Andrew Ross is a pilot at a major airline flying the Boeing 787 domestically and internationally.  Andrew has served as a union representative, committee chairman, and is a member of the National Education Steering Committee for the ALPA.  He has also served as an airline check airman and is a Gold-Seal Flight Instructor.  Andrew is also a member of the National Intercollegiate Flying Association (NIFA) Board of Directors, furthering collegiate aviation education through competition all over the US.  Andrew holds his masters degree in organizational leadership with a focus in non-profit management and executive coaching and counseling from Lewis University.  He currently runs his own coaching and consulting firm.  He is also a published author.

Cesar "Rico" Rodriguez's first operational assignment was flying the Fairchild Republic A-10 Thunderbolt II at Suwon Air Base, South Korea; in 1985 he was selected to attend the Instructor Pilot Course at Randolph Air Force Base, Texas then spent the following three years as an AT-38 Instructor Pilot at Holloman AFB, New Mexico; in 1988 he transitioned to the McDonnell Douglas F-15 Eagle and was assigned to the 33d Tactical Fighter Wing at Eglin AFB, Florida. Rodriguez flew missions in support of the U.S. invasion of Panama in 1989 and following service in Operation Desert Storm served on the staff of 9th Air Force at Shaw AFB, South Carolina then attended Air Command and Staff College at Maxwell AFB in Montgomery, Alabama. Beginning in 1995 he was Chief of Force Requirements and Executive Officer to the Commander of U.S. Air Forces Europe at Ramstein Air Base, Germany then returned to operational flying as a pilot and Chief of Safety with the 48th Fighter Wing at RAF Lakenheath, UK; he next served as Assistant Chief of Safety at Air Combat Command Headquarters at Langley AFB, Virginia and then attended the Naval War College in Newport, Rhode Island. In 2002 he was assigned as Deputy Commander of the 366th Operations Group at Mountain Home AFB, Idaho and also deployed to Kuwait in support of Operation Iraqi Freedom serving as Operations Group Commander for the 332d Air Expeditionary Wing, the largest flying unit in Central Command. His final assignment was as Commander of the 355th Mission Support Group at Davis-Monthan AFB, Arizona; he retired in November, 2006. His numerous awards include the Legion of Merit, three Distinguished Flying Crosses and the Air Medal with 11 oak leaf clusters.

On the afternoon of May 11, 1996, Valet Flight 592 pushed back from gate G2 in Miami after a delay of 1 hour and 4 minutes due to mechanical problems.There were 110 people on board: 105 passengers, mainly from Florida and Georgia, and a crew of two pilots and three flight attendants. At 2:04 PM EDT, the DC-9 took off from runway 9L (now runway 8R) and began a normal climb. At 2:10 p.m the passengers started to smell smoke. At the same time, the pilots heard a loud bang in their headsets and noticed the plane was losing electrical power. The sag in electrical power and the bang were eventually determined to be the result of a tire in the cargo hold exploding. Seconds later, a flight attendant entered the cockpit and informed the flight crew of a fire in the passenger cabin. Passengers' shouts of "fire, fire, fire" were recorded on the cockpit voice recorder (CVR) when the cockpit door was opened. Though ValuJet's flight attendant training manual stated that the cockpit door should not be opened when smoke or other harmful gases might be present in the cabin, the intercom was not functional and informing the pilots of what was happening was difficult. The flight data recorder (FDR) indicated a progressive failure of the DC-9's electrical and flight control systems due to the spreading fire. Kubeck and Hazen immediately asked air traffic control for a return to Miami due to the increasing smoke in the cockpit and cabin, and were given instructions for a return to the airport. One minute later, Hazen requested the nearest available airport. Kubeck began to turn the plane left in preparation for the return to Miami. Flight 592 disappeared from radar at 2:13:42 PM, the exact time that it crashed. Eyewitnesses nearby watched as the plane banked sharply, rolled onto its side and nosedived into the Francis S. Taylor Wildlife Management Area in the Everglades, a few miles west of Miami, at a speed in excess of 507 miles per hour (441 kn; 816 km/h). Kubeck lost control of the plane less than 10 seconds before impact. Examination of debris suggested that the fire had burned through the floorboards in the cabin, resulting in structural failure and damage to cables underneath the instrument panels. The NTSB report on the accident stated, "the Safety Board cannot rule out the possibility that the flightcrew was incapacitated by smoke or heat in the cockpit during the last 7 seconds of the flight."   At the end of a fifteen-month investigation, the National Transportation Safety Board (NTSB) determined that the fire that downed Flight 592 developed in a cargo compartment below the passenger cabin. The cargo compartment was a Class D design, in which fire suppression is accomplished by sealing off the hold from outside air. Any fire in such an airtight compartment would quickly exhaust all available oxidizers and then burn itself out. As the fire suppression can be accomplished without any intervention by the crew, such holds are not equipped with smoke detectors. However, the NTSB quickly determined that just before takeoff, 144 expired chemical oxygen generators, each slightly larger than the size of a tennis ball can, had been placed in the cargo compartment in five boxes marked COMAT (company material) by ValuJet's maintenance contractor, SabreTech, in violation of Federal Aviation Administration (FAA) regulations forbidding the transport of hazardous materials in passenger aircraft cargo holds.[a] Failure to cover the generators' firing pins with the prescribed plastic caps made an accidental activation much more likely. The investigation revealed that rather than covering them, the cords attached to the firing pins were simply cut or duct-taped around the cans, and Scotch tape was also used to stick the ends down. SabreTech employees indicated on the cargo manifest that the "oxy canisters", which were loosely packed in the boxes that were each sealed with tape and bubble wrap, were "empty". ValuJet workers then loaded the boxes in the cargo hold in the mistaken belief that the devices that they contained were just empty canisters, thus being certified as supposedly "safe" to transport on a passenger aircraft, when in fact they were neither simple oxygen canisters, nor empty. Chemical oxygen generators, when activated, produce oxygen for passengers if the plane suffers a decompression. However, they also produce a great quantity of heat due to the exothermic nature of the chemical reaction involved. Therefore, not only could the heat and generated oxygen start a fire, but the oxygen could also keep the fire burning. The fire was worsened by the presence of two main aircraft tires (one of them mounted on a main wheel) and a nose tire and wheel that were also included in the list of materials shipped as COMAT. Investigators determined that one of the oxygen generators was likely triggered when the plane experienced a slight jolt while taxiing. As the aircraft taxied and took off, the generator began accumulating heat, soon setting fire to its surroundings. Laboratory testing showed that canisters of the same type could heat nearby materials up to 500 °F (260 °C). The oxygen from the generators fed the resulting fire in the cargo hold without any need for outside air, defeating the cargo hold's airtight design. A pop and jolt heard on the cockpit voice recording and correlated with a brief and dramatic spike in the altimeter reading in the flight data recording were attributed to the sudden cabin pressure change caused by one of the wheels in the cargo hold exploding due to the heat. Investigators also determined that in this process, the fire began to destroy control cables that ran to the back of the aircraft, which explained why the pilots began losing control before the plane crashed; the NTSB concluded that the aircraft was under positive control by the pilots until the time of the sharp right turn and dive immediately prior to impact. Smoke detectors in the cargo holds can alert the flight crew of a fire long before the problem becomes apparent in the cabin, and a fire suppression system buys valuable time to land the plane safely. In February 1998, the FAA issued revised standards requiring all Class D cargo holds to be converted by early 2001 to Class C or E; these types of holds have additional fire detection and suppression equipment.

Watching Top Gun Scott Kartvedt watched Top Gun in 1986 just like many other young men but then went on to be a Navy pilot, something many of us just dreamed of. He applied to and was selected to the elite Blue Angels air demonstration team where he served as the number seven, six, and number five solo pilot before returning to the fleet. There, he served during five combat deployments flying 91 combat missions and accumulating over 6,300 flight hours, 658 carrier arrested landings on eleven aircraft carriers.   Led to a Navy Career Throughout his career, he faced near-death experiences, lost men and women he served with, and led squadrons through battle, all while developing a culture of excellence everywhere he went.   He went on to command VFA-83, an award-winning FA/18 Squadron, and served as the Navy’s first commanding officer of the only F-35C Stealth Strike Fighter Squadron in the US before retiring from the Navy and returning to civilian life.   Going Full Throttle into Civilian Life After that, he began his second career as a professional pilot. He became an inspirational speaker and instructor and served and still serves on the Board of Directors for the Blue Angels Foundation. Scott also joined the Patriot Jet Team, the only civilian jet demonstration team in North America, as their number 5 pilot.   And Onto the Big Screen Through that position, he had the opportunity to train some of the actors and fly as a stunt pilot in the new Top Gun Maverick movie, bringing his journey full circle.   You'll laugh, you'll learn, you'll cry, and you'll soar at full throttle through Scott's story of a life lived at high-G, and you won't want to stop reading until you get to the final page.

Dan Verdoorn started his flying as a young child, riding his bicycle to the local airport and watching airplanes take off and land from outside the fence. Finally, a pilot in a J-3 Cub asked him if he wanted to go for a flight, and that was the beginning of a lifelong love affair with aviation. Dan worked his way up in the construction business and is now the owner of Celebrity Custom Homes in Lone Tree, Colorado. But building homes isn't his only handiwork: he has built several aircraft, and has owned even more! Dan definitely has earned the title of Home Builder!

During the Vietnam War, with two years of college, Tom Speer was facing the draft. Out of curiosity, he visited a Marine recruiter and saw a photo of an F-4 and was hooked. The recruiter sent him to take numerous tests - which he aced - and he signed up to be a Marine Aviation Cadet. He had a bit of incentive when he received his draft notice!   Tom attended Navy/Marine flight training and was selected to fly jets. He was dogged in his pursuit of flying the F-4, turning down other jet offers until he prevailed. After F-4 training he was sent to Chu Lai, South Vietnam for his combat tour.   Returning from Vietnam he finished college and flew F-8s in the Marine Reserves, retiring as a Colonel. At the same time, he flew for Eastern, and honored the strike.   Following Eastern, he was hired by United Airlines, and was selected to manage the SOFIA (Stratospheric Observatory for Infrared Astronomy) project, flying 747s at high altitude for NASA scientific research.   Tom now flight instructs on Beech 1900 aircraft.

Captured by Love shares the real love stories of 20 Vietnam War POWs. Some had wives who started a movement that changed American foreign policy. Others came home and had to start over, while five single men met the loves of their lives. Despite their unique differences, all these couples have been happily married 40 to 65 years. You’ll be swept up into some extraordinary tales such as: • Carole boldly gave her husband’s POW-MIA bracelet to John Wayne―he wore it for years! • Pan Am stewardess Suzy wore a bracelet for POW Bill Bailey, whom she did not know. But she prayed for him daily, and miraculously met and married him when he came home. • After eight years in prison, one POW said to his wife in his first phone call upon his release, “Hi Jane. It’s Tarzan.” You will laugh and cry when you learn why. Former POW Lee Ellis and love expert Greg Godek take you on a dramatic journey of faithfulness, passion, excitement, resilience, and practical love lessons from these couples.

