Thanks for the Great Flight

By Captain James F Vaughan

I never considered I would become an airline pilot. It was always " too expensive "or "took too much time", or I would not be hired "with-out a four college degree". Perhaps because " I wore eye-glasses..." I was content to offer Flight Instruction in my community, and did quite well teaching new low time private pilot students, and Advanced certificate pilots. I have been employed by six airlines, and the only reason I was hired at each one was because the airline needed pilots to operate the airline! I began researching the commercial pilot status and numbers, and realized there truly is a pilot shortage world wide.

In my book I speak about the training and preparation that go into obtaining a pilot license. I will take the reader on an actual Airline Transport Pilot check-flight, describing the sensations and maneuvers required for the Captain candidate to master. We will fly a simulator during our training, and I will relate a humorous story that helped to break up the monotony of performing the same flight profile over, and over again.

I will explain the various aircraft systems as they pertain to flight, so perhaps a non-pilot airline passenger may feel more informed of how an aircraft operates. I will also address the aircraft performance factors that may actually aid the passenger in selecting routes and times, to ease their occasional travel delays. Lastly, I will relate a few "super-natural " instances that by my only explanation the Christian Lord was watching over my flight. I have truly been blessed in my life by becoming a commercial airline pilot!

• Language: English
• Publisher: AuthorHouse
• Release date: Sep 16, 2019
• ISBN: 9781728327044

Captain James F Vaughan

If one has ever considered to become a Private Pilot, or advance further in the Commercial flying realm, airline Captain Jim Vaughan has compiled his over fifty years of aviation experience into a very readable, understandable, and non-technical writing for early adults on up in “ Thanks for the Great Flight”. His suggestions of methods, cautions and protocol in starting on the road to becoming a pilot are easily explained. Vaughan has logged almost 25,000 total flying hours, the majority of his flight time in various large Airline Transport Pilot type aircraft. Captain Vaughan has also flown over 38 models of single-engine aircraft, acting as a Certificated Flight Instructor. Vaughan gives a useful insight for seeking out a commercial pilot position, and adds suggestions and tips to enable the job-seeking pilot candidate to weather the disappointments along the journey, and the triumph of obtaining employment with an airline.

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Copyright © 2019 Captain James F Jim Vaughan. All rights reserved.

No part of this book may be reproduced, stored in a retrieval system, or transmitted by any means without the written permission of the author.

Published by AuthorHouse 09/12/2019

ISBN: 978-1-7283-2705-1 (sc)

ISBN: 978-1-7283-2703-7 (hc)

ISBN: 978-1-7283-2704-4 (e)

Library of Congress Control Number: 2019913871

Any people depicted in stock imagery provided by Getty Images are models,

and such images are being used for illustrative purposes only.

Certain stock imagery © Getty Images.

Because of the dynamic nature of the Internet, any web addresses or links contained in this book may have changed since publication and may no longer be valid. The views expressed in this work are solely those of the author and do not necessarily reflect the views of the publisher, and the publisher hereby disclaims any responsibility for them.

Scripture quotations marked NKJV are taken from the New King James Version. Copyright © 1982 by Thomas Nelson, Inc. Used by permission. All rights reserved.

CONTENTS

Foreword

Preface

Epilogue

A Stroll Down Aviation Lane

FOREWORD

Hello and thanks for joining Jim on his flight! I think he got the flying bug with a flight he took with his dad when he was about three years old. I have had the privilege of watching how he has worked through the training and all the flights, companies, and airplanes he has been involved with over the years.

As the wife and mother of his children, we have had over fifty years together. For those of you who are beginning this adventure, I want you to know although it has been trying at times, I wouldn’t change my life for anything. When children are involved, as in our case, you need to make sure when Daddy is home it is Daddy time first then Mommy time as Mommy is there 24-7.

