Clearing the Funeral Mountains, we descended into Death Valley.

Bypassing Las Vegas, we descended over the desolate Funeral Mountains into a moonscape of salt flats and mineral-tinted rock. There we spotted Furnace Creek Airport next to a tiny palm-studded rectangle, the only visible green in all of Death Valley. Our altimeter on downwind indicated 600 feet – field elevation here is minus 210 feet.

Furnace Creek Airport floats in a dry-baked sea of salt flats.

“Salt devils” and the Panamint Mountains dominate views from the Furnace Creek Inn.

“I’m Jane McEwan,” said the driver, “and this is my father, Bill. Did your car break down?” Jean explained that we’d flown here by light plane, and were bound for the Golden Canyon Trail.

“You’re pilots, eh?” said Jane, “My friend Dan flies a Piper Arrow, and I’ve just subscribed to something called Flight Training magazine.” Bill chimed in. “I used to fly gliders, even built some myself.” Jean and I swapped glider-flying tales with the man. Though each of us had first soloed in Schweizer 2.22s, Bill had far surpassed our own soaring accomplishments – he flew among record-setting soaring pioneers around Inyokern, California.

“There’s the trailhead,” I observed, disappointed that our promising conversation would prematurely end. “Are you here to see wildflowers?” asked Jane. “That trail is geologically interesting, but there’ll be few blossoms. Dad and I are driving to where the big show is supposed to be, forty miles south of here. Care to join us?”

“You bet!” replied Jean and I in unison. We soon learned that Bill and Jane had driven from Ridgecrest, California, on a father-daughter daytrip to celebrate Bill’s own milestone. “I’ll be ninety next week,” he explained. Bill was a Rhodes scholar at Oxford when the Germans bombed England in 1940. Evacuated home, he earned a PhD in physical chemistry from Harvard before serving in North Africa and Italy. After the war, he developed rocket propellants at China Lake Naval Ordnance Test Station for the early aircraft missile programs.

Next thing I knew, Bill was swapping molecular formulas for various drug families with Jean, a doctor of pharmacy. His business card, however, identified him as a sculptor. “Did you carve that beautiful bola tie?” asked Jean. He had. Another of Bill’s passions explained his love for flowers. “Growers know my invention for propagating orchids, the McEwan Flask.”

At 282 feet below sea level, Badwater is the lowest point in the Western Hemisphere

The salty but rare presence of water offers uncommon recreation at Death Valley.

Fields of Desert Sand Verbena blooms tint the normally bleak landscape.

Returning to Furnace Creek, we topped the fuel tank for our newfound friends and headed poolside for a dip. How incongruous it seemed, in this desert oasis isolated by hundreds of miles of uninhabitable salt and rock, toasting life that evening over gourmet chile-dusted salmon and orange-and-horseradish halibut.

Petals of the Desert Five-Spot reveal delicate inner beauty.

Purchase Flying Carpet: The Soul of an Airplane by Greg Brown

This is the captivating inside story of the making of a pilot. Well-known and respected author Greg Brown shares the journey of life’s skies as he matures from fledgling to seasoned aviator, encountering aerial adventure and colorful characters all along the way. This book goes beyond traditional flying stories and teaches what it takes to conquer the nagging fears faced by every pilot when attempting to master the challenges of flight.

Flying Carpet conveys the joy and boundless freedom of being a pilot, pursuing the irresistible lure of the map. Whether you fly from an armchair or a pilot seat, this book provides a well written, entertaining and humorous look into our own human nature.

What people are saying:

“Buckle in with Greg Brown and head off to chase a solar eclipse or wrestle with ice on your wings or try to outwit troublesome mountain waves. Each chapter of “Flying Carpet” is a new ticket to extraordinary adventures that transform pilot from novice to journeyman and eventually, skilled aviator. More than just flying stories, this is the tale of a person who evolves to think with the mind of a pilot, question with the curiosity of a philosopher, and see with the eyes of a poet. Pilots will be entertained and wiser for having read it. Non-pilots will thrill to sharing the wings of a skilled aviator. I’m hooked!”—Rod Machado, aviation author, flight instructor, speaker and official flight instructor for Microsoft’s Flight Simulator

“If Greg Brown can’t inspire you to join us in the sky, no one can.”—Stephen Coonts, best-selling author and pilot [from the Foreword]

“You don’t have to be a pilot, or even a frequent-flyer, to soar with Greg Brown in “Flying Carpet.”—Nina Bell Allen, Former Assistant Managing Editor, Readers Digest

“Thankfully, we have great storytellers like Greg Brown who conveys his love of flying while sharing valuable insights that come only with experience. Great books about flying are timeless. Talented writers, like Greg Brown, are priceless.”—Laurel Lippert, Editor-at-Large, Pilot Getaways magazine

Hardcover, illustrated, 6” x 9”, 344 pages.

