AOPA PILOT • 86 • OCTOBER 2008

Here’s good advice for the next time you areflying within 25 nm of Pueblo, Colorado.Watch for white and green-striped Diamond

DA20-C1 two-seaters from dawn to dusk Mondaythrough Friday, anytime the weather is VFR. TheDoss Aviation Initial Flight Screening program, op-erating under contract to the U.S. Air Force, con-ducts 24,000 training flights a year.

The purpose of the program may seem cruel,but weeding out is what it does. It’s up to the stu-dent to prove that he or she deserves to be there.The Air Force can save a great deal of money (like$1 million per student in later stages of training) byfinding out early who should not be there. Some-times a student will show himself or herself theDOR, so to speak, as in “drop on request.” It couldbe that a student is fulfilling a parent’s dream butlacks the personal commitment, or maybe the eye-hand coordination for landing just isn’t there.

If you’re going to be a U.S. Air Force pilot, you’re going to Pueblo first

BY ALTON K. MARSH

PHOTOGRAPHY BY MATTHEW STAVER

AOPA PILOT • 87 • OCTOBER 2008

Instructor-pilot Paul Speargives a thumbs up to Lt.Kelly Wolter as she taxies for her initial solo flight. She is shown (upper left)boarding her trainer prior tothe flight. Lt. Anil Nathan(above) takes notes duringan early morning briefing. He had completed his solodays earlier, finally puttingthe training into practice. Lt. Andrew Maston (left, at left) is hours away fromfinding out if he will pass his solo ride.

At this stage of training, the studentsare like any other student pilots. Theywant passionately to fly and are tryingto solo. They have 19 flights and 25flight hours in which to do it, and thattime includes a confidence-buildingsolo trip to the practice area plus apost-solo dual flight that precedes afinal checkride.

Those who have never flown an air-plane before struggle the most, whilethose who soloed or got a private certifi-cate prior to training have an obviousadvantage. “If you’re gambling yourwhole career on passing this course, itpays to get [prior] flight training,” saidinstructor Paul Spear. Some who comewith a flight instructor certificate, like Lt.Nathan Mueller, are asked to perform ata higher level. “I was trying to keep thatunder wraps,” recalled Mueller, who ar-rived as an instrument flight instructorincognito. “When it finally came out,

For those who have never flown before, the solo is as memorable as in the civilian world.

AOPA PILOT • 89 • OCTOBER 2008

they raised the standards and made sureI was challenged.”

Like us, a passion to flyThink of what got you interested in fly-ing. It’s the same for these college-gradu-ate lieutenants. “I have enjoyed lookingat airplanes ever since I can remem-ber,” said Lt. Josiah Smith. “Airshowshad a big effect on me, especially ifthey included the Thunderbirds. Theylet me see that I could do that, too.”

He soloed a Cessna 152 to improve hischances of getting accepted into pilottraining.

A discovery flight at the local airportreceived as a gift from an uncle helpedfire a passion for flight in Lt. TimNewschwander. Although he hopes forF–16 training, he said he “will take any-thing with wings” and is one of severalcandidates to voice decidedly anti-Navy sentiments.

“I didn’t want to live on a boat foreight months in a box about as big asa table,” Newschwander said. Anoth-er student, Lt . Andrew Maston,added, “I’d rather have a longer run-way than land on a carrier.” Thosemay be harsh words for Maston’s

Students syncronize watches at the 6:30 a.m. briefing(above left). It’s the second briefing of the day, the firstwas at 4:30 a.m. Lt. Kevin Milgram (right) did extremelywell on early stall recoveries. Lt. Taylor Zahm (aboveright) put in extra hours in the simulator before passinghis checkride.

dad, a former naval aviator. A thirdstudent, Lt. David Foster, was ac-cepted for admission to the UnitedStates Naval Academy but turned itdown because he felt the Air Forcehad a greater variety of airplanes.

There were no pilots in the familywhen University of Texas graduate Lt.Kelly Wolter got her private certificateon her own. Her previous flight experi-ence helped her take in stride the 10-to 12-knot crosswinds on the day shemade her solo flight at the Pueblo air-port. “Maybe I am starting a familytradition,” she said. The Castroville,

Texas, native voiced an amazementechoed by several of her classmates:“You get paid to learn to fly!”

For those who have never flownbefore, the solo is as memorable as itis in the civi l ian world. Lt . AnilNathan said, “Putting the traininginto practice—and being able to dothat by yourself—was awesome.” Re-wards were immediate during theflight; he got to change the call sign,usually “Tiger” (meaning an instruc-tor is onboard) to “Kitty” followed byhis own flight number. And there wasthe patch with the slogan, “Diamonds

in the rough,” that was Velcroed to hisshoulder and set firmly in place by atraditional punch from his instructor.(For the record, women candidatesare not socked in the shoulder. Theirpatches are patted on, but in a politi-cally correct way.) “It’s a good bruise,”said Foster.

