Experience one of the most exciting and immersive learning adventures aboard the world’s largest simulated aircraft carrier, AMBITION . An experience for rising 7th – 12th grade students that inspires interest in Science, Technology, Engineering and Mathematics (STEM).
For six days, students live in a multi-story, 102,000 square foot facility experiencing theme-park style thrills surrounded by advanced technology, flight simulators, and virtual reality games that ignite imagination and encourage learning.
Start soaring and visit www.NationalFlightAcademy.com.
Spring 2022
About AviNation
AviNation exists to attract, educate and empower youth in aviation. AviNation magazine strives to give readers insight into the future of aviation by focusing on aviation students, programs, events and innovative approaches to the promotion and continued growth of the aviation industry.
Staff & Contributors
Publisher: Jacob Peed
Copy Editor: Vicky Rink
Administrative Coordinator: Jessica Peed
Design & Production: Barb Betts, Lime Valley Mankato, MN
Business Development: Thomas W. Flavin
Phone: (310) 709-0844
E-mail: Tom-flavin@roadrunner.com
Correspondence
Editorial submissions and other correspondence
E-mail: jppeed@gmail.com
Phone: (515) 408-3763 www.avinationusa.com
Advertising Phone: (515) 408-3763
E-mail: jppeed@gmail.com www.avinationusa.com
Contributing Writers
Anitra Goddard
Austin R. Banttari
Ava Shelly
Carol Cali
Don Lyle
Ethan Coll
Kevin Lacey
Lexie Hope and Emily Hope Wilson
Luke Pylypciw
Nick Poucher
Nick Sabelhaus
Paige Bova
Scott Lutte
Tom Flavin
Thank you to our Cornerstone Supporters
Outside the Industry
By Tom Flavin
Outside of the aviation and aerospace industries, some may not know there is a current need for more pilots, A&P mechanics, avionics technicians, engineers, and other expertise. This is especially true with the underserved and at-risk youth who very often do not have access to or knowledge about careers in aviation and aerospace.
The shortage has existed for many years and is expected to last through 2027, and beyond. This means opportunity for all.
AviNation’s mission is to attract, educate & empower youth in aviation (girls and boys ages 12-22). AviNation features inspirational stories written by or for young diverse aviators involved in all disciplines of aviation and aerospace. AviNation also highlights mentor groups and leaders who are making a difference.
Two of these outstanding leaders are Mr. Kenneth Morris, Executive Director of Aviation Community Foundation of Houston, Texas, and Mr. Ricardo Foster who oversees Infinity Aero club Tampa Bay in Florida. Their Bios and further detail can be found at www.AviNationUSA.com/OTI/. They are both creating opportunities in aviation with access for the underserved and at-risk youth with success.
Still, with their great programs and leadership, communities nationally lack access to aviation and aerospace careers. Even some STEM, and STEAM programs lack an aviation and aerospace focus. AviNation is helping to bridge this divide for all.
AviNation is taking aviation and aerospace to communities with an inspirational speaking tour to attract, educate, and empower youth in aviation. The first stop is Peoria, Illinois in May with the ELITE program managed by Mr. Carl Cannon. Mr. Kenneth Morris and Mr. Ricardo Foster and others will deliver inspirational aviation and aerospace access to communities nationally. What communities do you know that seek aviation and aerospace access?
We welcome all opportunities for community outreach, inspirational stories, and content supporters.
Are you ready for an adventure? LIFT Academy, owned and operated by Republic Airways, is a proven flight program that allows students to attain their aviation career goals. We offer affordable, accelerated flight training for future pilots and aviation maintenance technicians (AMTs) in state-of-the-art facilities.
Along with experienced and dedicated instructors, LIFT offers:
A direct pathway to becoming a pilot for Republic
The most technologically advanced aircraft in flight training
Career opportunities in less than two years
We’re looking for explorers from all walks of life — high school and college grads, former military, career changers and anyone who wants to take their career to new heights. If you have the skill and the will, we can’t wait to meet you!
By Anitra Goddard
Two Time Reno Air Race Formula One Champion
Justin Meaders
Joins 2022 STOL Competition Roster
Justin Meaders, presently the fastest man in the Formula One division at Reno, switches gears for the off-season to expand his competitive endeavors in something very different from his normal pursuits. As the Rookie of the year in 2016 followed shortly thereafter by two gold medals in the Formula One class, Short Take Off & Landing (STOL) is as foreign to him as Michael Phelps entering a synchronized swimming competition.
Justin is all about speed be it motorcycles, handcycling, swimming, wheelchairs or airplanes his competitive nature has taken him all over the world and he’s even been a Para triathlete for Team USA Paralympics for several years before committing to racing airplanes.
It’s about being the fastest he can be regardless of the sport but STOL will be something completely different for him. For the first time he will try to fly as slow as he can and hit the line followed by hard braking to try and achieve the shortest takeoff and landings possible.
Not only will he be trying to fly as slow as possible which is challenging enough for most people but he has the additional challenge of managing all the controls with only his hands and fingers. He is a master at manipulating these modified controls in his race plane and this weekend will be the test at doing the same at slow-flight near stall speeds where the rudder will be used much more than when flying fast.
When asked why he has decided to give this sport a try he responded with “ I recently met many of the competitors of STOL and everyone was so friendly and relaxed. The atmosphere is very encouraging of newcomers and I thought it would be a nice change of pace. This season I will be flying a Kitfox model 5 just to try it out and learn as I’m just looking to have fun, get my feet wet, learn what I need to focus on when building my Wild West Aircraft/Just Aircraft Highlander and then hope to come back as a serious competitor in the future.”
At age 22, Justin was road racing when he was thrown head first from his motorcycle at 150mph rendering him a paraplegic. In normal Justin-fashion, upon learning of his new circumstances, he wasted no time trying to immediately get out of the hospital and find his new path. As a para-athlete, Justin has accomplished more since he’s been paralyzed than many so-called “able-bodied” people will in their lifetime.
So please join us as we root for Justin on his next big adventure and watch for him in the future competing for gold in the National STOL Competition series.
My First Solo
My name is Ava Rian Shelly. Flying is my passion. I became hooked during my discovery flight a few years ago. I hope to attend the US Naval Academy and upon graduation become a Naval Aviator, fly the F-35C Lightning II, and land on aircraft carriers while serving my country’s Navy combat team. One of my coolest experiences I’ve had was flying over the palace of Versailles and around Paris, France. It was absolutely breathtaking, especially soaring over the beautiful French countryside and old castles. I started power flight training when I was ten years old. I found out there are many different disciplines of flying, gliders, jets, helicopters, etc. I was so intrigued! While I was pre-flighting an aircraft for a lesson, I met an amazing female pilot who spoke to me about her aviation career and the endless opportunities. Because of her efforts, I received a scholarship from our local soaring club to start gliding lessons. I was eligible to start my glider training on my 13th birthday. My parents drove me to the club and signed us up for a family membership so I could start my training. I was scheduled for lessons at least twice a month for the first six months. During the summer I was given homework to study for the pre-solo test and start learning all the hand signals and other FAA required knowledge in order to prepare to solo on my 14th birthday.
I am blessed to have the amazing support of the people at the Treasure Coast Soaring Club helping and guiding me along the way. Not only does the Treasure Coast have the best weather in Vero Beach, Florida, but the best instructors and tow pilots. My primary instructor is Tommy Augustsson, a Swedish born pilot with over 50 years of aviation experience and a current auxiliary helicopter pilot for the US Coast Guard. Tommy has a PhD in Aerospace Engineering and an envious love for
By Ava Shelly
soaring. Erdam Bural is a Turkish national and soaring champion from his country. He brings a whole different approach to soaring and has been instrumental in my development. Randy Opat is a well-rounded and accomplished pilot with many years of flying with many types of flight experiences I can only hope to achieve in my career. Bob Youngblood is the President of our club and the primary tow pilot. Bob has had a wonderful career in aviation and has flown all over the world in just about every type of aircraft you can think of. Bob has a no-nonsense approach to gliding since he is the most vulnerable in the tow plane whilst under tow. His robust verbal authority turns out to be endearing and compassionate, once proven you can handle the responsibilities of a glider pilot.
