I noticed this when I was working as a city bus driver, most shifts last between 7-8 hours, sometimes split between morning and afternoon rush hours.
Time is of course constant but the perception of it is distorted by the timing points in certain stops to keep the schedule on time.
On average timing points are separated by 5-10 minute intervals. As drivers can see the next 5 timing points on the screen and gauging the traffic on when they should leave to maximize idle time to be honest, this automatically removes the length of their shift in their mind.
Had there been no timing points to focus on, all the driver can think of is the 7 hours and that would make his shift feel longer and longer as he looks at the time.
Same with goal setting.
I started working on my pilot license in late 2017, had I known that it would take 3 years for me to get my commercial license and another 3 years to work as a pilot, it could have discouraged me to continue. But since the training is split in many stages that makes the timeline less daunting. From learning the parts of a plane, first solo, first cross country, upper air work etc.
Now the goal is to get 750 hours to be considered by some big players in the industry until I reach 1,500 hours that would basically make me an ideal candidate for almost all commercial airlines, anywhere.
Yesterday due to weather we had to divert and land prematurely but still logged 1.9 to my log book. One flight at a time and soon enough I’ll get to the next milestone in my career.
You can use this principle deliberately by spreading a long timeline in mini milestones or a big task in small steps or stages that would make it more doable and less overwhelming.
My aviation journey is going on its 6th year and counting, yet I don’t have all the ratings (IFR) I need to be considered by the big boys (Airlines) still and it has cost me a lot of time and money to a point that I stopped computing how much I spent already.
A lot has happened since I started this journey, it started as an escape plan to return home, but now I’m not sure if I still want to return home as initially planned. Heck, I don’t even know if I want to join the big boys still or just stay as a GA pilot.
Overall it has been a wonderful experience, there was tons of lesson along the way even outside aviation itself. I get to know myself better and what I want out of life. But If I could save some of those dollars, I’ll take that any day.
There have been countless times when I met people and when they learn that I’m a pilot, some would say that they wanted to become one as well, like a childhood dream. However, becoming a pilot is not a walk in the park, desire or juvenile aspiration would not be enough. I always tell people that if you want to be a pilot you need to have a “whatever it takes” mentality. Tough times are almost guaranteed, especially in a world full of distraction and fueled by FOMO it’s so easy to lose focus.
If I were to start all over again the first thing I would secure is the funding. When I say funding that includes all the money necessary all the way from private to commercial ( if that’s what you want) plus the ratings you’ll need to fly for the airlines (multi-engine, Multi-IFR). Flying is a perishable skill especially if you’re just starting, having the funds to see you through would alleviate a lot of weight over your shoulders so you could focus on your study. Stopping midway due to financial turbulence would cost you a lot of dollars. Trust me on this.
Before I would do my first flight with an instructor, I would study the theories, and watch YouTube videos about radio communication, circuit patterns, air work and cross-country flight. Learn about meteorology, weather reports and forecast, and most importantly about airplane instruments, how to use them and how they work. This would save you a ton of money and flying with an instructor would just be to sharpen your new-found skill.
Once you’re ready, it’s time for your first flight as a student pilot. Congratulations.
Once I have my private pilot license, I would do the multi-engine and multi-IFR as part of my time-building phase. Once done I would do my night rating which is a prerequisite for the Commercial exam. After that, I would go places and enjoy flying until it was time for the Commercial Flight test.
This way, once I passed my commercial exam, I already have the minimum requirement to be considered to fly the big birds except for the hours(if I still want it). Probably logged more IFR flying than what I actually have right now and as PIC.
Nobody knows what the future holds, currently I’m working on paying for my buy-in to have 1/4 share on a plane (Barron Beechcraft) that will be used for commercial purposes. This would provide a passive income and an opportunity to build quality hours for future employers, who knows?
When you decide to be an aviator, you should accept that you’ll be a lifetime student.
Learning never stops.
Pilot’s knowledge needs to keep up with technology and time. We have passed the boot-loading stage and it’s gonna be a wild ride moving forward.
