I passed the commercial airplane FAA knowledge test today. Used Dauntless software and after three days of prep got 96% score. Total cost: $170 ($140 test fee, $30 software fee).
Although ground schools are great in building knowledge, between Apps4Av and regular work, I do not have time to attend one.
Now I need to fly ten minimum hours in a complex aircraft to get the commercial rating. The cheapest complex I can find is $160 hobbs Piper Arrow. That is expensive, given I pay $145 tach for a much better C182.
MV
Tuesday, July 2, 2013
Wednesday, June 26, 2013
Baa Haa Baa
My first IFR flight in actual IMC was a very special one. We saw anvil clouds, heavy rain, and lightning from miles away during the flight. We saw a tornado near the airport half hour after landing.
I flew from KBVY to KBHB on Saturday
morning, it was actual IFR with
rain, and mist, but no convective activity. The C182 N6453H pretty much
flew itself, and all I had to do was to push knobs and buttons. For
practice, I made the ILS 22 approach at BHB with autopilot off. It was early
morning, and high pressure prevailing in the area. It was quite smooth. There is a NEXRAD display in the plane.
 |
| I passed through the green areas, but avoided any yellow or red ones |
 | |||||
| Rain in clouds |
 |
| Problem areas on NEXRAD |
On our way back, it was a bit
more tricky. There was a convective SIGMET outlook from 5 PM to 9 PM. A high pressure system was sending moisture from the
Gulf to the Great Lakes, and all the way into MA from the West. Due
to extreme heat, the moisture was being lifted. There were a fair number of thunderstorms inland, however, due to cool
water, there were none on the ocean. I flew ten miles off the coast
(with my life jacket on), and could see dozens of anvils from
Portland to Portsmouth. We took pictures of lightning. It was scary for an inexperienced pilot. I
stayed VFR on the IFR plan.While I was high on adrenaline, wife and kids barely registered any danger because the
ride was smooth.
 | ||
| Mass moving East as we start our flight back |
 |
| Towering cumulonimbus, and anvil clouds over Portsmouth |
The two days spent in MDI between the two hours of flying were exceptional. We ate at our favorite places, headed to trails, relaxed on lakes, and sat at the beaches and harbors. The best part about the MDI (Mount Desert Island) area is the free shuttle service that runs every half hour to most popular destinations. We decided not a rent a car and used the bus. Double thumbs up to the MDI vacation, our third one in three years.
Here are some pictures and a video from the MDI.
 |
| Relaxing at Jordan Pond |
 |
| Asticou Park |
 |
| Checking out Northeast Harbor |
 |
| Zain at Thuya Gardens |
 |
| Bar Harbor |
 |
| Momina's purchase (a painting) fits in the back, while kids nap during the flight |
And here is the video of our exciting three day weekend.
Friday, May 10, 2013
Plum Island and Boston
While John Wiley was in Boston, we had two Skyhawks at your disposal. However, the party included four adults, and two kids. The Club Skyhawk is parked in Beverly, an hour drive from my house.
We drove to Minuteman airport (6B6), where John's Skyhawk was parked. John flew me and my two kids to Beverly, where I started a pre-flight to head to Plum Island (2B2). John went back to get the ladies from Minuteman airport.
Both aircraft landed at Plum Island airport one after the other.
At Plum Island, we walked half a mile to a lobster shack, had our lunch, then walked back to the airport. It was a very clear day for some good pictures.
On the way back, both Skyhawks landed at Minuteman, I dropped off the kids and wife, while John dropped Anne off. Then both of us flew back to Beverly, where I parked the club plane, and took a ride back to Minuteman with John on his plane.
The day before Plum Island, we did a Boston City tour on another clear day, and the pictures came out extremely sharp and clear.
A very busy weekend ended with some rest on the Sunday evening.
Here are some pictures from the excursion.
We drove to Minuteman airport (6B6), where John's Skyhawk was parked. John flew me and my two kids to Beverly, where I started a pre-flight to head to Plum Island (2B2). John went back to get the ladies from Minuteman airport.
Both aircraft landed at Plum Island airport one after the other.
At Plum Island, we walked half a mile to a lobster shack, had our lunch, then walked back to the airport. It was a very clear day for some good pictures.
On the way back, both Skyhawks landed at Minuteman, I dropped off the kids and wife, while John dropped Anne off. Then both of us flew back to Beverly, where I parked the club plane, and took a ride back to Minuteman with John on his plane.