Rico Sharqawi/Producer

A Pilot’s Story is a feature length documentary film that explores the mystical attraction and endless adventure that draw pilots into the sky. Exhilarating and inspiring, the story is told in the voices of the interview subjects, a gallery of noted aviators ranging from aerobatic champions and astronauts to industry innovators and Hollywood stars. Incorporating stunning air-to-air footage, the film will transport viewers into the flyer’s world to experience the milestones and the magic that are a part of every pilot’s story.

The public has long been fascinated by pilots, mystified about the world they inhabit and curious about what it really means to fly. In this feature length documentary, pilots explain in their own words their love affair with the sky, and why and how they fly. Vivid accounts of their rites of passage and flying adventures provide a panorama of the world of aviation the general public rarely glimpses. The pilots, including many aviation legends and noted entertainment figures, are interviewed in hangars and with airplanes by filmmakers who themselves are passionate aviators. The resulting interviews create a narrative that captures all the excitement, drama and camaraderie of being a pilot. Air-to-air footage featuring a variety of general aviation aircraft augments the interviews, illustrating the thrill of flying in breathtaking, visceral fashion. On-the-ground footage from neighborhood airports, air shows and other aviation events highlight the vibrant community that bonds pilots on the ground.

Shot in High Definition Video with an original music score, the overall impact is a film that is as inspiring as it is informative. Indeed, the goal of the film is to increase public knowledge of general aviation as well as demystify and encourage more people to join the fraternity of pilots.

“A Pilot’s Story” is at heart the filmmakers’ gift of flight in its own right, meant to inspire all members of the public - men and women, youth and seniors, aviation enthusiasts and the curious to join them on their side of the airport fence.

Release date: The target release date late 2010.

The film will be available for sale at Pilot Mall & amazon.com It will also be available for purchase & download on iTunes.

Trailers of the film can be viewed at http://www.apilotsstory.com.

Rico Sharqawi, Producer: A private pilot and aviation and film enthusiast

“Our goal with this film is to educate and inspire the next generation of pilots and astronauts: those kids you see on their dads’ shoulders at air shows and the kids who look up to pilots as if they were superheroes. We want to motivate individuals who dream of flying about the unlimited possibilities that come with being a pilot.”
- Rico Sharqawi

Will Hawkins, Director: A private pilot and independent filmmaker

“My grandfather contributed to aviation by designing aircraft for Lockheed like the C-130, I want to contribute to aviation through my art and inspiring others to become pilot”
- Will Hawkins

Purchase You Can Fly! by Laurel Lippert and Greg Brown

For those who have always dreamed about flying but didn’t know where or how to start — now they can take that long-awaited first step with some guidance. You Can Fly! authors Greg Brown and Laurel Lippert write to those who are considering flight training, specifically to answer frequently asked questions about it, and at the same time entice more people into exploring general aviation.

The authors in a welcoming way, along with gorgeous photographs by Tom Lippert, reveal to the non-flying public the romance and adventures found in flying by centering their focus on the many joys and benefits of flight, and leaving out the dull “FAA verbiage” found in other learn-to-fly books. You Can Fly! has detailed sidebars throughout the book that will intrigue aspiring pilots with questions like, “What should I expect on my first flight?” and “How do you read an altimeter?” All of these questions are explained with brevity, complemented by easy-to-grasp and colorful illustrations. With illustrations from front to back, and beautiful photographs worthy of an expensive coffee-table book throughout, You Can Fly! is the perfect addition to a flight school library, FBO, or aviation enthusiast’s collection. This is truly a one-of-a-kind, fun, exciting and informative book on flying for prospective pilots.

