Captain Sully to lead the FAA????

Interesting video on the idea of captain Chesley Sullenberger to take the helm after Babbitt steps down and more. Watch the Video

Travel Season & the TSA!!!

With the holiday travel season for 2011 in full swing I thought it fitting to revisit our beloved Transportation Security Administration.

    This holiday season the TSA is helping all travelers feel all warm and fuzzy by warning them to leave their presents unwrapped. If you wrap your gifts before you travel TSA's little helpers (airport screeners) will tear them open, surely putting the kibosh on any holiday cheer you may have had prior to trying to board a flight. Of course this advice seems like a no-brainer for some (whom have one), however others thought it wise to attempt passing a gift wrapped package at Los Angeles International Airport and screeners found 35 pounds of marijuana. Can you say hand cuffs???

Just in time for the holidays Detroit and three other airports are testing a new program the TSA calls "pre-check." The "pre-check" will allow about 280,000 passengers to cruise through checkpoints at Miami, Dallas, Detroit and Atlanta airports. However this program is not for everyone, you have to meet certain TSA guidelines to be invited. The passengers who are invited are verified through a TSA screening process. Approved People who are currently using the system were asked what they thought about it commented that they felt guilty about the dirty looks they got from other people standing in the standard security line. 

The TSA is testing another program in Detroit, based on watching behavior. Passengers at one gate are asked some questions as the TSA checks boarding passes and IDs. Some are calling the interviews "chat downs." The "Chat Down" is close but not as intense a behavioral system being used by Israeli airport security and has led to arrest at Detroit Metro. TSA agents are specially trained to recognize certain behavioral ticks that an individual gives that raise the attention of security.

Some more actual good news about the TSA, complaints are down 59 percent from May 2004! In September they dipped to 1,418, the lowest since record-keeping began seven years ago. This article states that "Complaints are probably down because the agency finally gets that a targeted, intelligence-based approach is best". Hopefully for holiday travelers, this will be a trend through the new year, and the statistics will remain flat. We can only hope.

Another subject worth discussing is the potential health effects of full body scanners. TSA chief John Pistole has changed his mind about having an outside study conducted on scanners used to screen passengers. His new perspective comes from a draft from the Inspector General of Homeland Security that confirms the scanners are safe for all passengers. The scanners also known as back-scatters have been banned in the European Union because they may be linked to cancer. Tough to know what to believe anymore. My thoughts are to proceed at you own risk. I wonder who is doing more damage to the airline industry, the possibility of another terror attack or the TSA???

Craig Fuller

Click Picture for the Forbes bio of Craig Fuller

For General Aviation, the Aircraft Owners and Pilots Association (AOPA) is like a big brother protecting the rights of its members. With a vast amount of products and services all intended to help everyday pilots stay safe and informed. At the helm of this association is a man whom is only the fourth person to hold this position since AOPA was founded in 1939 his name is Craig Fuller. Fuller became the President and CEO of AOPA on January 1, 2009. If you are a pilot, being a member of AOPA will enhance your investment in flying and in aviation.

AOPA is the largest General Aviation membership organization in the world with more than 416,000 individual members. AOPA publishes the largest General Aviation magazine, operates the largest General Aviation insurance company and utilizes the internet with the largest General Aviation electronic publications and interactive courses for members to keep up on aviation skill and knowledge.

Although his roll as the president is to lead the organization, it is clear that his interest in aviation has made performing the duties of his position seem like a passion rather than an occupation. His drive to  educate the general public about aviation, dismay the negative image that the recent economic downturn has painted, and to keep General Aviation accessible and affordable are accomplishments all pilots are gaining an advantage from.  

Fuller has been instrumental in abolishing user fees in the past and is fully engaged in the fight again. With his background in politics as the assistant to President Reagan for Cabinet Affairs (1981-85) and chief of staff to Vice President Bush (1985-89) Fuller has the knowledge and experience to represent his members in the fight in the political arena. Recently Senator Ben Nelson and Senator Mark Begich spoke about the harm user fees will cause in this video. Fuller's influence in putting a stop to the current user fee battle I believe will be recognized as a powerful factor.