Time for humorLt. Kevin Milgram became a class leg-end when, not wanting to bust a check-ride on stall recovery procedures, heshook the control stick and told the in-structor, “There’s the shudder,” well be-

Instructor-pilot Tanith Hicks (above left) got a dollar bill with a picture of a baby from one of the students. Lt. Kelly Wolter andinstructor-pilot Paul Spear signal the ground crew (above right).

If I return to Pueblo, I will face a reexami-nation by Doss Aviation Chief of Opera-

tions Pete D’Amico. I may be on the “com-mander’s watch list.” You don’t want to bethere because it means you are a problemstudent. I’m there. And worse, an Air Forcelieutenant colonel based at the Doss Avia-tion Initial Flight Screening program maybe preparing my “elimination ride.”

The U.S. Air Force screener aircraft issimilar to the civilian Diamond DA20-C1Eclipse two-seater, but it is modified toplace the pilot position on the right. Itplaces the throttle in the student’s lefthand, the way it would be in a fighter jet.

The flight started reasonably well. Dur-ing the briefing I had recited from memorythe three most important checklist itemsfor an abort-on-runway emergency. Normal-ly that is done while standing at attention,but being a visiting reporter has its privi-leges. I was feeling the pressure to per-form like a student must. I also knew allthe Diamond DA20–C1 performance num-bers students memorize prior to arrival inPueblo—all 29. OK, I missed one on the

written test given to me by Assistant FlightCommander Tanith Hicks, but I knew 28.During taxi, I forgot to tell the ground con-troller that the flight would be “east-bound,” and D’Amico noted I must nothave read the radio procedures he gaveme. Actually I had read them, but it sound-ed better to say I couldn’t remember thanto say I forgot. Later, the stall performancebrought a compliment from him, and slowflight went well. Steep turns interceptedthe bounce of wake turbulence where theturn had started, meaning I had lost littlealtitude. The 180-degree descending turnfrom downwind to the runway while in a for-ward slip—done at nearby Fowler Airport(restricted to training)—went well, leadingD’Amico to remark, “I’d like to think yourgood performance was based on my excel-lent demonstration.” It was. Then hedemonstrated a no-flaps landing—theDA20-C1 tends to float—and I did that onewell because I had noted where D’Amicoturned base.

Trouble started on the overhead ap-proach back at Pueblo Memorial Airport

because I lined up with the wrong parallelrunway. It continued as I performed a simu-lated forced landing and turned base waytoo soon. To correct my high altitude, I dida forward slip as I had done at nearbyFowler Airport, but I nearly exceeded theflap operating speed. D’Amico took con-trol, slowing the airplane before handing itback to me. If the instructor intervenes,that’s a bust. The landing was long, but thebeauty of my skimming touchdown nearlybrought tears to my eyes.

After we were clear of the runway, Icould sense him searching for a positivecomment about the last few exciting min-utes. After a long few seconds of mentalediting, he chose, “Nice touchdown.” After-ward I gave D’Amico a dollar signed, “FlapsMarsh.” But it’s best I stay clear of Pueblofor a few years. —AKM

Why I can’t go back to PuebloThe author takes an Air Force checkride

Pete D’Amico is Doss Aviation’s chief ofoperations.

It would have been understandableif Lt. Ben Gleckler had become rattledduring the climbout on his first soloflight when two F–16s chose that mo-ment to make a low pass along a paral-lel runway, afterburners roaring. Laterhe was asked whether it had distract-ed him. “I was thinking, ‘Eighteenmonths,’” Gleckler said. He wasn’t dis-tracted at all—just eyeing his next goalfrom a very good seat.

An instructor recalled another stu-dent who, whenever he had a problem,

fore any airframe buffeting developed.He then demonstrated an amazing re-covery with no loss of altitude.

In a class prior to Milgram’s, a studenton his first solo takeoff was a lot morenervous than he seemed. Soon everyoneat the airport knew that, as the studentaccidentally squeezed the microphonebutton on the control stick during take-off. As the Diamond gathered speed andlifted off, those tuned to the tower fre-quency heard a continuous refrain of,“Oh, my God. Oh, my God.”

blamed the wind, no matter what theproblem was. The wind had powers todisrupt stalls, steep turns, slow flight,patterns, and—of course—landings.

Physical plantBidding took place two years ago forthe flight screening program. It wasonce done by Doss at Hondo, Texas,and there followed an experiment withcivilian flight schools. Now Doss haswon it again after competing againstaerospace giants like Lockheed Martin.Students live down the hall from theirclassrooms, the cafeteria, and even thebarbershop and snack shop; their air-craft are only 100 feet outside the door.Their 195 “hotel” rooms are on the firstfloor of a building once used by Lock-heed Martin to make military avionics.While Program Director Paul Walker, aformer General Dynamics FB-111 pilot,prides himself on maintaining “three-star hotel” standards, there are nomints on the pillows at night or bed-turndown service, and only the roomfor visiting generals has windows.