As my birthday approached, my instructors increased the difficulty in my training. The tows were getting tougher and more erratic, my instructors helped less and made the workload more difficult with each flight. Hour long briefs and debriefs were the norm. Emergency procedures were painstakingly reviewed until I could recite them in my sleep. The ground crew would tie knots in the tow rope or the weak-link and attempt to hide them in their hands hoping I would gloss over their presentation before attaching the rope to my sailplane. My back seat instructors would push the spoilers full after I stowed them to confirm I double checked them before takeoff. The tow pilot would perform S-turns and climb at a higher-than-normal rate of speed in an attempt to break my concentration and confuse me. Of course, all of this was done deliberately in order to sharpen my focus on three things; aviate, navigate, and communicate.
It was a few weeks before my solo during Christmas break and my family had plans to be out of town. There was a sixteen-day gap between flights. I anticipated regressing in my flight training during this long break and hoped I could keep from getting rusty. Thankfully I have been reminded over and over to ‘trust my training’ and this was really the simple secret. I knew a lot was at stake. I read my glider books, studied the knowledge and passed my pre-solo test the week before my solo was planned. My instructors signed off on IACRA so I could print the temporary airman certification. I packed my photo ID in my flight bag so I had all the legally required documents with me. The day finally arrived, January 21, 2022, my 14th birthday. I constantly checked the weather to make sure it wasn’t too windy, foggy or dewy. The tow pilot and tow plane were cleared for operations. The glider was a go and I was mentally and physically prepared for this amazing experience.
The morning of my solo I felt confident, ready to prove to myself to my family and instructors that I am capable of being ‘Pilot in Command’ of an aircraft. My instructors endorsed my logbook as required and signed off on the necessary paperwork. My first two scheduled flights that morning were with Tommy, a mandatory pre-solo flight review before allowing me to take the controls alone. The first flight was a pattern tow, about 1,300' AGL just to the IP (Initial Point) and then a clearing turn before entering the downwind. A textbook landing while my family was just off to the side of the grass runway watching from a distance. A quick turnaround of the sailplane on the runway to align with the runway and the pre-flight routine for my second flight was underway. Belts, check. Altimeter, check. Canopy secure, check. Controls, check. Tow rope attached, check. A thumbs up to the ground crew to signal I was ready. My wing was lifted off the ground, a radio call from the tow plane and a wiggle of my tail sent us darting down the runway. The second flight was a simulated rope break just over 200', with a sharp turn and faster than normal descent, we landed safely just before the threshold. Upon my second landing the sail plane was turned around again and without much elaboration, Tommy stepped out of the glider, secured his belts and handed me the radio and locked the canopy. The ground crew presented the tow rope as I went over the pre-flight checklist. Giving the thumbs up to signal I was ready to go, the wing runner lifted my wing and tow plane punched the gas down the grass field. For the first time, I was alone inside of an aircraft and trusted to make the right decisions that day. Not having the instructor is impossible to simulate and I popped up almost immediately on tow. With forward stick pressure I stayed low so the tow plane could gather speed in ground effect before a deliberate climb. A steady and gentle ascent cleared 200' with ease, our first turn towards the east at 500' AGL and I felt good. We stayed above the airfield so in case of an emergency, I could land quickly and easily. I focused hard on the tow plane as we continued to climb, he rocked his wings signaling me to release at about 1,300' AGL, a decisive turn to the right to clear my aircraft from his and I was free.
No longer was I attached to another aircraft, I was for the first time in my life, solo. The word never had much meaning before then and I guess I never really thought about it at length. Today it has an impactful, almost spiritual meaning about relentless pursuit of your goals and getting outside of your comfort zone. I made a clearing turn, checking the large canopy for traffic and slowly entering the pattern. “Schweizer 2-33 entering downwind, New Hibiscus”, cracked over the radio as I made my flight to the next waypoint on my trip. Nine hundred feet and right where I needed to be, I started my base turn and had a clear view of the runway from the left side of my plane. ΩMy final turn was just like I had
practiced. I could make the necessary adjustments I needed without losing altitude or airspeed. I crossed the ditch and locked my eyes onto the barrels. At the advice of my instructors, I landed short. I used just enough spoilers to gradually descend until I was only a few feet off the ground. A gentle touch on the wheel, a little bit of spoilers and front stick pressure brought the glider to a full stop. I did it! My first solo as pilot in command and I’m a real pilot.
Lucky enough for me it all worked out. I was able to solo on my birthday. I had never been happier! I really can’t thank my instructors and tow pilot enough! Thank you to everyone who has helped me for guiding me along my flying journey. I have so many aviation goals that will keep me busy over the next few years, but this was a milestone. For now, I am going to enjoy the freedom my hard work has earned me and continue soaring and conquering my goals one by one.
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Aircraft
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Are you a natural problem solver? Then, enroll in Piedmont’s Maintenance Tuition Program at one of our partner schools located across the East Coast. Students will receive full tuition coverage with additional Piedmont support throughout the program.
Piedmont has a career for everyone. Learn more and join our team today!
FROM HIGH SCHOOL TO FLIGHT SCHOOL A REPUBLIC AIRWAYS PILOT’S JOURNEY
By: Paige Bova
Noah Franklin, Republic First Officer
Noah Franklin, 21, grew up knowing he wanted to be an airline pilot. His uncle, a pilot, sparked Noah’s interest. His parents helped keep his interest – taking him and his brothers to watch planes land and take off at a local airport. He got his private pilot’s license during high school and was excited to pursue his dream career as an airline pilot after he graduated. When Noah found out about Leadership In Flight (LIFT) Academy, owned and operated by Republic Airways, his interest was piqued.
Noah was excited to find a flight training program that got him from training into the cockpit of a jet in the least amount of time. LIFT was exactly what he was looking for – a program training pilots using Republic procedures and checklists – truly preparing students to be airline pilots. Noah, straight out of high school, was one of the first students to begin flight training at LIFT Academy and is now a First Officer at Republic at the age of 21 – and loving every minute of it.
Why did you want to become a pilot?
Most people say, ‘I didn’t want to work the 9-to-5 job’ which is a great part of being a pilot, but I like that I am doing something that not everybody can do. I take pride in knowing that I worked hard enough to be able to do something dynamic and cool, something that isn’t seen as a regular job with the same office view every day.
Why did you decide to go to LIFT right after you graduated high school to start your flight training?
I was lucky enough to know what I wanted to do when I was in high school. I knew that if I went to LIFT, it would be the fastest track to get to the airlines because that was what I wanted to do. I chose LIFT rather than going to a four-year university where I would have to take time and classes learning things that wouldn’t relate to my future job.
What was the transition from high school to LIFT like?
There was somewhat of an adjustment. In high school you have classes that you have to attend at specific times, compared to LIFT where learning was done using more of a structured self-study curriculum. I treated my training like a 9-to-5 job. Each day, I would wake up at a certain time, study until a certain time, fly, debrief from the lesson and go home and study for my next lesson. This helped me stay on track so I wouldn’t get behind on training.
Would you recommend others attend LIFT out of high school like you?
Definitely! I think that the earlier you start your career, the better off you’ll be. As a pilot, you gain seniority with time, so the earlier you’re there, the sooner you can maybe choose another base or become a captain. If you start when you’re young and realize it’s not for you, at least you started early rather than waiting maybe four years studying something you don’t want to do.
What are the advantages of going to LIFT right out of high school?
Coming right out of high school to LIFT specifically saves you money. Going to a four-year university is more expensive. At LIFT, you will take on a loan, but you’ll be able to start paying it off sooner because you’ll be in the cockpit flying at Republic earlier.
What did you think LIFT could offer that other flight schools or a four-year university program couldn’t?
LIFT offers students a curriculum that’s based entirely around an airline and becoming an airline pilot. Everything you do while flight training at LIFT is structured around your ultimate goal of becoming an airline pilot.
How did you stay up on your training as a student at LIFT? Where I lived wasn’t always very quiet, so I would try to go to the library or a coffee shop. I needed to go sit and find a quiet place so I wouldn’t be distracted by anything else. At home, I found myself watching TV, taking breaks and on my phone. I probably spent the most time studying in the briefing rooms at LIFT. If I flew in the morning, I would spend the rest of my day studying at LIFT.
What did your schedule look like as a Certificated Flight Instructor (CFI) at LIFT?
As a CFI, my schedule varied, but I was usually at LIFT from about 5:30 a.m. to 2:30 or 3:30 p.m., flying and debriefing with my students. I love knowing that I got to play a small part in their journey, helping them work toward what they want to do in life.