It never fails when something is going wrong as when the hot water heater springs a leak or the car breaks down, the pilot may be on a trip. In the spring of 1979, our four- year old son woke up screaming in the early morning, becoming combative. He had been taking aspirin for a head cold, but seeing his condition I drove him to a nearby emergency room. The Doctor told me that the Ypsilanti, Michigan hospital could not administer to my son the specialized treatment he needed. The Doctor had already ordered an ambulance to take my son and me to Mott’s Children Hospital in Ann Arbor, MI. It was quite a shock, but the situation was to get even more serious. Not only did I have to contact Jim, but I had to find someone to come to the Ypsilanti emergency room to pick up our daughter. Thank goodness for good friends.

Unfortunately, Jim did not receive the message I left with his company for nearly two hours. Once contact was finally made, he immediately started the road trip from his location at Wright Patterson Air Force Base located near Dayton, Ohio driving to Ann Arbor. I thank God was in control of that hectic trip as although when twice stopped by Ohio State Troopers for excessive speed, no tickets were issued. Upon Jim’s explanation of the situation, I believe a message must have been relayed on to other trooper locations to let him pass as long as he was driving sensibly.

Once at Mott’s Children the diagnosis for our son was Reye’s syndrome, a brain swelling affliction announced via the news media many months later, brought about by the use of aspirin for treatment of viral infections or flu. In the winter of 1979-80, approximately eighty-one Michigan children passed away from Reye’s, while many more suffered severe mental retardation or physical impairments. We were blessed by where we were sent, as Mott’s hospital staff and doctors were instrumental in developing the treatments for Reye’s syndrome. The children’s Medical Complex assisted with our son’s ability to fully recover in the I.C.U. after seven days in a medically induced coma and another three days in the hospital. We are grateful to Jim’s company, Zantop International Airlines allowing him the time off to join in our son’s recovery.

Late October of 1981, the newly formed Michigan Reye’s Syndrome Foundation was instrumental in petitioning the Food and Drug Administration to include warning labels on all Aspirin containers regarding Reye’s syndrome.

In 1986, our daughter underwent an emergency appendectomy while Jim was on a trip. At least on that duty assignment he did not have to drive a long distance as he was flying into the Willow Run Airport, then drove fifteen minutes to the hospital to be in place when she woke up.

As I discuss with most people about our relationship, I tell them I can take Jim out of an airplane but I will never take the airplane out of him. He promised me when he proposed that he wanted to spoil me, as he said I was spoiled already. He has never broken that promise. We celebrated our 50th wedding anniversary in the summer of 2019.

I do hope you enjoy your trips with Jim as he talks about his experiences and the people he has met and worked with over the years. Some of it will be technical information that I don’t fully understand myself but it is good to know all the training that goes into what creates a capable and safe commercial pilot.

Sandy Vaughan

PREFACE

Wow, you should write a book! I first met Dave Richmond, a man who would become one of my best friends after arriving in Utah December 1989. Dave is from South Jordan, Utah, and is a commercial carpet layer. His company was replacing the hallway carpet in the hotel my employer at the time, Zantop International Airlines set up for us newly assigned pilots to support the Hill Air Force Base Log Air cargo contract.

The day we met was mild, with no snow in sight. Dave’s crew had rolled out the carpet in the parking lot to smooth out any wrinkles. Since the carpet was a deep wine color, I had my good friend and fellow pilot Don Little of Whitmore Lake, Michigan stand at one end, at least fifty feet in length, and took his picture as a joke. Don has since flown West, but we have picture proof the red carpet was rolled out to welcome us to Utah!

As I was the first professional pilot Dave had ever met, Dave was fascinated by my ability to not only fly airplanes for the Civilian Reserve Air Force Fleet, but to also ride as a Jump-seater on passenger airlines back and forth to my home in Michigan, in preparation for my family’s permanent move to the Ogden, Utah area. Over the years Dave and I have spent many hours together as friends, business associates, and vacationers. We have attended many of our family activities, his and mine, where he had always asked the question: When are you going to write that book? Well Dave, fasten your seat belt—here we go!

