Airforce One

[garf12]

I was watching Regan being taking from cal. to D.C. and was just wondering how one becomes a AF1 pilot. Im not intrested in trying, just curious. Im guessing you just got to be a pilot in the military for a long time, and get real lucky? Im guessing they probably got a few pilots?

 

[MarineGrunt]

Thats funny... I was watching the exact same thing and was going to post the exact same question...

 

[FADECtoBLACK]

1500/200... lower if you are a UND graduate.

 

[GuppyFlyer]

It's easy

Fly Air Force jets (normally heavies) for 10 years or so. Apply, interview, and be selected to fly one of the other VIP jets at Andrews AFB (Gulfstreams, DC-9s, B-737, B-757). Be chosen to train as one of the AF-1 copilots. Eventually (maybe) become the senior pilot (and unit commander), earning the title "Presidential Pilot".

Since President Bush wasn't on board it was the one of the other pilots flying SAM 28000 today. The unit commander was with AF-1 in Georgia.

GF

 

[CameronW]

I was watching Regan being taking from cal. to D.C. and was just wondering how one becomes a AF1 pilot. Im not intrested in trying, just curious. Im guessing you just got to be a pilot in the military for a long time, and get real lucky? Im guessing they probably got a few pilots?

You have to meet certain hours requirements, apply for a position in the DV Wing at Andrews, and be selected through a competitive process. Once there I'm sure the decision as to which pilots get checked out in the 747 to fly the President around is a matter of seniority and internal politics, just like everything else in the AF.

AMC put out a message a year ago or so looking for applicants to the DV Wing, and a buddy of mine who met the hours requirement tried to apply. He was told, and I quote, "Sorry, but bomber pilots need not apply." Go figure. I assume this means that you've got to be an AMC guy to even be considered.

Edit: In other words, what Guppy said, with the caveat that just any heavy aircraft won't do.

 

[GuppyFlyer]

hmmmm

"Sorry, but bomber pilots need not apply." Go figure. I assume this means that you've got to be an AMC guy to even be considered.

It's true that airlifters and tankers are in the majority, but I knew at least one bone guy and the wing commander was from B-52s. There have even been fighter/recce guys (including the SR-71 pilot that delivered the airplane to the Smithsonian). I know they hire ACC guys out of 135 variants EC/RC, E-3, etc.

GF

 

[CameronW]

It's true that airlifters and tankers are in the majority, but I knew at least one bone guy and the wing commander was from B-52s. There have even been fighter/recce guys (including the SR-71 pilot that delivered the airplane to the Smithsonian). I know they hire ACC guys out of 135 variants EC/RC, E-3, etc.

GF

They may have changed their policy for hiring bomber pilots, or it may be a question of current manning issues in the bomber fleet, although I understand that the bones are overmanned in pilots at the moment. Dunno.

 

[HueyPilot]

89aw

I'm not saying that it's right or wrong, but the policy is to hire "heavy" pilots only at the 89th AW. This is in part due to the USAF's policy that even if a heavy driver is qualified in the T-38 (ie, flew the U-2 or B-2), they cannot become a fighter pilot or bomber pilot (other than the B-2).

AMC pretty much looks at the 89AW as a heavy pilot's "good deal" program. While I was at safety school at Kirtland, a Viper driver told me he was upset that he couldn't apply for the 89th. I mentioned to him that I knew a heavy pilot who got picked up for the B-2, and he asked that if he could cross-train to another bomber platform or even go to fighters, and he was told no...he could either stay in the B-2 or go back to heavies.

The reason they say heavy pilots can't fly fighters ever is because we train in the T-1. But this guy was going to have many hours in the T-38s that are used for proficiency flying at Whiteman.

Anyways, back to the original question. When you interview for the 89th, you do so with both the 1st AS and the 99th AS. The 1st has all the "big jets", like the C-32, C-40 and the VC-25. The 99th has the "small jets", ie the C-20 and C-37. In order to have a chance at flying AF1, you need to get hired by the 1st AS. I know someone who recently went through the process and was hired by the 99th. I think he would have preferred the 1st, but life is life.

 

[GuppyFlyer]

Anyways, back to the original question. When you interview for the 89th, you do so with both the 1st AS and the 99th AS. The 1st has all the "big jets", like the C-32, C-40 and the VC-25. The 99th has the "small jets", ie the C-20 and C-37. In order to have a chance at flying AF1, you need to get hired by the 1st AS. I know someone who recently went through the process and was hired by the 99th. I think he would have preferred the 1st, but life is life.