Another landmark fight that Fuller is engaged in is to stop Lightsquared from launching a system that will interfere with GPS accuracy and render some GPS units unusable. In this video Mr. Fuller shows how his experience in a political setting testifying in front of Congress, his knowledge of aviation and of the subject at hand is why he is a great choice to have in General Aviation's corner. 

Craig Fuller is in my opinion a great advocate for General Aviation, and his ability to write and deliver messages in a fashion that gets the attention of the people who are decision makers in the industry is formidable. It is for this reason that Fuller is an influential member of the aviation industry.

China's Airline Frontier

China's 2010 growth predictions have come up short in 2011. The downturn on air travel and cargo has been affected by reduced global and domestic demand. The 8% growth in both domestic and international air travel were lower than the 13% growth predicted by the Chinese news. The slowdown in demand for international and domestic passenger and cargo flights sets the stage for reduced demand for aircraft manufacturers. This slowdown will be felt by more than just the manufacturers, suppliers from all over the globe will also feel the slowdown from reduced orders for new aircraft. "State-run carrier China Eastern Airlines said this week that it had foregone an order for 24 Boeing 787 Dreamliners in favour of 45 737 planes, following delays in delivery of the ultra-modern Dreamliners". This news is obviously not good for China as it had hopes to continue the aviation boom it had over the last year. 

In this article Airbus Chief Operating Officer John Leahy said that by the year 2030 in the aviation market China will be the second largest in the world only after the United States. Also as stated by John Leahy that new competition is good for the industry and is welcome. It is note worthy that China will be affecting the global aviation industry and should not be underestimated by competitors, and although China is currently experiencing a slump in the aviation sector the future looks promising. 

The aviation industry in China will continue to grow and will eventually be giving the US a run for their money. According to officials at Boeing China's air fleet will triple by the year 2030, siting a value of around $600 billion US dollars in potential new aircraft sales, and creating the demand for 70,000 pilots. All this news points to strong career potential for aviation professionals in China and across the globe for the years to come. 

Pentastar Aviation

Pentastar Aviation has been in operation for over 45 years providing corporate air travel services and managing fleets of corporate aircraft and helicopters. Pentastar Aviation was established in 1964 as Chrysler Air Transportation for the Chrysler Corporation based at Willow Run Airport in Ypsilanti, Michigan. Throughout the years Pentastar expanded their business to include a wide range of products and services, including aircraft management, maintenance and avionics services, air medical transport services, aircraft brokerage services and charter services. Pentastar is based at two U.S. locations, one at Oakland County
International Airport (KPTK) in Michigan and one at Van Nuys Airport (KVNY) in California.

Pentastar Aviation operates many different aircraft to meet a wide range of customer needs. Currently Pentastar Aviation operates the following:

• Beech 400A
• Citation Ultra, Bravo, XL,XLS, X, Sovereign,
• Hawker 400XP, 800/800XP
• Learjet 35, 45, 55/60
• F-50
• Challenger 600-400
• Falcon 2000
• Gulfstream G550, G450/400, G200, GIV, GIV, SP, GV
• Bombardier Global Express
• Beechcraft King Air
• SAAB 340

Pentastar has many flight options, service levels, and destinations, from as close as Chicago or Mackinac Island to Paris or Cabo.
All aircraft provided for charter are operated by Pentastar Aviation Charter, Inc., a U.S. FAR Part 135 on-demand air carrier, or by other U.S. FAR Part 135 certificated on-demand air carriers arranged by Pentastar Aviation, LLC.  Pentastar also operates under part 91, and 125 which is less restrictive than part 121.

At the time of writing this post Pentastar has a Pilot position flying a SAAB 340 in Chicago posted on their career page. Pilot's interested in this position must have the following

• ATP certificate with at least one jet type rating
• Minimum of 4,000 hours Total Flight Time
• Minimum of 100 hours in at least one of the following aircraft preferred:
• Gulfstream IV, V
• Falcon 2000
• Lear 45 or 60 series
• Challenger 601 or 604
• Sovereign CE-680
• Cessna Encore 560
• Bachelor's degree preferred
• International experience preferred
• Ability to manage a changing work schedule
• Applicants must be able to obtain and maintain FAA First Class Medical certification

A Pilot for Pentastar Aviation can expect to fly about 500 hours per year with extensive international travel and can expect to average about 100 overnights each year.

