DGAC 2.0 and Open AIP

After watching TED videos and reading Wikipedia articles about open-source, open-governance, etc, I began to think of a Wiki project in which anyone could could add, modify or delete the content of the articles and structure of a virtual civil aviation authority. I wrote the basics on a notebook and named it DGAC 2.0.

I first began to look for free web hosting sites and found Wikia. At first I didn't know how to edit the content and add more pages to the site. I even searched for more free web hosting sites, because Wikia looked pretty complicated than I thought. I then found Wikispaces. It was more programming-and-wiki-ignorant-friendly and I started to write the pages and content of DGAC 2.0.

It's basically a Wiki of a civil aviation authority with a simple structure and regulations based on the ICAO Annexes. After finishing the copying of the regulations of the annexes, the addition, modification and deletion of rules can begin. I also added a section to each department to describe the role and paperwork issuance methods of that specific department.
Other goal of the project is to create an interest in the open-source democratic philosophy, to analize it's development, participation, efficiency and action in a government sector.

I then began to think about a project that could benefit pilots and, most importantly, student pilots. I named it AIP México.

AIP México is a Wiki with the goal of establishing a collaboration of pilots, student pilots, aviation fans and other people, so that they can help writing the content of the Aeronautical Information Publication.

The mexican transport and communications ministry, the mexican aviation administration and the air traffic administration hasn't published an AIP on the internet or other electronic medium. That's why another goal of the AIP México Wiki is to demonstrate that the aviation community in Mexico can organize and create a collaborative network to develop efficient and modern projects that benefit aviation in general without the support of a government agency.

I opened another Wiki with that name in Wikispaces. The problem was that Wikispaces began to charge page creators to make the pages viewable for everybody. I didn't like that.
I returned to my original site, Wikia, fearing it would be difficult for me to understand the method of editing the pages and content of the wiki. It's not. It's much more simple that I thought. I started editing, writing and adding pages for the DGAC 2.0 wiki and finally had something to work with.

Please visit AIP México and DGAC 2.0 !

There's a chance both projects will fail based on these facts:

• The big majority of the aviation community has a poor understanding of the international and national air law, and do not care.
• It's a complicated project, requiring a lot of time and dedication, which not many have.
• Poor knowledge of open-source and wikis.
• The flight schools in Mexico don't show the content and function of the AIP to their students.
• Not many have the mexican AIP, which costs around $2650 mexican pesos.
• Not many will spend some time writing the AIP content.
• Nobody cares about the AIP, since a lot of its content is in the Jeppesen Airway Manual for Mexico.

Anyways, the DGAC 2.0 is kind of a personal experiment/project to create a civil aviation authority that DOES work and is efficient. I'll keep writing the content of the AIP, with or without participation of others. It's a good cause.

G'day.

Radical Thoughts: A Modern Form of Government

In these days of campaigns, political discussions and tons of political-related posts on my Facebook wall, I've been thinking about the political issues and problems in Mexico from an analytical point of view. I always try to analyze any situation outside the bubble, instead of being part of the bubble and discussing about political parties, candidates, etc. In this case, the bubble is the political system in Mexico.
I'm not studying political science and obviously I'm not a politics savvy; I'm just a guy sharing thoughts and ideas based on personal experiences and things I've read and heard.

Just something to begin with: It all starts with the citizen-government interaction for the issuance of an official document, certificate, licence or permit. The interaction and execution of the citizen's request by the government department is done by bureaucrats. Bureaucracy implements the rules, laws, and functions of a ministry, department or institution. It's typically known to be inefficient for both the citizen's and government's money and time. It's even worse when the rules and laws are also inefficient. Rules and laws created in the middle of the twentieth century with little or no reforms made in the next decades.

With the constitution, laws and rules a system is created. Mexico is a federal presidential representative democratic republic whose government is based on a congressional system. The federal government represents the United Mexican States and is divided into three branches: Executive, Legislative and Judicial, as established by the Political Constitution of the United Mexican States, published in 1917.
The branch that seems to be and always will be the problem is the legislative power, which is vested upon the Congress of the Union, a two-chamber legislature comprising the Senate and the Chamber of Deputies.
The legislature, as we all know, is a kind of deliberative assembly with the power to pass, amend, and repeal laws. And then we have the political parties that add to the problem. It's a very limited number of people that exercises the power of changing and creating law. Plus, every politician (good or bad) has its own personal interests, which are not always for the improvement of the country in general. They tend to be close-minded, corrupt and don't work properly for the benefit of the country. They are part of the system, so they automatically are part of the problem.

