Advice for a wannabe student
I'm confused about something and would like your help. I am 15 and very interested in flying. I have this burning desire to fly, but I will have to wait until I'm 17 to obtain a private pilot certificate. My parents say I'm too young to start my lessons.
Am I really too young to start taking flying lessons now? If not, would you please tell my parents to hand over some cash? I'd really like to start lessons now so I can build time toward an airline transport pilot certificate. If my parents won't give me the money, is there anything I can do to help support my flying lessons?
Thanks,
Wayne
Greetings Wayne:
OK, let's start with an attitude adjustment. I hate to say it, but you seem to be treating your parents like an ATM. Keep in mind that if you push their buttons the wrong way, the only cash you're likely to see is a CD by Johnny Cash. It might help if you acknowledged that this isn't something they owe you, and that you recognize it's costly and a special commitment on their part to your education.
To make that commitment, they'd have to see that it makes sense and that you in turn are really dedicated to it.
It does make sense. As a matter of educational psychology, you're certainly not too young to take flying lessons at 15. After all, it's legal in the United States to solo a glider and/or a balloon at 14. If youngsters can solo at this age, you can certainly benefit from taking lessons at 15.
If money weren't an issue, I'd recommend beginning flight training at 15 or even 14 for one basic reason: Learning to fly is one of the best educational experiences that a youngster can have. In a unique way it helps a person to mature very quickly. This is reason enough to start early, in my book.
If your parents are willing to help, you have to think seriously about timing. If you start flying too early, you might be ready for solo long before your sixteenth birthday, which is the legal minimum. This means you'd typically have to continue with dual instruction or put off your training until you approach your birthday. Some folks wait until they're 16 and a half to begin their flight training. This way, when they've finished their lessons they're nearly 17 and are qualified to take the private pilot practical test.
Now is a good time to study for your knowledge test, too. A passing score is good for two years. Passing the test will give your parents the confidence that you are serious about this endeavor.
Of course, finding the money to fly is an entirely different story if your parents can't or won't help you pay for flying lessons. So I have a suggestion. Start your own business to help make flying money. Here's an idea. There are many folks who don't have smoke detectors in their homes. You could purchase smoke detectors in bulk for perhaps $5 apiece or less, and sell them for $10 each (or more) installed. Most homes could use at least five good smoke detectors. One installation would take less than an hour and pay you $25. The best part is that you'll establish a relationship with your customers and can arrange to replace their batteries once every six months for a reasonable fee.
And keep in mind that most FBOs won't let a minor begin flight training without a parental OK, so you really want to stay on your parents' good side in this matter. You could, for example, point out that it's better that you're flying than getting tattoos and nose rings, which is what your friends are probably doing with their money. This approach might help your parents see the value of your involvement in flying.
The unknown go-around
Dear Rod:
The pilot's operating handbook for my single-engine, fixed-gear airplane doesn't offer a go-around procedure. So, if you are configured to land with full flaps, carb heat, etc., and you decide to do a go-around, how do you manipulate the flaps, carb heat, etc.? How far, how fast?
Thanks,
Flustered
Greetings Flustered:
OK, here's the deal. When you begin your go-around the very first step is to apply full power, then remove any carb heat in use. Next, you'll want to raise the nose sufficiently to keep the airplane from descending but not so high as to decelerate (after all, you are using full flaps in this example and you don't want to decelerate). Then, you'll want to remove the drag-causing portion of those flaps. In most airplanes this means reducing flaps to no more than 50 percent of their maximum travel. If an airplane has 40 degrees of flaps extended, you'll want to raise the flaps to the 20-degree mark. At nearly the same time, raise the nose to an attitude that allows you to accelerate to VY, then remove the remaining flaps in 10-degree increments.
Panel teaching tools
Dear Rod:
I'm looking for a way to help my students better learn about the instruments on the panel. I've taken photographs of the panel and given them to my students to familiarize them with the instruments. Many years ago I recall that you made a recommendation on how to help students accomplish something similar. Could you please tell me what this was?
Thank you very much,
Robert
Greetings Robert:
The idea of which you speak comes from my friend and fellow flight instructor, Tim Peterson of Boise, Idaho. To familiarize his students with the instrument panel, Tim has them sit in the airplane before each lesson and literally draw all the instruments on the panel--instruments, color bars, the names of switches, and even the imprinted city name where the instrument was made (if it happens to be shown)--until they draw the entire panel display. Of course, they don't necessarily do this all in one sitting. Instead, he provides them with a relatively large piece of paper and has them construct the panel over successive lessons. When the drawing is complete, an amazing thing happens. The student is able to point out information about the instruments, avionics, and electronics that might have otherwise been overlooked or dismissed. It's a great exercise for every student.
Rod Machado is a flight instructor, author, educator, and speaker. A pilot since 1970 and a CFI since 1974, he has flown more than 8,000 hours and owns a Beech A36 Bonanza. Visit his Web site.
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