How did going to LIFT give you a leg up when you started training at Republic?
It was very helpful to go into training at Republic already being familiar with many of the checklists, SOPs [standard operating procedures] and other tools, because they are the same or similar to LIFT’s. The culture of Republic is also very close to the culture at LIFT - a welcoming atmosphere - and it was helpful knowing what to expect.
What is it like to finally be a pilot at Republic?
After training for years and putting a lot of pressure on myself to succeed, I feel happy and relieved to be at Republic. All my hard work finally paid off - it felt like a weight was lifted off my shoulders.
Advice to future aviators?
There will be bumps in the road, but keep at it, keep working hard, keep showing up and don’t ever give up. Don’t even think about giving up - it’s a bad mindset to have, so just keep studying and pushing yourself.
LOOP
FOR THE TROOPS
By Nick Poucher
Team LAC at the ARC
This summer the Lakeland Aero Club is excited to sponsor a team to participate in the Women’s Air Race Classic. The Air Race Classic is the pinnacle of women’s air racing and consists of stops in nine different states for a total route of about 2,400 statute miles. Our team will be made up of women who are at different stages in their aviation careers. This includes a CFI, a private pilot, and a student pilot that is still in high school. The team will be led by Richele Floyd who is a CFI and currently works as the scholarship director at Sun ‘n Fun where she manages flight training scholarships for aspiring aviators in high school. Richele is the new owner of a Cessna 210 and is excited for the opportunity to mentor the next generation of women aviators as she helps them race across the country. While speaking with Richele she said that she “[is] looking forward to leading this talented team of young women in the Air Race”. I also had the opportunity to speak with Kaitlin Conway who is a current college student and one of the pilots that will be participating in the race. She was excited for the opportunity to participate in the race and told me that “[she is] overly thrilled to be part of such a distinguished competition” and that it is a “dream come true”. During the week of Sun ‘n Fun the team will be at the Lakeland Aero Club and will be excited to talk to everyone about the race.
“You
Brad Wales, Engine Line Manager
Louisiana: Where Aerospace
Louisiana is a place where young aviation aficionados and aspiring astronauts can learn to reach for the stars.
Home to NASA’s Michoud Assembly Facility, the state has higher-education programs at universities and technical colleges designed to help prepare students for a variety of aviation and aerospace careers, from aircraft maintenance to space rocket engineering.
Louisiana’s ambitions took off more than 60 years ago, starting with the 1961 debut of Michoud. Fondly known as ‘America’s Rocket Factory,’ employees at Michoud created the booster stage of the Saturn V rocket for Apollo 11, the spaceflight that first landed humans on the Moon.
Six decades later, Michoud continues to make groundbreaking contributions to America’s space program, notably with the Space Launch System being built for Artemis, named after Greek mythology’s sister
READY TO SUCCEED:
A student enrolled in Southern University Shreveport’s Airframe and Powerplant Maintenance degree program.
to Apollo. Artemis missions will attempt to bring the first women and the first person of color to the moon by 2024, and eventually, to the surface of Mars.
Today, Louisiana’s aviation and aerospace industry includes more than 30 companies and employs more than 6,500 people. Jobs range from space program engineering to helicopter and aircraft “completions,” an industry term for outfitting an aircraft with VIP luxury interior, or one customized for medical transport, law enforcement and more.
Young people who are considering aviation and aerospace professions can choose from a range of degree and certificate programs that will begin the process of putting childhood dreams of flight and space exploration onto a post-high school professional career path.
POWER-PACKED:
Rockets for the Artemis Space missions under construction at NASA’s Michoud Assembly Facility in New Orleans.
Careers Take Flight
Nunez Community College, for example, provides students with the opportunity to earn an Associate of Applied Science Degree in the field of Aerospace Manufacturing Technology. The college’s Aerospace Technology Manufacturing program provides classroom and hands-on training, allowing students to develop skills to become aerospace manufacturing technicians. At four locations in Louisiana (Central, Lafayette, Lake Charles and Baton Rouge), the state offers career education programs that prepare students to pursue certification in Airframe and Powerplant Maintenance and eventually perform scheduled aircraft maintenance, make repairs and conduct Federal Aviation Administration inspections.
And of course, if you’re not sure yet what direction you want to take your career, a number of Louisiana’s universities, including Louisiana State University (Baton
TO THE MOON AND BEYOND: A specialist at NASA’s Michoud Assembly Facility in New Orleans helps construct the Orion Space Capsule for the Artemis Moon and Mars exploration missions.
Rouge), the University of New Orleans, the University of Louisiana (Lafayette) and Tulane University, have science and engineering degree programs that can build a solid foundation for future aviation or aerospace pursuits.
Louisiana, with its variety of aviation and aerospace companies and education offerings, is one of the best places on earth to transform a passion for flight into a future that soars.
www.opportunitylouisiana.com
CLAIMING THEIR PLACE IN AEROSPACE: Students enrolled in Nunez Community College’s Aerospace Manufacturing Technology program tour the Michoud Assembly Facility.
AG Pilot: Nick Sabelhaus
Why did you choose crop dusting and aircraft maintenance as your profession?
AG PILOT
Well that’s a long story… It all started about ten years ago or so. It all started as a summer job. I started working at my local crop dusting service (Riceland Aviation) as a wing hop. As senior year in high school came around, I really wanted to be like all those guys we watched all day flying around. My boss at the time, Billy Precht, convinced my parents that if that’s what I really wanted I should go to A&P school. He explained the advantages. The first one being, you can work on your own equipment. The second was in case the flying deal didn’t work out, I would have something to fall back on. The third was the “man” one, which was to grow up a little as they called it. As I was in school I still worked two jobs and got my A&P license and then started flight school shortly after.
Do you have an agricultural background?
I’m from a farming town where if you get off the main drag in town, all that’s around you is rice fields and crawfish ponds. Neither of my parents family’s farmed but we had plenty of friends that we could call family that did. In high idle school and throughout high school, I would work on the farm and crawfish dock down the road from us. I still help on the farm today when we aren’t busy flying.
What pilot and mechanical training did you have to qualify as a pilot and an A&P mechanic?
During high school while working at Riceland, I gained a lot of work experience, so when I started at SOWELA Technical Community College in Lake Charles, I only had to attend the general and power plant portions of the school. I had gotten my airframe signed off from work experience.
Questions prepared by:
Major General Carl Schneider, U.S. Air Force (RET).
Dan Sillinger, A&P Instructor, Pilot, Baton Rouge Community College
Jacob Peed, Publisher, AviNation
Gary P. Flavin, U.S. Air Force Veteran
V. Carson Pearce, Aviation Director, Texas A&M University - Central Texas
When the flying started, I learned a lot from joy riding with anyone who would bring me to fly, so when I went to Ag Flight in Bainbridge, Georgia, I was quick to solo and get my licenses.
How did you finance your accomplishments?
Work. I’ve had a job since I was about ten, and I was taught a lot about saving money up for a time when you might need it. Between working and getting TOPS funding in high school I was able to pay for most of my technical school tuition.
Why do you think that most crop duster pilots are also A&P mechanics?
Most crop dusting operations are not at an airport. It is more efficient to be capable of doing things yourself if necessary. It is also good to have the knowledge and skills to quickly fix a problem on remote strips rather than going back to the home base to resolve the problem.
Do you work on your own aircraft?
It depends on the situation; for example, during the heat of the flying season when we run into a breakdown, I usually use it as a point to rest or grab a bite to eat while our full time mechanic, Donnie Legros, takes care of whatever needs to be fixed. On other days when it fogs or the rain won’t stop, when we are not able to fly, I usually try to make it a point to go around the airplane and fix those little problems that we have been putting off. Regardless of the situation, Donnie keeps me in good hands when there’s something I can’t do.
What came first, “the joy of being a mechanic” or “the love of flying”?
I would say the love of flying came first. Every year in October, Jennings Airport in Louisiana hosts an annual “Stearman’s Fly-in.” My mom puts on the event. When we were younger, my brothers and I would get to ride every year. It was something I would look forward to year round. There was something about looking at the world from a bird’s eye view that sparked my love for flying.
What do you enjoy more - turning wrenches or flying?
Did you ever think about going into the military?
I never really thought about joining. But if I was to, I would do just about anything to fly an A-10.
If crop dusting wasn’t an option for you, what do you think would be your next choice for a flying job?