GETTING

STARTED / BOOK FORMAT

SIDE NOTE: Throughout this writing I will at times use BOLD PRINTED words, depicting aviation terms, systems components, or for flagging an item of a safety nature. Each SECTION heading, rather than a traditional numbered CHAPTER is also in BOLD PRINT for clarity, without punctuation to keep everything TIDY. This format follows the informational concept of a PILOT’S OPERATING HANDBOOK (POH) and AIRPLANE FLIGHT MANUAL (AFM) publications.

It is said everyone has a book in their head. This book is intended to ENLIGHTEN prospective pilots on how to address the growing commercial pilot shortage, and consider entering into a flying career. I address obtaining first the most demanding of airplane ratings, the Private Pilot Certificate. Demanding in that you will learn new sensations, terms, and procedures that will remain throughout your piloting career. Since my background is that of a civilian professional pilot, this writing will lead in that direction—obtaining a pilot position with an airline.

Never having been a military pilot while I served with the Air Force, I cannot comment on many of the military pilot numbers, only to say in reference to various news articles, publications and computer outlines, the military is also understaffed. I read military newsletters or local base newspapers that are available, and most mention when it comes to pilot staffing, many military pilots are going off to the airlines— yet the civilian pilot shortage continues.

The Government finds it difficult to match the pay-jump from military to airline pilot, but the military has more to offer than just an adequate paycheck. Among the military perks available are education, medical, dental, travel, and the satisfaction of serving ones’ country. Many military pilots enjoy the life the military offers with the prospect to retire from the military, then plan for the airline position after they separate from the service.

Military aviation training can be a huge plus for obtaining an airline job: the discipline, physical fitness, ability to work under stress, and conducting oneself as a team player may increase the chances to place a military pilot candidate above those that are non- military. Keep in mind however, the rogue pilot like Maverick and Iceman are only in the movies—so leave that swagger at the door.

The military and the airlines honor set monthly and annual flight time limitations, but both entities usually find they must order or offer flight crews to bump up to the maximum flight hours.

I find it difficult to believe the military flight scheduling office actually has on occasion cancelled a planned flight, but I have learned it does happen. Per the TV and radio news media, it has been reported over the years’ airlines have been forced to cancel or delay flights, usually over the major holidays, due to pilots or cabin crews not available. The airlines must either pay overtime to pilots that come in on days off to cover trips, or in some instances task an airline flight manager or instructor pilot the requirement to cover a flight.

I have lost count in my career the number of times I have either been JUNIOR MANNED on days off, or been asked on my last inbound flight to take another trip. Domestic airline pilots are allowed to fly eight hours per day, with layovers that may gain a full rest period, after a fifteen hour DUTY day. If the schedule does not permit an out and back flight, within the eight- flight hour period, you will no doubt be spending time in a hotel getting full legal rest. Ah, the life of an airline pilot.

American nationality pilots prior to December 2007 were forced by the U.S. Government to retire from airline passenger flying at the age of 59 years, and 363-ish days—in other words pilots could not operate as a passenger carrying airline pilot on their sixtieth birthday. There has been a pilot shortage on the horizon in the United States many years prior to the year 2007.

Talks and hearings had been on-going to increase the retirement age so as to avert a pilot shortage in this country, but no corrective decision was made. In the year 2005-06 the lady Federal Aviation Administration, Madam Administrator elected to rather than submit the proper proceedings to increase the retirement age to sixty-five years, sat on the government bureaucracy concept citing that a two- year medical study was required to ensure older pilots would not expire during flight from a severe medical condition. Upon her departure from her position late December 2007 her successor within weeks enacted the ruling pilots may retire at age sixty-five. That ruling matched the majority of airlines of foreign countries around the world that allowed their pilots to operate within the United States up to age sixty-five.

There has not been a dramatic increase of medical issues as feared, as most pilots do consider their personal health a job requirement, and strive to remain healthy. There is scuttlebutt going around in airline circles that under certain conditions the retirement age may be increased another two years, to age sixty-seven. Meanwhile, the pilot shortage continues on.

