returning to flying after 29 years

On Apr 30, 1:32*pm, "Peter Dohm" wrote:
"WingFlaps" wrote in message

...
On Apr 30, 11:12 am, "BT" wrote:

Just remember.. you do not need to retake the written.. but this is the
best
way to get up to speed on the material and changes over the last 20 years.

Interesting, in (some) other countries the written test has a limited
validity and you have only a few years grace before you hare to retake
them if you don't complete the training in that period.

Cheers

--------begin new post----(still hoping to understand OE)-----------

It expires here as well if you don't complete the certification. *However,
the OP stated that he was "licensed" back in the day.


OK thanks.

Cheers

WingFlaps wrote:
On Apr 30, 11:12 am, "BT" wrote:
Just remember.. you do not need to retake the written.. but this is the best
way to get up to speed on the material and changes over the last 20 years.

Interesting, in (some) other countries the written test has a limited
validity and you have only a few years grace before you hare to retake
them if you don't complete the training in that period.

Cheers

It's the same here in the US. But I don't believe the OP had NOT
finished his training. BT's comment was just to clear up any possible
misconception after responders suggested what amounted to redoing the
ground school portion of training as a way to reacquaint him to
aviation.

On 2008-04-29, Robert M. Gary wrote:
2) King VFR Flight Review (better for those that just need refresher,
includes the stuff below)
http://www.kingschools.com/productDe...0KSJV033CSEDVD

I'll second this recommendation. I got it not too long ago, and it was
really good at bringing my knowledge level up to date.

The actual physical part of flying will come back pretty well, if you're
like me. I've gottan 4 hours of dual so far, and will get another 5 more
before I first solo N55ZC - but that's as much because that's what the
insurance company will want (5 hours dual in the aircraft) as it is because
that's what I think I need.
--
Jay Maynard, K5ZC http://www.conmicro.com
http://jmaynard.livejournal.com http://www.tronguy.net
Fairmont, MN (FRM) (Yes, that's me!)
AMD Zodiac CH601XLi N55ZC (ordered 17 March, delivery 2 June)

"Qzectb" wrote in message
...

I got my pilot license in 1978 when I was 20, continued flying into
1979 accumulating a total of 70 hours, and then stopped when I became
a university student and had neither money nor time. But I've been
longing to get back into it all this time, and yesterday, my wife
totally surprised me for my birthday by taking me to the airport and
saying, "you're going flying". Sure enough, she had scheduled time
with an instructor and a C-172, and she said she was giving her
blessing on my doing whatever it takes to get current again.

So I went through the preflight with the instructor, took off and
climbed out with relatively minimal prompting, successfully executed
two 360-degree steep turns (the instructor actually told me I did them
more accurately with respect to altitude and attitude than he could
have done!), a touch and go landing, and then a final landing. Okay,
so I flared a little high on my first landing but managed to recover
and land without a bounce - I had a bit of that tendency even when I
was flying regularly.

The net result is that I convinced myself that I can handle (or will
soon handle) the physical part of flying about as well and safely as I
ever could. Also, I'm a professional meteorologist, so I probably
still know the weather stuff about as well as anyone who flies.

It's everything else that's got me nervous: tower communications,
controlled airspace, etc. Among other things, I realize that the
entire airspace classification system has changed since I last flew.

I find that about 50% of what I hear on the radio is just plain
unintelligible. It always WAS hard for me to make out what was being
said, even when I knew roughly what to expect, but it seems worse
today. Maybe it's my middle-aged ears.

So I'm wondering whether anyone has suggestions on how to smooth the
transition back to regular flying most cost-effectively. Are there
books or computer software packages that would do an especially good
job of refreshing me on the parts I feel weak on, so that I can save
dual-time for the things that can't be covered well via self-study?

Side note: When I last flew, a C-152 was $19/hour wet, a C-172 was
$24/hour. There was no GPS. There were effectively no electronic
navigation calculators. There was only one fuel sump checkpoint in
each wing, and (to my recollection at least) no strobes on wingtips.
Also fewer switches to mess with on the panel. The C-172 engine was
carbureted, not fuel-injection. And yet, overall, I'm amazed at how
little the 172 has changed in three decades.

