C @ 08:21 PM, December 20    
Hi, I learnt over here in the UK and finished my training just recently.
From my experience there is DEFINENTLY stages where you feel like the aircraft is 10 steps ahead of you and you'll never catch up, but as said its all part of the learning experience. All I can say is keep at it and you will be wondering why you couldn't grasp not long from now!!

Happy Landings :)

Posted by Ray L @ 08:33 PM, December 20    
I've been watching your blog from day 1, but this is my first comment. I have 8 hours in my book and have experienced a lot of the same things. I have not hit a plateau yet, but I have beat myself up on a lot of mistakes (the perfectionist coming out in me). I read alot about how EAA and AOPA are working to get more people interested in flying, and after seeing your blog, I am convinced that this is the best PR EAA could put out to the public to inspire new pilots. Remember the saying, what do you call a doctor who finishes last in his class?, a doctor. You nor I are going to do everything perfect, but we will be pilots before long and we have the rest of our lives to learn and improve on those things that need improving. Keep up the good work!!

Posted by Dane @ 02:05 PM, December 22    
Brady,
I agree with the comment to get your instructor to stop putting the flaps up for you. The first time I saw him do that on your video I freaked__that's a recipe for disaster! You need to burn that step into your brain or it could lead to a very bad situation in the future.
Dane

Posted by James @ 03:07 PM, December 22    
I just got my Pilots Certificate on Oct. 3rd 2008 and I remember one day like yours when my instructor and I were flying in high winds with gusts. The plane felt all over the place and I was constantly correcting every second. Every landing got worse and worse as I felt I was getting further and further behind the airplane. After about the 6th landing I just had enough and loudly exclamed "I'm Done!" My instructor stated that we made great progress that day and I learned alot. I stated that I couldn't feel the airplane or what it was doing which makes me think I wasn't learning anything. Well the lesson learned was the many hours spent thinking about those landings and what I needed to do to fly the plane properly in gusty, cross winds. From that point on I worked the rudder with confidence telling the rudder what I wanted it to do instead of being timid. I also moved every control with whatever motion it takes to make the plane fly the course I wanted and not be at the mercy of the wind. I am not perfect yet as I realize I need time and practice to make it look as easy as those with many flight hours.

Keep going confidence will come with repretition.

Posted by James @ 03:18 PM, December 22    
I wanted to make a comment on what others are stating about your instructor raising the flaps for you after your landings. This is ok for instructing because he wants you to just concentrate on the current task and is trying not to let you get too overwhelmed. Just keep in mind that as you progress you need to complete all flight proceedures on your own to get those steps down as second nature. Let me give you an example of what I mean. I was getting close to taking my practical test and my instructor was going through all of the manuvours with me and as I did a perfect short field landing and was rolling down the runway he was puzzed and stated "That wasn't a complete short field landing." I was baffled as he explained that I left out raising the flaps to get the weight on the gear and applying heavy brakes to stop in the required distance. This was due to all the time of doing touch and goes and the instructors confidence in my skills. I had to go over all those manuvours multiple of times to ensure I got every step down to the last before going for my practical.

So be diligent and ensure you complete all the manuvours to the last step to not become lazy with the instructor doing some of the work as I did. The instructor is there to help and his intention is not to mislead you but help you concentrate on the current skills to learn that moment. So while practicing manuvours at least a couple of times complete them all the way to the end of the steps to ensure you have them down.

Posted by Gary @ 04:26 PM, December 22    
Brady,

Hang in there. Flying is finding your way on a walk in the dark. When you have success you take longer walks. You are doing great.

Gary

Posted by Douglas @ 05:37 PM, December 22    
Every student pilot has had lessons where performance was less than we'd hoped for or expected, just as we all have good and not-so-good days. It's easy to get discouraged...just keep going. The more practice you get, the easier it is.
As you already know, flying the plane is the easy part. Landing is the most challenging, and most of the time we are harder on ourselves than we need to be.
You're doing great!