Some people believe they are not able financially to afford flight training, and in the chapter on training we will discuss the costs. Other people I have spoken to have doubts they have the physical ability to operate an air vehicle, but still enjoy reading about flying. The health of a pilot is of course a consideration in ones’ ability to fly a plane, and one topic we will discuss is learning to fly with a physical disability. I have had experience with not only amputee flight students, but those with voice and hearing difficulties: Touretts’ Syndrome, stuttering, and nervous tics require patience on the Flight Instructors part, and many disabilities may require a Federal Aviation Administration waiver come graduation time.

One student comes to mind. Mark had a severe stuttering / stammering affliction, but we got through it together. Mark and I went on to become great friends. Despite his difficulty in transmitting radio requests, he obtained his Private Pilot License, with a speech disability waiver, and I couldn’t have been prouder for him! FAA waivers are available to the airline pilot position as well, so there is an avenue someone with a physical disability has for a long- term career with the airlines.

Some folks enjoy airplanes, but would rather work around planes on the ground, and not become a pilot. A non-flying aviation position may be of interest, so we will research ground aviation related employment such as aircraft maintenance, Dispatch, weight and balance loading, or aircraft servicing as those operations are required of course to ensure aircraft are prepared for flight.

The Air Traffic Control system is constantly seeking new employee candidates, but please know the training is very intense and long. To earn a Master Controller License may take many years.

A behind the scenes look on aviation regulations will cover some of the many pitfalls that can cause delays, diversions, and issues that an airline crew may deal with daily. We will address the questions passengers ask as to why are we still on the ground, awaiting a gate, or why all the paperwork and logbook entries must be entered before we can push off the gate and get underway.

We will discuss, on the lay level, aircraft systems that may be of interest to an airline passenger, just to familiarize oneself with the various aspect of what could cause a maintenance delay. Should a component not function properly, we will research what the crew has at their disposal to cope with inoperative aircraft items. That section would also be a great time to learn about cold and hot weather ops, including the topic of aircraft performance, with a few tips on how you personally can minimize or eliminate your future airline travel delays.

For those that aspire to become a professional pilot, I’ll add special techniques to procedures I have learned over the years from respected Captains I have flown with. As a moot note, I have observed many things that should not be repeated as procedure, from some captains I felt were either inept or just down-right dangerous. I’ll comment on those topics as well.

HEY, I KNOW THAT GUY

At this time, I wish to offer a brief profile of my early years, aviation background, military service, and airline related companies.

Born: Toledo, Ohio

Childhood homes, Alger Drive, Sylvania, Ohio until age five.

Monroe Road, Lambertville, Michigan, until age eight-teen.

Graduated Bedford High School, Temperance, Michigan June, 1965

Enlisted in the U.S. Air Force, October 1, 1965. Assignments: Hunter Air Force Base, Savannah, Georgia November 20, 1965/ November 23, 1966.

Da Nang Airbase, Republic of South Viet Nam, January 14, 1967 / January 12, 1968

Wurtsmith Air Force Base, Oscoda, Michigan February 12, 1968 / January 23, 1969 Honorable Discharge, Rank: E-4

Air Force Specialty: Petroleum, Oils, and Lubricants / Aircraft Refueler

Butler Aviation, Detroit Metro Airport, Romulus, Michigan February 8, 1969 / October 16, 1974 / Aircraft Refueler

Flight training—Private, Commercial, Instrument, with Flight Instructor Endorsements—March 1969 / February 1974

Freelance Certificated Flight Instructor, Airplane and Instrument endorsements (C.F. I. A & I) various airports in the Ypsilanti-Belleville-Romulus, Michigan area. 1974 / 1978

Wolverine Aviation Flight School, Willow Run Airport, Ypsilanti, Michigan. September, 6, 1975 / February 25, 1978.

Zantop International Airlines, Willow Run Airport, Ypsilanti, Michigan February 28th, 1978 / May 1, 1993.

1993 / 1995 Obtained self- study Boeing 737 Type Rating; attended Parks College, Hill Air Force Base, Utah. Obtained Associates Degree in Aviation Science.

Have attended scheduled Flight Instructor refresher courses as continuing aviation education, every twenty-four months. Obtained initial CFI A & I February 1974—have maintained continuous Flight Instructor currency nearly forty-six years.