That is a hard question to answer. Being a mechanic and being a pilot bring me two different kinds of happiness. The rewards of mechanic work come from the times you’re often elbows deep and blind trying to reach a bolt that you can only reach with the tips of your finger, but when you finish with the task you’ve worked hours to achieve, you can sit back and look at what you’ve accomplished.
To me flying is like a drug, it just pulls me in and I can’t get enough. When you take off with the first load of the day and break ground and just ease up into the calm sky you kind of just forget about all the bad things going on in the world and just take in the peacefulness and beauty of the world right in front of you. It’s a feeling that I don’t think many people have had the opportunity to experience. I would definitely say flying is my favorite.
Do you like to use your mechanical skills?
I don’t mind working on anything, especially if there’s no flying to do. Getting my A&P license has helped me connect the dots between how things function and troubleshooting when flying.
If crop dusting wasn’t an option I think I would like to try fire bombing or doing the bush pilot deal.
Why is it that other pilots consider crop duster’s, “Cowboys of the sky”?
We kind of have our own mindset, I guess. Hell, what we do I find normal. We takeoff in the direction of the field no matter if it’s downwind or not and we pull the airplane around right on the edge of a stall because we get paid when the product is coming out, not riding around. We don’t talk on radios for the most part because hell, at most airports we don’t have to or we just ain’t got around to working on that faulty radio. There’s lots of reasons why people look at us differently, but I can promise you we can fly the hell out of an airplane.
How many hours of sleep do you get?
All depends on the day. So during the season you can average around six hours or so. When running mosquito control a little less, depends if I can slip a nap in somewhere while waiting for a loader truck to get there or when weather catches you.
AG Pilot: Nick Sabelhaus
Do you enjoy the actual application details or are you just doing it for the flying?
I definitely like the application part. I like to think about any crops I’m passing over as my own. Ag pilots have a lot of pride in our work. We might be able to fly but we want to do a good job with the application when doing it.
Have you used a camera when you are flying?
What modern GPS nav aids do you use for crop dusting?
I’ve personally never used a camera when flying or applicating chemicals or fertilizer. To me I think it is a distraction. I say that because a lot of the guys that I’ve seen recording themselves are far more worried about how they look on camera than worrying about the job that they are doing.
Where do you want to fly?
I don’t do much flying for fun. If I was to choose where I want to fly I would like to crop dust in every state in the U.S. To see different country, different farming techniques and meet different local people.
So the navigation system we use when applying is the Satloc G4 unit. It shows a variety of different things like your swath, speed, altitude and position in the field and many other helpful options. But the Satloc isn’t the only kind of nav aid that the crop dusting world has, but it is the one that I seem to like the most. I would definitely say it’s way better than back in the day when they used to have guys that would stand on the edge of the field and hold flags to mark the next pass, also known as flaggers. The Satloc system makes the job way more accurate and easy on the pilot.
What is the demand in your area for crop dusting pilots and their pay?
So in the local area we have at least 10 different flying services in the tri parish area which if I had to guess would be over 20 airplanes, if not more. So yes I would definitely say that there is a high demand for ag pilots in our area. I think the cause of this is when the crops, which are mainly rice and crawfish, need to be sprayed or fertilized, it is a very short window to do so. Good thing is that even though there are a lot of airplanes working within such a close range, we all communicate very well and usually try to stay out of each other’s way. Most ag pilots work on a percentage of the job, which personally is a good thing because it makes you want to get out and get the work done. So when the gate isn’t open if the spray handle isn’t on you aren’t getting paid, that’s why you don’t see us messing around too often. But not all operations work the same way. Some places offer a yearly salary with an incentive on acres covered. But the flying world is a little different to other businesses; a lot of the pilots have their own customers, which to me means a lot. I find that
when a farmer wants to use a specific pilot, it holds a lot of meaning because that farmer trusts you to do a good job and tend to his crop.
What was your pathway to obtaining the tailwheel time for your AG license?
So the way I obtained my tailwheel endorsement was when I attended AG Flight. The majority of the airplanes they had at the school were Citabrias, which is a tailwheel airplane. This was nice because you started and finished most of your time in a tailwheel, excluding your high performance and retract ratings. I would definitely say that over 90 percent of my flying time is tailwheel.
Did you intern with anyone to learn the trade and how did you learn about safety and the chemicals you use in the field?
So I guess you could say I started as a wing hop at Riceland probably 10 years ago. A winghop is a guy that jumps on the wing and loads the fertilizer into the hopper. I definitely learned a lot by watching and listening to all the pilots talk in the morning while they were waiting for daylight to come to start work. But a lot of flying services offer a summer work program to get your foot in the door and learn about mixing chemicals, getting airplanes ready and just the general platform on how a flying service works. I think that I just hit the lottery when I started working here because I started at the bottom winghopping. I then became a mechanic and finally the chief pilot. Our boss has to give all loaders and mixers a class on chemical safety. But now that I have my commercial applicators license I just have to go once every three years to get recertified and learn about new laws and chemicals.
For the next generation, what do you now wish that you had learned earlier in your pilot training or understanding?
So for any aspiring ag pilots I would definitely say taking a summer work program at a flying service is the way to go. Mainly because you can be hands-on and working around airplanes. Also to make sure that’s the line of work you really want to do. I think these ag pilot schools could offer a lot more on pre flying knowledge. When I say that, I mean as in learning to figure loads, whether
it’s spray for fertilizer. How different winds affect the job and how drift can affect certain situations and a variety of different scenarios. I feel like I learned more in my first two weeks flying full time on all these little things than I learned in the time I was in flight school. You know some of these ag schools have great salesmen as I like to call it. I once heard they told a kid that they would have to get a wheelbarrow to haul all the money away after their first year flying, which isn’t true. It’s about like anything, you don’t just start out on the top. You’ve got to work your way there and be safe doing it, because it’s better to be doing it than looking down and wishing you were still doing it. To me earning something makes you way more appreciative than being handed it.
Being in Southwest Louisiana, what is your go-to favorite food?
I would definitely say my favorite food would be anything with rice in it. I mean rice goes with anything from beef to seafood. There’s nothing that accompanies food better. Don’t forget “Eat rice, potatoes make your butt big”.
What can you do to encourage other young men and women to consider an exciting career in aviation?
The best thing is to not be scared to go out and talk to people. Don’t be scared to go and try and get your foot in the door, even if it just starts as a simple wing hop or fuel guy at your local airport. You gotta work your way from the bottom to the top.
Mars Bound: Alyssa Carson
Alyssa Carson is someone who knows where she’s going, and that destination is Mars! At just 21 years-old, her accomplishments to date put her on track to achieving this feat. Her father recalls that Alyssa’s curiosity about space was sparked as a toddler watching an episode of Nickelodeon’s “Backyardigans” where cartoon animals went on an imaginary mission to Mars. Well Mars is very real to Alyssa and since then, she’s been working diligently to be a member of the first crew headed to earth’s neighboring planet. Alyssa is part of what some refer to as the Mars Generation.
For many, the traditional path to becoming an astronaut begins as a jet pilot. Alyssa’s path is different. Her journey began when she attended her first NASA Space Camp when she was just seven years old. To her, it was better than a trip to Disney World because she was around life-sized rockets and exposed to various aspects of space travel. It was also where she earned her call sign “Blueberry” for the off-color jumpsuit her dad bought her to wear to camp because she wanted to look like a real astronaut. Alyssa attended many more NASA-sponsored Space Camps around the world in which she learned robotics, rocketry, and numerous areas of space-related sciences. Alyssa shares that her family was not STEM-oriented. Raised by her father, she says “we didn’t sit at the dinner table talking about space.” As a young girl, she also took piano lessons, played soccer, and was a Girl Scout. When she was about 10 years old, she began speaking to organizations, like local Girl Scout troops, about her interest in space. Since then, those audiences have grown to thousands of people around the globe.
Project PoSSUM transitioned Alyssa to accredited scientific research. This non-profit, world-renowned organization touts that “it is not an Astronaut Experience; they do not train tourists!” At only 15, she was the youngest to attend and work alongside college graduates, scientists, and STEM professionals, who were all pursuing astronautic-related certifications to participate in real NASA-supported research. While still in high school, Alyssa obtained multiple professional certifications that enabled her to become a certified citizen-scientist astronaut. For example, one track was a Professional Certification in Bioastronautics with a concentration in IVA Space Suit Evaluation which means she is certified to test all kinds of space suits in many different environments including microgravity and high-G.