I was off for about years. I soloed on my 16th birthday in 1963, back
with "coffee grinder" radios where you had to ask the controller for a
"channel check count" to tune in the frequency. The I quit flying in 1980
until two years ago.

Like you, I found somewhat surprisingly, that I could sitll fly pretty well.
My instructor said it was kind of like water skiing. Once you learn, it
kind of stays with you.

The biggest differences I've found between then and now some 28 years later
are airspace classifications and navigation technology. It was sort of
intimidating at first, and not the easiest thing to pick up at age 62, but
I'm glad I got back into it. And I know you will be too. Good luck!

Qzectb wrote:

It's everything else that's got me nervous: tower communications,
controlled airspace, etc. Among other things, I realize that the
entire airspace classification system has changed since I last flew.

It makes a lot more sense now, though, so you'll pick that up much
quicker than a new student.

I find that about 50% of what I hear on the radio is just plain
unintelligible.

I recommend Bob Gardner's book "Say Again, Please" because it's concise
and clear.

Side note: When I last flew, a C-152 was $19/hour wet, a C-172 was
$24/hour. There was no GPS. There were effectively no electronic
navigation calculators.

The E6B hasn't changed, but, I have to admit that the ASA CX-2 flight
computer rocks.

The C-172 engine was carbureted, not fuel-injection. And yet, overall, I'm amazed at how
little the 172 has changed in three decades.

Well, if it's like the ones I rent, it's literally the same plane. :

Qzectb wrote:
I got my pilot license in 1978 when I was 20, continued flying into
1979 accumulating a total of 70 hours, and then stopped when I became
a university student and had neither money nor time. But I've been
longing to get back into it all this time, and yesterday, my wife
totally surprised me for my birthday by taking me to the airport and
saying, "you're going flying". Sure enough, she had scheduled time
with an instructor and a C-172, and she said she was giving her
blessing on my doing whatever it takes to get current again.

So I went through the preflight with the instructor, took off and
climbed out with relatively minimal prompting, successfully executed
two 360-degree steep turns (the instructor actually told me I did them
more accurately with respect to altitude and attitude than he could
have done!), a touch and go landing, and then a final landing. Okay,
so I flared a little high on my first landing but managed to recover
and land without a bounce - I had a bit of that tendency even when I
was flying regularly.

The net result is that I convinced myself that I can handle (or will
soon handle) the physical part of flying about as well and safely as I
ever could. Also, I'm a professional meteorologist, so I probably
still know the weather stuff about as well as anyone who flies.

It's everything else that's got me nervous: tower communications,
controlled airspace, etc. Among other things, I realize that the
entire airspace classification system has changed since I last flew.

I find that about 50% of what I hear on the radio is just plain
unintelligible. It always WAS hard for me to make out what was being
said, even when I knew roughly what to expect, but it seems worse
today. Maybe it's my middle-aged ears.

So I'm wondering whether anyone has suggestions on how to smooth the
transition back to regular flying most cost-effectively. Are there
books or computer software packages that would do an especially good
job of refreshing me on the parts I feel weak on, so that I can save
dual-time for the things that can't be covered well via self-study?

Side note: When I last flew, a C-152 was $19/hour wet, a C-172 was
$24/hour. There was no GPS. There were effectively no electronic
navigation calculators. There was only one fuel sump checkpoint in
each wing, and (to my recollection at least) no strobes on wingtips.
Also fewer switches to mess with on the panel. The C-172 engine was
carbureted, not fuel-injection. And yet, overall, I'm amazed at how
little the 172 has changed in three decades.



You shouldn't have any problem at all with this. Just pick a good CFI
and practice a bit to get back up to speed. You will have to do a bit of
catching up on current regs and procedures, and any good program
designed for the purpose should do just fine.
Just relax and enjoy the "upgrade".