The system is flawed. It is an old system that hasn't had significant changes and won't accomplish and meet the needs and level of complexity of the issues and situation of the present and future of a globalized and connected world.

So what can be done to transform and improve the system that will truly enable every citizen to be part of the policy-making decisions?

There's a political philosophy called Open-source Governance.

It basically advocates the application of the philosophies of the open-source and open content movements to democratic principles in order to enable any interested citizen to add to the creation of policy, as with a wiki document. Legislation is democratically opened to the general citizenry, employing their collective wisdom to benefit to the decision-making process and improve democracy.

A wiki is a website [or generally a site] whose users can add, modify, or delete its content via a web browser using a simplified markup language or a rich-text editor. Wikis are powered by wiki software. Most are created collaboratively.

It's just a political philosophy; the practice and methods for the application of this philosophy is much more complex. The beauty of this system is the open-source idea that enables any interested citizen to present a proposal or change in the law or regulation that is inefficient. It also allows the citizens to be part of the decision making of the needs (infrastructure like schools, hospitals, transport system and the training of the workforce) of the city.
There must be a group formed by people related, informed and interested in that specific change or creation of the law or rule, that reviews the proposals and votes for the approval or disapproval of that change. Every citizen interested and willing to change a rule could make an amandment to the articles of that rule and the other participants approve, disapprove or change the context of the article. It's not like a doctor is going to be seriously interested in changing the rules of civil aviation.

This way a continuous evolution of the constitution, laws and rules is maintained for the good of the people of the country, without the need of having a senate and the chamber of deputies. Ultimately without the need of political parties that only oppose to each other, as it happens in Mexico and many countrys as well.
The population is integrated and is part of the decisions that affect the city and country, in the larger scale. It would be the responsable for the well-being of the country. The inefficient process of the creation and amendment of laws and rules is greatly improved. Corruption goes down, transparency and efficiency go up. This system would limit the power to the minorities and corrupt groups, unions and organizations formed because of the flawed system. It would be the people that have the ultimate responsability of the progress of the nation. As an ancient maxim from the Roman law that says “That which affects all people must be approved by all people”.
The only problem that arises is the adaptation of the system to the population of the country. It's a radical and revolutionary philosophy and many will disagree with it. It must be taught throughout school and encouraged in the society. Everything comes to education. When a country has an excellent educational system that supports all the young population, the results are the foundations of an informed and democratic society.

There are many type of modern political philosophies and methods such as e-Democracy, e-Government, Collaborative e-Democracy and Open Government. These pave the way to the future of democracy. A democracy of the 21st Century and the Age of Information.

It would be a great idea to create a website and present this idea in the social media, universities and highschools so that people can unite and organize a real change in the system. The Open-Source philosophy can make a significant change when applied in the political and government system of a country. Maybe Mexico could be a pioneering State that applies a full open-source government.

Open Government from The Academy on Vimeo.

Graphical and Textual Weather Products

In this post I'm going to write a simple reference guide about the different graphical and textual weather products, and the links where they can be consulted, that help execute a good pre-flight planning in the United States.

DUATS is excellent to get weather info, NOTAMs, file flight plans, but the graphics of the different products are not that good. You can create a DUATS account with a student or pilot certificate. When you enter the flight information, you get the weather reports, NOTAMs, etc and it can be used to comply with the pre-flight briefing requirement.

You can also get weather information and graphics from the Jeppesen JetPlan and the NOAA's AviationWeather site. You need a suscription to JetPlan, but you can copy the links of the graphs and paste them on a link to see the chart. They are the most easy-to-interpret and user friendly sites. Too bad DUATS doesn't use NOAA's graphics.

Graphical Products

Satellite

Display infrared images from geostationary satellites showing cloud areas.