Posted by Jyrki Brusell @ 04:48 AM, December 23    
Excellent Blog :-)

I also want to learn to fly. Currently I only can afford Flight Simulator flying at my home (since here in Finland PPL is really expensive), but maybe some day :-)

Really interesting to watch your video blog :-)

Good luck and stay safe. And merry xmas and happy new year :-)

- Jyrki

Posted by Ken B @ 10:52 AM, December 23    
Brady,

Thanks for the ongoing blog, it is fun to watch the progress. I understand how frustrating it can be now, but the next one WILL be better. These learning plateaus are important, your instructor is absolutely right. I flew 2-3 times a week and found that after I took a I couple of days off, (usually because of frustration) I came back and did better than ever! I really was learning even when I was doing crummy! I soloed at around 9 hours and even hit a few plateaus when my instructor was not in cockpit, but he jumped in, brought me back to basics, and it all came right back. The learning never ends. You are doing great! Keep pressing on.

Posted by Dave @ 12:45 PM, December 23    
Been there done that. Not to long ago in my path to Private Pilot it felt as though everything I learned was gone. I could not bring it all together (mic fright, prelanding check lists and landings) lost there flow. It's a lot of information to pack into 1 hour with your CFI. It's amazing, not even 3 months out from getting my Private certificate, I love being a student more now than ever.

Posted by Richard Menz @ 08:53 PM, December 23    
I feel your pain. I am on lesson 12 and just experienced the same performance droop. I attribute a great share of this to the fact that my instructor is demanding more perfection and check ride precision.
I am taking a short break for the holidays and then hitting it hard in January. I think you will do great and have a terrific instructor. Looking forward to reading about your next flight.

Posted by Tim @ 02:19 PM, December 24    
This post applies to every one of your blog entries and videos - THANKS VERY MUCH! I go up this Saturday for my first flight in a very long time if the weather holds out here in Central Florida. I've soloed in a Cesna 182 back in the mid 1980s and had to cut short my training due to job transfers and lack of funds. The new Sport Pilot classification has got me excited about flying again knowing it is more obtainable with hopes I'll continue on to PPL eventually and hopefully instructor.

Watching your videos has brought back a lot of memories of the challenges I had when I was in training and has prepared me for my future training as well. PLEASE PLEASE PLEASE be sure to keep those cameras rolling when you solo and if allowable, your checkride (this would really be a major learning experience). Try to include your pre-solo flight prep work in your videos.

Keep up the great work. Let us know how you do on your written test and looking forward to the next entry.

Posted by Clayton @ 09:18 AM, December 25    
Hi Brady.As a fellow Wisconsin native I'm pulling for ya.This whole video blog is really cool.Keep up the good work and good luck.I would love to learn how to fly,but I'm a little scared of flying and heights.I know, I gotta get over it.anyway, Merry Christmas and Happy New Year.Keep flying!

Posted by Chris @ 10:52 PM, December 26    
Landings can be frustrating. Try looking all the way down to the end of the runway. Keep looking at the end of the runway. Hold the airplane off the runway and don't let it land. Eventually, you will touch down smoothly. I almost quit flying as a student pilot because landings were so difficult. I stayed with it and now I am a CFI. G

Posted by Tim Kline @ 12:14 PM, December 27    
Hang in there Brady, every student experiences the day when feet and hands are not connected to brain, seems to happen right before first solo flight. I was throughly disgusted with myself after it happened to me and would not go back to the airport for a week. After that my instructor limited my training for the next 3 sessions to 5 take offs and landings, no more no less. He told me when I had 15 in a row I would solo. He was right. 18 months ago I started training and just received my private certificate. Your doing just fine, keep at it. Thanks for making these video's it brings back many fond memories.