Instructor pilots, known as IPs, comefrom a mixture of civilian and militarybackgrounds. Representative of a civil-ian background is Tanith Hicks, who has

Can you memorize this for your aircraft?(Actual emergency checklists are longer, but students memorize the more important one to three items for each emergency. Do you know the steps for your aircraft?)

Engine fire on ground—FUEL SHUTOFF VALVE, OFF; CABIN HEAT, OFF

Electrical fire on ground—GEN/BAT MASTER SWITCH, OFF

Abort on runway—THROTTLE, IDLE; BRAKES, AS REQUIRED; FLAPS, CRUISE

Engine malfunction after takeoff (Sufficient runway remaining to land)—AIRSPEED, 60 KIAS; FLAPS, LDG

Engine malfunction during flight (Fuel pressure loss)—FUEL PUMP, ON

Engine fire in flight—FUEL SHUTOFF VALVE, OFF; CABIN HEAT, OFF

Electrical fire in flight—GEN/BAT MASTER SWITCH, OFF; AIR VENTS AND WINDOWS, OPEN

Cabin fire in flight—GEN/BAT MASTER SWITCH, OFF; AIR VENTS AND WINDOWS, OPEN; CABIN HEAT, OFF

The pressure is off Lt. Andrew Maston, who completed his firstsolo (left). The reward for that is getting theofficial unit patch,applied with lots offorce, which indicatesto others that a milestone has been passed.

no military service but likes “a struc-tured teaching environment” and gaveflight instruction at the United States AirForce Academy. She is an assistant flight(class) commander and proudly dis-plays a dollar bill with a picture of a babypasted where George should be. Firsttraining flights are known as “dollarflights” because each student owes theinstructor a dollar afterward. One of herstudents took note of her pregnancyand decorated the bill accordingly. Typi-cal of those with prior military service isthe commander of D Flight, Kip Warton,an Air Force Academy graduate and for-mer Air Force lieutenant colonel whohas 3,300 jet hours and 450 general avia-tion hours. Like Walker, he flew FB-111sand also instructed in Northrop AT–38B(fighter-bomber training aircraft) andT–38C (glass cockpit) aircraft.

Maintenance personnel patrol theflight line in a golf cart to repair anysquawks quickly and keep 45 aircraft inthe air. There have been few problemswith the Diamond trainers. The mainone so far was engine hesitation causedby the altitude-compensating fuel pumpon the 125-horsepower Continental IO-240 engine. Although there is a mixturecontrol on the console, students neednever move it. After all, there are no mix-ture controls in the Air Force fleet. En-gines are replaced when the time for thefirst overhaul is reached to keep prob-lems to a minimum. Students talk abouthow light the aircraft are—“Lighter thanmy Jeep,” said one—and also the air-craft’s tendency to float during landingthanks to its glider heritage, but theygenuinely seem to enjoy it.

There seems to be a clear sense ofpurpose shared by the civilian securityguards at the gate, cafeteria personnel,housekeeping staff, and managers thatsomething important is going onhere—and there is no doubt that theAir Force is watching. Doss Aviation ismaking tigers out of kittens.

E-mail the author at alton.marsh@aopa.org.

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Are you smarter than anAir Force student pilot?

Operating informationForced landing airspeed, flaps landing—55 KIASForced landing airspeed, flaps takeoff—60 KIASForced landing airspeed, flaps cruise—64 KIASMinimum engine-out airspeed to sustain windmilling propeller—60 KIASBest glide airspeed (1,764 pounds)—73 KIASVFE Maximum airspeed, flaps landing—78 KIASVFE Maximum airspeed, flaps takeoff—100 KIASVA Maneuvering speed (1,764 pounds)—106 KIASVNO Maximum structural cruisingspeed—118 KIASRestart if propeller has stopped andstarter is inoperative—137 KIASVNE Never exceed speed—164 KIASMaximum permissible bank angle forsteep turns—60 degreesVoltmeter green arc (volts)—12.5-16 voltsUsable fuel (U.S. gallons)—24 gallonsMaximum takeoff weight—1,764 poundsMinimum rpm for operations with[fuel] pump off—1,000 rpmMaximum permissible continuous rpm—2,800 rpmOil pressure normal operating range—30-60 psiMaximum time for oil pressure to reach10 psi after start—30 secondsMaximum oil pressure—100 psiMaximum rpm after start until oil tempindication registers—1,000 rpmOil temperature normal operatingrange—75-220 degrees FMinimum oil quantity—4 quartsMaximum oil quantity—6 quartsMaximum continuous starter operation—10 secondsMaximum cumulative starter operation before cooling three to five minutes—30 secondsMaximum demonstrated crosswind component—20 knotsMaximum crosswind component for solo flights—15 knotsMaximum tailwind component for solo flights—5 knots

Air Force students have this information memorized before thefirst day of the Doss Aviation InitialFlight Screening class. Do you knowthe numbers for your aircraft?

As the Diamond gatheredspeed and lifted off, those tuned to the tower frequency heard a continuous refrain of “Oh, my God. Oh, my God.”