By Carol Cali
Alyssa attributes the support and mentorship she received as a very important part of her personal growth. It was at age nine at a Sally Ride event in New Orleans that Alyssa had the opportunity to meet Sandra Hall Magnus, a NASAAstronaut that flew on multiple STS missions, and someone she admired. During their conversation, Ms. Magnus shared that she too had a fascination with space at a young age. This was a moment of validation for Alyssa, because it gave her the confidence knowing that even at a young age, it was possible to pursue a dream of going to space.
Alyssa’s first general aviation flying experience was an EAA Young Eagles flight at a Ninety-Nines event that her father says she did not fare too well. Learning to fly was something she was reluctant about but knew it would prove to be very helpful in the future. As Alyssa describes it, “For my first lesson, I just hated it. I felt like everything was out of my control. The aircraft felt rigid. There was lots of turbulence. But with each lesson after that, I learned how to gain control and eventually I really began to like flying”. Alyssa earned her private pilot certificate at 18 years old and continues to fly when she has the time.
Currently a Junior attending the Florida Institute of Technology in Melbourne, Florida, Alyssa is pursuing a degree in Astrobiology which is a science about all space-related sciences. Her daily routine is no different than other college student. She stresses about exams, enjoys hanging out with friends, and catches as many
Ms.Carson said that her favorite Louisiana food is Crawfish Étouffée!
rocket launches as possible from her college apartment which is located just minutes from the beach on Florida’s Space Coast. She’s enjoying college because it’s become a place where she feels comfortable with peers that share similar interests. Her professors inspire her as well “because many of them are doing space-related research that is very complicated, so you have to work to keep up” she says.
Alyssa’s growing popularity in recent years both on the speaking circuit and across social media platforms has caught the attention of large international brands. Her Instagram and Facebook pages boast 545K and 206K followers respectively, which is quite a feat for a young scientist and aspiring astronaut. Brands such as Frito-Lay, Samsung, Bulgari, GAP, and most recently Sceye, are enabling her to share her voice and are providing opportunities to promote the importance of supporting girls’ participation in the STEM fields.
Working a timeline to be a member of the first manned flight to Mars in the 2030’s, Alyssa knows she still has a lot to accomplish. After earning her bachelor’s degree, she plans to head to France to earn a Masters of Space Studies from the International Space University. She is already fluent in four languages (English, Spanish, French and Mandarin).
Alyssa knows that she still must be accepted into NASA’s astronaut program which is a rigorous and selective process. NASA recently accepted its first class in 4 years this past December 2021. Competition was fierce with only 10 candidates chosen from a pool of 12,000 applicants.
Alyssa finds tremendous satisfaction meeting with young girls and encouraging them to pursue a career in STEM, and ultimately in space. She hopes by sharing her experiences that she can make a positive impact on them, just as the women she met when she was younger, impacted her.
There are two messages that Alyssa likes to share with anyone based on her experience so far. The first is that you don’t have to wait until college to pursue your interests. It’s better to figure it out early. And the second is to be open to different opportunities. “School teaches you basic things. In space, there are so many non-traditional career opportunities” she says. Alyssa has even written a children’s book, ‘So You Want to Be an Astronaut’ that reinforces this advice.
Who would Alyssa like to meet? “Elon Musk because he’s a cool dude” she says. Alyssa’s eyes light up when she says, “I’m in awe of what he’s accomplishing at
SpaceX because they keep breaking their own records and they are adding so much new thinking to the space industry.”
A flight to Mars is expected to be a six week journey if Alyssa’s prediction that the new generation plasma engines will be in place for the inaugural manned mission. If selected, she’s already planned what she’ll take with her. “Of course, I’ll bring some photos of family and friends. I want to bring a soccer ball. I like to play soccer and I think it would be fun. And I’ll also pack my Right Stuff Award that I earned at my very first NASA Space Camp when I was seven. It’s something small but it was the beginning of everything.”
By Kevin Lacey
In August of 2020, we received a private message on social media from a guy in Louisiana asking if we were interested in a Cessna 172. Heck yes, we are interested in a Cessna 172, but we have become somewhat cautious about committing ourselves to the unknown, especially if we have to travel six hours one way just to see what we are getting ourselves into.
We seem to get several offers a year by airport owners and operators to come clean out someone’s musty dusty hangar with the offer to keep anything we find inside, only to find very little, if anything of value to the Clube. Occasionally we find some good usable items but we usually end up disposing everything in a nearby dumpster or hauling it to the local city dump.
Before accepting the challenge, I asked for a few more details and a few pictures. The reply came back with a couple of pictures that were not very detailed, but just enough to get our interest up.
The airplane turned out to be a 1973 Cessna 172M with 1892 hours total time. It appeared that it was sitting in a field, mostly intact except for a few plastic fairings that were busted up or missing. A quick search of the airplane records with the FAA revealed that the airplane had been de-registered several years ago.
After deciding this might be a worthwhile adventure, all the Clube Members sat down to discuss the logistics of traveling six hours one-way to spend a couple of hours disassembling the 172 and loading it on a trailer and then driving six hours back with our new treasure.
The discussion began with “It’s only 210 nautical miles as the crow flies which is only about a two-hour flight,
but by road it’s a six-hour drive. We have airplanes, why don’t we just fly down there? That way we can do it in one day, and we can be home for Sunday.”
The young Clube Members do not understand the logistics or finances involved in hiring a truck and trailer to make the trip, but they made their case and arrangements were made to have a truck and trailer meet us at the airport in Louisiana.
Early on a Saturday morning, the young Clube Members saddled up all the airplanes and off we went. The gentleman giving us the airplane and our transport truck and trailer were at the Louisiana Airport waiting for us when we landed. The FBO loaned us their crew van and pretty soon we were on our way to see our newly found treasure.
After driving through town, we pulled off the highway for a 10 mile drive down a one lane dirt road. At the intersection we noticed an interesting looking old school bus. The hood was opened up and the inside was painted pink, the rest of the bus was painted up like an alligator. Turns out, this was the advertisement sign for a gator petting zoo called Gator Country Alligator Park.
It seems like everything we do turns out to be an adventure. After the long drive down the tree lined one lane dirt road, over the railroad tracks and the creek, we finally arrived at the farm.
What was not clearly depicted in the pictures that were sent was that this Cessna 172 is sitting sideways on a dilapidated trailer with flat tires. After a quick analysis of the situation, the young Clube Members
divided into groups and attacked the Cessna. One crew began the removal process of the wings while others went after the tailfeathers.
With work in process, I made my way over to the truck where the gentleman who was donating the airplane was still sitting and began to enquire just exactly how does a Cessna 172 find it’s way out here in the middle of nowhere, sitting sideways on a trailer.
He opens his door, reaches behind his seat, pulls out a wheelchair, places it on the ground by the truck and hops into it.
He then proceeds to explain that we are currently on his dad’s family farm. He also says that the land across from the gator petting zoo was his mom’s family farm where he grew up with both his parents. His dad bought the Cessna in 1991 and after clearing trees for a runway and making room in the barn, he began flying the airplane from the farm.
He goes on to explain that the airplane has not flown since around 2001 and somewhere around 2010, mom and dad began having issues that resulted in a divorce. In the divorce decree, the Judge gave dad until a certain date to remove all his stuff from mom’s family farm, otherwise all his belongings would become hers. In 2011, the FAA de-registered the aircraft because they failed to comply with the 3-year re-registration.
Determined not to let mom have the airplane, in early 2015 dad and his son began feverishly trying to get the airplane ready for a short flight in order to beat the deadline set by the judge. Frustrated that they were not able to get the engine to run properly, on the very last day, they hoisted the complete intact airplane up onto a trailer with a front-end loader, complete with the wings and tail still attached.
Then, with a couple of guys on each side of the truck armed with chainsaws they towed the 172 down the 10 miles of one lane dirt road, over the railroad tracks and through the creek
to dad’s farm. When they got there, they unhitched the trailer, jumped back in the truck and left. And that is where the airplane sat for the next five years. Unfortunately, they left the log books at mom’s house and they were never to be seen again.
The plan was that dad and his son, together with the grandkids were going to fix the airplane up as a family project and have fun together with it. Unfortunately, a year or so later, the son was out with his friends one night when he bounced out of the back of a pick-up truck and ended up in a wheelchair, paralyzed from the waist down.