Tim

Posted by terry tyler @ 06:31 PM, December 28    
Ater many hours in a 150,172 182. Now iwas last flying a 206, and then a king air and then a lear 35&65. Dont worry it like ridding a bike , just get up and ride it. On final app. carb heat on ,gear down,flaps at 10 or20 deg. then slip the aircraft in to a 3 point landing. good luck terry

Posted by John @ 06:31 PM, December 29    
Brady,
I'm a 91 hour, 82 hours in the last 2 years, student pilot going for my Sport pilot flying out of Olympia, Wa. KOLM. I can't count the number of plateaues I went through. One day good the next would be so bad my instructor would look at me in wonder knowing that I could fly 107% better. I fly a Jabiru 250SP and it's one great plane, stalls real gentle. One thing my instructor told me is that every landing, if the wind is not coming down the runway, is a cross wind landing. Landings after that went from bad to passable, I mean the plane could be flown again after i got done with it.
I have flown and logged time in 4 planes. C-150, J3 Cub, that's a trip and a half, Tecnam Bravo, and the Jabiru.
Soloing. DON'T THINK ABOUT IT!!! Learn to fly better and as safe as you can. BE SAFE. The day will come, and as for me it took over 35+ years. One thing I remember thinking to myself as I taxied on to the active is " What am I doing here?" as I added power and started to roll down the runway. Did 3 T&G's, my instructor was looking on and liked 2 out of the 3 landings, and after parking at the FBO did a VICTORY leap.
Now I am prepareing for THE TEST. This is getting to me because of a few things, 1. GRM stink, 2. slips to a landing need work, 3. GRM, 4. spot landings within 400' and 200', 5. GRM.. Steep turns are cool!!!
I hope this helps you, FLY SAFE>

john

Posted by Mary Honeck @ 09:58 AM, January 02    
Ah yes, the dreaded plateau. I have never met a pilot that didn't hit a plateau where they couldn't do a good landing to save their soul (that's why you have an instructor sitting next to you). I finally told my instructor I wanted to sit back and watch him land. That showed me that I had my timing off - flairing too soon. I'ld like to say I've never had a slew of poor landing since getting my ticket, but that wouldn't be true.

Keep at it. It only gets better!!

Posted by Ernie @ 01:45 AM, January 04    
ur being too hard on urself. considering ur dealing with a crosswind, those werent bad landings, student or not. the area for improvement was that u werent able to recognize WHY you were doing what u were doing (e.g theres nothing wrong with landing with power, just know WHY u are, or know where ur rudder needs to be going), but those landings were okay. u should see the bouncers some high timers pull off :-)

Posted by Jon Hagopian @ 02:51 PM, January 05    
Ha, Sooo Familiar. Another thing is that high time pilots also have days like these. Great video and its helpful to hear from another that its a normal part of the experience. I'm in instrument training and still get lessons like that.

Posted by Brett @ 02:33 AM, January 07    
G'day mate, just checked out your video and that was me all over again just yesterday. I've done about 5 hours and racked up about 11 circuits yesterday. First few were really good then it went downhill as I was getting tired. Things picked up when we conducted flapless landings and then everything came to fruit when our last circuit was done because we had flap failure! I blame that on two heavy landings.

Keep up the good work, I'm about to check out the rest of your videos!

Cheers

Brett

Posted by robb tiller @ 02:09 PM, January 12    
i love what your doing love to use some of it on my web site

Posted by Frank J. @ 05:52 PM, January 12    
Nice video's

Posted by Kelly @ 01:10 PM, December 15    
What's great about these videos (or at least this one) is that I heard Jason explain something to you in a way that made it click for me. Crosswind landings are something I just figure out as they happen... when he said "aileron in to the wind, rudder away" I went "OOOOOHHHHH...I get it!" ...Now I'm itching to go flying to practice it and see how it works!
Can't wait to see you solo (no pressure)!

Posted by Chris @ 04:47 PM, December 15    
Brady,
Wow, you are doing so much better than I did last year...slow stalls in the Evektor SportStar are very docile, full power stalls feel like riding an ape up a tree.
I am now transitioning to a Flight Design CTSW where the take offs and manuevering are quite simular. Landings are different...your landing camera angle is helping me! Thank you, and HANG in there!!

Posted by Greg Hughes @ 10:51 AM, December 16    
You're doing great. My first experiences with crosswinds with my instructor were amazingly complex, and for a while I wondered if I would even get it, but then suddenly it clicked. Your instructor's sharp, good verbal cues and coaching, encouraging you along the way while providing guidance. Thanks for vlogging your experience. I've flow some solo and am in the process of getting my PPL, so it's fun to watch your progress. My own experiences are at http://coordinatedflight.blogspot.com

greg

Posted by Ed Feraca @ 12:13 PM, December 16    
Great landings.. Keying off your comment about the throttle controlling your speed - ask your instructor if that is truly the case.
My view is that pitch controls speed and throttle controls altitude...