Pentastar Aviation has a long list of management solutions for businesses. These services include Aircraft Management, Charter Management, Flight Operations, Maintenance, and Medical Transport,  There are several positions posted that fall under management ranging from sales to maintenance. The skills required for a management sales position are:

• BA/BS in Business or a related field
• Demonstrated understanding of the aircraft management industry
• 4 or more years of experience in aircraft management & charter management sales
• Demonstrated success in building, maintaining & developing an established territory and client base in the jet aircraft management sector
• Outstanding written and verbal communication skills

Position responsibility overview,

"This candidate will expand Pentastar’s Aircraft Management Services business through proactive lead generation selling techniques by managing customer databases, contact lists and sales campaign processes to create business opportunities. This person will also participate in industry activities to professionally represent Pentastar to obtain market intelligence. The successful candidate will maintain & develop industry contacts, influencers and decision makers to enhance the Pentastar image and improve sales. He /she will have comprehensive knowledge of the service offerings available through Pentastar and how these service offerings can be exercised on behalf of the customer. He/she will ensure timely delivery of proposals and the effective use of senior executive’s in the sales process. He/she should possess excellent communication skills (both written and verbal), strong interpersonal skills, computer proficiency (Word, Excel, and others), a solid business aviation knowledge, persuasive negotiating skills, business acumen and patience. In addition to obtaining new management services customers, the AMS will also identify potential charter customers to be referred to Charter Services, and will expand general market awareness of Pentastar product offerings in his/her designated territory".

 

Pentastar employees can expect great benefits, competitive pay, and a team oriented work environment. A list of benefits include:

• Medical, Dental and Vision coverage
• Short and Long-term Disability
• Employee and Dependent Life Insurance
• Medical and Dependent Care Flexible Spending Accounts
• 401(k) plan with employer match
• Paid holidays
• Paid time off

Pentastar employs approximately 200 people at the Oakland County International Airport location.

After speaking to a representative at Pentastar I learned that a lot of their revenue is generated through their maintenance department. After speaking to the operations department there was no way for him to give me a total number of aircraft owned by Pentastar only that what is posted on the web are available. this person was gracious with his time and information however he also said that he could not answer all the questions I had to ask. Also at least one EMU grad is currently employed at Pentastar. The optimistic outlook about Pentastar's future was good, stating that overall production has increased over the past 6 months, and that current production is greater compared to last year during this period. This news about Pentastar indicates strong growth possibility for future employment opportunities in all departments.

Space the Final Fronteer

The title "The New Space Economy is Getting Real" is referring to "the full range of activities and use of resources that create and provide value and benefits to human beings in the course of exploring, understanding and utilizing space".

Space travel is getting more and more affordable as the competition grows. Over the past few years the general perception of space tourism has changed from being considered "science fiction" to becoming recognized as an important new target for the space industry. This article states that by the year 2030 the space tourism industry could be reaching $100 Billion dollar a year industry creating millions of jobs.  Large corporations have acknowledged that space tourism is the most promising commercial market in space.

What's next for NASA? "As a former astronaut and the current NASA Administrator, I'm here to tell you that American leadership in space will continue for at least the next half-century because we have laid the foundation for success -- and failure is not an option." Charles Bolden, NASA Administrator National Press Club, July 1, 2011. 

This is a very bold comment by Charles Bolden about how America will continue to lead in space development. Currently America and NASA are still basking in the glory of landing on the moon 40 years ago while China is poised to take the lead in space development according to this article.

The US and NASA need to get it in high gear if they want to play key rolls in the future of space exploration. With goals such as landing humans on Mars and developing a Space Launch System NASA has the potential to hold on to the lead in space. Developing the required systems for exploration beyond the earth is the direction that NASA is taking, in affect positioning itself for the future as an absolute necessity to space exploration. However if you listen to Burt Rutan in this 2006 video he gives very little credit to NASA.