The day before Plum Island, we did a Boston City tour on another clear day, and the pictures came out extremely sharp and clear.
A very busy weekend ended with some rest on the Sunday evening.
Here are some pictures from the excursion.
 |
| Zakim Bridge |
 |
| Kids in a Cub at 2B2 |
 |
| Ladies at the lobster shack |
 |
| John's Plane |
 |
| Me carrying the family |
 |
| 2B2 Runway |
 |
| 6B6 Minuteman Landing |
 |
| MIT |
 |
| Boston |
 |
| Two Jets landing at Logan |
Wednesday, May 1, 2013
Instrument Rating
I passed the instrument rating test last Friday.
Its one of the hardest ratings to get in aviation, and is not a fun experience. I am glad its over and done with.
I finished the rating in about five months with twenty five total lessons on the club Skyhawk N172EF.
The aircraft is well equipped with a GNS-430, and an auto-pilot; not necessarily a good thing for the rating, as you have to master more instruments. But after you pass, you feel happy that you did learn the GPS and auto pilot assisted approaches.
The oral part of the test went quite well. I did not miss much.
The practical test was not pleasant. Throughout the test, I was nervous, and made silly mistakes. I was certain that I would fail at any time, but things worked out OK.
The test was at an unfamiliar airport for me (SFM), however, I was told that all approaches will be made to that airport. I was prepared.
I was asked to make a no gyro VOR approach which I executed fine. The VOR is only four miles from the runway, making it quite a bit of a challenge with prevailing tail wind and thermals.
The GPS approach was screwed up, because I forgot to toggle the NAV/GPS function, hence had to do a missed approach. Got a lesson on that from the DPE during the flight.
Did the third, and last (ILS) approach fine. The DPE told me to go below DH, all the way to the surface to simulate engine failure in zero visibility. He told me to keep the needles centered, while descending at two hundred feet/minute, with the hood on. The aircraft touched down with a thud without an event. Going below the DH was actually a lesson from the DPE, not a test.
After all said and done, I got a certificate to move on to the next rating.
During the IFR training, I extensively used X-10 and CH-products based flight simulator at home, to practice all sorts of holds, and approaches. I feel that it was extremely helpful towards the end, after I had good habits ingrained by the instructor. I flew about twenty five hours on this home assembled simulator, none of which could be logged.
I did the rating during frigid NE months when the club aircrafts are mostly available. The training included six valuable hours of cloud time, with some exposure to icing and its recognition.
Now the rating is behind me, and the summer is here, I can start traveling, and posting pictures.
Cost and time for the rating are:
Its one of the hardest ratings to get in aviation, and is not a fun experience. I am glad its over and done with.
I finished the rating in about five months with twenty five total lessons on the club Skyhawk N172EF.
The aircraft is well equipped with a GNS-430, and an auto-pilot; not necessarily a good thing for the rating, as you have to master more instruments. But after you pass, you feel happy that you did learn the GPS and auto pilot assisted approaches.
The oral part of the test went quite well. I did not miss much.
The practical test was not pleasant. Throughout the test, I was nervous, and made silly mistakes. I was certain that I would fail at any time, but things worked out OK.
The test was at an unfamiliar airport for me (SFM), however, I was told that all approaches will be made to that airport. I was prepared.
I was asked to make a no gyro VOR approach which I executed fine. The VOR is only four miles from the runway, making it quite a bit of a challenge with prevailing tail wind and thermals.
The GPS approach was screwed up, because I forgot to toggle the NAV/GPS function, hence had to do a missed approach. Got a lesson on that from the DPE during the flight.
Did the third, and last (ILS) approach fine. The DPE told me to go below DH, all the way to the surface to simulate engine failure in zero visibility. He told me to keep the needles centered, while descending at two hundred feet/minute, with the hood on. The aircraft touched down with a thud without an event. Going below the DH was actually a lesson from the DPE, not a test.
After all said and done, I got a certificate to move on to the next rating.
During the IFR training, I extensively used X-10 and CH-products based flight simulator at home, to practice all sorts of holds, and approaches. I feel that it was extremely helpful towards the end, after I had good habits ingrained by the instructor. I flew about twenty five hours on this home assembled simulator, none of which could be logged.
I did the rating during frigid NE months when the club aircrafts are mostly available. The training included six valuable hours of cloud time, with some exposure to icing and its recognition.
Now the rating is behind me, and the summer is here, I can start traveling, and posting pictures.
