Student Pilot Financing

Every where you look there are ways to finance cars, boats, homes or just about anything you like. One thing that is hard to find is a way to finance pilot training.

The Montgomery GI Bill will cover a portion of your training but only kicks in for Instrument and Commercial.

The post 9/11 GI Bill will take you from 0 hours through Commercial but you must do it through a college degree program.

Both of these options are great for military members if you can take the time to go to school full time or can afford your Private before needing help with money.

If neither of the above options fit the needs of the student then the options are limited.

A group of investors have offered a solution to the pilot financing problems but as always could use help to get more people in the air.

The money presented to students can be in the form of grants, low interest loans or by non-typical loans.

Please help provide the funds necessary to get more pilots in the air!

If you need help financing your training, please feel free to contact me and I will help link you up with people that can help.

Zaon Portable Collision Avoidance System

Zaon Portable Collision Avoidance System - PCAS XRX Onyx

Click for more information and to order

Zaon PCAS XRXO-A Onyx system: The first portable collision avoidance system to give
you relative altitude. And now, the only device with quadrant direction. Why
would you fly without it?

• Tiny, unobtrusive size (3.9" x 3.6" x 2.7")


• Digital range, scalable from 6NM to 1NM


• Relative altitude, scalable from +-2500 ft to +-500 ft, with
  ascending/descending indicator


• Metal or composite airframes


• Displays top three intruders


• A built-in altimeter, a built-in compass, and a built-in turn/bank
  sensor, and internal thermometer provide the highest, real-time accuracy
  available


• Completely portable


• Audio voice alerts for threats and advisories are included, with both
  Headset-Direct(TM) hookup and in-cabin output


• Built-in directional antenna


• Instant traffic updates with no delays


• "3-D" view Quadrant Direction, 45° increments


• Menu-driven interface, with selectable aircraft profiles and advanced
  calibration options


• Displays the local squawk code, altitude, bank angle, bearing and
  temperature


• RS-232 out for integration with other units.

XRX is the first ever portable, passive, stand-alone collision avoidance
system for general aviation to offer direction from within the cockpit. Threat
aircraft direction can be detected from within your cockpit in a tiny,
self-contained unit. XRX offers multiple aircraft information, audio alerts and
advisories, an easy-to-use menu interface, and local information. XRX displays
"3-D View" quadrant bearing information, as well as relative altitude and range,
all from inside the cockpit and without the need for external antenna arrays.

The detection window is scalable with a maximum range of 6 NM, and altitude
of +/-2500 feet. The tiny unit is only 3.9" (100mm) wide, 3.6" (93mm) deep, and
2.7" (69mm) tall. The majority of the height is for the enclosed antenna array.
XRX tracks up to 10 aircraft and displays the top three threats with all three
axis of information. Close traffic is announced by two levels of voice alerts.

Following in the footsteps of previous models, the traffic information
accuracy is the best in the industry. Range is accurate to 0.2 NM on average,
and altitude to +/- 200 ft. The unit displays the local squawk code, altitude,
and bearing. The easy-to-read LCD display boasts large numerals and EL
backlighting for night operation. All parameters are controlled by an
easy-to-use menu system.

XRX includes many built-in sensors for razor-sharp accuracy, including a
pressure altimeter for relative altitude accuracy, a solid-state 16-point
compass for bearing accuracy, a solid-state attitude and bank sensor for bearing
accuracy, temperature compensators and overtemp protection for accuracy in any
environment. The unit also monitors aircraft bus voltage and host transponder
operations and is powered through aircraft power (12-40 V compatible). All
traffic data is output through a built-in RS-232 data port. An installable
upgrade will also be available.

Everything you need is included!

• Dash-mount unit with integrated antenna


• Cigarette-lighter adaptor


• Audio cable


• Velcro mounting dots


• Silicone "gripper" feet


• 75-page Owner's Manual


• Quick Guide


• Hard carrying case

List Price: $1,795.00



Our Price: $1,375.00
Click for more information and to order

PPING!

First Solo

To sum it all up: It was GREAT!!!!

After the day I had on Friday I didn't think there was much of a chance of it happening today. When I got to the airport the weather was about as good as I could hope for but my plane was sitting there in pieces.

The school has a second 172 but its got the 180hp conversion and I had never flown it. I thought that maybe I'd go flying in that plane but never guessed that it would be so smooth to fly.

After doing a couple power off stalls, slow flight and steep turns we headed back to the field for some T&Gs.

Things were going pretty smooth and I was taking the normal ribbing about not liking to pull the power out while close to the ground, more right rudder on climb out and some tips for engine out practice.

We had already been at it for about 1.5 so when I was told to make it a full stop I figured I was done.

After we got back to the school Steve jumped out and said have fun.

During my run up I double and triple checked EVERYTHING to make sure I wasn't going to do something stupid.

My first take off was nice and smooth with an easy turn out and set up on the downwind. I must say that I was right on the numbers and I actually held it off as long as Steve had been trying to get me to during my other landings. The takeoff was normal but the second landing was a little bouncy.

I had too much speed over the fence and skipped a little but it wasn't a big deal. My take off was a little rough though..... Some how I got my foot stuck under the right rudder at about 100 feet AGL. I wasn't too happy with that and lowered the nose to pull the power back and set her down on the remaining 3000 feet of runway when my foot popped out from under the pedal.