--
Dudley Henriques

"Qzectb" wrote in message
...
...

I find that about 50% of what I hear on the radio is just plain
unintelligible. It always WAS hard for me to make out what was being
said, even when I knew roughly what to expect, but it seems worse
today. Maybe it's my middle-aged ears.


Practice, Practice, Practice.

http://www.liveatc.net/

Pick an airport...

--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

"Q" == qzectb writes:

Q I got my pilot license in 1978 when I was 20, continued flying
Q into 1979 accumulating a total of 70 hours, and then stopped
Q when I became a university student and had neither money nor
Q time.

Sounds very similar to my experience, but: 1975 when I was 20, around
60 hours TT, stopped for 17 years.

Q It's everything else that's got me nervous: tower
Q communications, controlled airspace, etc. Among other things,
Q I realize that the entire airspace classification system has
Q changed since I last flew.

Q I find that about 50% of what I hear on the radio is just plain
Q unintelligible. It always WAS hard for me to make out what was
Q being said, even when I knew roughly what to expect, but it
Q seems worse today. Maybe it's my middle-aged ears.

A good ANR headset helps a lot. I recommend LightSpeed; look for used
ones on ebay or contact LightSpeed themselves for refurbished models.

Funny. I got my license originally at San Jose Metro (now
International) so could handle towers no problem, but don't show me
any runway less than a few thousand feet and 50 feet wide. When I
took it up again it was from a 30 foot runway. I could easily land on
any taxiway but don't push me into controlled airspace.

Now, hundreds of hours later, either is OK. Practice is your best
friend. Catch rides with friends or in the back seat of a 172 and just
listen. Google for Internet feeds of airport and ATC radio traffic
and listen to those.

Q Side note: When I last flew, a C-152 was $19/hour wet, a C-172
Q was $24/hour. There was no GPS. There were effectively no
Q electronic navigation calculators. There was only one fuel
Q sump checkpoint in each wing, and (to my recollection at least)
Q no strobes on wingtips. Also fewer switches to mess with on
Q the panel. The C-172 engine was carbureted, not
Q fuel-injection. And yet, overall, I'm amazed at how little the
Q 172 has changed in three decades.

I recall from 1975: $14/hour wet, instruction $8/hour. Yeah, pretty
sad about the little progress from Cessna. Which is why now I'm
building an RV-9A.
--
This monkey mythology of Darwin is the cause of permissiveness,
promiscuity, prophylactics, perversions, pregnancies, abortions,
porno-therapy, pollution, poisoning and proliferation of crimes of all
types. ~ Judge Braswell Dean

On Apr 28, 7:39 pm, Qzectb wrote:

The net result is that I convinced myself that I can handle (or will
soon handle) the physical part of flying about as well and safely as I
ever could.

If you were a truck driver off for from 90 days to 3+ years some
insurers will require a carrier to have you complete a 3-7 day refresh
or complete CDL course.

It's everything else that's got me nervous: tower communications,
controlled airspace, etc. Among other things, I realize that the
entire airspace classification system has changed since I last flew.

That could be a red flag, stuff to misremember, confuse, unlearn and
relearn.

Radios, those always sound like gobbledygook until your ears get tuned
back in.


Oh yeah... and does your wife have any sisters?
-----

- gpsman

On Apr 28, 7:39*pm, Qzectb wrote:
I got my pilot license in 1978 when I was 20, continued flying into
1979 accumulating a total of 70 hours, and then stopped when I became
a university student and had neither money nor time. But I've been
longing to get back into it all this time, and yesterday, my wife
totally surprised me for my birthday by taking me to the airport and
saying, "you're going flying". Sure enough, she had scheduled time
with an instructor and a C-172, and she said she was giving her
blessing on my doing whatever it takes to get current again.

So I went through the preflight with the instructor, took off and
climbed out with relatively minimal prompting, successfully executed
two 360-degree steep turns (the instructor actually told me I did them
more accurately with respect to altitude and attitude than he could
have done!), a touch and go landing, and then a final landing. *Okay,
so I flared a little high on my first landing but managed to recover
and land without a bounce - I had a bit of that tendency even when I
was flying regularly.