Jeppesen Satellite Products

• Infrared
• Infrared loop
• Visible or Nighttime Fog Product
• Visible or Nighttime Fog Product loop
• Infrared/Radar Composite
• Infrared/Radar Composite loop

Aviation Weather Satellite Images (You can select either the latest image, a big or a small loop in a visible or infrared image type)

Surface Analysis

It displays front and pressure system positions along with detailed WX information as observed at various locations. Frequency: Every 3 hours. Valid Period: Observation.

Jeppesen Surface Analysis Chart and 24h Forecast

Aviation Weather Surface Analysis Chart

Weather Depiction

A 'de-cluttered' surface analysis that sumarizes WX conditions, from METAR observations, by showing broad areas of IFR and MVFR. Frequency: Every 3 hours. Valid Period: Observation.

Jeppesen Weather Depiction Chart

GIF or PDF Aviation Weather Depiction Chart

Radar Summary

Displays precipitation echoes along with type, trend, movement and intensity. Frequency: Every 35 minutes past the hour. Valid Period: Observation.

Aviation Weather GIF or PDF Radar Summary Chart

Low-Level Significant Weather Prognostic

Forecast areas of significant weather and precipitation in 12 and 24 hour blocks. Frequency: Every 6 hours. Valid Period: 24 hours.

Jeppesen 12h and 24h Surface Analysis Chart

Aviation Weather Low-Level Significant Weather Prognostic Charts (Recommended) and Analysis and forecast surface conditions (Prog Charts)

Convective Outlook

Gives an easy-to-see visual representation of the areas in which thunderstorm activity is expected to develop. Frequency: 12h: 5 times daily, 24h: 2 times daily. Valid Period: 1200Z of the next day.

Jeppesen Convective Outlook Chart

Aviation Weather Convective Outlook Charts

Winds and Temperatures Aloft

It's a graphical version of the textual product. Frequency: Every 12 hours. Valid Period: 12 hours.

Jeppesen FL050 (850 mb) Analysis and Forecast

Aviation Winds and Temperatures Aloft Charts (Recommended)

Icing

Jeppesen Icing Maps

Aviation Weather Icing Charts and Freezing Level Graphics

Other Important Stuff

There's a page to check graphical AIRMETs and SIGMETs. You can either choose interactive or static G-AIRMETs. (Recommended)

Jeppesen IFR and Mountain Obscuration AIRMETS

Jeppesen Turbulence Maps

Jeppesen SIGMET and Convective SIGMET Areas




Textual Products

Aviation Routine Weather Report (METAR)

Weather observation at an airport including winds, temps, sky condition, pressure, etc. Frequency: Every 53 minutes past the hour. Valid Period: Observation.
Link: http://www.aviationweather.gov/adds/metars/

Terminal Area Forecast (TAF)

Airport forecast including winds, sky condition, precipitation types, visibility, etc. Frequency: Every 6 hours. Valid Period: 24 hours.
Link: http://www.aviationweather.gov/adds/tafs/

Area Forecast (FA)

Forecasts for large regions including cloud heights, precipitation types, visibility and general atmospheric condition (VFR, MVFR, IFR). Frequency: Every 8 hours. Valid Period: 18 hours.
Link: http://www.aviationweather.gov/products/fa/

AIRMETs (WA)

Outlines areas of weather events affecting primarily smaller aircraft, including IFR conditions, turbulence and icing conditions. Frequency: Every 6 hours. Valid Period: 6 hours.
Link: http://www.aviationweather.gov/adds/airmets/

SIGMETs (WS)

Outlines areas of significant weather events affecting all aircraft including icing, turbulence, blowing dust/ash/sand and volcanic eruptions. Frequency: As needed. Valid Period: 4 hours.
Link: http://www.aviationweather.gov/adds/airmets/

Convective SIGMETs (WST)

Outlines areas of significant weather events relating to convective (thunderstorm) activity. Frequency: Hourly. Valid Period: 2 hours.
Link: http://www.aviationweather.gov/adds/airmets/

Winds & Temperatures Aloft (FD)

Forecasts wind direction and velocity and temperatures at various levels of the atmosphere. Frequency: Every 12 hours. Valid Period: As noted.
Link: http://www.aviationweather.gov/products/nws/winds/

Center Weather Advisory (CWA)

Current significant weather event information discussed in a prior WA, WS, WST disseminated to pilots by ARTCC.Frequency: As needed. Valid Period: 2 hours.
Link: http://www.aviationweather.gov/products/cwsu/

Pilot Reports (UA/UUA)

Weather observations provided by pilots including information on temperature, wind, sky condition, turbulence and other significant weather.
Link: http://www.aviationweather.gov/adds/pireps/

This is awesome

Now blogging from San Diego, CA!

