Getting to Know Dave Miller

I grew up on the top of a hill located between Renton and Boeing fields. I could see the Renton airport by walking across the street so airplanes were a constant sight. In the early 1950’s there was very little controlled airspace and the Blue Angeles then, as now, came to town every year for Seafair. But in those days they flew all over town with few restrictions. One afternoon, at age 8 or 9, I was in my back yard watching one of the Blues flying an F-9 Cougar, when he saw me (or so I thought), and he dove directly at my back yard. He pulled up and proceeded to do victory rolls. At that point I decided I was going to be a Navy jet pilot.

As a practical matter we couldn’t afford flying lessons so becoming a Navy pilot was also my chosen path to a pilots license. From that point on when anyone asked what I wanted to be, I told them. The response was pretty universally “yah, right kid” or an expression that conveyed the same meaning.

I soloed at age 22 in 1969 and received my Navy wings on March 24, 1970, flying in advanced training the F-9 Cougar just like the Blues had flown. Shortly after that, I took an FAA written test for designated military pilots and received a commercial/instrument pilot’s certificate. I received orders to F-4 Phantoms in Virginia Beach by way of Legal Officer School in Rhode Island. I spent six weeks or so in training for the F-4 when the squadron Admin Officer pulled me aside and accused me of trying to “sneak through.” Turns out the squadron had been promised a Legal Officer but none had shown up. When they called BUPERS they found out that person was me.

At the time the Navy was graduating far more pilots from training than they had fleet seats for so being assigned a non-flying billet wasn’t unusual, but for me it was at this point, to put it mildly, a major disappointment. Upon being identified as a Legal Officer, and not an F-4 replacement pilot, the squadron CO also decided I was “too short” to fly “his” airplanes. What a crock and it still pisses me off. Anyway, I eventually became a Supply Officer in the Navy, completed eight years active duty, resigned my commission, and joined the reserves for another 14 years.

My first airplane was a Cessna 120 purchased at Felts Field, Spokane in 1976 in my first year of graduate school after leaving active duty. In 1978 I flew that 85 HP Cessna from Pullman, WA, to Oshkosh, on to Norfolk VA, and back home with nothing but a 19 channel radio and sectional charts. Seemed like a normal thing to do. Other airplanes owned, either individually or as a club member, include two Cubs, a Super De-cathlon, Globe Swift, C-172, Cherokee 140, Christian Eagle, RV-6, and an RV-14. Current ratings include ATP AMEL, Commercial ASEL/ASES, Private glider, and type ratings in F-27 and B-737. Still need a recreational pilot license.

After graduate school I had GI money left and used it for flight instructor and multi engine ratings. Started teaching, flying charter, co-owned a small FBO, did a few airshows, and finally was hired by Horizon Airlines. After becoming an F-27 captain, the FAA started hiring Aviation Safety Inspectors so I applied, was hired, and spent the next 20 years with the FAA. Retired in Seattle and moved to Port Angeles in 2006. (continued on next page)

In March 2016, along with partners Bill Benedict and Ken and Leslie Gross, we ordered a Vans RV-14 kit. After three years we were ready to test fly the plane. (see EAA Newsletter February 2019)

Besides flying my RV-14 and Super Cub as often as possible, my other two hobbies are cars and guns. My wife, Joan, and I were avid motorcyclists for 25 years. We enjoy traveling throughout the world and have a list of several countries we still intend to visit.

I am a member of DART, WPA, and a treasurer of CCPA. I have been the Scholarship Chair for EAA for the past six years and enjoy meeting young people who are deserving of our scholarship. During this time we have helped with the college tuition of three young men.

Philosophical thoughts: On my first solo in the Navy, flying a T-34, I was supposed to perform a one turn spin and fly a loop. As I came over the top of the loop, another T-34 passed right over the top of me, I’m sure the pilot never saw me but both of us came very close to landing as twisted metal. That flight convinced me that no matter how much you prepare, or how careful you are, it’s either your day to die or not and we really aren’t in control.