Continuing Ed

My father was the first and only person in his large family to become a pilot. He eventually turned professional, at various times flying charter, corporate, regional airline, and flight instructing. I was one of his students.

All four of my father's sons became pilots. Three of us now have aviation-related careers. I write about the subject, while two of my brothers fly for the airlines. Two of us also currently own airplanes.

Now there is a third-generation pilot in the family. My middle son, Ian, polished off his freshman year at the

University of Florida by earning his private pilot certificate. I couldn't be more pleased or proud.

Learning to fly was easy for Ian in certain respects and difficult in others. I'm certain that he benefited from growing up around airplanes and flying with me, my father, and my brothers. Before he began his own training he was familiar with light aircraft. He knew the basics of airplane control, and he was comfortable in the physical environment-movement in three axes and riding in a cramped, noisy cockpit.

During his senior year of high school, Ian decided that he wanted to become an Air Force pilot. His uncle (my youngest brother) was a distinguished F-15 fighter pilot and instructor, and an uncle on Ian's mother's side recently retired after a long and successful career as a manager in the Air Force. Given those two strong influences in his world-flying and the Air Force-it's no wonder Ian signed up for the University of Florida's Air Force ROTC program with the goal of earning a coveted pilot-training slot.

Although he grew up around airplanes, Ian had not had any formal flight instruction by the time he graduated from high school. Given his desire to become a military pilot, Ian concluded that he'd better find out if he would enjoy being a pilot before he committed to the Air Force pilot-training track. So, during the two-day parent-freshman orientation session at the University of Florida, Ian and I drove out to Gainesville Regional Airport and talked to an instructor at Gulf Atlantic Airways, Inc., the resident flight school at the airport.

We got a tour of the place and a look at one of the school's Cessna 152 trainers, then spent some time talking to an instructor. He explained the school's Part 141 curriculum, the phase checks, and-all-important to dad-the cost of instruction.

Although Ian's family background may have given him something of a mental head start as a pilot, learning to fly was all his own doing. The decision to pursue training or not was his alone. He went for it.

Turns out that he was a pretty good student. Taking two and sometimes three lessons a week, Ian was ready to take his checkride with fewer than 50 hours in his logbook. Well, almost ready. Everything went smoothly during the checkride except for the cross-country portion. Ian had figured an incorrect heading, and the examiner failed him. Though embarrassed and angry at himself, Ian recovered and took the second checkride, which he passed. He's since checked out in a Piper Warrior and has taken some of his friends flying. He's also planning to fly with his older sister (who has soloed) to an upcoming family reunion-his first cross-country as a private pilot.

Like most primary flight students, Ian experienced emotional highs and lows, a change in instructors, frustrating delays, and a mechanical problem or two during his training. In other words, it was excellent preparation for the joys and occasional frustration of life as a pilot.

Soon after he completed his training, I asked Ian to share his thoughts about learning to fly. I suspect they track closely the impressions of most new private pilots. Here are his notes:

"I found that lessons were always a release from the grind. I could go to a lesson, stressful or not, and find that all other problems would fade away.

"The price was reasonable for what you are getting. Less than four grand is not a lot to pay for something you are going to use for the rest of your life.

"I enjoyed the challenge that learning to fly presented. Overcoming obstacles was a rewarding experience.

"I was taught much more than actual flying. I learned confidence, responsibility, attention to detail, and time management. There are an endless number of things to learn.

"You can't always get down [emotionally] when you make a mistake. You have to battle back.

"Every Joe can drive a car (and does). Not everyone can fly an airplane. It gives you a certain attitude that nonpilots don't seem to understand.

"No doubt there's a passion involved. If you don't feel that passion, it is either time to take a break or stop. I found that after flying for three days straight, my fire dwindled somewhat. I'd take a few days off, and it came back in full force. I was a better pilot afterward.

"I quickly found that the rudder is the most underrated control in flight. "Stalls are nothing to fear. Again, the rudder is the key. Keeping the ball centered makes a world of difference.

"Keep on top of the book work. That allows you more time for studying the flying when the practical [checkride] comes around.

"Attention to detail will save you time and money. Make sure you review everything before the practical.

"Changing instructors should be avoided. However, if you and your instructor don't click, find another. There's nothing worse than an instructor who makes you feel uncomfortable.

"Don't be nervous about the practical. Act, look, and be confident. The examiner wants to make you a pilot. Show him that you are worthy.

"If at all possible, get your instruction at a tower-controlled airport. It's easier to go from a towered airport to a nontowered field. The federal aviation regulations do not require much tower time. Squeeze in as much as possible.

"When there is something wrong with your airplane or training, don't sit on it. Tell someone at the flight school."

Ian's final comment was the most telling, at least in a fellow pilot's proud reading of it: "Just do it. Don't wait forever. The sooner you get in the airplane, the sooner you can call yourself a pilot."