One Step at a Time

John Rodriguez of Houston, TX has decided on a career with the airlines, but he’s not in a hurry to get there. He wants to enjoy his training, and is looking forward to teaching before he makes a career move.

Growing up, John was not sure what he wanted to do with his future and didn’t know “what I would enjoy,” but one of his good friends from high school (who has a pilot’s license) offered him an airplane ride. From this first moment of flight, John’s goal became clear; he wanted to fly. However, school had to come first.

Finally, six years after his first flight, John began training on May 24, 2008. “I enjoy every minute of it,” says John, “I am so satisfied.” Currently, John is a commercial student. And although he has airline aspirations, “I am looking forward to teaching,” and he expressed his desire to instruct at American Flyers. For John, it is his way of saying thanks for his training, “[I] enjoy the people I work with… it’s a chance to return the favor for the good education.”

Overall, John wants to savor the moment, and knows that the airlines will be waiting for him. “I look forward to it.”

World is Open For Academy Graduate

To fly for a job is something, “I’ve always wanted to do,” says Kyle Milone of New Haven, CT. Now that he has completed the CFI Academy at American Flyers and recently passed his CFI-I flight test, his dream is closer than ever to becoming reality.

Kyle began his flight training during his senior year of high school and spent his first year of college at Embry Riddle in Daytona Beach, FL. After earning his private pilot license, he transferred to the professional pilot and management curriculum at Auburn in Alabama where he graduated this past May with a Kyle began his flight training during his senior year of high school and spent his first year of college at Embry Riddle in Daytona Beach, FL. After earning his private pilot license, he transferred to the professional pilot and management curriculum at Auburn in Alabama where he graduated this past May with a degree in Aviation Management and a commercial license with instrument and multiengine ratings.

After a summer break, Kyle enrolled in the CFI Academy at American Flyers in Morristown. With his instrument instructor rating complete, he now spends most of his time studying for his CFI-A written exam. Of his experience in the academy, Kyle said he had made, “good friends,” and “learn[ed] more than ever.”

Once he has earned his certificates, Kyle plans on moving back home to Connecticut to work as a flight instructor and is “excited” at the prospect of being paid to fly. Beyond his instruction career, “it’s up in the air” for now, but he knows he “wants to fly for a living.”

With such an enthusiastic outlook and a solid education, he is sure to find his dream job.

Destinations

This month, our ‘Destinations’ section takes you back in time to the 1940’s at a little stopover in Fredericksburg, Texas. Adjacent to the runway of the Gillespie County Airport (T82) is the beautiful Hangar Hotel.

Designed from the ground up, the exterior of the building is modeled after a WWII hangar, while the interior is meant to inspire the nostalgia of the ‘40s without giving up modern conveniences such as high-speed Internet. The ‘total experience’ provided by the hotel continues with the interior décor which features mahogany and brass fixtures and black granite throughout.

For the true time-turning experience, visit the Airport Diner in the hotel. Modeled after a rail car diner, it is replete with shining stainless steel and tiled walls and countertops.

The second level of the hotel is the observation deck, where guests can relax with a beverage or snack and observe the activity on the tarmac below.

The proximity of the ramp to the hotel allows for easy access from your aircraft. Whether you are coming for a meal, or for a long weekend, this is truly a unique place. For more information or to make a reservation, visit www.hangarhotel.com.

Could You Fly in 1935?

For those who may have experienced some anxiety over an FAA written exam, see how you would have fared with the 1935 version given by the CAA (Civil Aeronautics Authority). These questions were originally from an aviation magazine published in 1935, and were not multiple choice, as we are used to today, but short answers based on 1930’s regulations.

They are just some of those asked of applicants for a private pilot's license by the Department of Commerce, (parent agency of the CAA until 1938). You needed to correctly answer these, and many more to have qualified in 1935.