Posted by Kyle @ 12:28 PM, December 16    
I am a student and have been following your training since you began. I wanted to let you know that I soloed today and it is worth all the hard work. Also, it is nice to have a sterile cockpit for a change were you can focus on flying the airplane. Keep it up and I am anxious to see your solo video.

Kyle

Posted by JIm H @ 04:18 PM, December 16    
I remember my cross wind intro. Up to then it was 10-15 off CL and very light. But that day we went to a practice field with 80 degree cross gusting to 20 kts in a Challenger II. I was all over the place. Out of 6 tries we actually landed once. It was terrible and I felt really beat up. Ready to quit. Felt like being dumped in the deep end to learn to swim. Still a bit phobic about strong cross landings. Keep up the good work. Jim

Posted by Paul Brown @ 04:49 PM, December 16    
Brady,
You are doing so much better than I did at about 10 hours. I have only 60 hours now. I am a new sport pilot as of 10-20-08. It was difficult for me to get that aileron correction for centerline and rudder correction for keeping the airplane pointed down the runway. I learned in a CTLS.

Posted by Jim H @ 02:56 PM, December 17    
If you haven't discovered it yet by the comments... most things being equal - youth has a faster learning curve. Learning a new eye/hand skill set is much slower after 50.

Posted by keith @ 11:55 AM, December 22    
I've had experience in tecnam in particular the sierra's and they have a really bad roll when doing stalls, especially power off stalls you really have to stand on the right rudder or it will roll to the left. With regard to crosswinds, it really takes practice, so hang in there it will come.

Posted by Mark @ 05:19 AM, December 12    
Brady,Thank you for sharing your training experiences with everyone. I have not yet been able to start my own flight training,however I try to learn as much as I can by reading and following your progress. Is there a way you could possibly put more of your footage together and make a DVD of your training? Thanks again and keep the blue side up.

Posted by Dane @ 02:27 PM, December 12    
Brady,
Congratulations on your progress! I'm glad to hear you are proceeding so well toward becoming a pilot. Keep it up!
We met in Camp Scholler last summer during Airventure. My son, Marcel, was playing bean bag toss with a couple friends and you videotaped them. You mentioned it might make it on the website so I have been watching for it but haven't seen it. Did you do anything with that footage?
Dane

Posted by Ron @ 09:47 PM, December 12    
Brady,
Great job. It's so encouraging to see you succeed and overcome challenges. Thanks for being so open with sharing your struggles, as small as they may be. Prospective pilots like me need to see that.
I'm sure you've probably thought of this, but it would be great to see some of your landings from outside of the plane, especially to compare "stick back" landings to "stick forward" landings so we can get a better idea of what Jason is talking about. Do you think you can get someone to stand in the snow with video camera for you?

Posted by Brady Lane @ 11:27 AM, December 13    
Mark, I’m glad you’re finding this blog useful. You bring up a great idea about making a DVD of all the lessons. We are beginning to explore ideas like this as a possible giveaway next year at the Learn to Fly booth at AirVenture. We’ll keep you posted.

Dane, Good to hear from you! I definitely remember your son and the bean bag toss. I ended up not getting enough footage to do a whole Camp Scholler video, but I still have the footage of Marcel. Since the video never made it online, if you’ll email me (blane@eaa.org) your address, I’ll send you the clips. I may try to collect more footage next summer to do a Camp Scholler montage video. I love the family culture of Camp Scholler!

Ron, Thanks for watching the blog. We’ve tossed around the idea of having somebody come out to video to get an outside perspective like you said. This might be a good time for it. I’ll see if I can recruit someone adventurous enough to brave the snow (and my landings).

