Warbird Information Exchange

Thanks for the congrats, guys.

As for what-path-to-take-to-get-to-a-P51, I find obsession helps....

Any museum will first want to find out about your character. That means putting in the time. And sweeping the floors even when no one is looking. And giving tours, and later doing the Experience-Flights in the trainers -- for years. I re-started vintage flying in 1999, and first flew the P-40 in 2009. The P-51 took 15 years of steady contribution.

As for flying, never cease to expand your experience and qualifications. Getting a Commercial license is a good start. But it's mostly about tailwheel time, at least 200 hours of it -- gained somewhere else, probably. That's what I'd be looking for in a candidate, if I was a Chief Pilot. And even then there won't be a fighter. Trainers, doing the biplane rides, for years perhaps.

One very good form of learning experience is to fly the Champ/Citabria series from the backseat. That hones your peripheral vision, and seat of the pants, to a very fine edge. You're flying blind, and with no instruments. Excellent training.

But the classic WWII progression is the best: a Stearman or Tiger Moth, followed by the T-6/Harvard. The fighters are easier to handle on the ground than the Harvard. I had to demonstrate competency in the back seat of the Harvard before moving to the fighter.

A lot of outfits will scoff at airline pilots. This is nonsense. Sure, airline flying does not hone hands-and-feet-skills anymore, but it sure does polish an aviator's judgement. Airline pilots have just naturally experienced a lot, and in many places, and their daily exercise of judgement ("Nope, I'm not doing that. Period.) is directly transferable. Same with the Air Force. Flying a fast jet fighter is useless training for a Stearman or Harvard in terms of hands and feet, but the judgement aspect applies.

Short version: keep showing up, smile a lot, and make yourself competent and useful.

Dave

Dave Hadfield wrote:
Thanks for the congrats, guys.

As for what-path-to-take-to-get-to-a-P51, I find obsession helps....

Any museum will first want to find out about your character. That means putting in the time. And sweeping the floors even when no one is looking. And giving tours, and later doing the Experience-Flights in the trainers -- for years. I re-started vintage flying in 1999, and first flew the P-40 in 2009. The P-51 took 15 years of steady contribution.

As for flying, never cease to expand your experience and qualifications. Getting a Commercial license is a good start. But it's mostly about tailwheel time, at least 200 hours of it -- gained somewhere else, probably. That's what I'd be looking for in a candidate, if I was a Chief Pilot. And even then there won't be a fighter. Trainers, doing the biplane rides, for years perhaps.

One very good form of learning experience is to fly the Champ/Citabria series from the backseat. That hones your peripheral vision, and seat of the pants, to a very fine edge. You're flying blind, and with no instruments. Excellent training.

But the classic WWII progression is the best: a Stearman or Tiger Moth, followed by the T-6/Harvard. The fighters are easier to handle on the ground than the Harvard. I had to demonstrate competency in the back seat of the Harvard before moving to the fighter.

A lot of outfits will scoff at airline pilots. This is nonsense. Sure, airline flying does not hone hands-and-feet-skills anymore, but it sure does polish an aviator's judgement. Airline pilots have just naturally experienced a lot, and in many places, and their daily exercise of judgement ("Nope, I'm not doing that. Period.) is directly transferable. Same with the Air Force. Flying a fast jet fighter is useless training for a Stearman or Harvard in terms of hands and feet, but the judgement aspect applies.

Short version: keep showing up, smile a lot, and make yourself competent and useful.

Dave