Sully Sullenberger: "I'm very glad that the Federal Aviation Administration has ensured the safety of the traveling public by wisely denying the waiver request by Republic Airways to cut in half the pilot experience requirement. U.S. airlines have attained an extraordinarily good safety record, with no fatal crashes in more than 13 and a half years." Sorry, Sully, not true. An Atlas Air B767 flying for Amazon crashed on Feb 23, 2019, killing the three crew members. The first officer, who caused the crash, had 5073 flying hours. He had falsified his flying history and lied about failing seven check rides. The 2009 Colgan Air crash that was the impetus for the 1500 hour rule was caused by a captain with a history of three proficiency check failures at Colgan. In July 2017 Air Canada Flight 759 had two pilots with more than 1500 hours each. They missed crashing into several aircraft on a taxiway, clearing the closest plane by 14 feet. If they had crashed, the death toll would have eclipsed the Teneriffe crash. The crash was averted by a United Airlines pilot telling them they were lined up on a taxiway. In December, B777 UA1722 took off from the Kahului Airport at 14:49 local time, where it was met with stormy conditions. Looking at data provided by FlightRadar24.com, the aircraft reached 2,200 ft approximately a minute after departing. However, it quickly began descending just north of the island's Baldwin Beach Park. At 14:50, the calibrated altitude of the aircraft was just around 775 ft as the aircraft dropped over the waters along the coast of Maui. From CNN Business: Five recent near-collisions on US runways, including one more this week in Boston, have prompted federal safety investigators to open multiple inquiries and a sweeping review. Boston Air traffic controllers stopped JetBlue flight from running into a departing private jet as it was coming in to land on the evening of February 27 night in Boston. The FAA is investigating the incident. The two planes involved in the apparent close call at Boston Logan International Airport came within 565 feet (172 meters) of colliding, according to Flightradar24's preliminary review of its data. According to a preliminary review, the pilot of a Learjet 60 took off without clearance while JetBlue Flight 206 was preparing to land on an intersecting runway," the FAA said in a statement. "JetBlue 206, go around," said the controller in Boston Logan's tower, according to recordings archived by LiveATC.net. The FAA says its air traffic controller told the crew of the Learjet to "line up and wait" on Runway 9 as the JetBlue Embraer 190 approached the intersecting Runway 4 Right. "The Learjet pilot read back the instructions clearly but began a takeoff roll instead," the FAA said in a statement. "The pilot of the JetBlue aircraft took evasive action and initiated a climb-out as the Learjet crossed the intersection." Burbank Last week, the National Transportation Safety Board said that a crew of a landing Mesa Airlines CRJ900 "executed a pilot-initiated go-around" as a SkyWest Embraer E175 was taking off from the same runway. A go-around is a routine measure to abort a landing on the approach. The NTSB says neither airplane was damaged and nobody on board was hurt. LiveATC.net recordings from the time of the incident chronicle confusion over whether the SkyWest flight was off the runway at Bob Hope Burbank Airport in California. It's unclear how close the two planes came to a collision. "Is he off the runway yet?" asked one unidentified voice. "We're going around," responded the crew of the Mesa flight. "The Mesa pilot discontinued the landing and initiated a climb out," said a FAA statement, which is also investigating the incident. "Meanwhile, the SkyWest aircraft continued with its departure, which prompted an automated alert to sound on the flight deck of the Mesa aircraft," the FAA said. The controller instructed the Mesa crew to turn to a course that took it away from the other aircraft." Austin A Southwest passenger jet and a FedEx cargo plane came as close as 100 feet from colliding on February 5 at the main airport in Texas' capital, and it was a pilot -- not air traffic controllers -- who averted disaster, a top federal investigator says. Controllers at Austin's airport had cleared the arriving FedEx Boeing 767 and a departing Southwest Airlines Boeing 737 jet to use the same runway, and the FedEx crew "realized that they were overflying the Southwest plane," Jennifer Homendy, chairwoman of the National Transportation Safety Board, told CNN. The FedEx pilot told the Southwest crew to abort taking off, she said. The FedEx plane, meanwhile, climbed as its crew aborted their landing to help avoid a collision, the FAA said. Honolulu On January 23, there was an incident at Daniel K. Inouye International Airport involving a United Airlines 777 jet and a smaller, single-engine cargo plane at the Hawaii airport. The United jet improperly crossed a runway, while the cargo aircraft was landing, the FAA said. At the closest point, the aircraft were separated by 1,170 feet. The cargo aircraft involved in the incident is a smaller Cessna 206 turboprop operated by Kamaka Air, which ferries goods between the Hawaiian islands. The airline did not immediately respond to a request for comment. The NTSB announced the investigation the day after Billy Nolen, the acting FAA administrator, directed his agency in a memo to "mine the data to see whether there are other incidents that resemble ones we have seen in recent weeks." New York - JFK On January 13, a close call between an American Airlines and Delta Air Lines flights sparked alarm. The crew of a Delta Boeing 737 aborted its takeoff, ultimately stopping within 1,000 feet of the taxiing AA's Boeing 777, the FAA said. No one was hurt in the incident, which took place around on a Friday evening. Air traffic controllers had "noticed another aircraft crossing the runway in front of the departing jetliner," the FAA said in a statement. "According to a preliminary analysis, Delta Air Lines Flight 1943 stopped its takeoff roll approximately 1,000 feet before reaching the point where American Airlines Flight 106, a Boeing 777, had crossed from an adjacent taxiway." According to Delta, its flight -- a 737-900 bound for Santo Domingo, Dominican Republic -- had 145 customers and six crew members on board. Audio recordings detail swift action by an air traffic controller kept the airplanes from colliding as they drew closer. "S--t!" exclaimed the controller from the tower of John F. Kennedy International Airport on Friday night. "Delta 1943 cancel takeoff clearance!" All of these crashed were averted by - predominantly - devine intervention. Sully's successful outcome was clearly the result of devine intervention that had the Hudson River devoid of the normal plethora of ferries and boats. The aircraft did not suddenly sink even though the Ditching Switch was not used. Here is another opinion about the 1500 hour rule.

From Air Line Pilots Association: In September 2016, Capt. David Whitson (United) was diagnosed with acute myeloid leukemia, a condition in which white blood cells that manage the body’s immune system form abnormally. The then B-787 first officer was treated at the Texas Oncology–Baylor Charles A. Sammons Cancer Center in Dallas, Tex., where he spent an initial 30 days undergoing tests and chemotherapy. “I had a mutation called FLT3 that put me at high risk for not reaching remission and also in a high-incidence category for relapse even if remission was achieved,” he recalled, adding, “My best shot was to have a bone marrow transplant, also called a stem cell transplant. Without it, I had a 5 percent chance of survival.” Whitson was released from the hospital for a brief break. During this period, doctors conducted a bone marrow biopsy and discovered that the pilot’s cancer was in remission, a condition necessary to achieve before a bone marrow transplant could be conducted. Whitson and his doctors quickly found a donor. “It was hard for me to wrap my head around the fact that a complete stranger would be willing to give me bone marrow stem cells and potentially save my life,” he acknowledged. Whitson endured additional rounds of chemotherapy and a full-body radiation scan to ensure his body was ready and on Dec. 21, 2016, received the transplant. Within several days, his new immune system was up and running. Thirteen days after the transplant, Whitson was released from the hospital. He noted that prior to the transfusion of stem cells his blood type was B+, but today it’s O-. In addition, the DNA in his blood is different from that in his body. Whitson encourages everyone to donate blood. “I needed more than a dozen blood and platelet transfusions during my treatments,” he said. The United pilot also urges those interested to join the national bone marrow registry at bethematch.org or www.dkms.org. “There’s a lack of diversity within the registry, and minorities are greatly needed,” he shared. “Every day is a gift,” Whitson remarked, who credits ALPA’s Aeromedical Office for advising him and helping him jump through the necessary hoops to acquire his special issuance medical certificate and return to the cockpit. He also gave a nod to his medical benefits, noting, “I was on long-term disability for more than two years, and my medical insurance was excellent. Thank you, ALPA!”

Named Tennessee's Outstanding Young Man for service to his community, state and country, Bud Willis has been well recognized for his first book, Bluestocking, released in 2009, now in its second printing. A native Tennessean, Willis grew up in Tullahoma, and graduated from Tennessee Tech University, Cookeville. There, Bud served as editor of the campus literary magazine. His professional career extended through 34 years in the securities industry as Partner with J.C. Bradford and Company. As a successful business man, public speaker, and humorist, his spirited Southern writing style engages readers quickly, with pathos, humor, and new knowledge regarding the lives and labor of young, Marine pilots serving in the mid-60's in Vietnam. Bud's memoir Marble Mountain is available on Amazon.

