The Circle of Generosity
At our weekend Flight Instructor Renewal Classes we have the opportunity to meet flight instructors and share our stories. There are hundreds of flight instructors, however, who renew their CFI certificates online, with whom we never even speak. I’m of the firm belief that everyone has an interesting story and luckily I was able to speak with a CFI who’d recently completed his online renewal and has a really interesting story. Keith Mottas has been a professional pilot for many years, yet aviation isn’t his career. His day job has been in marketing and computers and he currently owns a software company near Richmond, Virginia. That hasn’t stopped him from making flying his avocation, though. A successful career outside of aviation has provided the means by which he’s been able to live the experiences dreams are made of.

Back in the ‘70s Keith did as many young aviators-to-be did; he took lessons when he had money. It wasn’t until 1983, after establishing his career and moving to Richmond, that Keith was able to finish his Private pilot training. Within months he also completed his Instrument rating, Commercial and CFI certificates. While continuing his lucrative occupation, Keith instructed on weekends at Chesterfield County Airport. In 1986 he earned his Multi-Engine rating and built up 300 hours Multi-Engine time flying for his business.

During this time he started a 135 charter operation. Though he had  contracts with Donald Trump and NASCAR, the business was not a  financial success. After a year and a half Keith closed the company.  For ten years he did not fly and his CFI lapsed. In 1998 having de-  cided to get his CFI back, he did the necessary work and took his re-  instatement ride.

A few years later the long-time dream of flying warbirds drove him to search for opportunities online. He contacted the Commemorative Air Force B-29/B-24 Squadron and asked if they were looking for pilots. When the squadron leader asked Keith his age, he answered, “I’m 50.”

“Oh, good,” responded the other man. “We’re looking for young blood.”

“Maybe you didn’t hear me. I said I’m 50,” repeated Keith.

“Like I said, we’re looking for young blood.” (I can image the grin in the squadron leader’s voice.)

Keith went to Odessa for training and took his check ride in B-24 Liberator Ol’ 927. His first voluntary position with the Commemorative Air Force was as squadron tour director. Before long he became an air show pilot. About a year later Keith took his check ride in the B-29 Superfortress Fifi. The aircraft was grounded soon after and has not been touring during this long restoration period.

One summer when he was flying the B-24 at Oshkosh, he found himself in the position to boldly ask the representatives of the B-25 Mitchell Bomber Panchito if they were looking for volunteer pilots. It took three years of training to perfect the skills to fly air show routines. In addition to flying in air shows, twice a year the Panchito crew takes the B-25 to the U.S. Naval Test Pilot School at Naval Air Station Patuxent River (NAS Pax River). There they train young men and women who may become America’s future astronauts.

In 2006, Keith joined his local Civil Air Patrol squadron as a volunteer search and rescue pilot and the Aerospace Education Officer. He has since become an instructor and check pilot. He also participates in an annual CAP 10-day flight academy for cadets at Fort Pickett Army Base near Richmond.

I hope that Keith’s story will inspire pilots of all ages and backgrounds to boldly ask for opportunities. In 1976 the young man in this story had no idea where his road would lead. I doubt if he has many regrets. Most inspiring to me is that by simply asking for the opportunity to give of his time and experience Keith Mottas has lived a life of excitement, joy and fulfillment.

American Flyers Unveils New Online Learning Courses
American Flyers proudly announces www.Hangar66.net, a new website totally devoted to pilot education, information and entertainment. “When you can’t get to the airport, we bring it to you…”Written preparation, (including hundreds of hours of video instruction,) simulated flight instruction, simulator instruction – all the components organized in a step by step program for the candidate to become a licensed and proficient pilot. The benefits are endless…each Hangar66 program is designed to complement your instructor and provide an organized system of learning that will a save lot of time and thousands of dollars.

There are even optional benefits such as a personalized free email account, (yourname@Hangar66.net) logbook, photo gallery, lesson plans, practice examinations, (including excellent explanations of the correct answers, whether the question is from a written or examiner on a flight test oral…).

Courses available include Private, Instrument, Instrument Refresher and FAA Approved Flight Instructor Revalidation. (Commercial, CFI-A&I, and ATP coming this September.

Check us out… Log on to www.Hangar66.net.

The ABC’s of Taking Passengers Flying
We pilots remember with great fondness the first passenger we took flying after earning that long sought after piece of paper called a temporary certificate. Whether it was our best buddy, sweetheart, mom or pop, it was a hallmark in our aviation experience. Those first trips were often as much about us and our new license to show off what we’ve learned as it was about showing our passenger a good time. Since the joy of flying is so much fun to share, we’ve put together a few tips to make the ride more enjoyable for your guests so they’ll want to come with you again.

