Scholarship Success Story

When Julio Campos, 36, of Panama heard of upcoming aviation scholarships, he knew this was his chance to make good on his dream. He spent a year preparing his application, taking tests and going through interviews. Finally, after a lengthy selection process involving over 500 applicants, Julio was one of only 22 successful applicants.

With the aviation career scholarship being offered jointly through the Panamanian government and COPA Airlines, it was truly a once-in-a-lifetime opportunity and something “great to be a part of,” explained Julio.

“I have always loved flying,” said Julio. However, as he went through his schooling, he was never able to save enough money to get started. Once he began working, he promised his new wife that he would not take lessons until their family was complete. Two daughters later, Julio began the journey to, “pursue my dream of flying.”

Julio began training with American Flyers in Fort Worth, Texas, on September 19 with no logged flight time and just last month completed his instrument training. Julio called the progress, “amazing.” His ultimate goal is to fly for COPA Airlines and make a career out of something he really loves. “I am really happy every time I fly.”

Fly On…

This past January, Dennis Smalley, 60, enrolled in the CFI Academy at American Flyers in West Chicago, he is looking forward to continuing his aviation career. However, earning his CFI may seem somewhat tame to Dennis, who retired from a long flying career in 2008.

In 1970, Dennis graduated from the U.S. Air Force Academy and went to San Antonio to complete his flight training. His first assignment was to a squadron of then-new F-111’s under the Tactical Air Command in South East Asia. Manufactured by General Dynamics, the F-111 Aardvark was designed as a multipurpose, supersonic, tactical fighter/bomber capable of carrying 25,000 pounds of ordnance. During his tour, he flew 75 combat missions in the F-111, and spent most of that time at less than 200 feet AGL at over 500 knots in an effort to evade enemy fire.

As his career in the Air Force progressed, Dennis found himself stationed in Europe commanding a squadron of new A-10’s. As Dennis explained, there were no two-seat versions or simulators of the A-10, so most of the pilot training was learned on the job, “Every tour and experience was new and exciting.” Before retiring from the Air Force in 1991, Dennis spent his last year in the Pentagon working on the Air Force budget. He totaledtwenty-one years of service, and retired a Lt. Col.

The same year he retired, Dennis was hired by American Airlines where he got the chance to travel the world yet again. Instead of the agile fighters, Dennis was commanding 727’s, Super 80’s, 757’s and 767’s in his seventeen-year career with American. It was at American that he met his wife, Renee, who is still employed by the airline as a flight attendant. Dennis remarked that his favorite trip was the Chicago-Frankfurt run; Frankfurt, he explained, had the best food.

Ironically, as a child growing up in Dayton, Ohio, his parents were against his taking flight lessons. Dennis started his training by collecting coupons from various magazines and redeemed them for flight instruction at his local airport. Having lived so close to Wright-Patterson Air Force Base, Dennis knew he wanted to fly, and the large military base nearby was a “big motivation.”

Dennis retired from American Airlines in 2008, and just “didn’t want to walk away from flying,” so he decided becoming an instructor would be the next step in “staying involved” in aviation. As Dennis said, “There’s always learning” to be done.

Destinations

For a quick trip into a corner of California aviation history, head out to Cable Airport (CCB), the world’s largest, family-owned, public-use airport (cableairport.com, 2000). Built by Maude and Dewey Cable in 1945, the airport is currently owned and operated by their children and grandchildren.

A fixture on the field since 1947, a small café was built to feed the airport workers who were busy building and maintaining the runways, taxiways and grounds. In the 1950’s, it was converted into a diner, and eventually was turned into its present incarnation, Maniac-Mike’s Café in 2000; fully restored to evoke a 1940’s atmosphere and décor.

Here you will find conventional restaurant fare with daily specials at reasonable prices and a great view of the airport and mountains while you eat. The café is open seven days a week from 7am to 3pm. For more information or to get driving directions, visit www.maniac-mikes.com.

A Labor of Love
By Mike Goodman

There it is again, the distant sound of a radial engine. What is it this time: a North American AT-6, a Howard DGA or one of those Nanchang CJ- 6s? I know I’ve got to ignore the temptation to stop what I’m doing and run out onto the driveway to gaze skyward. After all, I’ve done it four times already and it’s only mid-morning. I’m never going to finish my homebuilt unless I buckle down and keep working. It’s been nine years since I started this thing and I’m just now getting around to covering some surfaces with fabric.

Where has the time gone? Wasn’t it just yesterday I took delivery of the wing kit? I told all my friends and family that I expected to be flying in three years barring some unforeseen event. I promised all the youngsters in the neighborhood a ride just as soon as I finished and was able to carry passengers. Now most if not all those kids are off to college or moved away completely. Yes, time has flown but not I. The building continues.