North Star Air Cargo / Air Cargo Carriers Airlines, September 14, 1995 / October 20, 1997. Milwaukee, Wisconsin

WinAir Airlines, October 27, 1997 / July 6, 1999, Salt Lake City, Utah

Frontier Airlines, December 11, 1999 / Retired May 21, 2007. Denver, Colorado

Corporate Air International Airlines, (contract to Federal Express Corporation) October 2, 2007 / October 11, 2014. Billings, Montana. Primary base: Salt Lake City, Utah

Total flying time: 24962 hours. Aircraft specific Type Ratings: 6

Personal note: Married Sandy Grimes, Lambertville, Michigan July 1969. Two children, Cassandra and James— Five Grandchildren

EARLY FLIGHT TRAINING

I took my first flight lesson on March 13, 1969 at Metcalf Field, near Toledo, Ohio. That is a unique story in itself how I was introduced to learning to fly, and it will be expanded in the chapter on flight training. As I mentioned in my bio, I graduated Bedford High School, Temperance, Michigan, June 1965. I worked at a gas station through the summer, then enlisted in the U. S. Air Force October 1, 1965. I consider when I entered the Air Force, I began my career in aviation, now entering my 54th year.

I have not only had a varied career around airplanes, but I feel a very rewarding one. I have had a safe career, but like some pilots I have experienced many inflight and on the ground conditions over the years that had the propensity for damage, injury, or even death. Flying airplanes at all hours of the day and night, in some of the worst weather at times can be dangerous, make no doubt about that. A professionally trained flight crew, expert and dedicated ground maintenance and support personnel, and a pleasant relationship with the governing Federal authorities make for a safe, successful, and very efficient air operation.

Unfortunately, I have lost fourteen co-workers and acquaintances to air crashes, the first on July 3, 1973. For a favor I provided a man, I was given an open invitation to accompany the owner / pilot of a twin engine airplane to take a flight. The day of the accident I did not reach the Ann Arbor, Michigan airport on time to depart on a round-trip flight to Columbus, Ohio. On approach to a Columbus area airport, the man crashed his Cessna 421 Golden Eagle. Per the Federal Aviation Administration investigators, Earl probably became disoriented while conducting the instrument approach. I was not Instrument rated at that time, so I would have been very little help in flying the airplane.

The owner of the flight school called me aside when I arrived for my Commercial lesson on July 5, and told me that Earl was gone. Earl had in fact waited for me as long as he could, observing I was on the flight training schedule, in hope I might arrive early to the flight school. After hearing the grim news of the crash, since I was scheduled to conduct a solo training flight, I went up just to clear my head, and appreciate the Lord’s intervention in the timing of my life.

AVIATION AND THE PILOT SHORTAGE

By last tally in late 2015 per the FAA records, in the United States there were approximately 590,040 licensed pilots in the system, down from the 618,660 pilots’ end of 2011. With approximately 305,000 pilots classified as professional at the end of 2015, those employed in commercial operations actually increased from the 266,550 commercial rated pilots at the end of 2011. That may be possible because of job shift into passenger carrying employment, and the requirement from the Federal Aviation Agency that pilots employed in passenger carry that do not hold or meet the requirements of an Airline Transport Rating, are to obtain a Restricted Airline Transport Pilot rating in order to be hired by a passenger airline.

An air accident in 2009, referred by the FAA as the Colgan Air accident is one reason the FAA issued the restricted ATP requirement, and we will discuss that accident when we address aircraft COLD WEATHER operations and CREW RESOURCE MANAGEMENT. Just over half of the total commercial pilots per 2015 figures are employed with a major or regional airline, transporting families to a vacation, folks to a business meeting, or carrying overnight freight and documents. The remainder of commercial pilots support other commercial operations, such as Life-Flight type medical operations, commercial privilege cargo operations, corporate and business operations, and flight instruction.

It should be of interest that at the end of 2014 there were 39,322 female pilots. I have flown with many ladies, as their copilot and captain, and it was a pleasure to spend time with them.