The Private sector in their quest to gain market for space exploration and sustainable space tourism, not to mention the possibility of winning the X-Prize, will be the driving factor behind most of the advancements and development of new technologies. On their website, the X Prize Foundation states that "the Foundation addresses the world’s Grand Challenges by creating and managing large-scale, high-profile, incentive based prize competitions that stimulate investment in research and development worth far more than the prize itself. It motivates and inspires brilliant innovators from all disciplines to leverage their intellectual and financial capital".

The current purpose of developing space travel, tourism and exploration has evolved from a space race of being the first country to put a man on the moon or national prestige to the new space economy. The potential to inhabit the Earths orbit, to space travel well beyond the Earth is a concept that will become a commonplace in the future. The benefits of all the research and development of the space industry is much more than just having resorts orbiting the Earth or creating power stations. The underlying benefit that is not talked about as much as tourism is the basic fact that we could be creating a path to human survival. In the future, manufacturing products using material that is harvested in space such as metals will be possible and necessary.

With all of the discussions and activity over the space industry by the government and private company's in creating and manufacturing space based products and systems, the career choices over the next few decades will be vast. In my belief anyone with an interest in this industry would be able to become involved if they get active and network with the industry leaders of the field. 

Emissions Trading Scheme

The European Union has implemented a "Cap & Trade" policy for controlling air pollution by providing economic incentives to company's to curb emission output. In what the EU hopes will reduce the ozone depleting emissions from the atmosphere. It's new name is the "Emissions Trade System" formerly known as the "Emission Trade Scheme". The plan is to charge company's for their emissions allowance according to calculated estimates about how much pollution they will emit in a year's time. At the end of the year, company's will have to surrender what ever amount of pollution credits it has used, or pay heavy fines. If the company has done a good job of controlling its emission output and has extra credits left over it can save them for future use or sell them off. This is a fund raising effort which puts a dollar amount on pollution where the collected funds can be earmarked for research into alternative energy and low carbon technologies etc.

The effect on US operators who conduct international flights to the EU if made to comply with the ETS, some say will only increase emission by US carriers who will add another stop to a flight at a non-participating country. This will add to the overall length of a trip, increasing emission output while saving emission credits needed to conduct business in EU airspace. This will effect the financial health of US operators in that they will be spending on licenses that were not required before this law was enacted. The long term answer to how the cost of participation in ETS will impact each operator is unknown, however it is likely safe to say that the customer or passengers will see increased fares as a result.

The issues that the United States have about the EU's ETS are that the EU is overstepping its authority by imposing emission license fee's to air carriers while operating in international airspace or any airspace that the EU does not have jurisdiction over. Also that fee's that are collected by the EU for flights in airspace in which they they have no right to charge goes straight to the EU and not the controlling country. Other action the US has taken can be reviewed in house bill H.R. 2594 which prohibits US carriers from participating in EU's ETS. When the EU begins to include airlines in its ETS this bill would force us carriers to suspend operations to the EU.

Who is effected? The EU ETS will cover any aircraft operator, whether EU- or foreign-based, operating international flights on routes to, from or between EU airports. All airlines will thus be treated equally. Very light aircraft will not be covered. Military, police, customs and rescue flights, flights on state and government business, and training or testing flights will also be exempted.

My hat is off to Europe for spear heading action aimed at reducing ozone depleting pollution. However it seems they have missed the mark on where their authority lies. My surprise over EU's intentions is that it has overlooked the impact on how it will effect their relationship with the US and other countries that fly into Europe. To force foreign countries into participating in a plan that they had no say in, is a bit presumptuous at least.

The US and other countries that are opposed to this plan should recognize that a similar plan should be put into action in their own countries when attempting to remove themselves from the EU's ETS if they think that the EU is going to give in to some sort of compromise. Unfortunately this move will cost Americans in the long run. Reading articles about how the cost of living will increase for Australians, after they published estimates it seems that the average income family will be paying roughly $1100.00 a year more to cover their ETS costs. Thinking back about what America has done about environmental pollution brings to mind the Clean Air Act which is reguarded as being the most successful domestic environmental legislation ever enacted. 

