I finally made it, too!

On 11/08/06 11:48, wrote:
Mark Hansen wrote:
Does your club include you as a "named insured" or whatever, on their
insurance policy? This was a big plus for me at the club I joined. It
basically means that I don't need to carry my own Renter's Insurance,
which will save me quite a bit (especially when considering the hull
coverage that I would have to have to fully protect me).

I'm not sure, to be honest. I've been assuming they don't, and that I
would have to get my own renters insurance if I ever rented an aircraft
(other than the club aircraft), but I've never bothered to find out for
sure.


I'm not talking about renting other airplanes - I'm talking about using
your club airplanes. For example, if you're not a 'named insured', then
the club's insurance policy is meant to protect the club and not you. This
means the insurance company can come back to you to recover their losses.

This is usually what you get renter's insurance for.

Even if you're a named insured, you need to see if the club's policy is
adequate to protect you in the even of a large loss.

I would guess that if you had to 'buy into' the club, such that you are
part owner of all the club assets, then you are probably going to be
a named insured - but you should probably check to be sure.

Best Regards,

--
Mark Hansen, PP-ASEL, Instrument Airplane
Cal Aggie Flying Farmers
Sacramento, CA

Congratulations Gary! It was a long time coming but you've finally
achieved something very few people on the face of the planet have done.
Nice!


--
Jack Allison
PP-ASEL-Instrument Airplane

"To become a Jedi knight, you must master a single force. To become
a private pilot you must strive to master four of them"
- Rod Machado

(Remove the obvious from address to reply via e-mail)

Atta Boy Gary...

Congrats on getting it done.

Regards,

Jay Beckman
PP-ASEL
Chandler, AZ

snip
Now the real learning starts...

Gary


Congrats! I thought the handshake from the DE when he said I passed was the
best thing ever!

I did the ground school part on my own as well. My oral was not to bad
either, I did well on an airspace and airport signs test he gave me to do
while he went over my paper work. I think it helped that I had everything
really organized for him so he would not have to look for things. My CFI
had done his checkride with this guy, so he gave me pointers as to how he
liked things presented.

Sounds like you had a good ride and did well.


Have fun! Fly Safe! We just got to join a pretty exclusive club!


John
PP-ASEL

On 6 Nov 2006 13:22:01 -0800, wrote:

I passed my PPL-ASEL checkride yesterday, out of Morristown, NJ (KMMU).

Indeed! Congratulations!

--
Dallas

wrote in message
ps.com...


I passed my PPL-ASEL checkride yesterday, out of Morristown, NJ (KMMU).
It's a great feeling!


Gary: Let me add my congratulations to the many others you have recieved.
I also had more than the minimum hrs but all of them were fun since the
whole
object is flying. :-) Enjoyed your write-up keep posting.

All the best

Bob Barker N8749S

Congratulatins Gary! I enjoyed reading your story and I hope you share
some of your experiences in the future. I'm from your native Idaho
(Post Falls) and my brother and I keep a Piper Cherokee at Spokane WA
(GEG). We love flying all around the northwest and have been to most of
the airports in North Idaho and Eastern Washington. We were able to fly
to Reno NV for the air races this year, our furthest trip to date. We
have flown to Washington's West coast and to Portland OR a few times.
The furthest East has been Missoula MT. You will meet some of the
nicest people in the world in aviation, everywhere you go! I hope you
have a great flight with your dad, I bet he will love it! Best regards,
Terry N8256W

Congratulations! from another student pilot.

Thanks for sharing your experience and stats.

The number of hours does not really matter. For me, I paid a lot
more attention to the number of hours needed in the beginning
of the training. As I learned more and became more proficient,
I cared less about the license, but more about my own
capabilities to deal with all situations. My CFI emphasized repeatedly
that reaching the PPL checkride standard is just the minium, and not
necessarily good enough. For which I totally agree. E.g. all my
landings
have become practices for power off 180 precision landing exercises.
Without strong cross wind, today I can land the 172 in the first
400-600 ft
of the runway on the center line at will (mostly without need for
power),
with rare exceptions. gentle touch downs. Even a turn from cross-wind
to down-wind needs to be done with precision, and roll out as precisely
as possible to the heading, altitude, and airspeed. All in one shot. No
jerky
re-adjustments in all phases. Simple task, but not as easy as it
sounds,
as I still need minor adjustments after the roll out from time to
time. That 5 degrees of non-precision roll-out should (attempt to) be
fixed
next time I turn in the air. My rudder use has become much better now,
so if a passenger sits in my plane, she will not feel uncomfortable in
steep
turns. I have 50 hours now, and will do my written and plan for the
checkride
in the near future. Still lots of imperpection, like inability to
consistently
reproduce the good home airport landings at remote airports. These can
be
worked out later, say after PPL checkride is done (well, only if I can
pass it :-)).


wrote:
First of all, congratulations to John (BucFan), whose posting of a
successful checkride prompted me to write.

I've rarely posted here, but I've been consistently lurking, and I have
learned a lot from the group in the last year-and-a-half. Thanks to
all of you for that.

I passed my PPL-ASEL checkride yesterday, out of Morristown, NJ (KMMU).
It's a great feeling!

My stats, for those who might be interested:

Started, August, 2005
First Solo, December 2005 at 18 hours
Completed, November 2006
Primary training aircraft, C172 (with a couple of hours in a 182, and a
Piper Archer II on vacation trips back to my native Idaho)
83 hours total logged at time of checkride, about 70 of that dual
instruction in 46 lessons.

I averaged just over 3 lessons a month, despite all efforts to do two a
week. I endured lots of cancellations due to weather, or rarely,
aircraft or instructor availability.

I don't feel too bad about the total hours. I'm based just 15 miles
from Manhattan, and 12 from Newark International...I knew that learning
at a busy, towered airport with lots of bizjet traffic would add time,
and while I'd love to have bragging rights to earning the cert at, or
just over, the minimum require time, I know I feel more comfortable in
this environment having the extra time under my belt.

Total cost (I should have known better than to keep records...) was
just a hair under $10,000. I did get a lot of hours for that, and the
figure includes my buy-in for a local flying club. I've not only got
my ticket to show for the investment, I've got a small equity stake in
two Cessnas and I pay hourly rates significantly lower than those
offered by any of the local flight schools or FBOs. I picked up a nice
handheld nav/com radio and a couple of DC headsets, too, which are
included in the total cost. The only bit of bad luck was that I
started lessons about a week before Hurricane Katrina struck, and the
subsequent rise in fuel prices drove up the hourly wet rate on the
plane by nearly 40% over the course of my training. It's only now
starting to come back down.

I did ground school on my own, using the Gleim books, Jeppson CD, and
"Stick and Rudder" and "Say Again, Please" as additional references.
Passed the knowledge test with a 97%.

My favorite part of the whole process: My first short solo CC to a
nearby airport. I took off from MMU between a Gulfstream and a
Citation, I passed a Pitts biplane over Somerset (SMQ), and I entered
the landing pattern at Solberg (N51) behind the Metlife blimp! It
felt like I'd flown through the entire history of aviation, in just 20
NM.

Now the real learning starts...

Gary