Scott Dworkin is an aerial photographer, contractor, and photojournalist based outside Los Angeles, California. He has had a lifelong passion for aviation and photography, and after honing his skills as a photographer for many years, he decided to combine the two interests professionally in 2010. Since 2010, Scott’s work has been published in numerous international aviation magazines and websites. As a photographer and writer, he has flown with and covered every branch of the US Armed Forces, as well as worked with many Department of Defense contractors, civilian aviation outfits, and law enforcement aviation units. Scott embedded with the US Air Force 452nd Airlift Wing from March Air Reserve Base in California, traveling with them to Afghanistan to cover their aeromedical evacuation missions. He also traveled around the United States extensively, documenting various other military and civilian units in action. Scott is one of only a handful of civilians in the world who is privileged to fly as an aerial photographer in high-performance military aircraft. Scott’s freelance work led to him being hired by the 412th Test Wing, Air Force Flight Test Center at Edwards Air Force Base, California, as a full-time flight test photographer. While there, he provided aerial multimedia, both air-to-air and air-to-ground coverage, including still photography, high-definition videography, high-speed video, and postproduction. Scott routinely flew in various air force aircraft to document ordnance and weapons testing, drop tests, aircraft flight performances, and other operational missions. He delivered the final products to the Air Force Flight Test Center, the Department of Defense, and various other customers. While at Edwards, Scott was trained in accordance with Air Force Instruction flight aircrew rules and regulations and was qualified as aircrew in numerous aircraft. He attended the USAF Physiology Training Program at Beale Air Force Base in California. In addition, he was granted the designation of US Navy Project Specialist, and with that carried Navy Aviation Physiology Training and Aviation Water Survival Training Program qualifications. Scott was recruited by and worked as a contracted flight test photographer/videographer for the Naval Air Warfare Center Weapons Division, Naval Test Wing Pacific at Point Mugu and China Lake in California and other locations. The creation of Mach 91 Aerial Photography and this book are the culmination of Scott’s dream and passion to deliver the finest quality, dramatic aerial photography possible, to bring the aircraft to life in its natural environment, and tell the story of the men and women who serve. He is the author of Becoming The Rhino. Scott Dworkin is an aerial photographer, contractor, and photojournalist based outside Los Angeles, California. He has had a lifelong passion for aviation and photography, and after honing his skills as a photographer for many years, he decided to combine the two interests professionally in 2010. Since 2010, Scott’s work has been published in numerous international aviation magazines and websites. As a photographer and writer, he has flown with and covered every branch of the US Armed Forces, as well as worked with many Department of Defense contractors, civilian aviation outfits, and law enforcement aviation units. Scott embedded with the US Air Force 452nd Airlift Wing from March Air Reserve Base in California, traveling with them to Afghanistan to cover their aeromedical evacuation missions. He also traveled around the United States extensively, documenting various other military and civilian units in action. Scott is one of only a handful of civilians in the world who is privileged to fly as an aerial photographer in high-performance military aircraft. Scott’s freelance work led to him being hired by the 412th Test Wing, Air Force Flight Test Center at Edwards Air Force Base, California, as a full-time flight test photographer. While there, he provided aerial multimedia, both air-to-air and air-to-ground coverage, including still photography, high-definition videography, high-speed video, and postproduction. Scott routinely flew in various air force aircraft to document ordnance and weapons testing, drop tests, aircraft flight performances, and other operational missions. He delivered the final products to the Air Force Flight Test Center, the Department of Defense, and various other customers. While at Edwards, Scott was trained in accordance with Air Force Instruction flight aircrew rules and regulations and was qualified as aircrew in numerous aircraft. He attended the USAF Physiology Training Program at Beale Air Force Base in California. In addition, he was granted the designation of US Navy Project Specialist, and with that carried Navy Aviation Physiology Training and Aviation Water Survival Training Program qualifications. Scott was recruited by and worked as a contracted flight test photographer/videographer for the Naval Air Warfare Center Weapons Division, Naval Test Wing Pacific at Point Mugu and China Lake in California and other locations. The creation of Mach 91 Aerial Photography and this book are the culmination of Scott’s dream and passion to deliver the finest quality, dramatic aerial photography possible, to bring the aircraft to life in its natural environment, and tell the story of the men and women who serve. Scott is the author of Becoming The Rhino. Scott's website is https://www.mach91aerialphotography.com/ Scott Dworkin is an aerial photographer, contractor, and photojournalist based outside Los Angeles, California. He has had a lifelong passion for aviation and photography, and after honing his skills as a photographer for many years, he decided to combine the two interests professionally in 2010. Since 2010, Scott’s work has been published in numerous international aviation magazines and websites. As a photographer and writer, he has flown with and covered every branch of the US Armed Forces, as well as worked with many Department of Defense contractors, civilian aviation outfits, and law enforcement aviation units. Scott embedded with the US Air Force 452nd Airlift Wing from March Air Reserve Base in California, traveling with them to Afghanistan to cover their aeromedical evacuation missions. He also traveled around the United States extensively, documenting various other military and civilian units in action. Scott is one of only a handful of civilians in the world who is privileged to fly as an aerial photographer in high-performance military aircraft. Scott’s freelance work led to him being hired by the 412th Test Wing, Air Force Flight Test Center at Edwards Air Force Base, California, as a full-time flight test photographer. While there, he provided aerial multimedia, both air-to-air and air-to-ground coverage, including still photography, high-definition videography, high-speed video, and postproduction. Scott routinely flew in various air force aircraft to document ordnance and weapons testing, drop tests, aircraft flight performances, and other operational missions. He delivered the final products to the Air Force Flight Test Center, the Department of Defense, and various other customers. While at Edwards, Scott was trained in accordance with Air Force Instruction flight aircrew rules and regulations and was qualified as aircrew in numerous aircraft. He attended the USAF Physiology Training Program at Beale Air Force Base in California. In addition, he was granted the designation of US Navy Project Specialist, and with that carried Navy Aviation Physiology Training and Aviation Water Survival Training Program qualifications. Scott was recruited by and worked as a contracted flight test photographer/videographer for the Naval Air Warfare Center Weapons Division, Naval Test Wing Pacific at Point Mugu and China Lake in California and other locations. The creation of Mach 91 Aerial Photography and this book are the culmination of Scott’s dream and passion to deliver the finest quality, dramatic aerial photography possible, to bring the aircraft to life in its natural environment, and tell the story of the men and women who serve.

I'd like to tell you about a great new podcast called Air Traffic Out Of Control. The show brings you curated ATC recordings that are funny, interesting and downright unbelievable. The show publishes a full episode every Wednesday and short 'fly by' episodes throughout the week. Check out Air Traffic Out Of Control wherever you listen to your favorite podcasts As we start a new year, I'm reviewing my goals for 2023. Goals should be SMART: Specific Measurable Achievable Relevant Time-bound My goals for 2023: Increase podcast frequency Shop out script Launch speaking business. Mentors: Hurler Weaver Jason Harris Waldo Waldman Lee Ellis Nicole Malachowski Jessica Cox Dave Carey KC Campbell Complete novel Guns Away Complete Crash and Learn Write memoir TEDx talk        

The cornerstone of courage is optimism. In 1992, at the end of the Cold War, Steven Myers became the first American since Charles Lindbergh in 1931, to pilot an aircraft into the Russian Kamchatka peninsula. There he formed one of the first post-Soviet era joint ventures - a pioneering, expansive, business enterprise with the potential to transform the lives of the people of the Russian Far East. Steve's remarkable true story recounts the dramatic adventure, courageous entrepreneurship, and intrigue in the creation of a breakthrough business in a remote corner of the world, a wonderous place few people have been to or know anything about. The underlying theme of the story is the clash of two vastly different cultures: Americans, with go-for-broke, entrepreneurial “can do” attitudes, and Russians with a long, painful history of constraining rules, risk aversion, and fear. After years of hard work, just as the enterprise is about to achieve breakthrough success, an unexpected warning by US government agents alerts Myers that his life is in danger if he continues with his business activities in Russia. How he reacts, and what he does next, provides a gripping, dramatic climax to the story. A timeless exploration of human conflict, determination, and power, this audiobook will inspire adventurers, aviators, entrepreneurs, business leaders, politicians, and diplomats to push past their fears and take command of their dreams. After all, “the cornerstone of courage is optimism”. Steve's website is www.stevenmyers.com. His article describes being the oldest Captain upgrade paired with the youngest First Officer on the B777. An article Steve recently wrote for Fear of Landing.

Dave Carey was born in Greensburg, Pennsylvania, in 1942. He entered the U.S. Naval Academy in June 1960, and was commissioned an Ensign in the U.S. Navy on June 4, 1964. Carey next attended flight training at NAS Pensacola, Florida, and was designated a Naval Aviator in 1966. After completing A-4 Skyhawk Replacement Air Group training he served as an A-4 pilot with VA-163 at NAS Lemoore, California, and deployed aboard the aircraft carrier USS Oriskany (CVA-34) from 1966 until he was forced to eject over North Vietnam and was taken as a Prisoner of War on August 31, 1967. After spending 2,022 days in captivity, LCDR Carey was released during Operation Homecoming on March 14, 1973. He then returned to flying status and served as Operations Officer, Maintenance Officer, and Safety Officer with VF-126 at NAS Miramar, California, from 1974 to 1979, followed by service as Commanding Officer of Fleet Composite Squadron 7 from 1979 to 1981. His next assignment was as Commanding Officer of VF-126 at NAS Miramar from July 1982 to 1984, and then as Commanding Officer of the Naval Amphibious School, Director of the Navy's Leadership and Management Effectiveness Program, and Lead Facilitator in the Leadership and Management Seminar for Prospective Commanding and Executive Officers at Coronado, California, from 1984 until his retirement from the Navy on January 1, 1986. Since his retirement from the Navy, Dave has been a professional speaker, consultant, and trainer. He is the author of the book "The Ways We Choose, Lessons for Life from a POW's Experience".

As a Captain, John F. Barton Jr. has been a Captain on the Boeing 767-300/757 and 737 Aircraft. He taught as an instructor the Boeing 777 aircraft, at the United Airlines Training Center from 1997 till 1999, He began his flying with a Major International Airline as a Boeing 727 first and second officer. His most recent position is Captain on the new Boeing 737-900 aircraft flying out of San Francisco. Captain John F. Barton Jr. was chosen by his airline Flight Operations to “Captain” the historic chartered flight (prior to taking office) of President Barack Obama and family on January 1, 2009 from Honolulu international airport to Chicago International. Only the Obama family, Senior Advisor Valerie Jarrett and daughter, Secret Service, and limited press were on the flight. Captain John F. Barton Jr. has dedicated his life to the political fight for American jobs in the aviation sector, and has worked with the DOJ, Congress, and Senate to achieve these goals. In 2012, Captain John F. Barton Jr. helped work the timeline in Washington, D.C. with Senators, and Congressional representatives, and committees on the Hill to expedite negotiations under the RLA. He developed a plan with Captain Heide Oberndorf to accomplish this task. They then worked closely with Patton-Boggs to accomplish this task; specifically Jon Yarowsky (Former Senior policy Advisor to President Bill Clinton); navigating the cumbersome RLA for collective bargaining. Together through networking they helped secure a contract in less than eight months through out of the box thinking and utilization of Congress.

Roger Johnson is a Captain with a major airline and a former Fighter Pilot in the USAF. He has been flying for 48 years and has flown throughout the world. He is the second generation of being trained and operating in the civilian, military, and airline realms of aviation with his father giving him his initial flight instruction when he was 15 years old. As a summer job while in college he towed banners up and down the South Jersey Beaches in a Super Cub and then entered the USAF after graduating from college. He went on to fly F-4s and F-16s for 14 years. Concurrently, while flying F-16s in the Air National Guard, Roger began flying for the airlines in early 1988. He was hired as a Flight Engineer on the venerable B-727 and then, after a year, went to the back of the DC-10. In !993 he was trained as a First Officer on the MD-11 and based in Anchorage, AK. After flying the MD11/10 for 16 years, as both a F/O and Captain, he was qualified as a Captain on the B-777 in 2009. In 2017 he decided to checkout in the B-767, whereupon he also flew the B-757. As of this writing he continues to fly the B-767 on domestic US routes of intra-Europe. Roger has been an instructor in the F-4 RTU, training new recruits in the aircraft and then went on to instruct in the prestigious USAF F-4 Fighter Weapons School. He also was a longtime instructor in his airline, 23 years, training crews on both the MD-11/10 and B-777. He was a FAA Designee on the MD-11 and a Standards Check Airmen on the B-777. Though his professional life has been rewarding, his personal life has reads like a Shakespearian tragedy. He has been married and divorced a few times, has five grown children, though one of them past away at 17 months years old due to an automobile accident. His hobbies include, SCUBA diving, snow skiing, and working out in the gym. He has a strong, non-judgmental or self righteous Christian Faith. Finally, both of his sons, are pilots; His oldest flying F-18s in the Marines and his youngest working on his ratings in the civilian pipeline. He has spoken on several podcast/radio interviews and is available for speaking engagements.