I pitched back up and continued around for my 3rd and last landing, It wasn't as good as the first but better than the second.

As I headed back to parking I looked over at the empty seat and started looking forward to my next trip by myself. :)

I count that as a great day!!!

Airplane or Student Pilot Financing

If you need a little extra money for flying lessons, purchasing your airplane or performing an upgrade I can help you.

Apply through the link below to get the best rates on personal or buisness loand in a format that is similar to ebay. You post the amount you want with the interest rate you are willing to pay and let borrowers bid down the interest rate while funding your loan.

Use this loan for training, purchacing a new light sport plane, continuing your training or anything else you wish.

Let us help you fund your next loan at a rate that is best for you.

Boeing customer upset about 787 delays

Is this how things would be if Hitler had survived the war? Nobody is happy about the 787 being delayed but come on man..... Its nothing to shoot yourself over!

Getting ready to solo

Here it is almost 3 years after I started flying and I was finally told to expect to solo soon. YAY!!!!!

The delay was for reasons out of my control as most of you know but it still seems like a long time coming. When I flew today it was a matter of my CFI saying I want to see slow flight, power on and off stalls and steep turns, other than that I'm just going to sit here while you are in charge.

This didn't sound like much when we were on the ground but as we got in to the flight and added flight following, some extra traffic and a little haze it started to be a little much.

Nothing was different than the last flight really, it was just that it was my plane this time and he was just sitting there smiling at me every time I looked over.

My air work was OK but nothing special, I made a few mistakes and wasn't as crisp as the last time but he didn't complain and I tried to explain why things went how they did so he knew that I understood what I could have done either differently or just plain better.

I feel that any issues with my flying was more due to nerves and the stress I put on myself for wanting to do well. On the way back to the field it got a little more interesting.

My CFI never really tells me what to do but does offer suggestions and a hint if it looks like I'm starting to fall behind with my tasks. Today he just let me do things my way even if I fell behind and would help a little to get me caught back up but it was mostly up to me.

I was cleared for a straight in to RWY 17. I never really liked straight in approaches because I haven't really learned where the key points are. I still need the different legs of the traffic pattern to help settle in to a smooth flow and make sure I'm on speed.

My CFI says "no flaps on this one"...... No problem really but again not only going straight in but now removing the cues associated with adding 10 deg of flaps and looking for 75 was missing.

He wanted me a little high to practice a forward slip to landing but I was high and very fast. A simple reminder to watch my speed was all it took to get back in line again and it was a pretty smooth landing. I think it was my best of the day if you remove the parts before being on short final.

The take off for my next T&G was fine except that I still have an issue with the sight picture in the 172. I am still trying to use the 152's cowling even though the 172's is more rounded and slopes forward. It will take some getting used to still.

The next T&G is pretty normal but I flared a little high and had a bounce.... or two.....

The third and last time around the pattern was an engine out landing that went pretty well, I was in pretty tight and had some altitude to dump. In go the full flaps with a nice forward slip at the end and there we are. The last one had a little bit of a bounce in it but not bad.

I did however land a little long and I missed the call to turn out at RWY 8 so I was helped out by my CFI on that one.

All in all it wasn't a bad day but I bet I won't solo on Friday like I was hoping. We'll see how the pattern work he outlined for me goes and I'll cross my fingers but I'm thinking Monday or next Wednesday might be more realistic.

Fly safe!!!

Time Today: 1.1

Total Time: 22.5

Gotta love N40TP

Well, I've had 3 flights in the Cessna 172 N40TP and I am really enjoying it. I was having some problems with nerves in the 152 and it was really holding me back but the solid feel of the 172 has really gotten me over the hump.

Today I was out working on power on and off stalls when I got caught with my eyes on the panel when they should have been outside. Steve promptly covered the panel with his jacket and told me to try again but this time do it by sound and feel.

I must say that I was in trim and didn't have a problem at all. It was a great feeling!

As we headed back to the airfield, we stayed about 4000 agl and I was told to perform a circling approach for an engine out landing.

I put her in to a standard rate turn at a glide of 65 knots and a 500 fpm decent rate. Each circle worked out to 1000 feet lost and put me right over the numbers on each pass.

I was a little high even with full flaps while on short final until the good old forward slip was used. I think I surprised my CFI with that because I started the slip before he suggested it, he seemed happy.

After a not too bad landing we called it a day. My next flight is in a couple of days and I have been told that I might solo on the next flight after that. I CAN'T WAIT!!!

Its been almost 3 years, 2 schools, 2 CFI's and 3 planes with a Iraq deployment and divorce thrown in the middle but the first big milestone is within my grasp.

Time Today: 1.4
Total Time: 21.4

Switching from the C152 to the C172.

The 152 I've been training in has been hard to schedule and I just never seemed to "click" with this one like I did with good old N94939.

Today I was introduced to the 172P, N40TP and fell in love. She's a little rough around the edges but she handles like a dream and has plenty of get up and go.

I will be using her for now and am luck that its still only $89.

That's not much more than the 152 so it won't break the bank too quickly.

Today's lesson:
Airframe transition, Slow flight, Steep turns, Power Off Stalls and T&Gs.

Time Today:
1.7

Total Time:
20.00