Posted by CAPT Buddy Harrison @ 08:26 PM, December 14    
Brady, thanks for doing such a great job sharing the excitement of learning to fly. Your video and comments bring back that thrill to those of us that remember the same lessons of stick and rudder so many years ago. Keep up the Great Work. Vr/ Buddy

Posted by Paul Aseltine @ 08:09 AM, December 15    
All that I saw was sweet & very cool. You are getting close to SOLO time. All your "fans" including me are very exited for you!

Posted by Bob Daly @ 10:54 PM, January 02    
I really liked this part & hope this will help me with my landings Thanks for letting me ride along. I think I can get better at the flare now

Posted by Jon Hagopian @ 04:08 PM, January 05    
First Solo experience.
Upon pushing in the throttle I felt completely relaxed and at ease. (I definitely have performance anxiety with a pro in the right seat). When the wheels left the ground I yelled into the empty cockpit something like, "this is @$%@!%# amazing!" The rest of this first solo pattern went as I've trained for except forgetting carb heat. When I confirmed taxi inst after landing with the tower I must have sounded short of breath. I will never forget it.

Posted by Dick Jacobs @ 12:57 PM, April 12    
Thank you Brady! Needed a check ride to finish my Sport ticket. Changed instructors-so had to fly a different plane. Turned out it was a Remos. Found your blog and learned to fly the plane before I flew it. Thanks!!

Posted by Erik @ 12:17 AM, December 10    
Yay! Congratulations, this is great news. It makes me smile just thinking about your success. Maybe someday in the future I can start to learn again.

Posted by Joel Beyer @ 09:17 AM, December 10    
Brady
I have been getting caught up on your training over the last few days. I love the fact that you are doing this blog. I am an istructor in Kansas City and do a lot of training. With your permission I would like to post a link to this blog on my site (eagleflightaviation.org) Keep up the great work.

Posted by Charles H. Creed @ 09:06 AM, December 17    
Congratulations Brady!! A lot of us have lived vicariously through your flight instruction. Reminds me of when I soloed back in 1947 (after I learned to kepp the stick all the way back). My friend Art (your Whopa) would be really proud. Dorweta told me you were at her house for Thanksgiving and she dug out old pictures. I hope to meet you personally some day. I plan to come to Air Venture in 09 so maybe we can get together. By the way, I wish I had had your instructor. He is great! Good luck as you progress.

Posted by Adam @ 07:06 PM, December 05    
Watching those touch & goes brought back memories of learning to fly at Cumbernauld airport in Scotland ten years ago. Every single landing the airport would charge me a fee of about $10. This is one of many reasons why the GA community in America needs to keep fighting hard against user fees! Thankfully they didn't charge extra for all the bouncy landings I did. Keep up the great progress, Brady!

Posted by Paul Aseltine @ 05:17 PM, December 06    
Hi Brady. Here I am again. Practice makes things perfect. Even after hundreds of landings every once in a while landings aren't perfect. Setting your standards high is good but that can lead to being hard on yourself. Keep it up and stay focused. Good going!

Posted by Malan Visser @ 01:43 AM, December 08    
Hi Brady. I find these video's very interesting. Just want to inform you that if you are looking for additional training material we do online training for PPL and CPL students. I think it will help you a great deal. Go check it out at www.flyeaa.com

Can't wait for your next video.

Posted by John Cernius @ 10:02 AM, December 08    
The video series is a great idea. Can't wait until you're cleared to solo.You'll not forget that next day when you go out to the plane , do the walk around and say to yourself I'm flying this airplane with no one else beside me. What A feeling !
Looks like you're a quick learner, the solo day is right around the corner.

Posted by Paul Aseltine @ 08:19 PM, December 08    
Hi Brady. I showed your website to a pilot friend of mine. He was impressed with your videos. One thing he mentioned is that you should have a disclaimer with you radio check list sheet. That sheet will not work if you are flying into Grand Rapids MI. Class C or B are different then where you fly ( class D ). He was afraid of legal stuff. I am promoting your site to others so they are encouraged by what you are doing. Keep it up.

Posted by Joe Carter @ 09:44 AM, December 09    
Brady,
Stick with it, we all had good and bad days when learning. I had trouble with cross wind landing. Two instructor and 255 hrs since 1986 no problem now. The more you fly the better your are. I also am at leve 12 in the wongs program. You should consider it after getting your lincese, it keeps you sharp.