Graphic area forecast (GFA) charts are issued four times daily, approximately 30 min before the beginning of the forecast period. The GFA is issued at approximately 2330, 0530, 1130 and 1730 UTC and is valid at 0000, 0600, 1200 and 1800 UTC respectively. Each issue of the GFA consists of six charts: two charts valid at the beginning of the forecast period; two charts valid six hours into the forecast period; and the final two charts valid twelve hours into the forecast period.
Speeds in the graphic area forecast (GFA) are expressed in knots and heights in hundreds of feet. Horizontal visibility is measured in statute miles and all times are stated in Coordinated Universal Time.
The legend box includes weather symbols that may be used in the weather information part of the graphic area forecast (GFA) chart. It also includes a nautical mile scale bar to facilitate the determination of distances. Symbols used in the GFA are consistent with those used in a significant weather prognostic chart. In the following example, symbols for thunderstorm (TS), ice pellets (PL), freezing rain (FZRA) and freezing drizzle (FZDZ) are indicated in the legend box. These symbols are depicted in red when shown in colour.
The comments box provides information that the weather forecaster considers important (e.g. formation or dissipation of fog, increasing or decreasing visibility). It is also used to describe elements that are difficult to render pictorially or, if added to the depiction, would cause the chart to become cluttered (e.g. light icing). The standard phrases “HGTS ASL UNLESS NOTED” and “CB TCU AND ACC IMPLY SIG TURBC AND ICG. CB IMPLIES LLWS” are also included in the comments box.
The IFR outlook is always general in nature, indicating the main areas where IFR weather is expected, the cause for the IFR weather and any associated weather hazards. In the example given, IFR conditions caused by low ceilings (CIG), rain (RA) and mist (BR) south of the St. Lawrence Valley are forecast. Also, local IFR conditions are forecast because of an onshore (ONSHR) and upslope (UPSLP) northwesterly flow of air from James Bay (JAMSBA) and Hudson’s Bay (HSNBA).
The graphic area forecast (GFA) clouds and weather chart provides a forecast of cloud layers and/or surface-based phenomena, visibility, weather and obstructions to vision at the valid time indicated. Lines joining points of equal surface pressure (isobars) are depicted at 4-hPa intervals. In addition, relevant synoptic features that are responsible for the portrayed weather are also depicted, with an indication of their speed and direction of movement at the valid time.
Synoptic features—The motion of synoptic features when the speed of movement is forecast to be 5 kt or more will be indicated by an arrow and a speed value. For speeds less than 5 kt, the letters QS (quasi-stationary) are used. A low-pressure centre moving eastward at 15 kt with an associated cold front moving southeast at 10 kt would be indicated as follows:
Clouds—The bases and tops of forecast clouds between the surface and 24 000 ft ASL will be indicated on the GFA clouds and weather chart. The tops of convective clouds (i.e. TCU, ACC, CB) are indicated, even if they extend above 24 000 ft ASL. Cirrus clouds are not depicted on the chart. The cloud type will be indicated if considered significant; however, convective clouds, such as CU, TCU, ACC and CB, will always be stated if forecast to be present. A scalloped border, depicted in brown when shown in colour, encloses organized areas of clouds where the sky condition is either broken (BKN) or overcast (OVC). An organized area of broken cumulus clouds based at 2 000 ft ASL with tops at 8 000 ft ASL would be indicated as follows:
Where organized areas of clouds are not forecast and visibility is expected to be greater than 6 SM, a scalloped border is not used. In these areas, the sky condition is stated using the terms SKC, FEW or SCT. In the following example, unorganized scattered clouds are forecast based at 3 000 ft ASL with tops at 5 000 ft ASL:
When a forecasted cloud deck contains more than one significant cloud layer, the cloud amount description depends on the space between the layers. When the separation is less than 2 000 ft, the descriptor represents the summation amount across all the layers, and the term LYRS is included immediately after it. When the separation is 2 000 ft or greater, each layer is stated, with its own descriptor that applies only to that layer. The bases and tops of each layer are indicated. For instance, a scattered layer of cumulus cloud based at 3 000 ft ASL with tops at 5 000 ft ASL and a higher overcast layer of cloud based at 10 000 ft ASL with tops at 13 000 ft ASL would be indicated as follows:
All heights are indicated in hundreds of feet above sea level (2 means 200 ft, 45 means 4 500 ft, etc.) unless otherwise specified. Above ground level heights are indicated by the abbreviations CIG and AGL (e.g. CIGS 5–10 AGL). A note to this effect is included in the comments box in the lower right hand corner of the chart.