At the end of 2015, there were 100,993 Certificated Flight Instructors, with a low of 80,931 Instructors listed at the end of the year 2000. Bear in mind that the Flight Instructor position is a great way to begin a flying career, and the fact it looks great on a resume. It displays the instructor can communicate to a student while operating in a somewhat hectic environment, and is willing to stay current in flying procedures and teaching methods. Also realize the total pilot numbers represent a minute fraction of the total population of the United States, approximately 330 million people. The pilot population is not only close knit and network friendly, but very small.

Many pilots over their career may find themselves either out of work, or wanting to move on, and move up. It is not uncommon to meet a pilot from an airline that may also know someone you worked with at another company. Many pilots network employment opportunities this way. Most pilots also carry a copy of their company’s seniority list with date of hire, so it is easy to review the employee list and seek out a former friend or colleague.

By my resume I have personally been employed by six airlines, and know numerous pilots that have moved on to other airline companies. The networking concept can be said of Maintenance Technicians that have hired in at other companies, but not to the degree of flight crews.

On the networking aspect knowing I was out of work, I have been fortunate to have many pilot friends give me a call, and inform me of a flying position available, two of which I acted upon and took a position with a company. I appreciate their confidence in me to do that. When I present an aviation talk, I always stress to new pilots of those seeking an airline position: BE KIND TO THOSE YOU MEET ON YOUR WAY UP, AS YOU MAY MEET THEM ON YOUR WAY DOWN! In other-words, you may be interviewing with someone from your past.

RULES AND REGULATIONS

As a reference aid to all pilots in the various classes of aviation, the FEDERAL AVIATION REGULATIONS publications range from certifying pilots, mechanics, and classifying aircraft, and they are known as the FARs. Large airlines operate under the auspices of Federal Aviation Regulations numbered FAR 121, and are the most restrictive. Some regional airlines, smaller cargo, charter, or sight-seeing operators choose to observe Federal Aviation Regulations titled FAR 135, a somewhat more relaxed application of the FARs. Those rules may also apply to charter airplanes and helicopters. Lighter than air vehicles, balloons and hand gliders may also observe FAR 135 if they carry students or passengers for hire. Other operators, such as flight schools, corporations, or some fractional carriers also operate using the SAFETY OF FLIGHT Federal Air Regulation, Part 91. As a student pilot utilizing Federal Air Regulation Part 61 under the flight training parameters you will be introduced to these publications. You should have a working knowledge of each one.

As a prospective pilot, you should obtain a passport issued from your birth country or declared nationality, for the purpose of identification. The passport will be a requirement for employment with a certified airline. A passport will also aid in the requirements to be met with TSA / Homeland Security and a flight school official or personal Flight Instructor will assist in answering questions to help you complete the paperwork per those items.

Depending on the airport Security Office at the flight facility of your choice, Airport Management may require a parking pass, ramp entry security badge, and a background check. Again, the flight training personnel should assist with any paperwork and guidance regarding the airport authority.

GETTING STARTED IN FLIGHT TRAINING

Please know anything connected with aviation is expensive: airplanes, ground service equipment, fuel, maintenance, insurance, parts, components, and required inspections are very expensive. Those items make up part of the hourly cost of each flight lesson. Books and manuals, charts, headsets, flashlights, and flight instructor fees also add to the total cost. For the instructor, there will be a fee for actual flight time, but also an additional fee for the required ground instruction per each flight lesson.

Professional Commercial pilots and Private Pilots are required to maintain a medical certificate, renewable depending on flying position, either six, twelve, or twenty-four months.

The six- month FIRST CLASS MEDICAL is for the Airline Transport rated pilot, flying the Captain Pilot in Command position, in an aircraft requiring at least two pilots, at aircraft gross weights of 12,500 pounds or greater. The twelve- month duration SECOND CLASS MEDICAL is the Commercial Pilot medical required for pilot in command status of a certificated commercial operator, using smaller single pilot airplanes, and as a flight instructor—mainly any flight time considered for hire, or in other words whenever the pilot is paid to conduct the flight. The THIRD- CLASS MEDICAL is required for Private Pilot candidates, and is issued for twenty- four months—I recommend student pilots and first officer candidates should maintain the first-class medical to insure they can actually pass the first- class requirements. The first- class medical reverts to a twelve -month, second class medical after the preceding six months have elapsed. After twelve months, the first- class medical reverts to a third- class medical duration for another twelve months.