Dispelling the myths of flight instruction, and expounding on the truths, You Can Fly! covers:

• Prerequisites for learning to fly
• How to choose an instructor and flight school
• How to get started with your flight training
• Making the most of each flight/ground lesson
• Learning about flight and airplanes
• What you can do once you’re a pilot
• Answers to the most frequently asked aviation training questions
• Intriguing and informative detail sidebars throughout the book
• What’s holding you back? Strap in to our friendly cockpit, grab the controls and take off. You can fly!

Softcover, with full-color illustrations throughout, 7-1/4” x 9”, 114 pages.

The wonder of Oshkosh extends beyond AirVenture itself to the innumerable aerial road trips spawned by the event.

Morning mist fills valleys in Arizona’s White Mountains.

“Where did you come from? What do you fly?” For one week a year these questions fuel conversation at Oshkosh and airports all across the country. Devotees from far corners of the continent pile into everything from ultralights to bizjets and migrate toward Mecca.

I myself launch one sweltering morning from amid giant cacti of the Arizona desert. Normally my travels are guided by carefully structured flight plans, but that seems inappropriate when bound for Oshkosh. This is a spiritual journey, after all, so I make no commitments — just steer toward Wisconsin and wonder where I’ll end up.

Volcanic cinder cones mark the Arizona–New Mexico border.

Here in the mountains are certain funnels through which light planes must fly. From Phoenix I direct my Flying Carpet eastward toward Glorieta Pass and Las Vegas, New Mexico. Along the way I traverse forests and mountains, cinder cones and lava flows, adobe cities and Albuquerque. Then on my left materializes old Santa Fe, where my buddy Bruce lives. The urge to stop is powerful — I rarely seem him — but the day is young, the skies are clear, and my travelin’ tunes prod me onward. Perhaps on the return trip…

The ancient adobe city of Old Acoma Pueblo, New Mexico.

Beyond Las Vegas, mountains become memories and Earth transmutes ever-so-gradually from brown toward green. Featureless barrens stretch unending until perforated by irrigation circles in western Kansas - great lime-hued rings plopped on gingerbread earth. Munching celery from my cooler, I ponder the crops held by those rings, and the lives of the farmers who tend them.

Featureless barrens give way to irrigation circles in western Kansas.

My fuel gauges are bound for empty, plus I’m itchy to get out. I retrieve my sectional chart and… Wow - look at all these airports! To a guy fixated on landing at every Arizona airstrip, this rediscovery is a revelation. Airports are worthy notches on one’s pistol in more isolated country, but here in the Great Plains they lie at every crossroad. Hmmm, there’s a nice one ahead — Garden City, Kansas. What’s there? I’ll stop.

“Goin’ to Oshkosh?” queries the tower controller when I report in.

“Sure am,” I reply.

“Lots of traffic headed that way earlier,” she says, “some unusual planes including a squadron of Chinese Yaks from Arizona.”

“Those are from my own airport!” I reply, surprised.

Final approach at Garden City, Kansas.

“I’ve been taking pictures,” she continues, “brought my camera to work with me this morning.” Under me the huge airfield is empty when I turn downwind, except for one solitary Piper parked on the ramp (never did see the pilot.) It’s nearly as hot here as Arizona — disembarking into blistering sunlight, I’m greeted by an older man wearing a seed corn hat.

“Welcome to Garden City,” he says with purpose, extending his hand toward mine. “My name is Phil.” I introduce myself, too, and before long find my tanks filled with fuel, my pocket full of candy, and a new friend in this high school science teacher who teaches aviation and works summers at the airport.

I’m making good time — better than planned. But where to, next? I retrieve my cell phone.

“Dave? It’s Greg. You gonna be around tonight? Thought I might drop in at Ames and meet you for dinner. You’ll be there?” I’ve never met Dave in person, though we’ve shared many hours on the phone — he’s my former book acquisition editor from Iowa State Press. Rejuvenated by Dave’s welcome, I remount the Flying Carpet and call for clearance.

“I’ve never been to Oshkosh,” says the tower controller as I taxi out. “What’s it like?” Briefly I recount past visits before departing her airspace. “Have fun,” she says before handing me off. “And stop by Garden City on your way home!”

“Might just do that,” I say, meaning it. How can such a quiet place offer such a warm welcome in so few minutes? I trek across Kansas, then southeastern Nebraska near Lincoln. I’ve never been to Lincoln and consider stopping. But Dave’s expecting me.