In this article the author writes about how the plan has failed to curb emissions at all. The EU ETS is a concrete example on how the use of market-based solutions to address climate change is delaying real change towards a carbon-free future while allowing business as usual to continue.

Flying Job Scales Tilt Toward Pilots - Jetwhine: Aviation Buzz and Bold Opinion

Flying Job Scales Tilt Toward Pilots - Jetwhine: Aviation Buzz and Bold Opinion: A post by Robert Mark that gives a realistic perspective on the life of a pilot. The rumors about the so called Pilot Shortage are discussed with interesting thoughts from people who seem to have some knowledge, background or have researched the topic. The comments for this post are interesting.

787 first flight tickets

Tickets for the Boeing Dreamliner 787 auctioned for $31,000

"Love at first flight"

The A380

The AIRBUS A380, is the first full length double decker passenger cabin aircraft ever. With 54 deliveries and 236 orders from airline carriers all over the world, this aircraft is without question making history, and is definitely a game changer for the airline industry. The very first A380 was delivered to Singapore Airlines 18 months behind schedule. According to Singapore Airline officials, the delay in the delivery of their A380 was worth the wait.


In the three class configuration the A380 has room for 525 people, or up to 853 people in the economy class configurations. The A380's seating capacity, and range of 8,300 nautical miles out hauls the Boeing 787-9 Dreamliner at 210-250 seats with a comparable range of 8,000-8,500 nautical miles. My thoughts are that Airbus has built a winner in the A380 and that it will be a major player in the future of the industry.

  On April 27 2005 the Airbus A380 took it's first flight.

What Airbus has banked on in the design of the A380 is the reduced weight that will be seen by the use of advanced composite materials such as carbon fiber. More than 20% of the A380 is made of these advanced materials. The A380 is 15 tons lighter than it would be if it were made entirely of metal.

The following is a list of composite materials used:

• Carbon fiber reinforced plastic 
• Glass fiber reinforced plastic
• Quartz fiber reinforced plastic
• GLARE - GLass REinforced metal laminate

The reduced weight and increased seating capacity along with it's quieter more fuel efficient engines makes this aircraft something to take notice of. However for airports to accommodate the A380 modifications will have to be made. I believe that the A380 will be taking the spotlight that Boeing's 747  has enjoyed since its introduction in the early 1970's.

How will this super jumbo effect Airbus in terms of profitability? This article explains how increased profit margins have been seen by the airlines that have taken delivery of the A380. The gamble to build the super jumbo is proven good through the airlines that are seeing increased bottom line profits by putting it into service. This increase shown by the actual service time of the A380 will drive the demand from airlines for Airbus to build more super jumbos in the future.

Stats

NextGen the Wave of the Future

NextGen in a nut shell is the wave of the future for the way we utilize airspace for air travel. From general aviation to major airlines, the move toward a more efficient use of our airspace through NextGen will be beneficial to all in time.


NextGen Technology differs from today's technology by moving from ground based navigation systems to satellite based navigation. An AOPA article titled NextGen: What's the future of ATC? states that ADS-B is considered the backbone of NextGen because it provides precise aircraft position, altitude, speed, and intent information to other aircraft in the air as well as controllers on the ground. This is only one of the benefits of Nextgen, the following describes the different aspects of NextGen from the FAA's web site starting with ADS-B.

• ADS-B: Automatic Dependent Surveillance-Broadcast 
• CATMT: Collaborative Air Traffic Management Technologies 
• Data Comm: Data Communications 
• NNEW: Network Enabled Weather 
• NVS: The National Airspace System Voice System 
• SWIM: System Wide Information Management 
• AIRE: The Atlantic Interoperability Initiative to Reduce Emissions 