Posted by Mike Poindexter @ 12:46 AM, December 30    
Brady, I have been wanting to learn how to fly for a long time and now being retired as of two hears ago at 48, ready to get started now. I have not talked with an instructor as of yet but I know a pilot in my neighborhood that I have talked to. By watching your video it has made me want to start now. You are doing great and I wish you the best of luck, I just hope I can do the things you were doing. Being a former police officer , I was used to doing several things at the same time, trying to hear three different radios, drive and use the computer and wonder what I was going to get into on the call. It seemed that your hands were busy all the time and you made it look easy with the skill you have. Again, good luck and thanks for reading this.

Posted by Larry @ 04:57 PM, January 10    
Brady, I just found your "learning to fly" video blog today and I am very excited. I have always wanted to get my pilots license and I hope I am not too old. I am 63 and may finally have the time to pursue this dream. I have watched a couple of the videos and they are very informative. Do you think learning in a plain with a "stick" is easier than one with a "yoke"? If I purchase a plane it will most likely be a Cessna 182. Keep up the good work and fly safe.

Posted by Mark Smith @ 06:55 PM, July 28    
Congratulations Brady. Its a terrific series and even though I am only on video 10 or 11 I already know the outcome. I'll catch up yet. BTW, on landings, you mention Steve Krogs article on setting up in EAA Llearn to fly. Do you know the month/year?

Thanks so much, may the wind always be at your back (better gas mileage) until you land! Cheers,

__ Mark

Posted by Nathan @ 02:16 AM, December 04    
Thanks for the radio cheat sheet. I am currently pursuing my sport pilot license too in Renton, WA. I am scheduled for my 6th flight this Saturday and will be practicing more landings too. I was curious what kind of video setup you are using in the cockpit? It would be awesome to have something similar to help me review my flights. So much happens and goes by so fast, it's hard to take notes while flying!

Posted by Paul Aseltine @ 10:40 AM, December 04    
Hi Brady, I'm glad you were able to get another flight in . You are doing great! I haven't landed in a controlled field by myself since my long cross country required ride. Thanks for the radio check list. I remember the first time I flew after a snow dump, everything looked like a reverse image (lakes looked like fields ect...) my instructor told me to get back to the airport only using visual references. I was totally lost & asked him to help me. He responded that he was a passenger and could not help me. He was sort of laughing and told me to think and use what resources were available. I got the map out and called Grand Rapids Tower and told them I was a student pilot and needed to be vectored to where I needed to go. They helped me. That was the best thing that could have happened to me. I leaned situational awareness. I'm so happy you are sharing your learning experience.

Posted by Kelly @ 12:15 PM, December 04    
EXCELLENT job on the radio work - I definitely noticed the improvement and am happy to hear you're feeling more comfortable! :)

Posted by Allen Silver @ 07:42 PM, December 04    
You have a great instructor and even though I have over 1600 hours and am instrument rated I really enjoy seeing you progress on each flight. Both of you keep up the good work.

Have a Happy Holiday Season

Posted by Bruce @ 08:38 PM, December 04    
Great job on the blog Brady. Question about the emergency landing - wouldn't it make sense to try and pick a road instead of a field? Something like one of the less busy backroads. At least you know its hard and paved! I'd be worried about a field, especially snow covered, because you never know what's under all that snow.

Posted by Jason Blair @ 08:12 AM, December 05    
The above question about choosing a road instead of a field for an emergency landing is a great question...thanks for asking it! Typically, in training we work to choose the "best landing option". In some cases this may be a road, but roads do come with their own set of perils that fields many times to not have. In many cases roads will have power or telephone wires along side or crossing them in close proximity. They also very often have obstructions such as signs, mailboxes, etc that line them. Additionally, they really aren't that wide (a two lane road) in comparison with what we are normally used to landing on. In most cases they are 20 feet wide or less, and we are normally landing on runways that are 75 feet wide. This difference leaves us with enough for our wheels to fit, but our wings would (for most aircraft) be hanging off the sides of the road if we used it for landing. For these reasons, if an appropriate field is available, we usually opt to head to a wider, more open field for an emergency landing situation.