The following year, dad passed away, so as he watched the fungus and mold generated by the Louisiana swamp land grow on the airplane, he decided that the airplane needed to go to someone that would make good use of it, and that is when he contacted the Tango Thirty One Aero Clube.
It only took the young Clube Members a few hours to disassemble the 172 and get the fuselage off the trailer and loaded on the trailer that would transport it to Aero Country. We got the Aircraft Bill of Sale and a few other supporting documents signed and taken care of and with about an hour to go before sunset, we were all back in the airplanes headed home.
The next Clube gathering was spent unloading the trailer, pressure washing and scrubbing every piece as it came off the trailer. Much to our surprise, under all that green fungus and black mold was a pretty clean airframe. There was no hail damage and there only appeared to be a few light spots of surface corrosion. The wings were stored on a wing dolly and the fuselage was stashed in the corner.
It would be a few months before the Clube Members could get back to
the SwampHawk project because they were deeply involved in the restoration of 35Ugly with fresh paint and a newly overhauled engine when the opportunity to acquire the 172 came up.
Once they were finished with 35Ugly and she was back in service, it was time to focus on the SwampHawk with the goal of flying it to AirVenture 2022. Paint stripping seems to always be on the workscope around here, so that is where it began. With the fuselage all stripped down the Clube Members removed the landing gear for inspection and painting, all the windows and windshields were replaced and the instrument panel was removed. The fuel selector valve and gascolator were removed, cleaned, inspected, re-sealed and re-installed.
The engine was torn down and the parts were sent to Aircraft Specialties Services and Crankcase Services in Tulsa where they were inspected, serviced and re-certified.
While waiting on the engine parts to return, the fuselage was being cleaned up in preparation for a good coat of primer, when one of the young Clube Members crawled out of the tail cone and claimed that they had cleaned the inside of the fuselage the best they can but the Louisiana dirt just would not come up. Upon closer inspection, the belly skin and the bulkhead just below the rear window and the avionics shelf were corroded to the point that no amount of treatment would cure it.
The next couple of months consisted of Clube Members learning how to drill rivets as the belly skin was removed. We traveled to Air Salvage of Dallas and found a donor fuselage that had good stringers and the bulkhead that we needed. After a few rivet driving classes, the SwampHawk was being riveted back together. Shortly thereafter, the tailfeathers and the fuselage were acid washed, alodined, and a coat of corrosion resistant primer was applied.
With the fuselage all primed up, and several boxes of freshly certified engine parts sitting on the bench,
the young Clube Members were ready to put the knowledge they gained at the Lycoming Engine building class at AirVenture 2021 to good use.
With some help with cylinders and bearings from our friends at Superior AirParts, the Clube Members began building their Lycoming O-320-E2D with the Ram 160 HP upgrade. Everyone had a chance to put something together on the engine. The engine mount was then installed on the airframe and the engine was hung in place. A new set of engine baffles was fitted and trimmed along with the installation of a Marvel Schebler carburetor from our friends at Tempest. Hartzell Engine Technologies sent us a Sky-Tec Starter and a Plane Power Alternator which pretty much rounded out the engine installation.
Currently, the Clube Members are waiting for more suitable weather to shoot a base coat of white paint on the fuselage and tailfeathers. With the base coat of white paint applied, all new flight cables will be installed along with new pulleys.
By the time this article hits the press, the engine will have been removed from the SwampHawk and taken to Barrett Performance Engines in Tulsa Oklahoma where the Clube Members will run the engine in the test cell.
The Instrument panel will be completely redone with a PS Engineering PMA8000 Audio Panel, an Avidyne IFD 540 and a certified Dynon SkyView HDX system complete with autopilot. The young Clube Members are pretty excited as this will be their Commercial and Instrument training platform.
They are also looking forward to showing off their work at AirVenture 2022.
The Tango Thirty One Aero Clube is a 501(c)3 non-profit youth oriented flying club run by an all-volunteer staff based at Aero Country Airport in McKinney Texas. You can follow the SwamHawk progress on FaceBook @t31aeroclube or on their webpage www.t31aeroclube.com.
PATHWAY : Ethan Coll
Vroom! I looked up from the car I was cleaning to see the airplane that was flying overhead. It was a Cessna 172 with the sun reflecting off its wings, immediately bringing back memories of how my voyage in aviation started.
Unlike a lot of fellow aviators, I am a first-generation pilot. It all started on my fifteenth birthday when I was given an airplane ride in a friend’s seaplane. After that flight, I was hooked, but I didn’t have any way of paying for flight instruction. After all, I was a fifteen- year-old in high school! No one told me that I couldn’t become a pilot at that age, so I spent half the money I had ($150) on my first hour of flight instruction and the other half on some car-detailing supplies. I started a mobile detailing business and mainly detailed cars for friends and family to pay for my flight training. Also, I cut grass, pulled weeds, cleaned gutters, pressure-washed driveways, doing anything I could do to earn money for flight training. Was it easy? NO! But, my passion to fly drove me to have discipline and work hard. On my sixteenth birthday, all the hard work paid off when I soloed in Cessna N64228 on grass runway 36 at Eagles Nest Aerodrome (FD44).
The following year was slow for me as I worked toward my check-ride and finished high school. There were times when I felt like quitting, but had to remember that slow, steady progress is better than fast, daily excuses. On my seventeenth birthday, I took my check-ride and
With my goal of becoming a pilot reached, I decided to take a break from flight training so l could focus on finishing high school well. At the same time, a friend started encouraging me to think about building my own airplane. The thought had never crossed my mind because I thought a person had to be a mechanic to build an airplane. After doing some research, I realized that the average person can build an airplane if he or she has above-average determination. I looked for airplane designs that would fit my needs, and eventually decided on building the Affordaplane, a scratch-built, high-wing, tail-wheel airplane that can be built as an ultralight or as an experimental aircraft. The bolt-together design had no welding requirements, which was important to me as a novice builder.
In the summer of 2021, I was able to take the first steps of the project that I named “Raising Wings”. I had a good working space, most of the tools that I needed, and enough materials to frame the fuselage. I started a website fundraiser and Facebook page to document my build so that people could follow its progress. In the months following my graduation from high school, I had the opportunity to expand my business as I continued to work toward building the airplane.
Sadly, before I could start the project, the friend that had inspired me passed away after a long fight with cancer, leaving me to dedicate the project to his memory. Even though he left a big gap in our community, there have been others that joined to support my vision. It was during that time period that Young Aviators of America asked me to become their Vice President of Business Development. As this promising non-profit takes off, I am excited to be on board to encourage youth in flight!
For the young person who wants to get into the world of aviation, here are some key thoughts from my journey:
Time, Passion, and Relationships
A flight instructor once told me the three things you need to succeed in aviation are Time, Passion, and Relationships: NOT MONEY. I have remembered this as I worked toward my aviation goals. Money IS important, don’t get me wrong, but don’t focus on it. When you focus on these three things, I think you will find, as l have, that your dreams start becoming a reality!
Discipline equals freedom
Always remember that dreams don’t come true by just thinking about them. We must be disciplined in our day-to-day lives. This means working when your friends are partying on the weekend, studying all night for that written exam, and doing odd jobs for people. It WILL pay off!
Never quit!
It is not easy! The path to your aviation goals is a hard one! When it gets challenging, as it will, don’t quit! If you fail a test, get back up and try again! We must always work with the end in mind. In my detailing work, when I clean a car, I try not to think of it as just making money, but as one step closer to finishing my airplane.
Get after it!
That airplane isn’t going to build itself! Your pilot certificate isn’t going to simply appear one day in your wallet! It takes consistent action to move forward.
I hope my story has been an inspiration to you. Please follow my project as I try to give weekly motivation to keep us moving forward toward our goals!
How I Made it to “The Show”: THE ROAD LESS TRAVELED
I have had the honor and privilege to be a professional aviator for 40 years, it is all I ever wanted to do. I do not have 20/20 vision and had been told multiple times that I would never make it. Yet here I am a little over a year from mandatory retirement from a U.S. major airline at age 65 and trying to see what the next chapter in my aviation career looks like. I am living proof that if you want something bad enough, you will make it happen. I did it, and so can you.