The flight to San Diego was good. It was 2:30 long and it felt like it was only 1:00 long. As we approached KSAN, the marine layer was covering SoCal and we got vectors for the ILS runway 09. I saw the coast as we broke under the clouds and we touched down at a pretty cloudy and cold San Diego. I sat at the end of the plane and I was the last one to go through customs. The CBP officers were cool and they stamped my entry without asking me much.

A friend picked me up at the airport and we got to the flight school. I met the administration personnel there and they are really nice. I was fascinated and I still am by the aviation atmosphere here at Montgomery Field. You get to hear and see tons of planes. There are rows and rows of Cessnas, Pipers, Beechcrafts... you can even hear and watch the F-18s and V-22s practicing at Miramar Marine Corps Air Station.

After giving the necessary information and copies to the school, my friend and I went to Casa Machado to eat. It's a real good restaurant and it has a view to the general aviation platform. We went to Marv Golden Pilot Supplies store and it's just incredible to see so many books, charts, supplies and stuff for pilots. It really is a candy store for me.

We drove back to the school and after saying bye to my friend, I got the keys and bed stuff for my room where I'm staying now. It's a nice condo with swimming pool. I share this appartment with an indian guy who is also studying at National Air. He's a mess as a roommate and a pilot, but I don't care.

Yesterday, I went to the school and began to watch the Jeppesen Instrument/Commercial DVD. It's a good refresher of the stuff I already know. When I walked home, I stoped by at Marv to buy the stuff I need. Flight bag, Los Angeles Terminal Chart, plotter (I didn't have one), Private Pilot SEL PTS, FAR/AIM, VFR Navlogs, etc.
I began to read the FAR/AIM in the night before going to sleep.

Today, I went to the school to continue watching my DVD. I finished watching the second of three DVDs and as I was reading/studying the FAR/AIM, the flight instructor came out and asked me if I wanted to go flying today. I wasn't expecting to fly today, but sure! Why not?

I wanted to fly in the 172 because the chief flight instructor recommended me to fly with the Skyhawk first to get accustomed with the communications and airspace. We found out the 172 was grounded because they are certifying its GPS. It's strange an airplane has to be grounded for a GPS certification. We agreed to fly to the northwest at 4500ft. We then decided to fly in the Piper Warrior. It was going to be my first flight in a Piper Aircraft and I already had read the information manual, so it wasn't going to be a thorough transition to the Warrior. The flight instructor showed me how to preflight check the Warrior and then he showed me how to use everything in the cockpit.

The Warrior is very simple to use and it's very comfortable. I ran through the checklists, engine start and we taxied to the nearest taxiway. I reported my position and received taxi instructions to runway 28L. After runup, we took off and climbed to 4500ft. When we got to the training area, he instructed me to do some slow flying. The Warrior is very easy to control. The constrols are solid and the throttle movement is excellent. You can establish a flying configuration very quick and precisely. I practiced a power off stall, power on stall and some steep turns. We turned back to Montgomery Field and descended to keep clear of the Bravo airspace. As we approached MYF, I contacted the tower and asked for touch and goes. I received instructions to join left downwind of runway 28L and abeam the runway, the tower instructed me to follow a Cessna Citation and touch and go on runway 28R.

I reduced the power and extended 10 degrees of flaps. I then joined crosswind and turned to final. The Warrior glides perfectly with full flaps. When I crossed the threshold, I started my flare and touched down. It was a pretty good touchdown for my first landing in a Warrior. I applied full power and rotated. After 1 more touch and go, I made my final landing. As I taxied out of the runway, I was told to cross runway 28L and contact ground. After completing the after landing checklist, I requested taxi to National Air and taxied to the overnight position at the school. After shuting down and securing the airplane, we got out of the plane and I filled the logbook entry. After covering the plane, I walked to the office and asked the instructor for a debrief. There was nothing significant he had tell me. Just to maintain the nose down until reaching the flare height. In general, he was satisfied with my flying. After making the entry in my logbook, we completed the paperwork and went out from the school. He gave me a ride to my appartment and said goodbye.

