Success Story

John Downing graduated from American Flyers in April 2008 with a commercialmultiengine certificate and now he is enjoying his career as a corporate pilot with some important responsibilities.

John enrolled at American Flyers in Florida after his attempts to obtaining reliable flight training were frustrated. “I have always been interested [in flying], but never thought of it as a career,” said John, who initially began flight lessons in 2001 after graduating high school.

During his first experience in flight training John accrued only four hours of flight time after nineteen days, and he knew he had to do something, “Or I’d still be working on my private.”

John came to American Flyers in June 2007 still without his private. After only ten days, he had his license in his hand. From there John followed the career pilot track and went on to complete his instrument, commercial and multiengine ratings. After the completion of his courses, he went straight into the world of corporate flying.

The Zanesville, Ohio resident says that his job is roughly “60-70% on-demand” and he has flown every mission type from carrying executives on company trips to air ambulance flights with a full compliment of medical technicians on board, to flying harvested organs across the Midwest. Currently, John is a crew member on the Beechcraft F-90 and B-200 series, but his company’s fleet also has Citation II’s on hand.

John expresses his pleasure that he is able to work in aviation saying that it is something, “not a lot of people get to do,” and that he “definitely” wants to stay a corporate pilot.

Lifelong Goal Completed

Driven. Corporate leader. Accomplished public speaker. A respected source of industry insight. Add to that list: licensed pilot. All of these can describe Phil Wright, a man who has dedicated his life to the improvement of himself and his industry.

Inspired by his father, a successful businessman, who spent a good deal of time on the road, the desire to achieve a pilot’s license was instilled early on when Phil was high school student. However, it would not be until after distinguishing himself as a successful business leader that Phil would have his chance to make good on his dream.

For nearly 30 years after his graduation from Oklahoma State, Phil has been in the oil and gas supply industry. Working for Conoco for 13 years, in 1989 he moved on to Williams, one of the largest suppliers of natural gas in the country. Nearly 12% of the natural gas consumed in the United States is transported through pipeline owned by Williams, and managed by Phil, who is the current president of the Gas Pipeline Company.

On Father’s Day 2004, Phil went for an introductory flight near his company headquarters and home in Tulsa, OK and knew he was ready to begin his training. As his instruction progressed, Phil was transferred to Houston, TX and his flight training was put on hold. However, through a friend and pilot, he was told about American Flyers, and soon enrolled as a private pilot, “finish-up” student at the Houston school. Phil went on to complete his private training, and in November 2008 completed his instrument rating.

Of the staff that helped him fulfill his dream, Phil could only applaud them for being, “stellar, patient, and insightful.”

Phil says that he won’t be flying himself for work, unless he is required to visit a more remote field location. Instead, he is seeking, “a state of readiness for post-retirement.” Phil explained that he hopes to purchase his own plane so he and his wife can travel and visit their grandchildren across the country.

Destinations

The New Year is here! What better way to kick-start your resolutions and expand your aviation knowledge than at one of our countries’ many aviation institutions and museums?

The perfect place to expand your knowledge and have a great time is at Space Center Houston, “The Official Visitor’s Center of NASA’s Johnson Space Center.” At the Space Center, you will have the chance to experience space like never before as you explore the past, present, and future of manned space flight as told by exhibits, attractions and activities.

The Space Center Theater offers guests a look at the excitement, commitment and risks involved with those who fly in space. You will see first hand the evolution of training and equipment for astronauts in this video presentation. For some hands-on fun, explore the Living I Space Module, where a guide walks you through the tasks of living, working, and eating on a space voyage. In the Starship Gallery, you will see the artifacts and hardware that follow the progression of manned space flight.

For an informative behind-the-scenes look at the Johnson Space Center, sign up for the Tram Tour. This guided tour takes you into the real working areas of the Johnson Space Center where you can see the current mission control room, as well as the space vehicle mock-up facility.

For your visitor’s guide or to get reservation or ticket information, you can visit www.spacecenter.org.

Ask the Pilot Professor
By Dr. Michael Bliss

Q. Apart from training, I never see a goaround performed at my local airport. Why is that? It seems like something that ought to be done from time to time.

A. One of the best safety tools every pilot should have in his or her bag of tricks is the go-around. Almost every single landing problem can be prevented if a go-around is performed. I believe there are two main reasons why go-arounds are not used. First is the prevailing attitude that a go-around is an admission of failure, thus making pilots reluctant to utilize it. However, the go-around should be viewed as a very positive thing and students should be commended for exercising good judgment each and every time a go-around is executed.

The second reason a go-around is not performed when it should be is that it's not an option in the pilot's thinking. Too often the pilot's only thought is to land the airplane. All attention is focused on getting the plane on the ground. A go-around is not even a consideration.

In multi-engine training we train pilots to expect the unexpected. The same principle should be taught concerning go-arounds. Be ready and expect to perform a go-around any time the approach to landing or the early part of the flare becomes unstable. While it will take a few more minutes to get on the ground, the peace of mind and added safety are well worth it.

From Our Readers

It was a hard selection, but American Flyers Newsletter is pleased to present the first featured author for the new, “From Our Readers” section: Karl Hadley.

Karl, a physician and AME from Washington State has been flying since 1985. He is a member of the Kitsap Aviation Squadron, a flying club located in Bremerton, WA, and is also the editor of their newsletter, Rudder Flutter. Karl is an instrument-rated pilot who is looking forward to becoming a glider pilot. He enjoys windsurfing and sailing.