This does not mean that a road is never a good option though. It is very much situation dependant based on what options are avialble to the pilot at that time. In urban environments, there may not be a good open space to land on in an emergency. This would leave you with the option of a road as being a potentially best option. I can say from personal experience that when over an urban environment with a failed engine, a nice wide highway works well, as long as traffic merges with you.

The main point is to choose the "best option available". This takes some disgression and decision making from the pilot. In an area full of fields, a road may not be the best option for some of the above reasons. If a nice field is not available, such as being over an urban environment or over a wooded area, a good clear road may be the best option. Think about where you fly and what options are available to you as a pilot before an emergency happens.

Posted by Ken L @ 10:31 AM, December 05    
Brady I'm jealous. I have been wanting to start flying for years now... still saving funds for it. The in-cockpit video is awesome and gives me a feeling of being there myself. Thanks.

Posted by Catherine @ 12:02 PM, December 05    
Good video. Importance of engine and airspeed controls.

Posted by Peter Pike @ 12:55 PM, December 05    
Although I am a 10 year / 500 hour private pilot, I love this blog and am learning so much from it!

Some of the learning is "refresher training", reminding me of certain things, or bringing back memories from my own flight training experiences.

But some of my learning is brand new. I'd never come across the "ABC" mnemonic for an engine out situation, but it's perfect - - easy to recall in a stressful situation.

Keep up the good progress, I will be with you for the entire journey!

Posted by Dan Johnson @ 01:49 PM, December 05    
Hi Brady… way to go putting your script together. And thanks for sharing it with us, too. Looks like the start of many more to come. If you want to save time though, there’s a book of communication scripts already available. ASA has one called Aviation Radio Communications Made Easy by Hugh C Ward, Jr. It even includes 5 copies of each script so you can fill in the blanks for different flights. You can find it online or probably at your pilot shop. Let all of us blog readers know what Jason thinks of books like this. **Dan

Posted by Joel Fruit @ 06:49 PM, December 05    
Thanks for this blog, it really helps me to learn what it would really be like taking lessons!

Posted by Randy @ 10:39 AM, December 06    
Good radio cheat sheet - however being fixed on it can create bad habits. Your "wake-up" calls may be acceptable at slower traffic airports like Oshkosh, but they are not acceptable in high traffic areas where everyone is trying to talk at the same time. Two questions for both of you - 1) are "wake-up" calls a recommended procedure in the AIMS manual?, and 2) are "wake-up" calls recommended at non-towered airports that use UNICOM?

Posted by Jason Blair @ 02:52 PM, December 09    
Thanks for your questions about radio calls. In most high traffic radio areas the "wake up call" is used to get your aircraft and call sign out there and then to let the control have the time to get back to you without having to listen to your full request or report for an intial call up. This is appropriate at towered airports or when using controlled airspace. The intent is to allow for a short call that doesn't potentially become long enough to block other traffic calls from aircraft that the controlles is already working with. The controller will then call back, identifying you by aircraft and call sign, when their workload allows. It is entirely possible, that even if the radio frequency is quiet, the controller may be busy doing things such as recording the new ATIS broadcast, speaking with a neighboring controlling agency via land line, or inputting flight data. By keeping your "wake up call" short, it gets your aircraft and all sign into their mind without the possibility of them losing the rest of the data that you are providing in case they are otherwise occupied.

In the case of non-towered airports, the "wake up call" is not used since your traffice calls are advisory in nature. These calls can contain full information and are made "in the blind" to any local traffic that may be listening, not necessarily to any specific aircraft or controller.

Hope this is helpful and thanks much for your questions and input!

Posted by mach @ 10:55 AM, January 05    
I just discovered this blog, it's the best presentation of a students training that I've come across. It's particularly cool for me as I'm pretty much exactly where you are in the process, 10hrs in my logbook and a few good landings away from solo. The video is awesome and very helpful. Good luck with your training and I hope to post my solo story in the next few months