The net result is that I convinced myself that I can handle (or will
soon handle) the physical part of flying about as well and safely as I
ever could. * Also, I'm a professional meteorologist, so I probably
still know the weather stuff about as well as anyone who flies.

It's everything else that's got me nervous: *tower communications,
controlled airspace, etc. *Among other things, I realize that the
entire airspace classification system has changed since I last flew.

I find that about 50% of what I hear on the radio is just plain
unintelligible. *It always WAS hard for me to make out what was being
said, even when I knew roughly what to expect, but it seems worse
today. *Maybe it's my middle-aged ears.

So I'm wondering whether anyone has suggestions on how to smooth the
transition back to regular flying most cost-effectively. *Are there
books or computer software packages that would do an especially good
job of refreshing me on the parts I feel weak on, so that I can save
dual-time for the things that can't be covered well via self-study?

Side note: *When I last flew, a C-152 was $19/hour wet, a C-172 was
$24/hour. *There was no GPS. *There were effectively no electronic
navigation calculators. *There was only one fuel sump checkpoint in
each wing, and (to my recollection at least) no strobes on wingtips.
Also fewer switches to mess with on the panel. *The C-172 engine was
carbureted, not fuel-injection. * *And yet, overall, I'm amazed at how
little the 172 has changed in three decades.

Hi Q!

Do yourself a favor if you're a bit mic shy and confused about radio
and airspace:

1. Take your instruction at a flight school that works out of an
aerodrome that has a control tower, preferably one that is near (and
whose controlled airspace is probably tucked underneath) a large and
busy hub or international airport. I trained at Toronto City Centre
Airport (CYTZ), about 25 miles from an international airport (CYYZ -
Pearson), and each and every flight involved a lot of precise and
frequent radio work, both with CYTZ ATIS ground and tower, but also
the regional Toronto Centre when you wanted to climb above the City
Center airspace. You learned by having to do it ... on every single
flight. Some people I have met that are lowish-time private pilots
avoided this kind of airport on purpose for their ab initio training
to avoid the quick and frequent radio activity, and I found that they
were never forced to learn ... so they didn't, and tend to still shy
away from busy airspace, or climbing to better cruising altitudes
because of the dreaded international airport controlled airspace above
them. It's important to understand both how to accept/decline
clearances and take instructions, recognize the "picture" of the space
around you by listening to what other planes near you are being told
to do as well as by looking out the windows. Of course you should
also fly to and around uncontrolled aerodromes as well in order to
understand how they work and what your responsibilities are on the
radio when in the airspace around them too. Cross country hours can
be used to get to them, or ask to go do your touch-and-goes at a
different aerodrome than where the flight school is located. Get used
to what goes on at as many aerodromes as possible while training.
That way you will learn procedures properly, not just how they apply
specifically at the aerodrome where your flight school is located.

2. There's lots of good training software (at least for airspace and
radio work in the U.S. ... Canada lags behind here pretty
significantly ... we had a good 20 page book that taught the
essentials of radio work for 20 bucks though!!!) ... buy some and use
it.

3. After a bit of work on the software or learning materials, find
some live ATC broadcasts on the internet, get the VFR and IFR charts
and airport configuration diagrams and approach plates for the airport
you want to listen to, and then listen to the internet broadcasts for
a couple of hours a week and look at the charts. Jot down any
questions and ask your instructor on the next lesson. Probably most
of it will be IFR clearances that aren't relevant early in re-
training, but it's an investment in time for later. If you enter
airspace with considerable IFR activity you'll at least get to
recognize those calls and start getting a picture of all the planes
around you and what they are doing.

If the flying went well on the first re-acquaintance flight don't let
the radio and airspace stuff worry you too much. Train at a towered
airport (but make some trips to uncontrolled aerodromes) and you'll
be proficient and confident much more quickly.

Good luck!

PPL-A (Canada).