Operation Linebacker, the code name for the new interdiction campaign, would have four objectives: to isolate North Vietnam from its sources of supply by destroying railroad bridges and rolling stock in and around Hanoi and north-eastwards toward the Chinese frontier; the targeting of primary storage areas and marshalling yards; to destroy storage and transshipment points and to eliminate (or at least damage) the North's air defense system. With nearly 85 percent of North Vietnam's imports (which arrived by sea) blocked by Pocket Money, the administration and the Pentagon believed that this would cut its final lines of communication with its socialist allies. China alone shipped an average of 22,000 tons of supplies a month over two rail lines and eight major roads that linked it with North Vietnam. On 10 May Operation Linebacker began with mass bombing operations against North Vietnam by tactical fighter aircraft of the Seventh Air Force and Task Force 77. Their targets included the railroad switching yards at Yên Viên and the Paul Doumer Bridge, on the northern outskirts of Hanoi. A total of 414 sorties were flown on the first day of the operation, 120 by the Air Force and 294 by the Navy and they encountered the heaviest single day of air-to-air combat during the Vietnam War, with 11 VPAF MiGs (four MiG-21s and seven MiG-17s) and two Air Force F-4s shot down.[45] Anti-aircraft artillery and over 100 surface-to-air missile firings also brought down two U.S. Navy aircraft (one of which was flown by aces Duke Cunningham and William P. Driscoll). By the end of the month, American aircraft had destroyed 13 bridges along the rail lines running from Hanoi to the Chinese border. Another four were destroyed between the capital and Haiphong, including the notorious Thanh Hóa Bridge. Several more bridges were brought down along the rail line leading to the south toward the DMZ. Targets were then switched to petroleum and oil storage and transportation networks and North Vietnamese airfields. There was an immediate impact on the battlefield in South Vietnam. Shelling by PAVN artillery dropped off by one-half between 9 May and 1 June. This slowdown was not due to an immediate shortage of artillery shells but rather to a desire to conserve ammunition. U.S. intelligence analysts believed that PAVN had enough stockpiled supplies to sustain their campaigns throughout the autumn. The intensity of the bombing campaign was reflected by the sharp increase in the number of strike and support sorties flown in Southeast Asia as a whole: from 4,237 for all services, including the RVNAF, during the month preceding the invasion, to 27,745 flown in support of ARVN forces from the beginning of April to the end of June (20,506 of them flown by the Air Force). B-52s provided an additional 1,000 sorties during the same period. The North was feeling the pressure, admitting in the official PAVN history that "between May and June only 30 percent of supplies called for in our plan actually reached the front-line units." In total, 41,653 Linebacker missions dropped 155,548 tons of bombs. In addition to interdicting the road and rail system of North Vietnam, Linebacker also systematically attacked its air defense system. The VPAF, with approximately 200 interceptors, strongly contested these attacks throughout the campaign. Navy pilots, employing a mutually supporting "loose deuce" tactical formation and many with TOPGUN training, enjoyed a kill ratio of 6:1 in their favor in May and June, such that after that the VPAF rarely engaged them thereafter. In contrast, the Air Force experienced a 1:1 kill ratio through the first two months of the campaign, as seven of its eventual 24 Linebacker air-to-air losses occurred without any corresponding VPAF loss in a twelve-day period between 24 June and 5 July. Air Force pilots were hampered by use of the outdated "fluid four" tactical formations (a four-plane, two element formation in which only the leader did the shooting and in which the outside wingmen were vulnerable) dictated by service doctrine. Also contributing to the parity was a lack of air combat training against dissimilar aircraft, a deficient early warning system, and ECM pod formations that mandated strict adherence to formation flying. During August the introduction of real-time early warning systems, increased aircrew combat experience and degraded VPAF ground control interception capabilities reversed the trend to a more favorable 4:1 kill ratio. Linebacker saw several other "firsts". On the opening day of the operation, Navy Lieutenant Duke Cunningham and his radar intercept officer, Lieutenant (j.g.) William P. Driscoll became the first U.S. air aces of the Vietnam War when they shot down their fifth MiG. On 28 August, the Air Force gained its first ace when Captain Richard S. Ritchie downed his fifth enemy aircraft. Twelve days later, Captain Charles B. DeBellevue (who had been Ritchie's backseater during four of his five victories) downed two more MiGs, bringing his total to six. On 13 October another weapons officer, Captain Jeffrey S. Feinstein, was credited with his fifth MiG, making him the final Air Force ace

by Robert L. Sumwalt It's no secret. When a flight crew's attention is diverted from the task of flying, the chance of error increases. Over the years there have been dozens of air carrier accidents that occurred when the crew diverted attention from the task at hand and became occupied with items totally unrelated to flying. Consequently, important things were missed. Things like setting the flaps prior to takeoff, or extending the landing gear before landing. Things like monitoring altitude on an instrument approach, or using engine anti-ice for takeoff during a blinding snow storm. In 1981 the FAA enacted FAR 121.542 and FAR 135.100 to help curb the number of these accidents. Commonly known as the "sterile cockpit rule," these regulations specifically prohibit crew member performance of non-essential duties or activities while the aircraft is involved in taxi, takeoff, landing, and all other flight operations conducted below 10,000 feet MSL, except cruise flight. (Click here to go to FAR 121.542 and 135.100 .) It's unrealistic to expect a crew to fly together for several days and never discuss anything except items related to flying the aircraft. In fact, experts have demonstrated that in order to be most effective, crews need to talk -- even if it is just merely "get to know you" sort of chat. The sterile cockpit rule is a good rule because it clearly defines when it is time to set aside non-essential activities and tend strictly to the task at hand -- that of safely operating the aircraft. In spite of the existence of the sterile cockpit rule over the past decade, pilots have continued to have accidents and serious incidents that perhaps could have been prevented. For the most part, disobeying the rule is not intentional. It just happens. But as this review shows, the consequences of non-compliance can be very serious. Truly, the sterile cockpit needs to be cleaned up. This reviewer used the ASRS database to find specific examples of problems related to non-compliance with the sterile cockpit rule. We carefully reviewed 63 reports that had been previously coded by analysts as having some relevance to the sterile cockpit rule. Here is a synopsis of the problems that we found that could be attributed to sterile cockpit violations:48% were altitude deviations 14% were course deviations 14% were runway transgressions 14% were general distractions with no specific adverse consequences 8% involved takeoffs or landings without clearance 2% involved near mid-air collisions due to inattention and distractions. The Culprits The way in which the sterile cockpit rule was broken in each report was tallied and analyzed. Some reports contained more than one culprit. Many of the reports contained acknowledgments like this: "If we [had] adhered to the sterile cockpit, this situation probably would not have occurred." (ACN 118974) Following are the four most common reasons for non-adherence to the sterile cockpit rule: Extraneous Conversation The most habitually cited offense was extraneous conversation between cockpit crew members. Cited one First Officer: "Although VMC on the approach, the new special weather was... [indefinite ceiling, 200 obscured, visibility 1-1/4 mile in ground fog], snow falling and some snow on the runway...I was flying and Captain viewing PIT stadium and various sights out the window, chatting incessantly...Captain then reviewed procedures for short ground roll on snow covered runways and returned to miscellaneous conversation." The crew believed that they then landed without contacting the tower and receiving landing clearance. After some serious soul searching, this reporter continued "...the potential for disaster scenarios should be apparent...The bottom line: lack of professionalism. Captain habitually rambled from push back to block-in through a four day trip. This was the first of two incidents on the same day...Below the line: lack of courage. F/O and F/E were not willing to ask the Captain to please shut up so we could fly the airplane." (ACN 102595) The Captain of an air carrier aircraft admits to conversation not pertinent to flying duties: "...Both the F/O and I became distracted because of a conversation that was started before the level-off. At 4300 feet our altitude alert system went off...Our sterile cockpit procedures should have eliminated this problem if properly followed." (ACN 168474) Five reports detailed extraneous conversation with jump seat riders. The ability to ride on an air carrier's jump seat is quite a valuable privilege, but it is important that the additional cockpit rider not be allowed to create distractions. A look at two of these reports: "While descending into a broken deck of clouds, unannounced traffic appeared at 12 o'clock and less than a mile, climbing up our descent path. In my best estimation we were on a collision course. I immediately, without hesitating, instinctively pushed the aircraft nose down and to the right to avoid impact. The Captain was engaged in a conversation with [somebody] on the jump seat." (ACN 167026) And in the other ASRS submission: "This very senior Captain was about to leave on a Scuba diving trip and talked nonstop to the female jump seat rider upon discovering she was also a diver...This [altitude deviation] could have been prevented entirely if this particular Captain...[had paid] attention to his job and observe[d] some approximation of the sterile cockpit below 10,000 feet." (ACN 119289) The connotation "extraneous conversation" does not always have to imply just those persons on board the aircraft. Look at how extraneous chatter with air traffic controllers introduced problems for these crews. Air traffic controllers, take notice: "We turned base to final. Tower talked about mutual acquaintances and local weather. On final, at about 2500 MSL, we realized we lined up for the wrong field...First mistake: getting involved in conversation with [the] Tower operator..." (ACN 108035) And in another incident: "At the outer marker...with thunderstorms in progress, reported wind shear and heavy rain ...the tower insisted on knowing if our gate was open. We told him we were too busy to find out, he persisted with claims of needing to know where to put us on the ground once we landed. We attempted once to try to contact the company but failed due to frequency congestion... We were distracted by the tower's request for non-pertinent info during the sterile period... This [practice]...(of the controller needing to know if a gate is open at the most intense and critical phase of flight) must not be continued. It is an unsafe practice and deters us from conducting a safe flight." (ACN 114244) Distractions from Flight Attendants Distractions caused by flight attendants visiting the cockpit or calling on the interphone were noted in almost one quarter of the reports in our data set. This was our second highest source of deviation from the sterile cockpit rule. "As aircraft approached Runway 18, Flight Attendant 'A' entered cockpit with coffee for the crew. Crew attention momentarily diverted...Aircraft penetrated hold line approximately six feet for Runway 18...Small single engine aircraft on final for Runway 18 was instructed to go around by Tower...Probable cause of this was short taxi distance to hold line and crew's interruption by [the] Flight Attendant." (ACN 149054) In another incident, the crew was surprised when they lined up with the wrong runway -- and doubly surprised when they noticed they were in an unplanned formation with a jet landing on the same runway! "...Flight Attendant came into the cockpit and asked what gate we were going into as we had a passenger with a wheelchair going to another flight...I advised approach we had our traffic [in sight]. Approach now cleared us for what I thought was a Runway 26L visual approach, call tower at the outer marker. As we proceeded to Runway 26L, which was the closest runway to our arrival side,..I looked over [at] my First Officer and out his side window and saw the [other jet] at our altitude, approximately 100 feet away...I'm sure that, with the Flight Attendant interruption, I heard what I expected to hear, 'cleared to the left runway.' " (ACN 98883) Non-Pertinent Radio Calls and PA Announcements Several reports we examined indicate that problems arose when non-pertinent company radio calls and PA announcements were made below 10,000 feet. Remember, below 10,000 feet if it's not directly related to flight safety, it's in violation with the sterile cockpit rule. "Beautiful day making approach into familiar station, Captain elects to make a PA announcement to passengers while flying the aircraft. Resulting distraction of the passenger announcement [caused us to over-shoot]... altitude 500 feet." (ACN 54741) While being vectored in a busy terminal area, the Captain in the following report called on the company radio frequency to notify maintenance about a minor cabin discrepancy. As the reporter soon discovered, his absence from the ATC frequency caused an overload with his First Officer. Several ATC radio calls were missed. The controller growled a little, they lost their landing sequence, and the pilot's pride was hurt. But a valuable lesson was also learned. "...My thinking, however irresponsible it was, was that I should call maintenance with this item to save us time on the ground...I realize that the incident and this report is the result of very poor cockpit management on my part...It was most unwise and unfair of me to put the work load I did on that Controller and the First Officer...I hope I have learned the importance of giving my undivided attention to Approach Control, as opposed to reporting maintenance items [while flying below 10,000 feet]." (ACN 92145) Sight-seeing Nowhere does Webster's define "sight-seeing" as an activity that is essential to the safe operation of aircraft. When sight-seeing is conducted by flight crew members below 10,000 feet, not only is it potentially dangerous, but it is illegal, as well. Two reports demonstrated that a cockpit full of sight-seeing crew members is an ASRS report looking for a place to happen -- possibly even an accident. "Assigned the PORTE SID from SFO. I missed the 4 DME turn point due to preoccupation with a [special purpose aircraft] below and to our right, landing at NAS Alameda. The Captain (flying) missed it too...Bay Departure queried us and advised us to maintain visual separation from [another aircraft] off OAK, paralleling us below and about 2 miles to the right. Preoccupation with the visual environment caused us to neglect the IFR procedure." (ACN 189397) In another incident report: "...Descending through 5000 feet to my assigned altitude of 4000 feet. The Captain discontinued his running commentary of the sights...to state that we were only cleared to 6000 feet." (ACN 83932) Recommendations and Considerations The sterile cockpit rule was designed to help minimize many of the problems that we just annotated. Judging from these reports, a safer operation can be achieved by simply abiding by the rule's guidelines. In the Beginning A good time to establish the desire to maintain a sterile cockpit environment is before beginning a trip. In briefing cockpit and cabin crew members the captain can politely say, "I think the sterile cockpit rule is really important, so we'll adhere to it. Okay?" Setting the Standards During the preflight briefing the captain should also inform the flight attendants how they can determine if the flight is above or below 10,000 feet. Many companies have already established procedures for this, such as a "10,000 foot PA announcement," or a call to the flight attendants on the interphone. However, these procedures require one crew member to be "out of the loop." And as evidenced by literally thousands of ASRS reports, the potential for problems (such as misunderstood clearances and altitude deviations) increases when a crew member is out of the loop. Some airlines have installed a cockpit-controlled "sterile cockpit light" that can be illuminated when descending below 10,000 feet and extinguished when climbing above 10,000 feet. For those who develop company procedures, consideration should be given to developing something that doesn't create its own set of distractions. With the increased use of two-crew member cockpits this consideration is increasingly important. Unexpected Entry Unexpected calls or cockpit entry by flight attendants during the sterile cockpit period can be distracting and potentially dangerous. It is recommended that the Captain, during the pre-departure crew briefing, emphasize the importance of the sterile cockpit rule and request that flight attendant calls or entry during this time be undertaken only for reasons of great urgency. As one reporter resolves: "The next time a flight attendant enters a sterile cockpit, I will immediately ask if there is an emergency." (ACN 109249) High Altitude Airports Another reporter offered a good suggestion involving high elevation airports, where 10,000 feet MSL for the sterile cockpit boundary may be too low. "The First Officer and myself were involved in a conversation with the company pilot riding jump seat. Although I subscribe to the sterile cockpit rule below 10,000 feet, I failed to realize that, due to Denver's high field elevation, 17,000 feet MSL would have [been] a more appropriate time to discontinue our conversation and be sure that our affairs were in order...Unfortunately, because of our conversation, I failed to slow to 250 knots until passing Kiowa...The main reason I am filing this report is that I was habitually using 10,000 feet MSL for focusing my attention on the terminal/approach procedure and maintaining a sterile cockpit. A better method would certainly be 10,000 feet AGL or 40 to 50 miles from destination." (ACN 65327) Low Altitude Flight This reporter, a commuter pilot who often has cruise altitudes below 10,000 feet MSL, offers a similar worthwhile suggestion following an altitude deviation. "I believe this situation occurred because our cruise altitude was 8000 feet, and we were accustomed to conversation and other activities along the route and were not observing the 'sterile cockpit' environment. Would suggest that, in these flight circumstances where cruise altitude is less than 10,000 feet, crews make a specific DME mileage their beginning for 'total concentration-sterile cockpit' procedures." (ACN 173707) No person about to undergo major surgery would think too kindly of the surgical team who failed to sterilize themselves and their operating instruments before the operation. After a series of air carrier accidents and serious incidents, the traveling public feels the same way about their crew members. Keep the sterile cockpit "clean." Your fellow crew members and passengers are hoping that you will.

