Learning to fly, from Day 1 to now.

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Goals

Ever since I took my first couple of flights as a brand new student pilot, I've always thought that being a certified flight instructor would be incredibly fun. I've never had the desire to go to the airlines or fly for any air carrier, though if an unbeatable corporate job comes knocking on my door, I probably won't refuse, however, my ultimate goal is to bring new pilots into this industry, and be the best instructor I could be. Without instructors, we don't have pilots, so instructing is my way of giving back to the aviation industry.

PRIVATE PILOT TRAINING

In spring of 2010, the flight school I took my original discovery flight with had closed down, but we stumbled upon "Above and Beyond Aviation LLC" based at Austin Bergstrom International Airport (KAUS), so we scheduled a discovery flight with the owner, George Farris. I got along with George quite well, so I opted to carry out the rest of my private pilot training with him.

My first "official" lesson took place on May 30th, 2010 at the age of 14. George put me through my paces with all the maneuvers, procedures, and tasks until I finally turned 16, where he then soloed me on February 12, 2012. The rest of that year consisted of nothing but solo flights with the occasional dual instruction mixed in here and there, until my 17th birthday rolled around, and it was time to prepare for the checkride.

I cannot describe how nervous I felt on the morning of my private pilot checkride - my hopes and dreams rested on how well that exam was going to go. Sure enough, I parked the airplane and the examiner said "Alright, I'll head inside and get going on your paperwork and get you your certificate." The joy I felt in that moment was indescribable, but it may not have matched my Dad's. Without waiting to hear how the checkride went, he met me at the airport, looked at me and asked "Well, is my son a pilot?" I replied "He sure is," and I saw his eyes turn glassy - we hugged. 

 

instrument training

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I went through my instrument training in a very unique way. Let's jump back to July 2014 to the first time I met Brandon Maso, a CFII out of the Dallas, TX Area. Myself and some friends were flying formation up to Oshkosh 2014 from Oklahoma, and Brandon was invited by someone in our group. After that, we seemed to get along well when we discovered we think almost exactly alike as pilots.

By the time I was ready to start working on the instrument training, my Dad and I had already purchased our own airplane - a 1976 Cessna 172M, N80991. We got the bird instrument equipped with a Garmin 430 WAAS GPS, and she was good to go.

 -- You can read more about how we found N80991  here  --

-- You can read more about how we found N80991 here --

Since I became close friends with Brandon, a CFII, he took me through all of my instrument training - and we had quite a few adventures throughout the process. There were only a handful of flights that were dedicated solely to instrument training - most of it was flying across the country, getting practical real-world experience. In a lot of ways, it was some serious "baptism by fire."

Lots of very valuable lessons were learned by training in the practical environment. From my first IFR lesson - a rainy night cross country in IMC (video), to aborting a takeoff roll in the mountains due to changing weather (video), to shooting my first approach - a real-world ILS down to minimums (video), it's needless to say that my instrument training did a tremendous job at helping me develop a healthy respect for IFR.

After Brandon and I had taken my Skyhawk from Texas to Georgia, Oshkosh, and California, we touched up a few last items in the PTS and I took the checkride!

 Photo taken immediately after the checkride.

Photo taken immediately after the checkride.

Commercial Training

About six months after taking the instrument checkride, I finished up another semester of college and utilized the first week of Christmas break to knock out the commercial certificate. Since Brandon and I hit it off so well during the instrument training, we didn't see a reason to stop there. Brandon began to walk me through the standards and expectations of the commercial ASEL (airplane single-engine land) checkride and we scheduled a time with the examiner.

The commercial checkride is designed to have the applicant demonstrate their mastery of the aircraft, decision making, effective knowledge of aerodynamics and energy management, and overall safe procedures and behavior. On December 30, 2015 I took and passed the commercial checkride in a 1983 Mooney M20J with the same examiner who did my instrument checkride.

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Certified flight instructor

From what I had been told in the passed from countless flight instructors, I knew that earning the CFI certificate was going to be the most grueling checkride preparation I'll ever endure, and that expectation couldn't have been more spot on.

I finished the last semester of my second year of college at Texas State University, and Brandon and I began the horribly long and tedious preparation for this day-long checkride on my horizon. The CFI checkride is known for being one of the hardest checkrides a pilot will go through in their career. A checkride is divided into two parts; the "oral" portion, and the "flight" portion. It was explained to me that the oral for a CFI initial checkride would last anywhere from four to eight hours, and the flight portion will last about two hours. Needless to say, the pressure was on.

On July 19, 2016 I took and passed my CFI initial checkride. Immediately following the checkride I was rewarded with the opportunity to log my first instruction given to my father, the very person who brought me into aviation, on our way to his very first time at Airventure in Oshkosh, Wisconsin.

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