The vertical visibility into surface-based layers is measured in hundreds of feet AGL. Local obscured ceilings with a vertical visibility of between 300 and 500 ft AGL would be indicated as follows:
The forecast visibility is measured in statute miles. When the visibility is expected to be greater than 6 SM, it is indicated as P6SM. A forecast visibility that is expected to vary between 2 and 4 SM with light rain showers would be indicated as:
Weather and obstructions to vision—Forecast weather is always included immediately after visibility. Obstructions to vision are only mentioned when visibility is forecast to be 6 SM or less (e.g. 2–4SM –RA BR). Only standard abbreviations are used to describe weather and obstructions to vision. Areas of showery or intermittent precipitation are shown as hatched areas enclosed by a dashed green line when colour is used. Areas of continuous precipitation are shown as stippled areas enclosed by a solid green line when colour is used.Areas of obstruction to vision not associated with precipitation, where visibility is 6 SM or less, are enclosed by a dashed orange line when colour is used. Areas of freezing precipitation are depicted in red and enclosed by a solid red line when colour is used.
Weather and obstructions to vision in the GFA may include spatial qualifiers, which describe the coverage of the depicted meteorological phenomena.
These lines joining points of equal mean sea level pressure are depicted on the GFA clouds and weather chart. Isobars are drawn at 4-hPa intervals from a reference value of 1 000 hPa.
The speed and direction of forecast surface winds with a sustained speed of at least 20 kt are indicated by wind barbs and an associated wind-speed value. When accompanied by strong gusts, mean sustained winds of less than 20 kt may also be included, at the forecaster’s discretion, if moderate mechanical turbulence is expected to occur as a result of the wind gusts. Wind gusts are indicated by the letter “G,” followed by the peak gust speed in knots. In the following example, the surface wind is forecast to be from the west (270˚ true) with a speed of 25 kt and a peak gust speed of 35 kt.
Depicted in blue when shown in colour and indicated whenever moderate or severe icing is forecast for the coverage area. The bases and tops of each icing layer, measured in hundreds of feet above mean sea level, as well as the type of icing (e.g. “RIME”, “MXD” [mixed], “CLR” [clear]) will be indicated. Areas of light icing are described in the comments box.
An area of moderate mixed icing based at 2 000 ft ASL with a top of 13 000 ft ASL would be indicated as follows:
If icing is expected to be present during only part of the forecast period covered by the chart, the time of occurrence of the icing is indicated in the comments box.
Areas of severe icing are indicated with a denser stippling. The following is an example of an area of severe icing contained within an area of moderate icing:
Depicted in red when shown in colour and indicated whenever moderate or severe turbulence is forecast for the coverage area. The base and top of each turbulence layer is measured in hundreds of feet above sea level except for surface-based turbulence, which is measured in feet above ground level. An abbreviation indicating the cause of the turbulence will be included. Turbulence due to mechanical turbulence, low-level wind shear, lee/mountain waves, a significant low-level jet or in clear air will be indicated as MECH, LLWS, LEE WV, LLJ or CAT, respectively. The following example indicates an area of moderate clear air turbulence (CAT) based at 18 000 ft ASL with a top at 26 000 ft ASL.