Crossing the Missouri River into Iowa, I ponder the few bridges for ground-bound travelers and reenter my hazy Midwestern youth. The earth is emerald here, smothered by thick air and a cool blanket of clouds. I’d forgotten the richly manicured creeks and riverbanks marking this part of the country. Have I changed, too? It all seems so different than the untamed landscape of my adopted West. There, civilization is veneer; here it’s one with the earth.

Lower and lower I drift, savoring the friendly ground beneath me. One can’t cruise at 2,000 feet in the West; that’s mostly underground. So many trees! Ames appears ahead in twilight. I land in clammy mist and breathe the dense air. Everything is sticky here — when flying East I always wonder for the first day or two if I’m sick. Dave greets me at the line shack.

“Let’s eat light,” I suggest. “Sushi, maybe?”

“In Ames? You’ve got to be kidding,” says Dave. “For that matter, we’ll be lucky to find anything other than fast food at this time of night.” We settle for a place at least having the word “cafe” in its name, and spice the remaining evening with cold beer and warm conversation.

The Mississippi River peeks from beneath clouds on the last leg to Oshkosh.

A young Iowa State University engineering student tops my tanks next morning, and I’m on my way. Vapor shrouds Iowa and Wisconsin, slowing progress for VFR pilgrims. But to me as an instrument pilot, the low clouds offer new hope that tiedowns might remain open at my destination. Some aviators consider instrument flying unnatural, but for me it’s salt o’ the Earth. Climbing through stratus, I relearn the song sung by Cessna wing struts in the soup — reassured by such music, I soon cruise on top at 5,000 feet while my VFR friends scurry for openings underneath. En route I peep through a hole at my aviator’s birthplace in Madison, Wisconsin.

Yesterday’s eight-hour marathon makes this final two-hour hop seem short. Hotdogs await me when I touch down at Dodge County Airport in the little town of Juneau, and friendly faces. But a lump fills my throat. Grandpa Buschkopf used to greet me at this airport after I married his granddaughter. We often drove together to what was then called the Oshkosh Fly-in; there biplanes kindled tales of barnstormers from his youth. Where’s Grandpa and his old Pontiac? Time has failed to shelter me from the pain of his absence. One can fly most anywhere, I suppose, but not from the past.

Renting a car, I meander between memories and great red barns toward Oshkosh. Though warm friends and fellow pilots await me up the road, there’s also loneliness at such huge gatherings — not like the rich company of sky and clouds escorting my Flying Carpet on this solo pilgrimage across the country. Those happy companions will rejoin me Friday morning, when I depart sunburned and fulfilled on the long journey home. ©2009 Gregory N. Brown

I stared at the man across the desk with a blank look, not sure if I should laugh or cry. It was my instrument rating oral exam, and I was as nervous as I always am before a test, trying to keep my sense of humor while panic closes in.

“Back in the ‘60s, when they allowed women to fly in the military,” he continued, “airplane designers had to reconfigure the cockpit just to accommodate them. They even lowered the standards so they could fly.”

“I should have been flying back then,” I joked, trying to lighten the moment. While the examiner did not laugh once during our three hours together, I did survive the exam and earned my rating that day.

The moral of the story? Hang in there, keep punching, and don’t let ‘em see you sweat. In ten years of flight training, from age 40 to 50, I took five oral exams, two which I failed the first time and had to retake.

The oral exam for my multi-engine rating began with a weight and balance problem, based on our upcoming flight. My examiner was a big man with tortoise-shell glasses who wasn’t interested in small talk. Since he left the room before I could ask his weight, I had to guess. I was certain he wouldn’t want me to underestimate it, since that could be dangerous.

His upper arms looked large, and a “bay window” hung over his belt. My husband was a couple of inches shorter and also had a barrel chest. I knew that he weighed 195 pounds stripped on a good day. His belly didn’t stick out like that, though, so I added 15 pounds and figured I was probably being conservative.

After calculating the weight of two large adults, which included an honest number from me who wishes she was ten pounds thinner, he reappeared and asked me how I was doing. I said, fine, I’ve calculated our weights and full fuel. “How much did you figure me at?” he asked.

“210 pounds,” I replied, casually, not looking at him, not expecting a comment.

“I’m 195,” he said, in an irritated tone.

“Oh, well, I’ve added lots of clothes on you and some heavy shoes,” I quipped.

“Ah, silver-tongued,” he said, sarcastically.