Pilot medicals can range in approximate price: $85-$165, depending on medical class. As an initial pilot student, you may delay the medical exam for a few lessons, as long as you possess a Student Pilot License and Medical Certificate properly endorsed prior to your first solo flight. We will again cover this very important topic of medical qualifications in a later section.

PILOT SUPPLIES

I advise new students do not become a gadget pilot. For basic initial flight training, a student only needs personal equipment such as a headset, an air map of the airport in use, airport taxi diagrams, and a booklet called the Pilot’s Operating Handbook, formerly called the Owner’s Manual many years ago, referencing the make and model of the aircraft to be used in training. It offers procedures and facts regarding the airplane, many details that will need to be recalled in an oral review or written exam, and during ground school training and flight briefings. A current copy of the FAR / AIM, or Federal Aviation Regulations/ Aeronautical Information Manual should be purchased as personal flight equipment.

Some items may be available on a short- term loan basis from the flight school, allowing the student to obtain the equipment via a pilot store or pilot equipment catalog.

One booklet I also highly recommend the student obtain is the FAA Airman Certification Standards (ACS), and refer to it if you need clarity on an inflight maneuver or procedure. The ACS is the syllabus guideline for pilot training and the many check-rides or PHASE checks required as you transition through flight training.

You will be required to take a Private Pilot written test, which should be satisfied as soon as possible after the completion of a formal ground school, and the ACS is helpful for the written as well. If the flight school does not have this booklet in stock, use the FAA web www.faa.gov to research a location to buy the booklet. Most flight schools have pilot equipment catalogs available in their lobby, and one company comes to mind: Sporty’s, a very well informed and well stocked aviation equipment company with overnight shipping if required for your flying needs.

SEEKING A FLIGHT SCHOOL

Visit the local airport, and check the building directory or signage for directions to a flight school. If the airport is large, there may be more than one school. In that case, watch the foot traffic for which school seems to be most busy and popular to aid in your choice of schools. If the airport has airliner traffic, consider seeking out a smaller, rural airport. With airliners, you may spend a lot of ground or air time waiting for take-off and landing clearance.

While in flight all aircraft generate a tornado like vortex that trails behind the aircraft called WAKE TURBULANCE. Avoiding an airliner type airport could also be considered a safety issue, until you are trained in the avoidance of this hazardous phenomenon.

You want the most training for the dollar, and extended taxi time, holding or vector time is not conducive to proper training. An uncontrolled field is safe, and usually easier to perform the many tasks required for departures and arrivals.

While researching a flight school, consider spending some lobby time at the school, just to glance through the many flying magazines that should be available in the waiting area, and to observe how the office staff and instructors interact with their customers.

Flight schools operate under the Federal Aviation Regulations of FAR Part 61 or FAR Part 141. The FAR Part 141 FAA authorized flight school observes reduced training hours due to the structure of the training syllabus, while the FAR Part 61 schools are the traditional mom and pop type, with perhaps a grass runway at the rural level. Free- Lance Flight Instructors observe the FAR Part 61 Regulations, and may allow a more flexible timetable to a student’s training schedules.

Whichever type of training regulation the student chooses, seek out Scenario based training where the syllabus and the instructor, emphasizing the flight lesson to bring out the advantages of WHY you want to use an airplane, rather than drive the family power wagon to visit Grandma.

You might inquire at the flight school desk when you are comfortable, of an offer referred to as a Demonstration flight. The cost may be approximately $100 for thirty to forty minutes of flight time, with an Instructor that will allow you to fly the plane. During time apart with the instructor, you may inquire of the scheduling availability, and address any other questions you may have. Keep in mind you are interviewing to receive the most value for your training monies, so enjoy that position! You may wish to speak to other students as perhaps you may find their input very informative—good or bad. Total cost of training is always the first or second question when embarking on such an undertaking. To complete a Private Pilot License course, I would plan budgeting at least $8500 minimum.