When I was in fourth grade, we were studying flight and our science book had an extra credit assignment: talk to a pilot and ask them various questions about the topics in the chapter. Pretty jazzed, I took the book home and asked my mom where we could find a pilot to talk to in our hometown of Omaha, Nebraska. She called United Airlines at Eppley Airfield in Omaha, and they told her to come down the next Saturday afternoon and that they would have someone for me to talk to. Waiting in the operations office with my sheet of questions, a DC-6 crew walked in the door from the ramp and came right over to me. The Captain introduced himself, the First Officer, and the Flight Engineer and asked if I was Don. He said that he understood that I was working on a science project, and the three of them would sit there and answer every question I had. I am positive they had no idea the impact that a few minutes of their time had on a kid in Omaha, Nebraska on a rainy Saturday afternoon. Never underestimate the potential of spending a couple of minutes talking with someone.
In my sophomore year in high school, we had a science elective called Aerospace 1, which was private ground school. The teacher, Anders Christensen, was also a flight instructor and would sign you off to take the private written exam if you passed the course. The class had an optional flight where a student would plan and fly one leg of a triangle in a C-172 with Mr. Christensen and two other students. That was all it took. Near the end of the semester, I asked Mr. Christensen where I could study aviation in college, and he told me about the aviation program at the University of North Dakota. My dad and I visited UND the following summer and I knew then that I was on my way to Grand Forks after high school.
During enrollment for classes the summer before my first year at UND, an Air Force Captain was making the rounds among the incoming first-year students to encourage them to sign up for Air Force ROTC. I told him that I was going to major in aviation, and he advised me to consider something else because “…you will never make it because you wear glasses.” My dad was sitting next to me and smiled, the Captain had no idea to whom he was talking. I graduated from UND in 1980 with a degree in Aviation Administration, a commercial/instrument/multi, a CFII, and about 1300 flight hours.
I have had the honor of serving my country in the United States Navy and Naval Reserve as an F-14 Radar Intercept Officer (RIO). I was a Naval Flight Officer (NFO) because I did not have 20/20 vision and thus did not meet the physical requirements to be a Navy Pilot. I continued to fly on the civilian
Captain Donald E. Lyle, Southwest Airlines
side while on active duty when a Navy friend and I bought a Cherokee 140. My time in the Navy did afford me the opportunity to fly a host of tactical jet simulators which I could log as simulator time in my civilian logbook, practice carrier landings, and keep my instrument skills sharp. Upon leaving active duty, I joined the Naval Reserve and continued to fly the F-14 in the Dallas-Fort Worth area while beginning my civilian airline career with Atlantic Southeast Airlines, a Delta Connection regional carrier.
The major airlines (or The Show as we referred to them at the regionals) began to interview and hire in the mid to late 1990s and I applied and interviewed at several of them. I still have the rejection letter from Delta Airlines thanking me for interviewing, but they could not hire me because I was not 20/20. I had applied at Southwest Airlines during one of the brief “windows” in 1997 when they would accept applications. At the time Southwest was the hardest major job to get because their minimums were so high, and you had to have a B-737 type rating just to interview. I had the type and three times their minimums, I figured they had to at least call me. They did and they explained that it was how a person fit into the Company culture that was important, not whether you wore glasses or not. In June 1997 I got the call that changed my life:
Southwest Airlines had a new-hire class date for me, and I was headed to The Show.
What have I learned in taking the road less traveled? First, there are those all the way up the aviation ladder that will tell you that you will never make it. This is usually because they are not going to advance from their present position for whatever reason. Use these negatives as motivation to keep moving forward. Second, if you do not genuinely believe you can make it, you cannot convince someone else you can. This is especially important in an interview where they are trying to get to know you. Third, look for opportunities in every situation. It may not be the ideal position you want, but you can still learn something. This is an exciting time to be considering a career in aviation, author your story.
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Going to FAPA was one of the best investments in my life and it prepared me for airline interviews and helped me stay one foot ahead of the game giving me amazing odds at getting hired. After graduating from FAPA, I received an offer to start training 3 weeks later! Hard work and dedication does pay off! I am excited to fly! Flight Attendant life here I comer - Alexis G.
My Name is Scott Lutte, one of two 2019 Flying Musicians Association Solo Scholarship recipients, and I am currently a student at the University of Nebraska at Omaha majoring in professional flight here at their Aviation Institute. I was born and raised in Montgomery, Texas and moved to Nebraska for school.
Since I am a third-generation pilot in my family, I have been flying since before I can remember and it was always my favorite thing to do. When I was younger, I always had an ongoing battle with motion sickness every time I went flying in GA airplanes, but that never stopped me. Flying was always the coolest thing I could ever dream of doing, but it didn’t become a reality until I went to college and pursued my dreams.
Thankfully, the great team at the Flying Musicians Association allowed me to take my first step into flight training by paying for my training until my first solo and showed me the support and camaraderie of the flying community. In my first semester of college, I flew my first solo flight. This was single-handedly the most extraordinary thing I had ever done in life and, at the same time, the scariest. There I was, 18 years old, 1000 feet AGL in a left downwind, tightening my seatbelt in fear of the hardest landing in my life. But of course, everything went smoothly and I continued on with my training.
Because of the pandemics’ initial outbreak, I was forced to go home and quit flight training when only weeks away from my check ride. It was a long summer without
FMA UPDATE: Scott Lutte
flying any 172’s that were twice, some three, times my age. Nevertheless, I finished up the rest of my training on July 31st of 2020, and earned my Private Pilot License. Needless to say, I was very excited. All my life, I had been looking forward to that moment.
From there, I took the rest of August off until school started and then began my instrument training. After waiting several months for an instrument instructor, I began instrument training in late October of 2020. Through countless below-freezing pre-flights and ILS approaches, I eventually earned my instrument rating in May of 2021. I immediately jumped into commercial training. My goal was to complete my commercial certificate by the beginning of school in late August.
Flying every day, sometimes even twice, I managed to rack up 100 hours in one summer, and the heftiest rental bill I had ever seen. When school started back up in August, I decided to try to push myself and graduate in May of 2022. This meant I would have to take several senior-level aviation classes which were, by no means, easy. Because of this, my flight training was put on pause as I was swamped with homework. I had gone from flying every day to barely flying once a month.
The shining light of last summer (2021) was being selected to perform Taps at the EAA Memorial Wall Ceremony during AirVenture 2021. An FMA member is selected each year to perform this ceremonial duty. Thank you FMA and EAA for the honor.
Come winter break, I was ready to get back in the saddle and finish what I had started. It took me a while to knock the rust off and get back into the swing of things, but now I have my knowledge test completed, a check ride scheduled, and a mountain of books to read through before my practical and oral exam.
As part of Part 141 commercial training, I am required to do what we call a “long cross-country”. This is a flight that consists of one 250nm leg with no stops in between and then stopping at two other airports. All of this is done solo as well. For my cross country I flew down to Stearman field in Wichita, Kansas. I started at KCBF and flew down to KWLD, then to 3AU, and finally stopped at 1K1 for some dinner before heading back to KCBF. In case you don’t know about 1K1, it is an airport with a restaurant right on the field. In my opinion, it is the best on-airport restaurant in the Midwest. Everything is pilot-themed and the service/ food is phenomenal. I logged a total of 4.8 hours that day and it was a blast!
I would also like to add that I’m nearing the end of my commercial training as I have my check ride scheduled for early Spring. The one thing I tend to struggle with is the power-off 180, so if any of you have any advice, I’m all ears!
Over my winter break from school, I also went down to St. Augustine, Florida, and got my spin endorsement with Patty Wagstaff. This was arguably the coolest flying experience I’ve ever had in my life as I got to not only fly an Extra 300L but also fly it with Patty
Wagstaff. I also had upset recovery training that day with Spencer Suderman in a Super Decathlon. For that flight, I learned how to do aileron rolls, recover from different flight attitudes, and even did a loop! (but by the time we did loops I was ready to get back on the ground). It was VERY beneficial to my confidence in the airplane. Now, I feel like I can recover from just about anything in an airplane. If you are thinking about doing upset recovery training or aerobatic training, I highly recommend going to Patty.
Still to this day, I have that same passion I had as a kid flying, and that same feeling every time I rotate at 55 knots. Like most pilots, I’m grinning every time I’m up in the air and can’t wait to fire up the old 172 again when we land and shut down.