I kicked myself for not underestimating his weight, if only for the test. When I told a friend about this later, she said, “Always remember that weight and age are two things people never want to be realistic about.”

He then began the rest of the exam with two questions about the airplane that I couldn’t answer, although I could answer at least hundred others that I had studied so diligently.

He seemed disgusted, and I must have looked stunned. “Well, we’ll have to go over this another time,” he said.

Finally, after what seemed like an eternity, he moved into things I knew, although, when I struggled with any answer, I think he enjoyed watching me twitch. I really didn’t like this guy.

He had said he was a police officer with “two years, five months and 22 days” left till retirement. When he blurted, “I love stress, but I’ll probably drop dead at 61,” I secretly put in my vote.

Despite the rocky start, I did pass the flight portion of that exam that day and returned two weeks later to pass the oral portion of the test and walk away with my multi-engine rating in hand.

The most difficult oral exam I ever took was for my flight instructor certificate. It began its dubious path with a short walk to the vending machines at 8 a.m. The examiner selected a cola and candy bar, and I joked, “I see you’re into health foods.” No comment.

Then, the oral exam began with a question about himself. “Do you know that I have every certificate and rating available except for lighter-than-air instructor?” No, I didn’t, but I dutifully expressed surprise and amazement at such an accomplishment.

The exam went downhill from there. I had chosen aerodynamics as the subject to teach in my simulated ground school lesson, certainly the most complex and difficult subject in the whole list. It wasn’t long before I talked myself into a black hole. Out came the pink slip.

The next morning I gave my lesson on aerodynamics. I passed that oral exam but failed the flight test, or “checkride.” More on that another time.

What I learned from these failures is that I could indeed pick myself up, dust myself off, and start over again. My goal each time was to leave with my new certificate or rating in hand, a validation of my hard work and determination. Although I may not have gotten them on the first try, I did pass the exams the second time around. I believe that, despite these hulking hurdles along the way, I became a better pilot who got the prize in the end and who knows the importance of keeping a sense of humor.

You can see and hear Laurel at AirVenture!
Tuesday, July 28, 1:00-2:15 p.m. at the Vette Theater in the Museum on Learning to Fly after 40, 50, 60…
She’ll be interviewed on WOSH 1490 radio on Wednesday morning, July 29, from 9:05-9:15 a.m. about You Can Fly!. And She’ll be signing copies of You Can Fly! on Friday and Saturday.

LSA “trike” over Kauaii

Kauai, Hawaii… what a great way to get to see a new place from a gorgeous perspective! And if you’re already a flight student, a wonderful way to build hours and try a new aircraft, as well.

In aviation, it’s often the case that if someone gets behind the controls of an aircraft, is allowed to “fly it,” and enjoys the flight, then there’s a good chance that person will take up flying — and there aren’t many other more beautiful places for this to happen than in Hawaii, taking introductory flights in Light Sport Aircraft.

I had the opportunity to fly in Kauai providing introductory trike instruction flights. It was amazing what a difference these LSA make in folks’ attitudes about flying, and in their ability to do it — encouraged by the beauty of the place in which they’re doing it. Many take control of the trike in 5 minutes and can fly it around the island with confidence.

It has been a great experience for me, to see this happening, while teaching in the islands: the experience of flying the trike and exploring parts of the island that the trike can take you to, brings those who try it a new perspective on learning to fly. Many want to take flying lessons afterwards. Will you?

Purchase Be a Sport Pilot from ASA by Paul Hamilton

Learn what it takes to get a sport pilot certificate and experience the excitement and adventure of becoming a pilot flying a fixed wing, 3-axis (airplane) light-sport aircraft. Join instructor Jeff Reynolds as he takes Paul Hamilton through pilot training – from first flight to flying solo, to preparing for the checkride. Then join Paul as he takes you through the concepts you need to know to earn your pilot certificate. Basic learn-to-fly principles presented can be used for ultralights or fixed-wing LSA. The beautiful cinematography features plenty of in-flight footage that captures the thrill and adventure of flying a light-sport aircraft. Includes booklet with worksheets and checklists for an interactive learning experience.

Watch the Movie Trailer, which includes scenes from the DVD:

The video quality has been reduced for viewing over the internet.