BLOCK FLIGHT TIME ON ACCOUNT

Now for what I am about to mention, all flight schools will probably want to run me off with a stick! During my initial flight training I have been the victim of two flight schools abruptly going out of business. I did not lose any money, however at one school my flight records were locked inside the building until I could visit the location when the law firm handling the bankruptcy announced the hour and date there would be someone on site. That delay cost me a month of training time and a rescheduling of a flight test. I advise the new student to be very cautious with their flight payments, and there is a method how to protect oneself of the unthinkable.

If you take out a student type loan to pay for your training, that’s fine. However, contract with the financial official of the flight school, and consider buying BLOCK HOURS. Inquire if the school cuts a deal of a few dollars each flight hour for pre-paying block hours. Every dollar saved helps a bit. DO NOT submit your entire loan monies for the school to put on account. In the beginning, pay for each lesson via credit-card or check, until you are settled into the flying schedule. You may find flying is not what you want to do. At least you tried, but it may be difficult to retrieve any large sum of money you have on account.

On the subject of block, most schools no matter how much they protest, will allow the student to pre-pay ten hours of block time. Keep a running tally of your expenditures for your records, and bank the rest of a student loan in a savings or checking account.

As training nears completion you may wish to again write checks as you go, but DO NOT jeopardize locking up the entire amount of your money. My point that I also want to stress on selecting a flight school and Instructor…YOU are the customer, and YOU should expect quality training, with the school meeting your needs.

I inherited a number of students over the two years I taught at a flight school in Michigan because as I recall, at least four students were unable to deal with one Instructors attitude and demeanor. Needless to say, that Instructor was ordered to leave the school. Martin and I were good friends, and although I hated to witness his departure, the student is entitled to quality flight training, patience, and respect.

NOW FOR MY INITIAL FLIGHT TRAINING STORY

I had separated from the Air Force January 23, 1969 and was working at the Detroit Metro Airport as an aircraft refueler. My father, Harold Vaughan was aware that I wanted to take flying lessons. Dad was a World War 2 Army veteran, having married my mom Pauline in November 1942 prior to his transfer to Europe.

During my Father’s absence, my Mom joined the ranks of ROSIE the RIVETER, hiring into a defense plant in Toledo, Ohio. She worked twelve- hour days in the Libby-Owens Ford Glass plant assembling windshields and windows for B-29 Bombers. With her wages she bought a small house in Sylvania, Ohio, the house I would come to from the hospital upon my birth May 1947. That home is still standing. In fact, many years ago I sent my Mom a picture of the registration number painted on the tail of an Electra I flew from Stansted England of the same house number, 5535 as my first address. How strange is that?

Upon my Father’s return to Toledo in 1946, he resumed his position with the Willys-Overland Motors plant. He applied to receive the GI Bill benefit, and began taking flying lessons at Franklin Air Park on Monroe Street in West Toledo. In the mid nineteen-sixties the airport became the Franklin Park Mall when the airport closed. When I was age three, my Dad gave me my first airplane ride in a Taylorcraft from Franklin Field. I sat on my Uncle Auburn Smeltzer’s lap while my Dad flew the plane. Dad laughed each time over the years he told the story how after take-off, I screamed bloody murder that we were high enough!

My Dad liked to listen to the radio early Saturday mornings and have a coffee or two. His favorite program was the Auction Action program where a business would offer items to the auction, and go with the highest bidder.

One Saturday morning early March 1969 as I was about to leave my boarding house in Ypsilanti for my shift at the Detroit Airport, Mrs. Dee the land-lady called up to me that I had a phone call. It was my Dad, and he explained to me the details of the auction, and asked how much I wanted to bid on a flight training offer: Ten Instructional flying hours from a flight school called Executive Aviation. The school was based at the Toledo Municipal airport in Oregon, Ohio. I told my Dad to put a $100 limit on the ten flight hours, which also included the Flight Instructor