Cost and time for the rating are:
| Item | $Cost/Time |
|---|---|
| Total written test prep time (at home study) | 1 Week |
| Total flying duration | 11/19/2012 - 4/26/2013 |
| Total hobbs time (including the test) | 56.7 hours on Skyhawk |
| Total instrument time (including the test) | 44.1 hours on Skyhawk |
| Number of lessons | 25 lessons |
| Ground instruction | 2 hours / $70 |
| Foggles, FAR/AIM, PTS | $51 |
| ASA oral study guide | $13 |
| Instrument/Commerical Jeppesen Manual (Used, 1996) | $10 |
| Written test prep software Dauntless | $40 |
| Intro lunch with the instructor | $30 |
| X-10 flight simulator (Yoke, Pedal cost not included - add $200) | $70 |
| Written test fee | $140 (Got $10 AOPA discount) |
| Practical/oral test fee | $300 |
| Instructor's fee at $35 an hour | 53.9 hours, $1887 |
| Flying cost at $110 per tach hour | 4951 |
| Total cost/time | $7562, 5 1/2 months |
Wednesday, March 6, 2013
Food That Feels Good
I had full discretion of food choices during the past six weeks.
I made food choices on my rule that food should make you feel good before you eat it, when you are eating it, and several hours after you have consumed it.
This good feeling starts at the wallet. For about $3 a day, you can satisfy 70% of your food requirements **.
Not much cooking involved, however it takes some time to wash, cut, and split in portions.
I feel energetic all day long, and my brain has good blood supply at work.
** Being a Desi, I complete the remaining 30% with an oil soaked meat serving and rice.
I made food choices on my rule that food should make you feel good before you eat it, when you are eating it, and several hours after you have consumed it.
This good feeling starts at the wallet. For about $3 a day, you can satisfy 70% of your food requirements **.
| Food | Approx Price of One week supply |
Quantity Per Day |
|---|---|---|
| Egg, boiled | 1.00 | One |
| Banana | 1.00 | One |
| Kiwi | 1.50 | One |
| Orange | 2.50 | One |
| Milk with tea | 1.50 | One cup |
| Broccoli | 0.50 | Two small flowers |
| Raw pineapple | 2.50 | One slice |
| Lettuce | 1.00 | One leaf |
| Whole wheat bread | 2.00 | Two slices |
| Wheat wraps | 3.50 | Two |
| Baked potato | 2.50 | One |
| Carrots | 1.50 | Several baby |
| Mushroom | 2.00 | Three small |
Not much cooking involved, however it takes some time to wash, cut, and split in portions.
I feel energetic all day long, and my brain has good blood supply at work.
** Being a Desi, I complete the remaining 30% with an oil soaked meat serving and rice.
Sunday, February 3, 2013
My Life Today
Life has become very busy between work, after-hours aviation applications development, and training for instrument rating.
After a gap of about six months, I have started running again. It feels like starting over again. It is frustrating when I get exhausted after about half a mile. I somehow manage to run about two and a half, with a one minute huff-and-puff stop at one mile mark. However, I am not too concerned about quickly ramping back up to six mile runs. The long break actually provided my tired mind and body a much needed rest, after ten years of day after day running regime. I do not plan on going back to running marathons anytime soon.
On the other fitness front, I can now do thirty pull ups with straight legs, in one go. I plan to be able to do forty on my fortieth birthday.
With family on a tour to Pakistan, I am concentrating more on finishing my instrument flying rating. I am at the airport every weekend, trying to get as much flying as possible. I am half way through the rating, and can easily make approaches with my eyes covered. But sadly, even on the finest days, I am unable to see the world from above, and unable to snap any good pictures to share.
Avare has been a charm. There are about five thousand users, donating (voluntarily) a hundred plus dollars a month that pays for the testing equipment. The application is adding about fifty users a day. Latest reviews can be found at:
Avare. The app has introduced me all sorts of interesting people in aviation.
I recently wrote an article for North Shore Aero Club:
A smart mobile or tablet device has enough storage to download all the FAA charts, airport diagrams, approach plates, and facilities directories. A smart device aviation GPS (SDAG) application bundles all the FAA information, then downloads and stores it, to be displayed in flight when Internet is not available.
Avare is the first free SDAG application, and is available on Google Play store for Android phones and Tablets. Source code is freely available on line for the curious minds.
After a gap of about six months, I have started running again. It feels like starting over again. It is frustrating when I get exhausted after about half a mile. I somehow manage to run about two and a half, with a one minute huff-and-puff stop at one mile mark. However, I am not too concerned about quickly ramping back up to six mile runs. The long break actually provided my tired mind and body a much needed rest, after ten years of day after day running regime. I do not plan on going back to running marathons anytime soon.