Program Outline:

• First Flights, Fundamental Maneuvers: Ground Operations, Straight-and-Level, Turns, Slow Flight, Climb/Descent
• Student to Solo, Practical Maneuvers: Steep Turns, Stalls, Spins, Ground Reference Maneuvers, Takeoffs and Landings, Communications, Collision Avoidance, Emergencies
• Solo to Pilot, Further Study: Responsibilities, Checklists, Aircraft Performance, Weather, Navigation, Maps, Airspace

Special DVD features:

• Scene selection
• Movie trailers
• Digitally mastered
• Interactive menus
• English digital audio
• Main feature total running time 01:15:00

Have you started your flight training yet? If not, why? Still looking for that perfect CFI?

It’s not uncommon for prospective student pilots to delay flight training months or even years, waiting for the perfect CFI to come knocking on the door. The trouble is, CFIs never come knocking on the door. (Hell, you’re lucky if some of them even show up for lessons on time.)

And “perfect” is really a loaded term when it comes to CFIs anyway. What’s perfect? Smart? Sexy? Funny? Knowledgeable? On most of these accounts you’re in luck:

• Smart? Many CFIs are smart, often to the point of irritation. It can be particularly endearing when all that brainpower comes tucked behind a forehead that still dreads acne.
• Sexy? Most CFIs are reasonably attractive, some being downright gorgeous. If you learn best whilst you giggle and blush, this is the attribute to consider. And though “distractions” are an important part of primary pilot training, distractions on this scale are really better suited toward more advance pilot training, like instrument or commercial ratings.
• Funny? None are as funny as me, so let’s skip this one.
• Knowledgeable? I’ll bet this is the one that’s holding you up. How do you know how knowledgeable a person is about a subject you don’t know yourself?

The “certified” part of the “certified flight instructor” title suggests the FAA has educated and examined these folks. It’s supposed to mean no matter which one you get, you’ll get what you need. And no matter what happens, your money won’t be wasted.

You know, it’s like choosing a masseuse or masseur from a line up.

Here’s the truth: It’s near impossible to find the perfect CFI up front, because you play such an important role in the ultimate determination of who’s perfect. Who will you connect with? Who’s schedule fits your schedule? Who’s nearby? Who will laugh at your jokes? (After all, it’s your money.)

Here are some things to consider when choosing the CFI that’s perfect for you:

• Who makes you feel comfortable? You’re going to spend a lot of time in a small place with this person. Do you think you’ll get along? If not, move on. In my ever humble opinion, this is by far the most important consideration, because it affects everything else.
  Suggestion: Ask CFI candidates about their hobbies or interests. While they tell you, check to make sure their breath is fresh.
• Who’s available when you’re available? Things like weather, aircraft maintenance schedules and illness are things you can’t control, and you’ll be amazed often you must cancel lessons because of these and other factors beyond your control. But some things you can control, and daily schedule compatibility is one of the most important. CFIs want your business, so they might tell you things like, “Oh, I’m sure we’ll work something out,” or “Weekends are fine—airplanes are hardly ever used on the weekends in this country!” If your daily schedules don’t mesh, you’re never going to get through your training. Someone is available when you are, so keep looking.
  Suggestion: Ask CFI candidates to show you their schedules. See if time slots are free that suit you. Chances are, if the slots you’ll need are used up for the coming weeks, you’ll find yourself fighting with other students for time.
• Who’s nearby? Like regular workouts at a gym, learning to fly an airplane will make you more attractive. You picked your gym based in part on its convenient location, and you need to pick your CFI for the same reason—if your lessons aren’t convenient, you won’t go. In some areas, you won’t have a choice. But if you do have more than one nearby airport, choose the place you’re most likely to get to. Consider the CFIs at that “other” local airport less desirable, no matter how hot they look in their sunglasses and David Clarks.
  Suggestion: If your local airport isn’t very local, ask CFI candidates if they’re available outside the airport for ground instruction, which doesn’t require an airplane. This could end up saving you lots of time.
• Who can you afford? Each CFI charges differently. In some cases, the flight school will determine the costs. But if you pay your CFI directly, find out what kind of money you’re talking about. How much per hour? How long is a typical lesson? When does the clock start and stop?
  Suggestion: Ask CFI candidates how they conduct their business. This can be an awkward question, but you have a right to know—this is someone you’re hiring! You’re the boss, and don’t forget it!