Quenching the Thirst of an F-15 Fighter
By Karl Hadley

One of my newer physician partners is a flight surgeon with the Air National Guard. Beyond his medical duties, once a month he gets to take the back seat of an F-15 and, though not a pilot, he is allowed some “stick time.”

He invited me to come and join his squadron on an Employer Appreciation Day. Invitees get a tour of the base and a flight in a KC-135 tanker to watch in-flight fueling of F-15’s. I jumped at the offer and wrangled a seat for my 18-year-old son, Jay, as well.

We flew down in the Skylane, departing before sunrise and landed at Portland International. We taxied into Flightcraft [FBO] and an airport attendant flagged us into a parking bay. I felt like a real airline pilot.

Now, unlike most airports I fly into, where the pilot’s lounge is a hand-me-down singlewide mobile home, this place was strangely different. Notably absent were the walls adorned with T-shirts torn from the backs of student pilots after their first solo flight. I’m pretty sure this building was designed by an architect. There were skylights, vaulted ceilings and exposed timbers. I know, our hangar has vaulted ceilings, too, but this place was heated, and the exposed timbers were not simply studs seen through broken plasterboard either. There were couches without cigarette holes. There were no cats sleeping on the counter, and the women behind the counter wore dresses and called me “sir.”

There was a $10 “sir” charge for parking. Looking out from the building toward the tarmac I saw no yellow Piper Cubs, but mostly Citations, Falcon Jets and King Airs.

“This sure ain't Kansas , Toto,” I said to no one in particular.

My partner, Roger Ludwig, called the Guard and they sent us a van, which took us to their base also located at Portland International. Out security clearance was completed a couple weeks earlier and they waved us through without any fanfare.

As we drove toward the meeting area, we passed by four F-15's that lay ready at a moments notice to be scrambled for any unfriendly intruders. We were shown a painted line which surrounded those jets. This was a “do-not-cross-under-any-circumstances” perimeter line, watched closely by guards.

After coffee and donuts and a short briefing, we boarded a converted Boeing 707, now called a KC-135. I think it's the same type of aircraft that D.B. Cooper jumped from over 25 years ago. It had only two windows in the cabin area. Seating was along each side, bench-style. The plane was outfitted mostly for cargo. We promptly departed and headed for the exercise area over the coast between Astoria and Tillamook , Oregon . At altitude, we were allowed to check out the cockpit area in front, and take our turns laying prone in the rear of the plane where the “boom operator” refueled the fighters.

The fighter pilots gave us a good show, allowing for lots of photo opportunities, flying the jets just off the wingtip of the KC-135. Knowing we had to share window time, they obliged us with many Kodak moments.

When refueling, apparently the fighter pilots are focused on a light system on the underbelly of the KC-135. They are in radio contact with the boom operator who gives some vertical guidance, as well. Roger says that when the pilots are hooking up for fueling, their breathing gets heavy and their concentration is intense.

The KC-135 can carry 83,000 lbs of fuel, which is almost 14,000 gallons. It can offload fuel at 1000 gallons/minute—about the amount of time it takes me to correctly swipe my card at the local gas pump.

On the way back to base the tanker pilot circled Mt. St. Helens and then we got a good photo shot of Mt. Hood . After landing, we were taken on a tour of the base. The most spectacular stop on the round was to the Hush House.

The Hush House is where F-15 jet engines are tested while strapped down on a substantial platform. The building was the size of two hangars and there were baffles in the walls that allowed entry of air. Standing within 50 feet of the engine, with ample hearing protection, we watched the engine start, idle, go to full power, and then operate with full afterburner, guzzling 100 gallons/minute. You feel the heat from the 30-foot flame shooting off the back. You smell the kerosene, and feel the vibration and the wind rushing by you making hair fly and jackets flutter--the noise…the power! The whole thing was an amazing experience.

Next, the F-15's did some high performance take-offs for us, reaching 400 knots by the end of the runway, then going vertical with afterburners lit. It was a real honor to experience this show. The Guard is replete with very skilled and dedicated people who giver their time, and sometimes their lives to the service of our country. Their morale seemed good; they take pride in their aircraft and special training.

I'm in favor of peaceful resolutions to conflict, but I must say that it feels good to know we have these kind of people and aircraft on hand ready to protect us when need arises.

Operation Streak Eagle

In January and February of 1975, the USAF set new time-toclimb records with a modified McDonnell Douglas F-15A Eagle dubbed, Streak Eagle.

Streak Eagle broke eight time-to-climb world records between Jan. 16 and Feb. 1, 1975. In setting the last of the eight records, it reached an altitude of 98,425 feet just 3 minutes, 27.8 seconds from brake release at takeoff and "coasted" to nearly 103,000 feet before descending. It was flown in its natural metal finish to reduce weight for the record-setting flights. To protect it from corrosion, McDonnell Douglas Corp. has since painted it in the gray color scheme of most operational F-15’s.

The F-15 is a twin engine, high performance, all weather air superiority fighter. First flown in July 1972, the Eagle entered USAF inventory in November 1974. It was the first U.S. fighter to have engine thrust greater than the normal weight of the aircraft, allowing it to accelerate while in a vertical climb. This, combined with low aircraft weight to wing area, makes the Eagle highly maneuverable. The Eagle was produced in both single-seat and two-seat versions.

The Streak Eagle was an early pre-production aircraft. Differences in internal structure and systems operation made it too costly to return to operational service. The aircraft was delivered to the Air Force museum in December 1980 after it was no longer useful as a flight test vehicle.

Source: nationalmuseum.af.mil

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