Airsick bags are one of those things you always want to have around, but never want to use. To keep them in a side pocket where they belong, suggest the passenger eat a light meal and drink adequate (but not excessive) water before the flight. Try keeping your passengers occupied by requesting their help with checklists and watching for traffic.

Brief passengers to wear their seat belts and harnesses and to avoid talking during take off and approach. This is a great opportunity to impress passengers with your professionalism.

Climbs, descents, and turns should be kept shallow. Your flight instructor may have admired your outstanding ability to perform stalls and steep turns, but your passenger will be more impressed with smooth and safe flying.

Dawn and dusk are a pleasant time to fly for those new to small airplanes. Beautiful skyscapes and calm air have been known to tame a nervous stomach by inducing a series of “oohs and aahs.” There seems to be a little magic happening during those between times as night and day pass the torch to the other.

Explain to your passenger what he may expect of the flight, from the length of time it will take from the parking lot to the destination, to the funny sounds he might hear, to the cloud layer you might enter. Your passenger will appreciate knowing what to expect.

Important Tips for Renting Airplanes
By Rick Farmer, Director of Maintenance
When you go to rent an airplane, you, as pilot-in-command, are responsible for determining it’s airworthiness. If you are the owner you know whether or not your aircraft is airworthy, but how do you know if a rental aircraft is airworthy? Start by visiting reliable, trustworthy FBOs or flying clubs. Next talk to the manager or owner of the FBO or flying club, if you don’t get a good feeling walk away and find another source for renting. If you feel comfortable, ask to see the logbooks and check for the following things:

• The annual has been signed off during the last 12 calendar months; the transponder has been certified during the last 24 calendar months; and, the altimeter/static system has been certified during the last 24 calendar months – mandatory for IFR flight and highly recommended for VFR flying.
• The annual has been signed off during the last 12 calendar months; the transponder has been certified during the last 24 calendar months; and, the altimeter/static system has been certified during the last 24 calendar months – mandatory for IFR flight and highly recommended for VFR flying.
• There should also be an Airworthiness Directives (AD) list in the back of the logbooks which should look complete – current sign-offs with matching sign-offs in the maintenance section of the logs. While this does not guarantee that all ADs have been complied with at least it shows that the mechanic who is main taining the aircraft is doing what the FAA recommends with regards to AD documentation.

By following these tips you should feel more comfortable making the decision on who has airworthy airplanes to offer in your area and you’ll feel more confident about renting airplanes which means you’ll probably fly a lot more often.

Ask the Professor’s Desk
By Dr. Michael Bliss

Q: Even though I have filed a specific route and altitude for my flight plan, ATC often changes my plans for me. Why is that and is there anything I can do to keep my flight as I planned it?

A: The phrase “There’s nothing like experience” is certainly true of flying in general and working with ATC in particular. Newly licensed pilots are naturally tentative when dealing with ATC. After all they are the “controllers” and we are the “controllees”. But the fact is, that as we gain experience and become more familiar with how the system works, there are many instances when we can make requests of what would be helpful to our own needs.

ATC is essentially concerned with the safe separation of aircraft and the smooth flow of traffic. To accomplish this, they develop canned procedures for traffic flow that are in their interest but may or may not be in the best interest of the pilot. When the controller’s workload is heavy we need to be sensitive to that situation and not make requests that will add further burden. However, when traffic is light to medium, there are opportunities to request what is in our best interest, without compromising safety.

Typical requests would include routing changes, often requesting direct to the destination. We are more likely to have such requests approved if we have done our homework and have studied the approach and arrival charts to understand standard traffic flow. While a request for “direct” to a busy airport may not be approved, a request for “direct” to a arrival fix for that same airport may well be approved.

Sometimes controllers can not approve requests because of the altitude being flown, whereas if a higher or lower altitude were flown it might make the request possible. If the controller is not overly busy it might be helpful to ask if an altitude change would make the request possible.

Sometimes controllers can not approve requests because of the altitude being flown, whereas if a higher or lower altitude were flown it might make the request possible. If the controller is not overly busy it might be helpful to ask if an altitude change would make the request possible.

We are also more likely to have a request approved if our radio conduct is professional. If we use the correct phraseology and speak confidently, the controller will be more likely to go along with a change from the routine than if he were dealing with someone who may not seem to be on top of things.

Calendar
Ground Schools & Events