Other things are important to consider too, in case you happen to be clairvoyant and can predict such things:

• Who’s airline bound? Some CFIs are training students while they pursue airline careers. It makes sense for them because they need the flight hours and students pay for the airplane. The trouble is that these CFIs can be more focused on their goals than yours. Not all, but some. Once that airline job comes along, you’re back at square one. You won’t loose the flight time you’ve already put in, but you can lose the momentum you need to get that license.
  Suggestion: Ask CFI candidates to describe their goals as aviators. If they mention the airlines, find out what time frame they’re looking at before they start looking for a job. If they’re already looking, you keep looking too. If they’re many months away from their job hunt, you might be able to get through your training before they go.
• Who seems stable? It’s not like you’re expecting your CFI to snap mid-flight, but a CFI who has been training for many years—particularly in the same location—might have the upper hand with regard to being there for you throughout your training.
  Suggestion: Ask CFI candidates how long they’ve been training. If they’re new to the area, that’s fine. Just ask some follow-up questions until you’re satisfied they’re not just passing through.

Choosing a CFI is tough, but it’s no reason to delay your training. All the hours you accrue during your training follow you forever; so even if you need to fire a CFI, you don’t need to start your training all over. Don’t be afraid to ask the tough questions. Good CFIs are used to it, and it will show them you’re serious about your training.

Purchase Flight Training: Taking the Short Approach by David Diamond

“Taking the Short Approach” was written as an aviation primer and provides an introduction to the whole flight training process. As freshman rely on seniors to learn the ropes, readers will find themselves turning time and time again to David Diamond’s guidance and recommendations.

Starting with a look at what’s involved in the initial decision to take flight lessons, Flight Training: Taking the Short Approach is a comprehensive orientation to flight training that tackles the subject of aviation training from the perspective of discovery rather than syllabus. Aviation is a circular subject that has no perfect point of entry when taught. There is no aspect of aviation that doesn’t require at least some understanding of another aviation topic. Short Approach does away with the traditional topic-by-topic approach to aviation instruction, instead allowing the reader to fall into the subject right from the start, helped along by the author’s conversational style and friendly humor in sharing his experiences. This book makes the ideal first read for anyone who intends to start flight training; it should be considered “Flight Training 101.”

Diamond does not assume any aviation knowledge on the part of the reader. His book is the ideal handbook for student pilots, covering such topics as why people fly, the process of learning to fly — including money matters, health requirements, time commitments, school and instructor options, and the tests involved — and the privileges and limitations associated with a pilot certificate. From there, the author dispels frequent concerns of learning to fly, such as the realities of engine failures, midair collisions, and weather. The airplane is covered with an orientation to the controls and instrumentation, and showing which maneuvers students will be flying throughout the pilot curriculum. The book concludes by discussing which gizmos can help with training, which can hurt the learning process, and which are necessary if not only for the “cool” factor.

Since the author is also an accomplished illustrator, the text is accompanied by some of the best full-color and 3D graphics found in any aviation textbook — readers will have a solid “mind’s eye view” of the flight training process. As a result, they will enter their flight training program completely prepared, knowing exactly what needs to happen to get their license, understanding what to expect and able to make the right decisions, so no time is wasted at the airport or in the airplane… “Taking the short approach to flight training.” Softcover, fully illustrated in color, 292 pages.

What readers are saying about this book:

Like all pilots that I know, I have read parts or all of numerous books on the subject of flight instruction, and this is clearly the best that is on the market in every respect. This is the first publication to provide the prospective or current student pilot a true, “real world” perspective of what learning to fly is really all about. I like the intuitive approach to the overall framework of the book, and this combined with the crystal clear explanations of at times difficult concepts and literally the best illustrations and diagrams that I have ever seen, serves to set this work apart from all others. Indeed, I think that history will confirm my belief that this book will set a new standard in the field. —Dr. Kenny Reed, Flight Instructor and L-39 pilot

I’m a good pilot and I thought I had good instruction. But this book contains a lot of stuff I simply hadn’t learned! This is the way it ought to have been taught all along. Makes me wish I didn’t have this day job, so I could fly more often! —Roger O’Donnell, keyboardist for The Cure, and private pilot

David Diamond has not just the Write stuff, but he’s a foremost expert at 3D illustration–a powerful and rare combination when it comes to aviation instruction. —Thomas Haines, Executive Editor, AOPA