Enlisted airmen who work in some of the Air Force's most difficult jobs will receive from $900 to $5,400 less annually beginning next month as the service faces financial challenges that affect the ranks. Hundreds of service members will see cuts to their Special Duty Assignment Pay, known as SDAP, in fiscal 2023 -- which starts Oct. 1. Those monthly payments, ranging from $75 to $450, were an extra incentive "to compensate enlisted service members who serve in duties which are extremely difficult," according to budget documents. "The Air Force saw an overall reduction of over $3 million to the FY23 SDAP budget based on fiscal constraints," service spokeswoman Laurel Falls told Military.com. "Due to the reduced funding levels, SDAP rates for 44 functional communities saw reductions." In the fiscal 2023 budget, the Air Force is asking the federal government for 30,845 airmen to receive the more than $90.2 million worth of Special Duty Assignment Pay. It's a lower figure than the last two years, being cut by $1.5 million and around 500 airmen, according to budget documents. For 2022, the Air Force asked for 31,334 airmen to receive $91.7 million; in 2021, the service asked for 30,967 airmen to receive $90.8 million in Special Duty Assignment Pay. The Air Force is facing a $3 million shortfall to the Special Duty Assignment Budget for 2023, according to the service. Air Force Headquarters held a meeting this past November to address the problem prior to crafting the 2023 budget, Falls told Military.com. To avoid the cuts, lawmakers would have to reinstate the Special Duty Assignment Pay difference in the 2023 budget proposal before it's approved by Congress and signed into law by President Joe Biden. The military's annual budget could be finalized later this year. Dozens of Air Force career fields will be affected by the cut to Special Assignment Duty Pay. One of those is recruiters. Air Force Recruiting Service recruiters are set to lose their $75 in special duty pay each month for fiscal 2023, which would add up to nearly $900 a year in lost wages. Losing the pay could be a blow to recruiters' morale as they face difficult challenges brought on by the COVID-19 pandemic, economic inflation and a shifting workforce. Maj. Gen. Ed Thomas, the head of the Air Force Recruiting Service, promised recruiters he would push for the extra pay to be reinstated in the next fiscal year. The general "recognizes the unique challenges Air Force recruiters and their families experience and he is working to have the monthly $75 payment restored in the future," spokesman Randy Martin told Military.com Here's a list of all the Air Force's special duty pay that would be reduced in fiscal 2023, according to budget documents: Recruiters Basic Military Training instructors Human Intelligence debriefers Combat Controllers Pararescue operators Command chief master sergeants First sergeants Defense Attaché Office (DAO) liaisons Nuclear Enterprise airmen Air Force Office of Special Investigations (AFOSI) agents Air Traffic Control (ATC) supervisors Postal and National Defense Advisory Commission (NDAC) enablers Tactical Air Command and Control Party (TACP) operators Enlisted pilots and weapons directors Parachute instructors and those with test parachute program Flight attendants Mission system specialists Load masters USAF Honor Guards Special Reconnaissance operators Phoenix Raven Security Forces defenders Forward Area Refueling Point enablers Flying crew chiefs Defense couriers Airmen who support various commands Enlisted airmen who work with special government agencies Public affairs airmen assigned to recruiting squadrons Air transportation airmen Airmen assigned to special classified Air Force projects. PJ Roy Benavides: https://www.youtube.com/embed/i3nncd4sxaM Combat Controller John Chapman

Enlisted airmen who work in some of the Air Force's most difficult jobs will receive from $900 to $5,400 less annually beginning next month as the service faces financial challenges that affect the ranks. Hundreds of service members will see cuts to their Special Duty Assignment Pay, known as SDAP, in fiscal 2023 -- which starts Oct. 1. Those monthly payments, ranging from $75 to $450, were an extra incentive "to compensate enlisted service members who serve in duties which are extremely difficult," according to budget documents. "The Air Force saw an overall reduction of over $3 million to the FY23 SDAP budget based on fiscal constraints," service spokeswoman Laurel Falls told Military.com. "Due to the reduced funding levels, SDAP rates for 44 functional communities saw reductions." In the fiscal 2023 budget, the Air Force is asking the federal government for 30,845 airmen to receive the more than $90.2 million worth of Special Duty Assignment Pay. It's a lower figure than the last two years, being cut by $1.5 million and around 500 airmen, according to budget documents. For 2022, the Air Force asked for 31,334 airmen to receive $91.7 million; in 2021, the service asked for 30,967 airmen to receive $90.8 million in Special Duty Assignment Pay. The Air Force is facing a $3 million shortfall to the Special Duty Assignment Budget for 2023, according to the service. Air Force Headquarters held a meeting this past November to address the problem prior to crafting the 2023 budget, Falls told Military.com. To avoid the cuts, lawmakers would have to reinstate the Special Duty Assignment Pay difference in the 2023 budget proposal before it's approved by Congress and signed into law by President Joe Biden. The military's annual budget could be finalized later this year. Dozens of Air Force career fields will be affected by the cut to Special Assignment Duty Pay. One of those is recruiters. Air Force Recruiting Service recruiters are set to lose their $75 in special duty pay each month for fiscal 2023, which would add up to nearly $900 a year in lost wages. Losing the pay could be a blow to recruiters' morale as they face difficult challenges brought on by the COVID-19 pandemic, economic inflation and a shifting workforce. Maj. Gen. Ed Thomas, the head of the Air Force Recruiting Service, promised recruiters he would push for the extra pay to be reinstated in the next fiscal year. The general "recognizes the unique challenges Air Force recruiters and their families experience and he is working to have the monthly $75 payment restored in the future," spokesman Randy Martin told Military.com Here's a list of all the Air Force's special duty pay that would be reduced in fiscal 2023, according to budget documents: Recruiters Basic Military Training instructors Human Intelligence debriefers Combat Controllers Pararescue operators Command chief master sergeants First sergeants Defense Attaché Office (DAO) liaisons Nuclear Enterprise airmen Air Force Office of Special Investigations (AFOSI) agents Air Traffic Control (ATC) supervisors Postal and National Defense Advisory Commission (NDAC) enablers Tactical Air Command and Control Party (TACP) operators Enlisted pilots and weapons directors Parachute instructors and those with test parachute program Flight attendants Mission system specialists Load masters USAF Honor Guards Special Reconnaissance operators Phoenix Raven Security Forces defenders Forward Area Refueling Point enablers Flying crew chiefs Defense couriers Airmen who support various commands Enlisted airmen who work with special government agencies Public affairs airmen assigned to recruiting squadrons Air transportation airmen Airmen assigned to special classified Air Force projects. PJ Roy Benavides: https://www.youtube.com/embed/i3nncd4sxaM Combat Controller John Chapman