The question on the mind's of most people regarding NextGen is who's going to shoulder the cost to implement this new technology. FAA estimates are that it will spend $15 to $22 billion on NextGen, and the airlines and GA will spend up to $22 billion though the year 2025. What that translates to for Americans is that the taxpayers will be flipping the bill for the FAA, and that general aviation and the airlines will cover the rest. I feel that this is weighted a little to much on the taxpayer and not enough on the airlines. The average taxpayer is not going to realize the benefits from NextGen like the airlines will. With airlines you have stakeholders who are mostly concerned with bottom line numbers. With the estimates from the studies about the potential savings to the airlines through efficiency and wait times to the increased number of flights that will be realized, it is clear that the airlines should be more interested in the implementation of NextGen over the FAA. As far as safety is concerned with NextGen and the estimated growth of air travel, the FAA and the airlines should be very cautious about knowing to operate within their limitations and the limitations of the airspace in which they are operating or controlling, be it NextGen or not.



In this article dated September 21, 2011 it seems that for the year 2012 the implementation costs of NextGen will be covered by the FAA. In my opinion a structured system that does not affect private pilots who own or rent aircraft's, and are not flying for profit should be considered. All for profit flights (with some exclusions i.e. training flight) should be targeted to contribute in some way to fund the future of NextGen navigation.

The following two articles are examples of how the FAA is testing/proving how the NextGen system will work and how it will increase revenue and decrease emissions.

1. FAA Hopes JetBlue Can Deliver a 'next-Gen' Boost
2. FAA teams up with JetBlue to advance NextGen

The TSA.......

After reading both articles passed out in class, I have to talk about the Known Crew-Member (KCM) issue. It's not unusual for any government agency to botch things up. Even to a person who only flies occasionally and has very little knowledge of the screening process at airports, could read this article, and think to themselves, "you mean to tell me that the pilots and flight attendants don't have a separate line from passengrs to be screened to get into the airport to do their job?". This is absurd. What is even more baffling to me is the fact that 10 years after 9/11 ALPA is just now making progress on this issue. Although the KCM program has only been extended to pilots at this time, there is talk about including flight attendants to the program as well.


Another topic worth noting is the manufactured importance of an agency about it's own existence. This comment may not be entirely true, however it is becoming more prevalent in the industry of the TSA. Audry Hudson writes in her article, TSA Creator Says Dismantle, Privatize the Agency that the TSA has gone form a estimated cost of a couple-billion-dollar enterprise to close to $9 billion. This jump in cost may be directly or indirectly related to the new boogeyman created by the TSA as stated by Jim Coyne in the article "Terrorism's Impact on Business Aviation". 
The business of keeping terrorism out of the skies has ballooned into an agency out of control, and that under actual testing of itself from within has proven it to be only 60% effective. My faith in the TSA is less than what I would like it to be and believe that  Rep. John Mica said it best when he said that "it's an agency that is always one step out of step". It seems unfortunate that the main thing the TSA has become good at is being the most hated agency in the United states.


The TSA is a reactive and not a proactive agency. The only way for any agency charged with the security of anything is to find ways to thwart attacks before they happen. This point is made well by Isaac Yeffet in the article How the Israelis do Airport Security, where he says most of our measures are reactive, and calls them "A patch on a patch". We have read in the articles provided that the United States is lagging in comparison to other countries. However since 9/11 we have been successful in stopping any attack that would have succeeded. That's not to say that these were stopped before the person boarded a flight with some intention of an attack. But that the person in question was neutralized in flight and arrested after the airplane landed. This is clearly reactive security measures. Even in the case of the shoe bomber where the TSA had many warnings about the person, well in advance.  With no absolutes in how to make the TSA function effectively and efficiently, we can only hope that the people within the agencys can continue to improve upon what seems to be a security fiasco by working in cooperation with every side of the spectrum.

Automation VS. Skill

There is no piece of automation that can replace good ol' piloting skills. Granted automation can fly more precise and help with pilot fatigue, but you can't take being able to fly the plane by hand with a grain of salt.