I'll have my first groundschool lesson tomorrow with him at 13:00.

I now completed writing this post after hearing my roommate's experiences in gambling and casinos. He's obviously not the kind of person that will become a professional/airline pilot.

It's good to be flying again!

T minus 4 days

In 4 days I'll be on my way to San Diego.

Almost everything is set. Passport with visa, I-20, etc. The only problem is that the mexican civil aviation authorities haven't answered the FAA verfication mail for my PPL conversion. I sent an e-mail to the FAA asking them if they already got an answer from Mexico City for the verification of my private pilot license. The answer:

Daniel,

We contacted Mexico on February 6, 2012 and then again on March 14, 2012. We are waiting for their response.

Thank you,
Foreign Verification Department, AFS760

As soon as I read the reply, I called the licensing personnel in Mexico City. The secretary told me that supposedly the FAA won't recognize any license with a revalidation annex. I revalidated my PPL on the 16th of February 2011 and they gave me an annex. They are only recognizing plastic licenses.

That's odd, because a friend of mine sent the documents to the FAA for the PPL conversion with his revalidation annex two times and on both requests, he got the letter from the FAA with the verification!
It's also very strange that "the FAA isn't recognizing the annexes" and in fact, many airline or independant crewmembers fly to and from the US with the revalidation annexes.
What I also find quite difficult to understand is: Why is the FAA still waiting for their response, if supposedly they don't recognize the annexes? They would have told me something like: "Your license can not be verified because of this and this..." instead of saying they are still waiting for the response.

Anyway, I have to fly to San Diego because of the entry date written on my I-20 form. I can't enter the US after that date. I hope I can solve this problem there. Maybe a Designated Pilot Examiner can tell me what I can do. What about passing the written and practical test for the PPL?

Once more, this is a testament of the inefficiency and stupidity of the mexican civil aviation authorities. Why give them a responsability and too much work when they can't do anything right and everything can be more efficient and decentralized? They only make aviation more complicated and bureaucratic. They kill the dreams of every persons desire to become a good pilot and stop the further learning and training of someone who has tons of potential.

With that rubbish covered, I also have something good to tell you: About two months ago, I developed a logbook for my future career. I went to a printing office downtown to get it binded. It's basically a professional pilot's logbook in english and spanish. It contains pages for personal information, a record of certificates and ratings, flight proficiency and medical certificate hisotry, pilot record, aircraft record by make and model, flight records and a groundschool record. This will allow me to have everything well organized. It also facilitates checking the amount of time flown in different airplanes and if it was as PIC or SIC, in actual or simulated instrument flight, number of approaches flown and checking if you're current to fly as Pilot in Command in IMC, at night, with passengers, etc.

Let's see what happens in the near future. The flight to San Diego will be in a made-with-pride-in-Hamburg Airbus A319. It'll be 3 hours long.

I'll write again when I'm there. Bye!

Flight Briefings

Briefings help pilots review and comment operational procedures and factors, that will be performed in the flight, and exterior factors that influence and may affect different phases of the flight. That way the pilot or flight crew is more aware of the flight conditions, so that he or she can make a decision of what to do in case of an abnormal or emergency situation. Briefings are done in sports, races, in the military, etc. The team basically discusses and reviews the overall outlook of what will be done. In aviation, it improves safety by enhancing situational awareness.

If you want to read more about briefings and other topics visit smartcockpit.com/flightops.

Airbus has published many articles and notes about operational and human factors. The one I read about flight crew briefings is this note.