Severe turbulence is depicted with a higher density of hatching. The following example shows an area of severe turbulence surrounded by a larger area of moderate turbulence:
When separate areas of turbulence are occurring at different altitudes, the lower level is shown with hatching that slants upward to the right, while the higher level is depicted with hatching that slants downward to the right, as indicated below:
Freezing level contours are indicated on a GFA by dashed lines. The height of the freezing level is indicated to the nearest multiple of 2 500 ft using the standard heights in hundreds of feet above sea level (e.g. SFC, 25, 50, 75, 100, meaning surface, 2 500, 5 000, 7 500, 10 000). When more than one freezing level is forecast, only the lowest level needs to be indicated, unless meteorological conditions are expected to be relevant to aviation safety (e.g. freezing precipitation aloft). An above freezing layer (AFL) is indicated by a closed area as shown below:
Temporal changes in the freezing level, when significant, are indicated in the comments box of the chart, as in the following example:
FZLVL 20 LWRG TO SFC AFT 03Z
Low Level Jet (LLJ) included on the GFA icing, turbulence and freezing level chart when it is expected to have a peak core speed of 50 kt or more. It may be included at speeds between 35 and 45 kt when significant associated turbulence or shear is expected. An LLJ is depicted as follows, with the wind being in the direction of the arrow and the speed shown being the maximum expected wind speed:
In general, LLJs are not included if they are above 6 000 ft ASL, except as required over higher terrain. The height of the jet is not indicated. In many cases, there may be associated turbulence, as shown in the example below:
Once issued, a significant meteorological information (SIGMET) or AIRMET message automatically amends the current and relevant graphic area forecast (GFA). The remark (RMK) found in the national version of those messages indicates the GFA region(s) to which the SIGMET or AIRMET applies.
A correction to a graphic area forecast (GFA) is issued for the following events:
(a) The occurrence of any unforecast weather phenomena that do not require an AIRMET (i.e. they are below the AIRMET criteria threshold) or any other unforecast weather phenomena that, according to the forecaster, should be depicted in the GFA.
Widespread area of BKN or OVC cloud with height of the base between 1000 and 5000 feet AGL.
Widespread area affected by the reduction of visibility between 3 and 6SM, including the weather phenomenon causing the reduction in visibility
Widespread mean surface wind speed between 20 KT and 30 KT, or peak wind gust of 30 KT or more
(b) Forecast weather phenomena in the GFA fail to occur, in which case the weather phenomena that are no longer occurring or no longer expected to occur are removed.
(c) A significant error was made in a GFA chart. A significant error is one which, if uncorrected, would result in an erroneous interpretation of the GFA and create a potential hazard to aviation.
When reissued, the correction code “CCA” is added to the first line of the title box to indicate the first correction, “CCB” for the second, “CCC” for the third, etc.
I’ve been suffering with perfection syndrome (the condition where your intention to produce the best possible outcome prevents you from taking action.) If it’s not good enough, I’d rather not do it. Sounds hypocritical since I’ve been preaching the teaching of the book the subtle art of not giving a f*ck, but I just can’t help it. It seems to me as if it’s part of out default setting and requires a deliberate action to overcome.
If people only knew how hard I worked to get my mastery; it wouldn’t seem so wonderful at all.
Michelangelo
As I’m writing this, I’m trying to dig deep and find the culprit of this phenomena. If I’ll need to come up with answer now, I would say it is because of our concern to our social status, like why bother posting something on social media if it would not get enough likes, comments and/or shares? And there are people who actually delete their post if those arbitrary numbers are not achieved. It’s not stupid or pathetic, they’re just behaving on their default setting. but it needs to be addressed.
Whether we admit it or not, we do things for the admiration, as we try to secure our place on the social hierarchy. If you’re the last person on Earth and everything else is working properly thanks to AI. You can still post pictures, upload videos etc. Would you still take pictures of your meal before you eat it? Would you still film doing stupid things on yourself and to other for views? Would you still strive desperately to visit every countries in the world? At this point you are literally the best on everything, cause no one else is out there to contest it. How does it feel to be the G.O.A.T?