Huey,

The VC-25s are assigned to Presidential Airlift Group, not the 1AS (which is part of 89OG). The current Presidential Pilot (and the 4 prior to him) came from "little birds (Gulfstreams and Jetstars)". The current deputy Pres Pilot and the one before him came from C-20/37, too. The majority of VC-25 pilots over the past 10 years have come from the 99th. The Presidential Airlift Squadron selects from both the 1st and 99th (and 1st Heli, for engineers).

I saw pilots from ALL parts of the USAF (including helos w/ fw experience) while I was in the 89th, but it's true that the VAST majority are airlift/tanker or from some 135 variant. SUPT will undoubtably change that eventually, as it will/has changed all heavy/fighter assignments.

GF

 

[satpak77]

Guppy

Were you part of 89th at one time?

 

[GuppyFlyer]

yep ...for a long time

Were you part of 89th at one time?

... and I still have many friends (and neighbors) there.

 

[satpak77]

Guppy

Danny B's son was a college buddy, we were in same Texas A&M Corps of Cadets unit, good guy (the son), his dad would come to town for games and holidays, laid back, super guy, just a gentleman...class act.

That was over ten years ago, people move on, get married, take jobs elsewhere, I have not been in contact with his son much, just curious what his dad was doing these days (retired).

PM me if thats better

 

[LJDRVR]

Garf,

You've got some EXCELLENT responses, to include some from former 89th pilots. To paraphrase into several paragraphs with no military acronyms, here's the gist of it:

An AF pilot who flys a transport categoty jet and meets certain minimum requirements may apply to the unit at Andrews. The requirements are typically very restrictive, and include a minimum amount of flight time, a certain rank, Instructor Pilot qualifications on whatever they're flying, and certain advanced education requirements. (Not degrees, but certain professional courses one has to have attended) In addition, the Officer must have superlative evaluations with no black marks in their past, or even average reviews. They must also meet eligibility requirements for a certain security clearence that is a higher level than the one they already have.

The pilot who meets these requirements puts together a special duty application package. (The 89th is a controlled asignment, outside the regular AF personnel channels, hence "special duty".) Another example of an AF special duty assignment would be the AF Honor Guard, (The greatest job I ever had outside of flying) those sharp young men and women you see performing the Guard of Honor for President Reagan. The Leadership at Andrews reviews the packages. A typical package would include photographs, evaluations, flying history, medical info, and other esoterica. Promising candidates are invited to an interview, the best are selected.

Most pilots serve a four-year tour before returning to their originial airframe. The crews at Andrews work very hard. their performance is scrutinized to the extreme. Owing to the nature of the flying they are held to very high standards, particularly when it comes to checkrides. As you might imagine, the environment can be highly political.

The Aviators selected to serve in senior wing position or in the Presidential Airlift Group are usually individuals who distinguished themselves during their first tour, did a great job in the "regular" Air Force, and have returned to the 89th a second time. I can't tell you how the descision itself is made. (I certainly don't know, and those here that do aren't going to share in public.) I have, however, got a chance to meet acouple of these guys, as you may imagine they're pretty sharp.

If this sort of thing interests you then I have two recommendations. First, "The Flying Whitehouse-The Story of Air Force One" by Ralph Albertazzie. A GREAT read with a lot of hangar flying and history. (Col. Albertazzie flew for LBJ when he was VP and NIxon as President, including the China trip.) Secondly, National Geographic did a super documentary called Air Force One. Just about the only place you'll see alot of footage of the VC-25 inside.

PS- Here's a qustion for the rest of y'all: Both Reagan and Bush Sr's pilots are typed in the A340. (I'm not posting their initials, they do share a first name) Looking at their dates of retirement and what the airlines are operating, it makes you sort of go HHHMMMM.... So, I'm guessing the house of you-know-who. Anybody know?

 

[garf12]

Garf,

You've got some EXCELLENT responses, to include some from former 89th pilots. To paraphrase into a short paragraph with no military acronyms, here's the gist of it:

An AF pilot who flys a transport categoty jet and meets certain minimum requirements may apply to the unit at Andrews. The requirements are typically very restrictive, and include a minimum amount of flight time, a certain rank, Instructor Pilot qualifications on whatever they're flying, and certain advanced education requirements. (Not degrees, but certain schools professional courses one has to have attended) In addition, the Officer must have superlative evaluations with no black marks in their past, or even average reviews. They must also meet eligibility requirements for a certain security clearence that is a higher level than the one they already have.