I recently developed a briefing checklist for my future flights. I checked some briefing checklists and excerpts from Flight Crew Training Manuals and Operating Manuals to get an idea of the sequence a briefing checklist should have. I made a 'beta' briefing checklist and then I changed the sequence of the items giving it a more efficient and inteligent arrangement of the items. The weather should be discussed at first, then the terrain, the charts and resources that will be used in the flight deck, the airplane configuration, speeds and fuel, what to do 'in case of', operational considerations and questions and/or comments. The sequence is arranged so that the first items are taken into consideration in the following items. For example: You can't determine the departure runway if you don't know the wind direction. The external factors (weather/terrain) are taken into consideration for the internal actions.

I divided the checklist into 3 parts: Departure Briefing, Cruise Briefing and Arrival Briefing.


I would do the departure briefing after starting up the engine, copying the ATIS and receiving the ATC clearance. After taxi and the runup checklist, I would repeat the takeoff and departure procedure as instructed by ATC.
When flying at the cruise altitude, I would perform the cruise briefing. 10 minutes before the top of descent, the arrival briefing. I would plan the top of descent at a comfortable and flexible point so that I level off at the published altitude of the Initial Approach Fix with a constant descent and so that if I get radar vectors and altitude instructions, I wouldn't get to the approach too high. That way I can perform my arrival briefing with time and not in a hurry or already in the descent.

An example of a departure briefing in an IFR flight with a Piper Warrior would be as follows:

"The prevailing conditions are IMC. The ATIS reported no thunderstorms nor windshear in the area, light rain so there could be some runway contamination; the temperature is 15 Celsius, dewpoint 13; altimeter 29.97; visibility 2.5 miles, overcast at 800 feet, broken at 2000 feet and the wind is 290 at 6.
Most of the elevetad terrain is at the east with the highest obstruction at 5200 feet. The MSA for our departure sector is 4400 feet and the airport elevation is 427 feet.
It will be a departure from runway 28L. Radar vectors to the airway with an initial heading of 360, climbing to 2000ft. Mission Bay VOR has been entered in the NAV2 and identified, NAV1 set with Homeland VOR and NAV1 standby with the ILS28R in case we must return to land.
Seeing the airport diagram, we will taxi from 'here' via Golf and Hotel to runway 28L. There's a hotspot at the crossing point of Golf and Hotel.
It will be a normal takeoff; my controls and communications.
Flaps 0 takeoff, rotate at 60 knots, Vx 63, Vy 79 and cruise climb 87. We have 40 gallons of fuel and the takeoff weight is 2200 pounds.
In case of an abnormality or engine roughness on takeoff roll, I'll abort the takeoff. In case of an engine failure below 1000 feet, secure the airplane and land at the most suitable area. Above 1000 feet, glide speed to the most suitable area, perform engine failure checklist and in case the engine doesn't start, declare emergency. In case of an electrical and/or communicacionts failure, we will proceed as cleared and we will continue the route.
The NOTAMs at Montgomery: Taxiway C is closed. Sterile flight deck below 3000 feet.
Questions or comments?"

When completing the before takeoff checklist I would repeat and confirm the takeoff and departure procedures:

"Flaps 0, trim set, rotate at 60 knots, maintain 63, then 79 Vy crossing 500 feet. Climb to 2000 feet and fly heading 360"

Some may think briefings for small aircraft flights are not that important nor necessary. I developed this briefing checklist to get accustomed with airline procedures and operations. Also, because the commercial aviation safety level is greater than the general aviation one. I'd use airline operating methods and habits to enhance the safety of my flights. This may give a general aviation pilot good confidence and safety for any flight.

The briefings may give the pilot more workload, but it is a matter of practice, flight deck resource management and discipline that will enable the pilot to effectively execute all the procedures and tasks of a flight.

Almost there...

Moin moin

Not many news I can share to you... I already got my student visa and I'm just searching for cheap tickets to San Diego. Volaris has a direct flight to San Diego; the problem is, they only have flights for the 21st, 29th, 30th and 31st of march. I prefer to fly in the 29th so that I won't have to pay the march housing rent. The flights for the 29th and 30th have the expensivest rate Volaris offers. I'm hoping they'll give discounts in the 13th of march as they always do.

I've been studying with the Instrument Flying Handbook lately. I've learned and still learning many things I didn't know about instrument flying and it is great! That way I'll know many things when I begin my groundschool and simulator sessions of the instrument rating. It's also a good way to reduce the instructor time needed ($) to learn and 'digest' something new.