On the other fitness front, I can now do thirty pull ups with straight legs, in one go. I plan to be able to do forty on my fortieth birthday.
With family on a tour to Pakistan, I am concentrating more on finishing my instrument flying rating. I am at the airport every weekend, trying to get as much flying as possible. I am half way through the rating, and can easily make approaches with my eyes covered. But sadly, even on the finest days, I am unable to see the world from above, and unable to snap any good pictures to share.
Avare has been a charm. There are about five thousand users, donating (voluntarily) a hundred plus dollars a month that pays for the testing equipment. The application is adding about fifty users a day. Latest reviews can be found at:
Avare. The app has introduced me all sorts of interesting people in aviation.
I recently wrote an article for North Shore Aero Club:
For NSAC - BVY
Zubair KhanA smart mobile or tablet device has enough storage to download all the FAA charts, airport diagrams, approach plates, and facilities directories. A smart device aviation GPS (SDAG) application bundles all the FAA information, then downloads and stores it, to be displayed in flight when Internet is not available.
A GPS peripheral external or internal
to the device, sends geographic location to the SDAG application so
it can load and display the aircraft's location on an appropriate
sectional, WAC, IFR chart, airport, or approach plate, super imposed
with elevation models. An SDAG application's concise graphical layout
augments the situational awareness of a pilot, and reduces cockpit
clutter.
When on ground, and connected to the
Internet, the SDAG application can be a one stop shop for flight
planning. The user can select a route sans TFR, then get weather,
winds aloft, airport and en-route information, then file a flight
plan, with just a few button presses.
Many vendors offer SDAG applications
for Google Android, and Apple iOS. All the FAA data is free, but
expect to pay yearly “chart subscription fee” of one hundred
dollars as software development and marketing costs.
While there is a vast feature disparity
between SDAG applications from various vendors, none of them is
approved by the FAA for IFR flights. Operating systems on smart
devices are not tested according to the strict FAA standards, and
hence any software running on them is unfit for use as a primary
flight navigation tool. It is unwise to completely rely on an SDAG
application during the critical phases of a flight.
Avare is the first free SDAG application, and is available on Google Play store for Android phones and Tablets. Source code is freely available on line for the curious minds.
Monday, November 26, 2012
Avare Progress
When I started developing Avare, I was not sure where it will take me.
But after about two months on Google Play store, it has added about seven hundred users a month, and the trend is up. Aviation is a small market with a lot of established companies so I do not expect a viral uptrend.
There were some frustrating moments when a bug slipped in, but users were extremely helpful in diagnosis.
Mostly it has been a better than expected experience with new and more interesting things happening every day.
I am learning more about business than I would learn in a classroom.
The emails, and positive reviews of appreciation I get is the most important thing in these last couple of months.
I have made dozens of pilot friends around the world. One of them a flight instructor, offering to give me free instruction if I could visit his setup in Georgia (State).
More importantly, I know my friend John more now. John has helped in testing, documentation and general road map.
Avare will never make money (we will keep it free). But you got to look beyond nickels and dimes.
Avare has 4.6/5 rating on play store. The app appears third in search "aviation gps". Moved up from fiftieth place. The nearest competitor has 3.0/5 rating.
http://play.google.com/store/search?q=aviation+gps
Here are the most recent reviews.
But after about two months on Google Play store, it has added about seven hundred users a month, and the trend is up. Aviation is a small market with a lot of established companies so I do not expect a viral uptrend.
There were some frustrating moments when a bug slipped in, but users were extremely helpful in diagnosis.
Mostly it has been a better than expected experience with new and more interesting things happening every day.
I am learning more about business than I would learn in a classroom.
The emails, and positive reviews of appreciation I get is the most important thing in these last couple of months.
I have made dozens of pilot friends around the world. One of them a flight instructor, offering to give me free instruction if I could visit his setup in Georgia (State).
More importantly, I know my friend John more now. John has helped in testing, documentation and general road map.
Avare will never make money (we will keep it free). But you got to look beyond nickels and dimes.
Avare has 4.6/5 rating on play store. The app appears third in search "aviation gps". Moved up from fiftieth place. The nearest competitor has 3.0/5 rating.
http://play.google.com/store/search?q=aviation+gps
Here are the most recent reviews.