The Triple Tree Aerodrome is proud to announce the newest event to our famous General Aviation Fly-Ins, the Inaugural Uncle John’s Fly-in. This new fly-in is named in honor of our most senior volunteer, “Uncle” John Hartness, and will be held on April 1-3, 2022. Uncle John is 98 years young and still actively flies our Ultralight. On his 100th Birthday, his goal is to fly his Mooney to 100 cities!
2022 Young Aviator’s Fly-In
Triple Tree Aerodrome and the Young Aviator’s Council welcomes all aspiring, young, present aviators and supporters of the cause to enjoy the fun, fellowship, and hospitality the event has in store. The weekendlong retreat will take place Friday, June 10th through Sunday, June 12th at Triple Tree Aerodrome in Woodruff, South Carolina. We invite all to drive-in, or fly-in, pitch a tent and enjoy a weekend of excitement and opportunity. For more information regarding the Young Aviator’s Fly-In, including updates, registration, and facility information, please visit www.tta.aero.
For the more seasoned aviators in the crowd, there are few pleasures we’ve all come to love and appreciate that are uniquely aviation. Whether it be the one-hundred-dollar hamburger we all rave about, the local flying club’s fly-in pancake breakfast, or even taking a friend or neighbor up for the first time, there are two simple terms we can reduce our delights to: fun, fellowship, and hospitality.
Though, with our great passions, we’re assigned great responsibilities. We’ve indulged in a pastime and profession too great to pass on. As pilots, mechanics, and all who fall under the umbrella of aviation, we’ve been assigned the duty and privilege to share our passions with the next generation of aviators and make available the tools, resources, and opportunities for them to succeed at following in our footsteps.
Luckily, if you make your way to the outskirts of Greenville, South Carolina, you’ll see that. For the third year, Triple Tree Aerodrome will be hosting the Young Aviator’s Fly-In to welcome the next generation of aviators to partake in the fun and fellowship we uphold in our small community.
Those who’ve had the opportunity to make the pilgrimage to Triple Tree have been able to appreciate the 400-acre plot of land that lives up to its reputation as a pilot’s paradise. From the nearly mile-and-a-half long grass runway to the world-class radio control flightlines, Triple Tree has something for every aviation enthusiast. Whether it be a hangar with iconic aircraft such as a Spartan Executive and a P-51 Mustang, or the patios where thousands have gathered to share stories of adventure, Triple Tree has much to offer the next generation of aviators.
There’s a tangible desire from the travelers of the world for us to pass the passion and love for flight onto the next generation. The prospect of the long-discussed pilot shortage has now become recognized by
a multitude of commercial operators. Beyond pilots, there are myriad other positions that have become hard to fill with passionate professionals. Mechanics, air traffic controllers, dispatchers, and engineers are only a small portion of the struggling professions in the industry. Often not mentioned is with the rapid growth of technology developed by private space companies such as SpaceX and Blue Origin. The demand for aerospace professionals is soon to grow exponentially.
The need to spark interest and offer opportunity for young individuals is greater now than ever. That’s the priority of the Young Aviator’s Fly-In. The three-day long event typically takes place across a weekend in mid-June; perfect for a summer road-trip or fly-in camping retreat. Students, industry professionals, and those still in the early stages of their career begin to make their way to Triple Tree’s grounds both by land and air – coming from across the Southeastern United States.
On Friday afternoon, attendees are typically busy pitching tents, unrolling sleeping bags, and gathering all the necessary camp provisions together. As the sun begins to dip below the tree line, everyone begins to make their way up the hill that lines Triple Tree’s 7000-foot grass strip. Atop this hill lies Triple Tree’s collection of buildings including the hangar, the learning center, the maintenance hangar, and the restoration shop. All begin to gather and find familiar faces and make new friends. Just as important in establishing and maintaining those friendships is availing oneself of professional connections. You never know, the friends you made while roasting smores may just be the flight crew on your commuting leg.
After a lengthy night gathered together and braving the wilderness of the pristine campground, the next big congregation tends to be at breakfast, preparing for a day of Young Eagle’s flights, educational seminars, networking opportunities, and guest speakers that aviators of all ages could enjoy. Throughout the day, spectators are treated to arrivals and departures from a plethora of aircraft. The runway, geographically centered on Triple Tree’s grounds, offers everyone a great view of departures and landing regardless of your vantage point.
This year, individuals who’ve shaped the industry, representatives from major companies, and some younger aviators have offered to share their insight to those who aspire to follow in their footsteps. Through educational forums and presentations, students and professionals alike can engage and learn from each other. By establishing a connection between those who presently have a hand in the industry, and those
looking to get their foot in the door, the fly-in serves as a forum for the direction of the industry to evolve from both directions.
During the fly-in, Triple Tree provides the hospitality and resources to provide first flights through the Experimental Aircraft Association’s Young Eagles Program. Through the generosity of volunteers and the organization of EAA’s resources, students ages 8 through 17 can take their first ride in an airplane, free of charge. While not all of us remember our very first flight, the impact that it left is felt every day. This first flight is often the cornerstone of many aviation careers – an experience that should be curated with care and support. With millions of students taking Young Eagle flights, the success of the program is unmatched, and its imprint is immeasurable. At the end of the flight, students receive a logbook and a code to access an online ground school course to begin their journey towards earning their Private Pilot Certificate.
Saturday night’s activities typically conclude back at the main hangar with a group dinner and a variety of speakers, activities and a evening meal. Lots of laughs and lots of cheers are sure to be heard in this great final gathering. As the day ends and all begin to retreat in preparation for their departures, a sense of camaraderie and fellowship is hard to ignore.
As exciting and informative as the events of the weekend have been, there’s a hidden purpose behind it all: a shared experience. No matter who you are, what you know, or how you learn, you’re bound to take something from the demonstrations and assemblies of the event. By learning together, we’re able to build off each other through the insight and inquisitions offered by those around us. The thoughts and passions shared by others often pique our interest and give us reasons to converse and come together. Through these conversations we begin to learn from each other and establish relationships on both a personal and professional level.
The aviation industry, while young relative to many technologies, still has many roots tied to its founding. One of those roots being the concepts of respect and professionalism. While professionalism is one of the keys to success in aviation, personal relationships and enjoyments should be held to an equal regard. Although broad in nature, anyone in the industry can tell you just how small this world is, and how important our various contacts can be.
Being a well-rounded individual requires any up-and-coming aviators to maintain both their professional and personal relationships with one another – a mindset Triple Tree endeavors to promote
BY AUSTIN R. BANTTARI
through the fly-in weekend. Furthermore, when an individual’s work is incentivized by their personal motivation, positive results are sure to follow.
In the same way the companies who attend the Young Aviator’s Fly-In have an opportunity to learn from their next generation of prospective employees and clients, attendees have the same important opportunity. Triple Tree’s organizers are similarly granted the same potential for development.
One of the many things that makes the Young Aviator’s Fly-In unique is that the event is planned, organized, and executed by Triple Tree Aerodrome’s Young Aviators Council – a board composed of aviation professionals under the age of 25. The Young Aviators Council is made up of nearly a dozen young professionals (“YoPros”) from across the Southeast United States who demonstrate a proven passion for and involvement in aviation. Current council members hold careers in myriad essential facets of the industry including organizing for aviation advocacy groups, maintaining aircraft used in firefighting, leading communications to better connect the public with the industry, and operating aircraft for private companies.
The council faces a bounty of challenges when organizing the event. For example, one of the greatest treasures of the Young Aviator’s Council is that the diverse group is spread across a wide geographic region to ensure that all facets of the industry are adequately represented. While this diversification of resources is important, it also creates a potential roadblock when communicating between members who are organizing the event. However, the Council has found unique ways to continue the lines of communication for a successful event. Another inescapable challenge that the council has faced this year involves the ongoing Coronavirus Pandemic. The 2022 Young Aviator’s Fly-In is the third occurrence of the annual event, with the inaugural event held in 2018. After a successful fly-in in 2019, the events slated for 2020 and 2021 were both understandably postponed.
With the encouragement of those within the local, regional, and national aviation communities, Triple Tree is proud to confirm that all plans for the 2022 Young Aviator’s Fly-In are full steam ahead!
For more information regarding Triple Tree Aerodrome’s year-round calendar of events – such as the flagship Triple Tree Fly-In or the world-renowned Joe Nall radio control week – connect with Triple Tree Aerodrome on Facebook, Instagram, or online at www.tta.aero.com.
Triple Tree Young Aviators- Council Member
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