I'm an old fashioned guy. I've always admired the simplicity of the Piper Cub, the jaunty stance of a Monocoupe or the sleek and sexy lines of a Staggerwing. I behold a Tiger Moth or a Stampe with the same fascination as an art critic might view the Mona Lisa. I have nothing against modern composite aircraft but they just don't stir the emotions like the plush interior of a Waco or the polished aluminum of a Spartan Executive.

My heroes were the racers of bygone days in their Gee Bees or little Formula One speedsters, the barnstormers in their surplus trainers or the pilots of all nations in the “Great War”. These were steely-eyed men who braved the bitter wind and caster oil in their faces surrounded by nothing more than wood stringers and linen. I can only imagine the courage of aviation's forefathers who risked their lives to cross an open stretch of sea or climbed to heights in vehicles that were not much more than powered kites.

It's my love of the older craft and simple materials that inspired me to build the project that now occupies most of our two-car garage. It's a high-wing, two place wood and fabric design that reminds me of a Piper Vagabond or Aeronca Champ. As mentioned earlier, this has been an endeavor that far exceeded the time frame I set for myself but then it's a labor of love and not necessity. It will get done when it gets done, period. I have been blessed with an understanding spouse and the patience of a tortoise. Besides, I want it to look like some extra effort was applied and not just slapped together to get it into the air however; I can't help but think I let down the neighborhood kids.

Well, back to covering that rudder. I'm on a mission to get this part done today so I can start on the elevator tomorrow. Wait a minute…is that a Stearman I see on the horizon?

Mike Goodman is a telecommunications technician and a private pilot. He is currently building a Fisher Flying Products “Dakota Hawk” in his garage. The Dakota Hawk is a two-place, highwing tail dragger designed for cross-country flying. Mike lives in Ventura, California with his wife Suzanne.

Did You Know

When Swedish astrologer, Anders Celsius, invented his centigrade temperature scale in 1742, he designated the boiling point of water at 0 degrees and the freezing point of water at 100 degrees. Shortly after his death, the scale was inverted to the one much of the world uses today. It has been called the Celsius scale since 1948, when the name was adopted by an international conference on weights and measures.

When is it Time for New Shoes?
By Rick Freidinger,
Director of Maintenance

During a preflight the tires are usually given a quick once-over to make sure the tread is OK, but are you actually looking at all problem areas? Everyone knows that the tire should be changed before the tread actually disappears and to definitely never fly an aircraft with any cord showing. However, there are other equally important areas to be checked during a preflight. If your aircraft isn’t flown on a regular basis chances are the tires will need to be changed before the tread wears out. A condition called “dry rot” occurs when a tire is exposed to the elements. A good tires should have clean smooth rubber on the sidewalls. Dry rotting can be detected by small cracks in the sidewall, which usually run parallel to the wording, in other words a circular pattern running around the sidewall of the tire. Dry rotting in either of these areas can lead to serious problems. Dry rotting on the sidewall can lead to sidewall failure and/or a blown-out tire. A valve stem with dry rotting can lead to loss of air pressure due to a slow leakage or a flat tire from a complete failure of the valve stem. If you pay close attention to these areas during your preflight you should be assured of many safe and happy landings.

Ask the Pilot Professor
By Dr. Michael Bliss

Q. I’ve heard about “angel flights” but I’m not sure what it means. What does an Angel Flight pilot do and what are the qualifications?

A. To loosely quote from the www.angelflight.com website, Angel Flight was created by a group of people who believe in volunteering. It is a non-profit, charitable, organization of pilots who provide free air transportation for legitimate, charitable, medically related needs.

To qualify for an Angel Flight, the patient must be ambulatory and able to travel in a small, non-pressurized aircraft, without access to lavatory facilities, for the duration of the flight. They must have a legitimate medical need to avoid lengthy surface transportation and must be accompanied by a family member or support person. Since flights may be canceled due to weather, patients are required to have backup transportation. Angel Flight requires a pilot to have a current private pilot certificate and valid medical certificate, as well as be current and proficient in whatever airplane they fly. To carry passengers, the pilot must be instrument rated and current. VFR Pilots are also needed to help on non-patient flights and to serve as copilots on patient flights. Each pilot is in complete charge of the missions they fly.

Most Angel Flight pilots have their own airplanes but a number of pilots actually rent airplanes to provide this service. Being an Angel Flight pilot is a great way to provide a much needed service and to promote the value of general aviation in your community. You can find complete details at AngelFlight.com.

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