Saturday, November 10, 2012
Instrument/Commercial rating
Today I passed the FAA written test for airplane instrument rating. I am extremely excited to start training for instrument and commercial rating.
Some time ago, I wrote five rules for myself, and I plan to stick to them (http://zk4u.blogspot.com/2012/02/flying-safely.html). The only reason I am training is to become a better pilot, and be able to get out of bad weather in case it creeps up on me.
I have no interest in flying for hire.
For the next few months, I will be busy on weekends, flying by sole reference to aircraft instruments, instrument landing, and learning more about weather.
I am also excited to hear that the NSAC club is close to buying a Cessna 182, that can carry four adults to as far west as Chicago, and as far south as Florida without stopping.
Life is so much more fun if there is something to look up to.
Some time ago, I wrote five rules for myself, and I plan to stick to them (http://zk4u.blogspot.com/2012/02/flying-safely.html). The only reason I am training is to become a better pilot, and be able to get out of bad weather in case it creeps up on me.
I have no interest in flying for hire.
For the next few months, I will be busy on weekends, flying by sole reference to aircraft instruments, instrument landing, and learning more about weather.
I am also excited to hear that the NSAC club is close to buying a Cessna 182, that can carry four adults to as far west as Chicago, and as far south as Florida without stopping.
Life is so much more fun if there is something to look up to.
Sunday, October 28, 2012
Fryeburg and North Conway
On Sunday, the weather was quite clear for my trip to Fryeburg, ME to check out the fall foliage. I had plans to fly the canyons in the Presidential Range (http://en.wikipedia.org/wiki/Presidential_Range). This was another dad-son day adventure.
The flight was very simple 85 NM from Beverly, flying solely on Avare navigation. However, as I got closer to Fryeburg, it became clear to me that due to low ceiling, I will not be visiting the mountains this time.
The approach to Fryeburg was very bumpy, and I had a less than ideal landing due to a small down down draft a few moments before touchdown. Thanks to the very forgiving Skyhawk I did not even feel the hard touchdown.
I was literally greeted by a couple of pilots at Fyreburg, who guided me to a crew car. The Jeep had stick shift which gave me goose bumps at first, but with a little practice around the parking lot brought back the muscle memory from my days of driving a stick shift in Pakistan 14 years ago.
We drove to North Conway, about fifteen miles from Fryeburg airport, where we had a great lunch. There is a train museum in N Conway that Zain was so excited to visit.
I was getting a bit worried with the slowly dropping ceiling, so after a couple of hours in the town, we drove back to Fryeburg airport. On our way back, we were presented with excellent fall colors, and then were awed by a large rainbow in the air. Whenever I see a rainbow, I prepare myself of rain. Rain did arrive after the rainbow vanished, but we navigated fine through it back to Beverly.
Here are a few other pictures from this adventure.
The flight was very simple 85 NM from Beverly, flying solely on Avare navigation. However, as I got closer to Fryeburg, it became clear to me that due to low ceiling, I will not be visiting the mountains this time.
The approach to Fryeburg was very bumpy, and I had a less than ideal landing due to a small down down draft a few moments before touchdown. Thanks to the very forgiving Skyhawk I did not even feel the hard touchdown.
I was literally greeted by a couple of pilots at Fyreburg, who guided me to a crew car. The Jeep had stick shift which gave me goose bumps at first, but with a little practice around the parking lot brought back the muscle memory from my days of driving a stick shift in Pakistan 14 years ago.
We drove to North Conway, about fifteen miles from Fryeburg airport, where we had a great lunch. There is a train museum in N Conway that Zain was so excited to visit.
I was getting a bit worried with the slowly dropping ceiling, so after a couple of hours in the town, we drove back to Fryeburg airport. On our way back, we were presented with excellent fall colors, and then were awed by a large rainbow in the air. Whenever I see a rainbow, I prepare myself of rain. Rain did arrive after the rainbow vanished, but we navigated fine through it back to Beverly.
Here are a few other pictures from this adventure.
 |
| Crew car called Petunia at Fryeburg, ME. It used to be pink, I was told. Stick shift. |
 |
| Petunia runs fine. Made the difference between a good trip and a great trip. |
 |
| Crab cakes, pizza. |
 |
| Engine in N Conway |
 |
| Zain on an engine. His mouth is stuffed with food that he decided to carry there. |
 |
| Excellent fall |
 |
| Zain breaking the law |
 |
| "Petunia" crew jeep |
 |
| Rain after rainbow |
 |
| Fall is too red |
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| Back at Beverly and yum at Cherry Farm |
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