 In reading these articles,"Automation in the air dulls pilot skill" and "Should Airline Pilots Fly More -- Or Less?", what I see in most of the author's resolution is to get the pilot back to the basics and hand flying the aircraft to keep their skills sharp. Although this school of thought is true, you can't place to much emphasis on keeping sharp just by hand flying alone. The modern cockpit is full of integrated systems and controls, all of which are important for the pilots to be proficient in. The real word scenarios that are well documented should be made into training drills using all the capabilities of the aircraft. This is more than just concentrating on the basics of hand flying. This type of training needs to be conducted and structured so that pilots are forced to make decisions in flight all the way to completely disconnecting all automation, hand flying the aircraft in instrument and visual conditions, executing an approach, and landing safely on the ground.

 In this discussion the old saying " they don't mak'em like they used to" is very fitting. Pilots of old were trained to fly using less automation in the cockpit. When faced with "automation surprise" the older more experienced pilots are better equipped to handle hand flying; not just because of their experience in the cockpit but because of their experience flying aircraft which were flown by hand more than by automation. These pilots have been retrained to fly modern aircraft filled with modern technology, however they still posses the pilot skills, albeit rusty, to handle just flipping off the autopilot, grabbing the controls, interpreting the instruments, and recovering.

 Captain Sully in his comment that the pilots and the technology are failing together is an issue that I think needs to be very closely examined. The technology factor is never going away, and statistics don't lie, air accidents are declining due to technology. This leaves the task of integrating not only the aircraft with technology, but also how to integrate the human with technology.

Click here to read another article on the subject.

Aviation Topics Intro

   Not sure what it was that sparked my interest in flying, looking up at passenger planes wondering where their headed, my interest in mechanical things, traveling, not being a passenger (ever) no matter what type of vessel, my first flight, or my first landing. There is no greater fun than landing an airplane; this most likely is the reason that of all of the different things I've gotten into, flying is the only one I can not seem to not do.
    The path to where I am as far as certificate level goes is much farther than I ever imagined. When I began flying, I knew that it was in my heart. Never realizing that becoming a marketable pilot was something that I could possibly attain.

   Getting here has been quite a journey. My training has been broken into 5 parts.

• The first part I call "the beginning", is when I took my first flight with the flight instructor and DPE at a little flight school at Grosse Ill Municipal Airport. I soloed in under 12 hours of flight training. After growing weary of driving 45 miles to get to the school and some personal stuff, I hung it up for around 6 months. During that time I could not stop thinking about flying, it was always in the back of my mind. 
• The second part I like to call  "swing and a miss," was at a flight school called A Different Approach at Willow Run. This was a great school, or so I thought. They had new Diamond Katana DA 20 trainers that were a blast to fly. This all ended when the flight school went belly up, (probably because one of their instructor's experienced an engine failure just after departure from Mettetal in Canton in their only Cessna 150). 
• The third part is titled "I'm going to be a what !" I began another round of flight training at Mettetal  air port with a guy who was aspiring to get into the majors named Ben. I was all the way up to making an appointment with a DPE out of Pontiac air port named Mary Carpenter. It was in late December 1998, I was scheduled to take "the ride" first thing in the morning. I was all set to go, got up, tied up a few loose ends when my phone rang. It was Mary, she called to tell me that she was not feeling very well and needed to reschedule. After we hung up I just thought, well I'll call her back and reschedule next week sometime. Then, my wife Laura comes into the living room to ask me when I thought I would be home. I replied that Mary had cancelled and we were going to reschedule. Then she says, guess what? I said what? she said, your going to be a dad! I was rushed with a million feelings all at once. That day I'll never forget. Needless to say I did not call Mary back. 

Now I have three, Tyler Mason and Halie.

• The fourth part is "finally." Five years later I hooked up with Cal Downing back when he was running Cal's flying service out of Willow Run. I earned my private pilot certificate with none other than DPE Bill Lewis. Both of which are ironically on staff at Eagle flight center. 
• The fifth part is basically  "OK enough is enough." After flying rentals out of a bunch of airports until 2009 I had given in to the never ending need to be flying. I began formal flight training in EMU's Aviation Flight and Technology program. 

    My goal at this point in flight training is to become a CFI and eventually MEII, I'm not sure where it will take me, however I am sure that I'm headed in the right direction. Currently I hold a commercial instrument certificate, working on multi-engine add on.