The minimum age to obtain an Airline Transport Pilot certificate is 23, which means that it is possible that new airline pilots were as young as two years old when the attacks of September 11, 2001 occurred. The world changed forever on that day, and it's worth looking back at the airline industry before, during and after the attacks. Although Secretary Rice stated that no one could have foreseen such an attack, in my Doctoral dissertation I documented 13 attempts to fly aircraft into buildings as terrorist attacks prior to the attack on the World Trade Center. Prior to the attacks, the airline industry had a cavalier attitude toward hijackings. Instructions to pilots were to "comply". After the attacks, flight crews were operating by the seat of their pants. Until the implementing of fortified cockpit doors, pilots improvised on securing cockpit doors. It was easier for inward-opening doors, but everyone was resourceful. Finally, fortified doors were installed, but it was clear to everyone that secondary barriers were required, and they still have not been mandated. Ellen Saracini, widow of United Airlines pilot Victor Saracini, has been advocating for secondary barriers for over 20 years. https://youtu.be/zV3iLanISlw The Federal Flight Deck Officer Program allowed armed pilots to occupy airline cockpits. As an interim measure, some pilots were armed with tasers. In the past nine months, 81 known terrorists have been apprehended at the southern border.

Art Ziccardi learned to fly as a teenager after participating in Civil Air Patrol for four years. He attended an aviation college and accumulated thousands of hours as a SFI while there. He later obtained a Master's Degree and held several jobs in aviation until getting hired by United Airlines in 1969. During the airline downturn he was 4 pilots from the bottom of the seniority list during the extended United pilot furlough, and when he retired at age 60 he was 4 pilots from the top of the seniority list. After retiring from United he was a B777 flight instructor at Cathay Pacific and a B777 pilot for Jet Airways in India. He is now an author, and has published the first of many aviation-themed novels.

Abel Castillo worked his way up to 1500 hours as a CFI and was hired by a regional airline, rising to the position of Captain on a Regional Jet. His goal was to advance to a legacy airline, and he had just been hired by another, better-paying, regional airline. He had completed all pre-employment documentation and was given a five-day window to complete his pre-employment drug screening. He showed up for the drug screening on his way to catch a flight home to see his daughter. Unfortunately, he could not produce the required volume of urine required for the test. He drank more water and tried again, but again came up short. He advised the testing facility that he needed to catch a flight and would return in a few days during the drug test window. The facility reported that he had "refused" the test, and his nightmare began. The FAA immediately revoked all of his flight certificates and he was terminated from his airline job. He must now wait up to two years before attempting to regain his certificates by taking written and practical tests for Private Pilot, Commercial Pilot, Instrument, Multi-engine and Airline Transport Pilot certificates. He gets to keep his flight hours. Abel hopes that sharing his experience can help other pilots avoid this experience.

I turned off my Big Ben alarm clock at 0230, the usual wake-up time for our Linebacker mission. When the scheduling board simply indicated “Special”, we knew it would be a 0400 mass briefing at Wing Headquarters for a bombing mission over North Vietnam. We wouldn’t know our target until the mission briefing. The schedule was normally posted at the end of each day’s flying, and the previous day I had seen my name listed for the number four position in Jazz Flight for today’s Special. My Weapon Systems Officer would be Bill Woodworth. F-4 pilots quickly become creatures of habit mixed with ritual, and I walked the short distance to the Ubon Officer’s Club to have my standard breakfast: cheese omelet, toast with butter, and coffee. I had successfully flown thirty-one Counters – missions over North Vietnam – and I wasn’t about to change anything without a pretty compelling reason. A few weeks earlier, the Thai waitress had misunderstood me when I had ordered, and brought me a plain Omelet. I politely ate it, and the mission on that day was the closest I had come – up until then – to getting shot down. After breakfast, I walked to the 8th Tactical Fighter Wing Headquarters building, and performed my usual routine of stopping by the Intel desk and checking the Shoot-down Board. The Shoot-down Board was a large Plexiglas-covered board that listed the most recent friendly aircraft losses, written in grease pencil. We could tell, at a glance, if any aircraft had been shot down the previous night, the call sign, aircraft type, and survivor status. There were no friendly aircraft losses over North Vietnam to enemy action in the previous day. That was not surprising. The Special for the previous day had been canceled when the strike leader, my Squadron Commander, Lieutenant Colonel Brad Sharp, crashed on takeoff when his left tire exploded at 160 knots. He aborted, taking the departure end barrier, and his aircraft caught fire when pieces of the shredded tire pierced his left wing fuel tank. Brad’s emergency egress was delayed when he got hung up by his leg restraint lines. As he sat in his seat, seeing the canopy melting around him, his WSO, Mike Pomphrey, ran back to the burning aircraft and pulled him out, saving his life. As Mike dragged him to a drainage ditch 100 yards away to hunker down, the ejection seats, missiles and, eventually, bombs cooked off. Ubon’s only runway was out of commission, and the entire Linebacker mission, for all bases, was canceled. Overnight, the runway at Ubon was repaired, and our mission was on for this day. The mission briefing was in a large auditorium. The Wing Commander led the Mission Briefing, followed by an Intel Briefing and Weather Briefing. Slides were projected onto the screen to show the targets on a map of North Vietnam, then reconnaissance photos of the individual targets for the strike flights. Jazz Flight’s target was POL (Petroleum, Oil, Lubricants) storage near Kep Airfield, north of Hanoi. During the briefing, we all received our mission line-up cards, showing our Estimated Times Enroute (ETE), fuel computations, strike frequencies, and flight de-confliction information. A mass strike over Route Package Six, the area of North Vietnam covering Hanoi, Haiphong and points north, required a massive orchestration effort. The run-in directions, Time Over Target (TOT), and egress plan for each of the sixteen four-ship strike flights, plus all of the same information for support flights, such as MiG-Cap, were designated to exacting specifications. After the mass briefing, we assembled in our respective squadrons for our individual flight briefings. When I walked into the 25th Tactical Fighter Squadron, my first order of business was to check the Flight Crew Information File Book. The FCIF was a book that had last-minute changes to procedures and other instructions for aircrews. After reading the latest entries in the book, each crewmember would initial his FCIF card and turn the card over in the vertical card file so that the green side of the card was facing out, instead of the red side. That way, the Ops Officer could instantly see if all the crews were flying with the most current information. The briefing for Jazz Flight lasted about 45 minutes. Our Flight Lead briefed engine start and check-in times, flight join-up, frequencies, tactics, and our munitions load. Today we would each carry two 2,000-pound Mark-84L laser-guided bombs. After the briefing we waited our turns for the most important part of the preflight. The building that housed our squadron had not been designed for a mass launch of 32 crewmembers all needing to use the latrine at the same time. It was a three-holer, and everyone always badly needed to use the facility before a mission up north. It was a major bottle-neck to our individual plans. After that essential stop we went by the Life Support section to leave our personal items, such as wedding rings, wallets and anything else we wouldn’t need for the flight, in our lockers. The only thing I would carry in my pocket was my ID Card and my Geneva Convention Card. And, of course, I had my dog tags around my neck. Then we would pick up our G-suits, helmets, survival vests and parachute harnesses and board the “bread truck” for transportation to the flight line, with a quick stop at the armory to retrieve our .38 caliber Smith & Wesson revolvers. Our Thai driver always had a cooler stocked with plastic flasks of cold water, and we would grab several and put them in leg pockets of our G-suits. I also grabbed several piddle packs. The F-4 did not have a relief tube, so we carried piddle packs. The piddle pack was a small plastic bag with a 2 inch by 6 inch sponge inside and a spout at one end. When you used this portable urinal, the entire assembly would expand to about the size of a football. This flight was scheduled to be a bit longer than the standard mission, so I grabbed three piddle packs. There were two ways to get to Pack Six from Ubon: right turns and left turns. With right turns, the missions are about 45 minutes shorter. Head north over Laos, refuel on Green Anchor, make a right turn at Thud Ridge and proceed to the target. Left turns takes us to the east coast of Vietnam, and proceed north “feet wet”, then make a left turns toward Vinh to strike our targets. Today we would make left turns. We launched off at dawn and headed into the rising sun. Our route of flight took us east across Laos to DaNang, then north to the Gulf of Tonkin, then northwest to our target in the area of Kep. Our refueling would be along Purple Anchor as we headed north for pre-strike and south for post-strike. One of my rituals during every refueling, in between hook-ups, was to break out one of the water flasks, finish off an entire pack of Tums, and fill one of the piddle packs. Using the piddle pack in the seat of the Phantom was easier said than done. It required a bit of maneuvering.  I handed the jet over to Bill, my WSO, as I loosened my lap belt, loosened the leg straps on my parachute harness, and unzipped my flight suit from the bottom. Then I did my best to fill the piddle pack without any spillage. Our route was already taking us feet wet, and I wasn’t looking forward to becoming feet wet in any other respect. Bill flew smoothly, and I finished my business with no problem, and took control of the airplane again for our refueling top-offs. We conducted our aerial ballet in total radio silence as our four airplanes cycled on and off the refueling boom, flying at almost 400 knots, as we approached the refueling drop-off point. When we finished refueling, we switched to strike frequency and headed north-northwest to the target area. Typical for a Linebacker mission, strike frequency was pretty busy. There were “Bandit” calls from Disco, the Airborne Early Warning bird, an EC-121 orbiting over the Gulf of Tonkin. And SAM breaks. And, of course, the ever-present triple-A (Anti-Aircraft Artillery)that produced fields of instant-blooming dandelions at our altitude. We pressed on. In the entire history of the Air Force, and the Army Air Corps before it, no strike aircraft has ever aborted its mission due to enemy reaction, and we were not about to set a precedent. Weather in the target area was severe clear, and Flight Lead identified the target with no problem. We closed in to “fingertip” formation, with three feet of separation between wingtips.  “Jazz Flight, arm ‘em up.” We made a left orbit to make our run-in on the designated attack heading. Then a left roll-in with 135 degrees of bank. My element lead, Jazz Three, was on Lead’s right wing, and I was on the far right position in the formation. Our roll-in and roll-out was in close fingertip position, which put me at negative G-loading during the roll-out. During negative-G formation flying, the flight controls work differently. I was on the right wing and a little too close to Element Lead, so I needed to put the stick to the left to increase spacing. Totally unnatural. At the same time, I was hanging against my lap belt, which I had forgotten to tighten when I had finished my piddle-pack filling procedure. My head hit the canopy, as dust and other detritus from the cockpit floated up into my eyes. But I maintained my position. We rolled out on the correct run-in heading, and reached our delivery parameters right on profile. Five hundred knots at 20,000 feet. Lead called our release.  “Jazz Flight, ready, ready, pickle!” We all pushed our Bomb Release “pickle” buttons on our stick grips at the same time, and eight 2000-pound bombs guided together to the target that was being illuminated by the laser designator in the Lead’s Pave Knife pod, guidance performed by his WSO.  Immediately after release, we performed the normal 4-G pullout. And I was instantly in excruciating pain. I screamed out in pain on our “hot mike” interphone.  “Are you okay?”  Bill called.  “I think I’ve been shot in the balls!” I screamed. Then, I realized what had happened. I had carelessly neglected to tighten my lap belt and parachute harness leg straps after relieving myself during the refueling. My body had shifted, and my testicles had gotten trapped between the harness and my body. With a 4-G pull, my 150-pound body was exerting 600 pounds of pressure on the family jewels. As soon as I knew what the problem was, I unloaded the aircraft to zero Gs, to try to readjust myself. But I was still headed downhill, and Mother Hanoi was rushing up to me at 500 knots. And I was getting further out of position in my formation. So I gritted my teeth and pulled.  When we got onto the post-strike tanker, I adjusted myself, but the damage had been done. I was in agony all the way back to Ubon. As soon as I landed, I went to see the Flight Surgeon and told him what had happened. He told me to drop my shorts and show him my injury. “Wow! I’d heard you guys had big ones, but these are even larger than I expected.”  I looked down, and saw that my testicles were swollen to the size of large oranges. The Flight Surgeon put me on total bed-rest orders, telling me I could only get out of bed to use the bathroom until the swelling subsided. While I was flat on my back, waiting for the pain to subside, I couldn’t get that stupid old joke out of my head, the one where the kid goes into a malt shop and asks for a sundae with nuts, and the clerk asks, “Do you want your nuts crushed?” And the kid has a wise-crack answer. All of a sudden, it didn’t seem so funny. After about five days I was feeling much better.  The Flight Surgeon had offered to submit my injury for a Purple Heart, but I declined. For starters, my injury was not due to enemy action, it was due to my carelessness. And I wasn’t too keen on standing in front of the entire squadron at my next assignment while the Admin Officer read the citation to accompany the award of the Purple Heart. “On that day, Captain Nolly managed to crush…”. No thanks! A few months later, the Flight Surgeon showed up at our squadron.  “You’re famous, and made me a famous author,” he beamed, as he held up the current issue of Aerospace Medicine magazine. In the article, he recounted how a 27-year-old pilot had experienced a strangulation injury to his testes that came very close to requiring amputation. Castration!  “There was no use in telling you and making you worry, when there was nothing we could do for you other than bed rest, and wait to see if you healed,” he commented. Well, it’s been 41 years now, and I’m at an age where I don’t embarrass as easily. More important, I sired three healthy children several years later, so the equipment works just fine, thank you.  Lots of guys have great “There I was” stories of their time in Vietnam. I racked up 100 missions over the north, and had some exciting missions.  This mission was not the most exciting, but was certainly the most memorable.