Note: The answers were not published, the FAA may not even know some of these…

• May an unlicensed pilot in an unlicensed ship carry paying passengers from one state to another?
• Is it necessary for an airplane bearing an advertisement to be licensed if flown between states?
• What is the minimum altitude in flying over a football game?
• May acrobatics be performed with passengers for hire?
• May acrobatics be performed with passengers for hire?
• How is the effect of propeller torque counteracted in the rigging of an airplane?
• What are the advantages and disadvantages of dihedral in an airplane?
• State the possible causes for the following: Nose heaviness, left wing heaviness, excessive vibration?
• Name three causes for a loss of oil pressure?
• Name four reasons for an air-cooled motor to overheat, given that the lubrication system functions perfectly?
• Name the four basic types of clouds.
• Why is it dangerous to fly close to thunderheads?
• Your compass course is 274 degrees; the deviation is 4 degrees west, the variation 3 degrees west. What is your true course?
• How would you know if the wind shifted while you were flying a compass course from one town to another?
• What method is used to protect the inside of steel tubing in a fuselage against rust?
• How do you "track" a propeller?
• Define stagger wire, thimble, turtleback, walking beam, routed spar.
• What is the rule regarding overtaking aircraft?
• What day markings are required on airship mooring cables?
• What is the international radio distress signal?
• How many coats of dope should be applied to the fabric of a newly covered wing?
• What are convection currents?

Source: http://www.aerofiles.com/caa-test.html

Winter Field Conditions
By David Menconi, Chief Flight Instructor

Field conditions vary greatly during the winter months. Conditions can be clear, snow packed, or icy. When operating at a controlled airport, reports of field conditions can be passed along to Flight Service and be included in your weather briefing. At uncontrolled fields, field conditions are more difficult to receive and vary widely based on the person you may have called at the destination airport. Another point of concern is that winter weather changes quickly and therefore, the information you received prior to departure may not be what you encounter when you arrive.

Keeping this in mind here are a few tips concerning winter field conditions:

	Have a controlled airport planned as an alternate even if the ceiling and/or visibility do not require one. It should be an airport that has services and equipment that will give you the field conditions necessary for a safe operation.
	Obtain field condition reports from Flight Service prior to your flight and check periodically en route to determine if anything has changed.
	On arrival get pilot reports on braking action and set a margin of safety to reflect those conditions.
	At uncontrolled fields, overfly the airport to identify snowdrifts and receive a landing advisory and field condition report from the UNICOM operator.

Wintertime field conditions can affect your takeoff and landing performance significantly. The performance charts that are in the Pilot Operating Handbook or flight manual are based on a level, dry, clean runway. What amount of distance needs to be added for ice, snow, or slush on a runway and what is the difference in the takeoff distance if there is 1/2 inch of snow or slush vs. 3/4 inch of snow or slush? Some flight manuals include a snow or slush factor that can be used to determine performance for snow or slush. Amounts of more than 1/4 inch can result in a significant increase in takeoff distance and in some cases takeoff is prohibited if there is more than 1/2 inch. Pilots that operate airplanes with limited excess horsepower should use their most conservative judgment when dealing with snow and slush on a departure runway. Too much and the airplane’s acceleration may be affected to a point that the ability to accelerate to liftoff speed could be jeopardized.

Ask the Pilot Professor
By Dr. Michael Bliss

Q. Do I need to be concerned about light frost on the wings of my airplane?

A. We are all aware of the effect that ice can have on an airplane. However, the effect of frost can be more subtle but equally of concern. When frost is encountered during a preflight inspection the issue is not extra weight, but the disruption of airflow that can occur over the wings because of the no longer smooth surface. This should be of concern not only when frost is encountered on the wings but even more so if frost is found on the control surfaces of the wing and/or empennage.

The presence of frost can cause an increase in stall speed and also require additional speed to become airborne.

The cold winter temperatures that cause frost to form may also tempt pilots to rush the preflight and perhaps not give proper attention to frost on the aircraft. It should be a hard and fast rule to always remove all frost prior to takeoff. This can be done by moving the airplane into a heated hanger or treating it with a solution of deicing liquid. Safety is always worth the extra time and effort.

Calendar
Ground Schools & Events

Written Classes

There isn’t a better, more enjoyable and guaranteed class available. Plus the class includes two free hours of simulator!

Click here for a more detailed map