The pilot who meets these requirements puts together a special duty application package. (The 89th is a controlled asignment, outside the regular AF personnel channels, hence "special duty". Another example of an AF special duty assignment would be the AF Honor Guard, those sharp young men and women you see performing the Guard of Honor for President Reagan.) The Leadership at Andrews reviews the packages. A typical package would include photographs, evaluations, flying history, medical info, and other esoterica. Promising candidates are invited to an interview, the best are selected.

Most pilots serve a four-year tour before returning to their originial airframe. The crews at Andrews work very hard. their performance is scrutinized to the extreme. Owing to the nature of the flying they are held to very high standards, particularly when it comes to checkrides. As you might imagine, the environment can be highly political.

The Aviators selected to serve in senior wing position or in the Presidential Airlift Group are usually individuals who distinguished themselves during their first tour, did a great job in the "regular" Air Force, and have returned to the 89th a second time. I can't tell you how the descision itself is made. (I certainly don't know, and those here that do aren't going to share in public.) I have, however, got a chance to meet acouple of these guys, as you may imagine they're pretty sharp.

If this sort of thing interests you then I have two recommendations. First, "The Flying Whitehouse-The Story of Air Force One" by Ralph Albertazzie. A GREAT read with a lot of hangar flying and history. (Col. Albertazzie flew for LBJ when he was VP and NIxon as President, including the China trip.) Secondly, National Geographic did a super documentary called Air Force One. Just about the only place you'll see alot of footage of the VC-25 inside.

It's been ten years since I was around the Presidential Support community, so my information may not be correct anymore.

PS- Here's a qustion for the rest of y'all: Both Reagan and Bush Sr's pilots are typed in the A340. (RB & RR) Looking at their dates of retirement and what the airlines are operating, it makes you sort of go HHHMMMM.... So, I'm guessing the house of you-know-who. Anybody care to speculate along with me?

Thank you soooo much. Thanks to all you other guys also, but I had no idea what most of you were saying. I dont know any of those military acronyms. Im just getting the basic aviation ones down.

 

[Mud Eagle]

I heard some tough stories about flying for the 89th...specifically having to do with the "TOT" if you will for opening the door at the destination. Something about taxiing at high speed down the ramp just to make the door time. Can anyone give any amplifying remarks? Sounds a little dangerous, of not sometimes stupid.

 

[LJDRVR]

I don't know of any specific incidents, (I think maybe somebody ran a VC-137's main gear into the mud a few years back at a civilian field.) but I can say the AF1 crew has had a decades long reputation of blocking in to the second. I think the plan is to land several seconds ahead of schedule, as it's easier to slow things down than speed them up. I think this is one of the main reasons they still fly with a NAV. One of my old bosses was a steward on AF2, he says the crew used to put money into a hat and bet on the clock position of the nosewheel valve stem when stopping at the destination.

 

[9_Driver]

Nosewheel Roulette

One of my old bosses was a steward on AF2, he says the crew used to put money into a hat and bet on the clock position of the nosewheel valve stem when stopping at the destination

Yep - it's called "playing the wheel", "nosewheel roulette" or "nosewheel bingo." Big in the [former] C-9 airevac community as well. The real creative crew chiefs would actually number the lug nuts on the wheel with grease pencil and see who would win the kitty at each stop. Ah the days...

An AF pilot who flys a transport categoty jet and meets certain minimum requirements may apply to the unit at Andrews. The requirements are typically very restrictive, and include a minimum amount of flight time, a certain rank, Instructor Pilot qualifications on whatever they're flying, and certain advanced education requirements.

An interesting addition to this is that now AFPC at Randolph (the personnel folks) must "release you" to even submit a package to the folks at Andrews, so it's not "pick of the litter" like it used to be. They still hold a pretty thorough interview board that all applicants must go through, but instead of being able to reach out into the AF and be able to pick who they want, they now get to choose from the "pool" of folks that AFPC decides can put in packages (not based on quals mind you - based more on manning issues it seems). I know this first hand - I wasn't allowed to even submit a package since since they need folks for the rated staff pretty bad these days. Hence the decision to head toward the reserve/airline life!