Not everyone is aware that you can deactivate your facebook account and can still access your messenger, with this you can still upload stories bot no one would see it. Would you still do it? why or why not?
A brief introduction of myself, I was born and raised in the Philippines, and moved here in Canada just half a decade ago. Currently I’m pursuing my multi-IFR rating, the last hurdle before I can apply to companies as a Pilot. As a Pilot. Never in my wildest dream, if we go back in time 5 years and beyond and you tell me that I’ll be a Pilot, I’d say you’re crazy. Growing up I find it as an elusive career, so esoteric that I didn’t bother to consider, not to mention financially impossible for me and my family to finance.
But I have not choice.
In 2017 after a failed relationship, I found myself stuck and homesick. Winter is coming and it would be brutal if I don’t do something about it. Back then I was working as a city bus driver, which is a good paying job. A lot of people I know wants to get that job, for the pay and the “secured” retirement, so should I settle to this job and wait until I retire?
August of the same year I decided to start looking for an alternative that would allow me to go back home and hopefully lucrative. First I considered being a nurse, at this point after reading numerous self-help I bought the idea that you can do anything as long as you set your mind to it. Although being a nurse here in Canada would check all the boxes but moving back to Philippines as a nurse would be a financial suicide. How about aviation? It pays good here and everywhere in the world.
Necessity is the mother of adaptation.
It was a hot and sunny day in 2008 when I first experience flying inside this small Cessna 152 with my brother from high-school Derek who’s working on his commercial license at that time. Today he flies for one of the low cost carriers in the Philippines, living the dream. We flew from Pampanga to San Fernando,La Union and back. It was a good experience, except for the scorching heat of Philippine summer.
Derek trimmed the plane so nicely then let me handle the yolk, so nice that no inputs is necessary, but just keep the plane straight and leveled. Though I enjoyed the flight, it still didn’t cross my mind that I’ll be one eventually. After college and hoping from one call center company to another, I remember my father telling me “why not consider being a pilot just like your friend?” as much as I appreciate the confidence he has on me that aptitude is enough to be one, I told him that I don’t want to,“Derek made it because he wants to be one, it’s his ambition to be a pilot, not me.”
Though it may have been a good idea to start earlier, looking back, it is a good decision I did not heed to my father’s suggestion, cause I don’t have the right motivation and enough reason to endure the challenges and failures waiting for me, not to mention the sacrifices I would have to accept. Had I took that offer, I would have quit when things become difficult and frustrating which is almost guaranteed when pursuing a worthy endeavor.
The difference between 2008 and 2017 was, being a pilot is no longer just an option, it became a must. This time, I have more than enough motivation and reason to thrust my way through regardless of the obstacles.
He who has a why to live can bear almost any how.
Friedrich Nietzsche
Pursuing to be a pilot would require a lot of resources, your time, money and attention. It can be a lonely and treacherous endeavor. With the wrong motivation or reason, led a lot of aspiring pilot to quit. Some say it’s the money. Aviation is not cheap but how do you explain people being able to finance a 20 to $30,000 vehicle and cannot pay for $15,000 Private Pilot License? Based on my experience, when people say they don’t have money for something, it’s their subtle way of saying that it’s not important enough for them to spend that much money on it. Some say it’s the time, they have family obligations, a day job etc. When I started until December of 2020, I was a working student, working full time and driving to and from the airport during my break to my lessons (I have 4 hours break as a transit driver.) The problem is a lot people can only preach the word sacrifice but unable to demonstrate it when the situtation requires for it.
Today, 4 years since I started my journey in aviation, I have invested and still investing blood, sweat and tears, literally! to be where I’m today and for the promise of a better tomorrow. Despite of the pandemic impeding my journey and halting a lot of people’s lives, at the end of the day nothing last forever and we will fly again, higher than ever before.
