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So, what have I been doing with my time?  (Last few entries from my logbook)

The road to my commercial certificate with multi-engine rating

First question:  why?

After I earned my private pilot certificate back in 1989, as well as and my instrument rating, the multi-engine commercial certificate is simply the next logical step in flight proficiency.

The mechanical flying skills that are required for the commercial certificate are not any different than the skills required to earn your private pilot's certificate.  The difference between the tickets lies in the tolerances allowed when completing flight maneuvers.  Whereas a private pilot certificate allows for ±100 ft, ±10° and ±10 kts deviation from altitude, heading and airspeed (during the FAA checkride and phase checks), the requirements for the commercial certificate are "tighter" at ±50 ft, ±5° and ±5 kts.

Many of my friends and family have indicated a fear of flying in single engine aircraft.   Although modern single engine planes are VERY safe and reliable, and as a pilot, I am fully trained and practiced in how to handle emergencies in these types of aircraft (e.g., the Cessna 172 has a 10:1 glide ratio.  This translates to if you are at 5500 ft, you can glide 10 miles without engine power.  In CA, you will almost always be within a 10 mile radius of an airport), the fact remains that a multi-engine aircraft is technically safer IF you are proficient in flying such aircraft.  Even I do not like to fly over the Sierra's at night in a single engine plane -- if the engine fails, you cannot see where to put the plane down. 

Multi-engine aircraft are inherently safer in flight due to the redundant systems and, obviously, multiple engines (the danger in multi-engine aircraft lie largely on takeoffs and the possibility of an engine failing on takeoff and the pilot's inability to recognize the condition and recover). 

To that end, I have decided to pursue the FAA commercial certificate with multi-engine, instrument rating.  So, although I may never actually execute the privileges of a commercial certificate, I am pursuing the license in my never-ending quest to become a better and safer pilot.  Plus, just in case this whole sales career thing doesn't work out, I'll have something to fall back on... flying for the airlines! 

Next question: how?

• Commercial Pilot Certification:
  A commercial pilot may fly passengers for hire.  Moreover, commercial pilots must be a private pilot with a minimum of 250 hours of flying, and other requirements, have an instrument rating, be at least 18 years old, and hold a class 2 medical certificate.  They must also pass a written examination and an FAA checkride.

• Instrument Rating (pre-requisite):
  An instrument rating allows a pilot to fly in instrument meteorological conditions (IMC) - i.e., lower visibility, poor weather conditions, and through clouds.  An individual must hold at least a private pilot license, have flown at least 50 hours cross country (more than 50 nautical miles one way to another airport) as pilot in command, at least 40 hours instrument experience, hold at least a third class medical certificate, and pass an oral and flight test with an FAA examiner.

• Multi-Engine Rating:
  A multi-engine rating allows a pilot to fly airplanes with two or more engines. An individual must hold either a private or commercial license and instruction must be obtained through an authorized instructor.  Although there are no hourly requirements or written exam, there is a checkride.

Getting my instrument rating (20 May, 2002)

First question:  why?

About twelve years ago I got my private pilot's certificate.  I found myself flying a lot back then and quickly built up about 120 hours of flight time, but then somewhere over the years I stopped flying and let my currency drop.  However, I never forgot that feeling of exhilaration I get when behind the controls of an airplane.  Finally, in 2002, with some spare time on my hands, I decided to (1) get current, and (2) get my instrument rating.   The first task was easy, the second...  man, it is HARD!!

A friend of mine who flies with the airlines says that the instrument rating is the hardest rating you will get. Commercial, CFI, even ATP in their own way are easier to pick up than the instrument rating, especially since most people, like me for example, start their instrument ticket with very little skills in the areas you need to be sharp on for instrument flight.

Next question: how?

(... copied from some random web site)  Taking the plunge:  For many pilots the instrument rating is the next logical step after getting their private pilot's certificate. An instrument rating greatly expands the reach and flexibility of your pilot certificate by enabling one to safely fly in clouds, reduced visibility and low ceilings that keep other pilots on the ground.

Instrument training begins with simple maneuvering solely by reference to flight instruments and culminates in flying the airways and performing precision approaches in instrument conditions. It is considered to be one of the most challenging and rewarding ratings in aviation. Making use of modern flight simulators as well as the most up to date training aircraft, it qualifies you to share the airspace system used by the airliners and enables you to fly to the instrument flying standards of their cockpit crews.