The 18th Tactical Fighter Wing based at Kadena AB, Okinawa maintained two Squadron of McDonnell F-4C Phantom II aircraft from November 1972 until May 1975. On 6 November 1972, the 18th Wing dispatched the McDonnell Douglas F-4C/D Phantom II fighters of 44th Fighter Squadron and 67th Fighter Squadron to the Ching Chuan Kang Air Base until 31 May 1975, to assist Taiwan's defense against aerial threats from China. The following are the units that the 18th Tactical Fighter Wing once stationed at Ching Chuan Kang Air Base in Taiwan： 44th Tactical Fighter Squadron (Tail Code: ZL) (6 November 1972 – 10 April 1975) (F-4C/D) 67th Tactical Fighter Squadron (Tail Code: ZG) (6 November 1972 – 31 May 1975) (EF-4C, F-4D) In March 1973, the number of US troops stationed at CCK was about 5,000. 16 September 1973 - A 44th Tactical Fighter Squadron F-4C aircraft crashed during a temporary duty assignment in Taiwan; the crewmembers safely ejected. 15 October 1973, an EF-4C 63-7462 of the 67th Tactical Fighter Squadron crashed shortly after takeoff from CCK AB. On 13 November 1973, the 374th TAW was reassigned to Clark AB Philippines. On November 15, 1973, the 6217th Combat Support Group was reactivation. On 1 September 1974, the 6217th Combat Support Group was renamed the 6217th Tactical Group. On 10 April 1975, the 44th Tactical Fighter Squadron of the 18th Tactical Fighter Wing withdrew from Ching Chuan Kang Air Base in Taichung, Taiwan, total of 24 McDonnell F-4C/D Phantom II fighters and 450 pilots and ground crews to Kadena Air Base in Okinawa. In May 1975, the 67th Tactical Fighter Squadron was withdrawn from CCK AB, Taiwan, with the final squadron of 18 F-4Cs departing for Kadena Air Base, Okinawa, between 27 and 31 May. From 1 June 1975, Due to the withdrawal of F-4 fighter jets, the 6217th Tactical Group was reorganized to the 6217th Air Base Squadron, and CCK AB had been placed in caretaker status. On 31 July 1975, the number of US troops stationed at CCK AB was 571. From 1977, the number of US troops stationed at CCK AB has been reduced to 100. On 1 January 1979, the US normalized relations with the People's Republic of China (PRC). on 25 April 1979, which resulted in the lowering of the national flag by US Air Force personnel and their withdrawal from the base.

Preliminary evidence suggests the crash of a China Eastern Airlines Corp. jet in March may be the latest such tragedy, a person familiar with the investigation said. If confirmed, that would make it the fourth since 2013, bringing deaths in those crashes to 554. So as aircraft become more reliable and pilots grow less susceptible to errors, fatalities caused by murder-suicides are becoming an increasingly large share of the total. While intentional acts traditionally aren’t included in air-crash statistics, they would be the second-largest category of deaths worldwide if they were, according to data compiled by Bloomberg. By comparison, 1,745 people died as a result of pilot error, mechanical failures or other causes on Western-built jets from 2012 through 2021. “It’s scary,” said Malcolm Brenner, a former human-behavior investigator with the US National Transportation Safety Board who worked on the probe of the 1999 EgyptAir Flight 990 crash, which was found to be an intentional act. “It is a major cause of concern. It’s one the industry needs to address.” So far, however, these rare but deadly acts have defied simple solutions. While improving mental-health care is a priority, those who have chosen to kill themselves and scores of others at the same time on jetliners mostly didn’t reveal any clues beforehand to coworkers, friends or family. And because of the taboo nature of suicide, the cases create unique political and cultural challenges, at times leaving such events shrouded in mystery or open to dispute. The probe into Malaysia Airlines Flight 370’s disappearance over the Indian Ocean in 2014 found it was likely flown there on purpose, for example, but the Malaysian government’s report contains no information on who may have done so or why. The risk of dying on an airliner has declined significantly in recent decades as a result of innovations in safety equipment, aircraft reliability and pilot training. After 5,005 people died on Western-built jets from 2001 through 2010, the total fell to 1,858 the next decade, according to data compiled by Boeing Co., AviationSafetyNetwork and accident reports. The odds of being on a plane involved in a fatal accident was about one in 10 million, according to Boeing. But deaths attributed to pilot suicides bucked that trend, actually moving upward, according to data compiled by Bloomberg. If the China Eastern crash is confirmed as the latest such suicide, it will mean that deaths due to intentional acts have exceeded all other causes since the start of 2021. So far, Chinese authorities have revealed few specifics about what led the China Eastern jet carrying 132 people to crash March 21. The flight, a Boeing 737-800 from Kunming to Guangzhou, was cruising at about 29,000 feet when it suddenly dove at high speed, according to Flightradar24 data. Surveillance videos show it hurtling nose-down toward the ground.  Government authorities and Boeing haven’t announced any potential safety issues with the plane since then, suggesting no systemic faults have been uncovered. Preliminary information from the jet’s crash-proof data recorder indicates that someone in the cockpit initiated the dive, said a person familiar with the probe who wasn’t authorized to speak about it. The likelihood the crash was intentional was earlier reported by the trade publication Leeham News and Analysis as well as the Wall Street Journal. China’s embassy in Washington didn’t respond directly to questions about whether the crash was intentional. Investigators are conducting the probe “in a science-based, meticulous and orderly manner” and will release information “in a timely and accurate fashion,” the embassy said in an email. As with any crash investigation, it can take months or years to conduct the tests and analysis needed to pinpoint a cause and rule out even the most remotely possible system failures. In addition to the Malaysian plane lost with 239 people aboard, a Lam-Mozambique Airlines jet with 33 people went down in Namibia in 2013 after the captain locked the copilot out of the cockpit. In 2015, a Germanwings GmbH copilot also locked out the captain before slamming into the side of a mountain in France with 150 aboard. Four other intentional crashes occurred on airlines around the world prior to 2013, killing another 389 people, according to AviationSafetyNetwork and accident reports. The incidents don’t include terrorist acts, such as the planes that crashed on Sept. 11, 2001.  After the Germanwings crash, which French investigators found was caused by a copilot suffering from mental-health problems, US and European aviation regulators expanded programs to give air crews access to more psychological treatment and encourage them to come forward without fear of losing their jobs. Surveys of airline pilots have shown that about 4% to 8% have contemplated suicide, which is roughly the same rate as the population at large. Far fewer people actually attempt to carry it out -- and the handful of successful pilot murder-suicides on airliners is infinitesimally small by comparison. Airline pilots must pass periodic medical exams to maintain their licenses and have been reluctant to report depression or other mental illness for fear of losing their livelihood, said Quay Snyder, a doctor specializing in aviation medicine who is co-leader of the US Aerospace Medical Association’s mental health working group. The association has joined with regulators, airlines and unions to create peer-to-peer counseling and other programs to allow pilots to receive treatment while retaining their licenses. Safety Measures But a panel advising the US Federal Aviation Administration in 2015 found there was “no convincing evidence” that screening for suicidal tendencies would prevent incidents such as Germanwings.  “It is quite difficult to predict who is going to commit a murder-suicide,” Snyder said.  Other possible ways to prevent pilot suicides run counter to long-standing safety or security measures.  The sophisticated locks on cockpit doors that allow pilots to keep out other crewmembers were put in place to prevent hijackings. French authorities recommended against changing the door designs in the wake of the Germanwings crash, saying changes could undermine security. One idea -- adding automated limits on a pilot’s actions in the cockpit -- would require a dramatic shift in the philosophy of aviation safety.  “I’m a firm believer in the pilot who’s on the flight deck being the ultimate person or device in charge of the aircraft,” said Benjamin Berman, a former airline pilot who also worked as an accident investigator. “I don’t see technology supplanting that role. But that leaves the pilot in control, allowing him or her to do whatever they want.” Multiple Pilots  Even the simple solution to always have at least two people in the cockpit, which was recommended by European regulators after Germanwings, is no guarantee that someone bent on bringing down a plane couldn’t do it. While details of what happened aboard the China Eastern jet remain unclear, it had three pilots in the cockpit -- a captain, copilot and trainee -- according to Chinese media reports.  For now, aviation groups are calling for expanding pilot access to mental-health treatments while acknowledging that routine psychological care might not make a difference in the extreme murder-suicide cases.  “It’s so rare,” said David Schroeder, a former FAA psychologist who along with Snyder leads the Aerospace Medical Association’s mental health efforts. “That’s the difficulty. How do you try to predict that? How do you intervene when almost all flights are not like that?” 943 total fatalities: 1982 JAL 350 24 fatalities 1994 Royal Air Muroc 630 44 fatalities 1997 Silk Air 185 104 fatalities 1999 Egypt Air 990 217 fatalities 2013 LAM Mozambique Airlines Flight 470 33 fatalities 2014 Malasia 370 239 fatalities 2015 GermanWings 9525 150 fatalities 2022 China Eastern Airlines Flight 5735 132 fatalities From NPR: People experiencing a mental health crisis have a new way to reach out for help in the U.S. Starting Saturday, they can simply call or text the numbers 9-8-8. Modeled after 911, the new three-digit 988 Suicide & Crisis Lifeline is designed to be a memorable and quick number that connects people who are suicidal or in any other mental health crisis to a trained mental health professional. "If you are willing to turn to someone in your moment of crisis, 988 will be there," said Xavier Becerra, the secretary of the federal Department of Health and Human Services, at a recent press briefing. "988 won't be a busy signal, and 988 won't put you on hold. You will get help." The primary goal of the new number is to make it easier for people to call for help. Lawmakers and mental health advocates also see this launch as an opportunity to transform the mental health care system and make care easily accessible everywhere in the United States. The Biden administration has invested more than $400 million in beefing up crisis centers and other mental health services to support the 988 system.  