Hemoglobin (is the iron-containing oxygen-transport metalloprotein in the red blood cells of almost all vertebrates as well as the tissues of some invertebrates.) The inadequate level of oxygen in the blood is called Hypoxia, depending on the cause, there are different kinds of hypoxia. In aviation this reduction in oxygen is usually due to altitude itself and this is called hypoxic hypoxia. If it’s due to the lack of blood meaning lack of hemoglobin to deliver the oxygen to your system that can be caused by loss of blood from stomach ulcer, menstrual periods or blood donation, this type of hypoxia is called anemic hypoxia. And lastly is when hemoglobin’s ability to carry oxygen is impaired by toxin such as cyanide or carbon monoxide (CO) it is called histotoxic hypoxia.
Hypoxia is insidious. Most pilots can operate safely up to cabin altitude of 10,000′ if they are in good health and do not smoke. Between 12,000 – 15,000′ increased in breathing rates will partially compensate to allow functioning for an indefinite time. Unfortunately, the first side effects ( impaired judgement and euphoria or lack of concern) may not be recognized and by themselves create a risk to flight safety.
Increased hypoxia interferes with muscular coordination, mental calculation and reasoning power. Above 15,000′ a person not acclimatized to this altitude may become severely impaired. (usually within minutes or even seconds depending on the altitude) Unconsciousness may occur before the pilot become aware of the problem.
Although unconsciousness may come on quite slowly, a more useful measure is the time of useful consciousness (TUC) or effective performance time (EPT) This reflects the period beyond which a pilot would be unlikely to take corrective or protective action and is much shorter than the onset of unconsciousness.
Rapid decompression can reduce the TUC by up to 50% owing to the forced exhalation of the lungs and the extreme rapid rate of ascent.
PREVENTION OF HYPOXIA
Aircraft oxygen system are of three types. The continuous flow systemis the most common although it is wasteful of oxygen. diluter demand systems increase the percentage of oxygen with ascending altitude by a barostat to meet physiological requirements. At cabin altitude above 30,000′ even 100% oxygen is insufficient and pressure demand regulators are required to ensure that the partial pressure of oxygen supplied to the lungs is adequate.
HYPERVENTILATION
The rate at which we breathe is regulated by the amount of carbon dioxide in the lungs and blood rather than by the oxygen concentration. This is why mild hypoxia due to altitude may not cause any perception of a need for more air. The normal rate of breathing is 12 – 14 breathes per minute. If we breathe faster than this at rest we will not increase the amount of oxygen in the blood (it is already at maximum) but we will decrease the carbon dioxide. This causes the blood to become more alkaline which in turn leads to constriction in the blood vessels of the head and neck. Then the blood supply and oxygen to the brain is reduced.
Hyperventilation, an increase in the rate and depth of breathing, can be the result of stress, anxiety or fear. All these factors may be present during a difficult instrument approach in bad weather. They are also more common in inexperienced pilots who have not yet gained confidence in their ability. As the breathing rate increases symptoms begin to appear. These include a feeling of lightheadedness, numbness around the mouth, tingling in the fingers and toes and later muscular spasms. Paradoxically there is often a feeling of breathlessness that may worsen the situation.
Symptoms of hypoxia and hyperventilation are similar and that ultimately both cause a reduction of oxygen delivery to the brain. At ground level hyperventilation may be treated by calming the person in an effort to reduce the rate and depth of breathing, and by re-breathing exhaled air (usually in a paper bag) often the victim will feel nausea and lightheadedness for some time afterwards. At altitude, the strong possibility that these symptoms may represent hypoxia demands a different approach.
TREATMENT OF HYPOXIA AND HYPERVENTILATION
Because the symptoms are similar the treatment must deal with both problems safely without the pilot having to make a diagnosis.
Below 10,000′ severe hypoxia is unlikely and the pilot should slow the breathing rate 12 – 14 breaths / minute maximum. The breath may be held briefly.
Above 10,000′ oxygen should be used and three or four deep breaths taken quickly. If the symptoms are due to hypoxia they will improve immediately. If they do not improve the rate of breathing should be controlled as above.
UNDOMESTICATED 