Human factors in instrument flying is very important. You must understand that the workload and procedures in instrument flying are very demanding. The handbook introduces you to single pilot resource management. It's basically to keep everything organized and manage the information available for the flight in a way that it won't affect the pilot's performance during the flight.
The handbook also gives you tons of information about icing and how it affects the performance of the airplane. A pilot must understand the weather basics very well and interpret the weather reports and services so that he or she does a thorough planning of the flight.
I'm currently learning about basic instrument flying and maneuvers. Instrument flying is awesome. It's a new way to gain more experience and proficiency. It also demands a better understanding and discipline.

I'll write more about instrument flying when going through the instrument rating phase of the flight training.

Bye for now...

First step: Complete

So, here I am, again.

This post will be the starting point of a good and exciting series of stories about my commercial pilot course; that I'll be starting in the next month or so. It's one of the most, if not "The Most", important stages of a professional pilot's career. I consider it that way, because it's the stage where the professional abilities and knowledge are founded for an entire life and career as a professional pilot.

I am 21 now. There are many factors that determine the ways to start and that influence the development of this career, but the way I see it, this career starts naturally in the mid teens by joining a small flight club or by getting flying lessons with an acquaintance that is a pilot. That way you begin to develop good abilities and senses for flying. Sadly, in the country where I was born, there's no way you can begin your career this way all by yourself. There's not enough aviation culture so that a 15 year old can go to an airfield and ask if he can learn to fly.

Of course, there are other factors like money, nationality and other career path considerations, but eventually, the way will head you to that seat in the airliner. Whatever the age a person is. 18 is a good age to start with this career. It allows you to work to earn money at the same time you study. You can also start with your flight training overseas, which enables you to live and experience another culture and learn another language. It also enables you to live by yourself and gain maturity.

As far as my story goes, I got my PPL in Mexico, stayed in Germany for two years and joined a glider club. It was one of the most astonishing experiences of my life and I'll be back in Hamburg some time to finally get that Glider Pilot License.
In Germany, I began to consider USA as a career path option. It's the number one country in general aviation and flight training. I think it's the best country in terms of airplane availability and cost, student resources and services and number of aviation personnel. I did some research and made a list of flight schools. I had to consider the license conversion process in Mexico, money, time of stay (money as well) and the flight school caracteristics such as location, fleet, fees, student housing and so on.

In my situation, in which I will have to get a mexican commercial pilot license to fly in Mexico, initially, I chose to take the CPL course in USA, because of the high training standards, and then convert the license in Mexico.

I chose the flight school that had a good reputation (a friend studied there), had a well maintained variety of airplanes (mostly Piper Aircraft) and that had a good location regarding to FAA offices, pilot shop, housing and supplies such as food and clothing. That way, I will not spend a lot in a flight academy like Aerosim, ATP or American Flyers. In this school, I'll try to adjust the practical part of the course to meet both FAA and DGAC commercial pilot requirements.

That way I will have the flight experience required by the DGAC to go through the license conversion process more easily and avoid doing extra flights in a mexican flight school.
I hope I can prove to the licensing and certification person in the DGAC that I don't need extra flight hours. Because the flight school I chose runs under FAA Part 141 requirements, I need 120 hours of theory (300h for Part 61 flight schools) in a mexican flight school to validate my studies and pass the professional degree exam. Mexico is the only country that I know of that a pilots professional degree is required to get a CPL or ATPL. I recently found out that 11 flight hours are required to convert the license. Totally absurd. 6 hours of VFR flights, 2h of IFR flights, 2h of multi-engine flight and 1 hour for the practical exam in a multi-engine airplane. Why not pass a CPL written test and a practical test in a twin to convert the license? Pure mexican aviation rubbish. They excel in stupidity and inefficiency.

And now, after many days, mails, questions and answers by the flight school, I got my I-20 form for the student visa. What I need to do now is to get all the documents needed for the paperwork and make an appointment at the US Consulate.

The first step is complete, now I have to go through the student visa process and then, through one of the most exciting parts of my career: Flight training. I think the steps I've taken have been good. At this age and experience I can make a sound decision on what next step to take. One that allows me to go though the most important stage of my professional career with success and joy.