Matthew Lohmeier is author of the bestselling book Irresistible Revolution: Marxism’s Goal of Conquest & the Unmaking of the American Military. His book Irresistible Revolution was published in May 2021, at which time Matt was a respected active-duty commander in the newly formed US Space Force. For publishing and speaking about his book, then-Lieutenant Colonel Lohmeier was relieved of his command and subjected to an Inspector General investigation launched from the Pentagon. He subsequently joined the nation’s biggest media personalities to discuss the proliferation of Marxist-rooted critical race theory (CRT) in the military and its divisive impact on the force and mission. Matt separated from active duty on September 1, 2021, and is now a highly sought public speaker and private consultant on matters of Marxist ideology and tactics, CRT, the betterment of military culture, and the preservation of our liberties. A 2006 graduate of the United States Air Force Academy, Matt began his active-duty military career as a pilot, flying over 1,200 hours in the T-38 as an instructor pilot followed by flying the F-15C. After flying, he cross-trained into space operations and gained expertise in space-based missile warning. Matt promoted two years below the zone to lieutenant colonel, graduated at the top of his classes earning him the distinguished graduate (DG) award at four different Air Force schools, and served as aide-de-camp for a four-star general for one year. In October 2020, he transferred into the United States Space Force and was placed in command of a space-based missile warning squadron in Colorado. Matt has two master's degrees—a master’s in military operational art and science, and a Master of Philosophy in military strategy from the School of Advanced Air and Space Studies (SAASS), considered by many the Defense Department’s premier strategy school. He lives with his wife and children in Idaho.

On May 3, 2019, Miami Air Flight 293, a Boeing 737 that took off from Guantanamo Bay, Cuba, attempted to land at Naval Air Station Jacksonville. The jet overshot the runway and eventually settled in a shallow part of the St. Johns River. There were seven crew members and 136 passengers on board the plane at the time of the crash. Of that, 21 people received minor injuries and three pets were trapped inside the plane's cargo hold.  On Wednesday, the National Transportation Safety Board released its full report on the crash.  The report cites weather as a big factor but cited other factors as well. In the moments before the flight was set to land at Naval Air Station Jacksonville, the flight suddenly changed its path due to the inclement weather, according to the NTBS report. However, the change led the flight through the center of the storm cell. At the time of the crash, there was heavy rain, thunderstorms and wind at about 8 knots, or around 9 mph. Wind gusts reached as high as 16 knots, or about 18 mph, according to the report. These factors also caused low visibility of about three miles. Captain Gabriel Cosentino, 55, was at the controls and had worked for Miami Air since March 2008, the report says. He had 7,500 hours of flying time prior to the crash. In an interview with investigators, he said he had flown into NAS Jax between five to ten times. Cosentino also told investigators, "There was no concern about the weather, as the flight route took them west of it," the report says.  He added he, "...did not remember the weather report received from the approach control," and called the landing, "pretty smooth," according to the report. Cosentino has not been involved in any other accidents or incidents with Miami Air and was never disciplined for his prior job performance, according to the report. First Officer Claudio Marcelo Jose La Franca, 47, and was fairly new to the company. He was hired in October 2018 and began training in January 2019, according to the report. He also had about 7,500 hours of flight experience prior to the crash. In his interview, he told investigators, "...that there were thunderstorms developing," and he, "...recalled last seeing the airspeed at 100 knots and they were getting close to the end of the runway and not slowing," the report says. It was his first flight to NAS Jax. The report also reveals one of the two evacuation door slides failed to inflate as did one 46-person life raft. There were four life rafts on board. The investigation finds the life raft's inflation hoses were not connected and states a review of the maintenance procedures where the parts were last tested is needed for a risk assessment.

Serving his first term in the U.S. House of Representatives, Congressman August Pfluger represents 29 counties in Texas’ 11th congressional district, including the cities of San Angelo, Llano, Brownwood, Granbury, Midland, Odessa, and much of the Permian Basin—the top-oil and gas producing region in the Nation. A seventh-generation Texan, Congressman Pfluger grew up in San Angelo and graduated from San Angelo Central High School. He followed in his grandfather’s footsteps and answered his Nation’s call to serve—graduating from the U.S. Air Force Academy and defending this country in uniform for nearly two decades as a decorated fighter pilot commanding hundreds of airmen as well as serving in the Pentagon and NATO. Pfluger also served as an advisor to President Trump on the National Security Council and is a Colonel in the Air Force Reserves. In Congress, Representative Pfluger is a strong advocate for national security, promoting our farmers and ranchers, protecting the unborn, energy prosperity, and securing our borders. He is a member of the House Foreign Affairs Committee and the House Committee on Homeland Security, where he serves as the Ranking Member of the Subcommittee on Intelligence and Counterterrorism. He is also a co-leader of the Texas Ag Task Force and a member of the Republican Whip Team. Congressman Pfluger is a conservative Republican, a proud husband and father, and a devoted follower of Jesus Christ. He and his wife Camille live in San Angelo with their three young daughters, Vivian, Caroline, and Juliana.

On May 18th I was at the peak of health. Prior to my instructional period at the United Airlines Flight Training Center, I went to the company exercise room and pumped out my usual 30 reps of bench press with my bodyweight, then taught ground school and simulator for 8 hours. Like usual, I wore a mask full-time, although the mask requirement had been lifted for several months. In my opinion, the Training Center is a great petri dish to spread Covid and other illnesses, since almost all trainees have traveled by plane within the previous week, and could easily be asymptomatic carriers. Listen to The Covid Flight From Hell for more information on the potential for airline travel exposure. On May 20th I was feeling very tired, and felt like a bad cold was coming on. I was up all night coughing, and at 0230 sent an email to the United Scheduling Department advising them that I would not be able to come to work for my 0700 instructional period. On May 21, I took a Covid test and the results were positive. I immediately quarantined from the rest of my family and contacted my family doctor, who prescribed a 5-day course of Paxlovid. At the end of the five days, I was feeling much better, and tried to resume a normal schedule. I over-did it! My immune resistance was greatly weakened, and the Covid virus that was circulating in my body caused a resurgence of the illness, much stronger this time. And this time I could not take any medication, since Paxlovid is not approved for break-through Covid cases. I have finally tested negative, and am really physically weak. I've learned my lesson, and will not overdo any work until I am fully recovered.

For today's podcast we are presenting the audio from an outstanding film written and narrated by previous RFT guest Major General John Borling.

My name is Gabe Evans, and I’m running for Colorado House District 48. I’m a Christian, Colorado native, husband, father, and own/operate a family farm in southern Weld County. I love my country and state. That’s why, after earning a BA in Government from Patrick Henry College, I served for 12 years in the US Army and Colorado Army National Guard as a UH-60 Black Hawk helicopter pilot and company commander. I also spent over 10 years as an Arvada police officer, sergeant, and lieutenant. During those careers, I completed a combat deployment in the Middle East, responded to multiple disasters and emergencies in Colorado, and worked closely with federal, state, and local governments. Unfortunately, my ability to fulfill my oaths has been handcuffed by the failed policies of the radical Leftists who control our state. Crime is out of control. The cost of living has skyrocketed. School kids are increasingly subject to political indoctrination while actual academic performance is ignored. That’s why I’m running for State House District 48. I’ll fight to hold criminals accountable, empower law enforcement and citizens to work together to improve community safety, and protect civil liberties. Reducing the cost of living starts with encouraging domestic energy production, agriculture, and empowering the free market. I’ll tirelessly defend those things. Finally, I know that parents (not the government) are the best people to make education and health decisions for their kids. I’ll zealously support families and parental choice. I want to put my 22 years of experience to work for you and make Colorado a safe, affordable place to live, work, and get an education. As your neighbor I promise to listen to your voices and represent your concerns. Will you join my team? Together we can stand up for common sense, the Constitution, and pass on freedom, security, and prosperity to the next generation of Coloradans! 

In Demystiflying, Kine Paulsen tells you what you need to do in order to become a pilot by going inside of the minds of more than 200 pilots. Paulsen deciphers the meaning behind even the most basic pilot terms and concepts to encourage everyone to give flying a try. This is pilot 101 for anyone who doesn't speak pilot. The book is for those of us who didn't grow up hanging out at the airport or flying flight simulators. This book is for you who are considering pursuing your pilot license, who might be curious what it is like to be a pilot or you may have already logged some hours. Or maybe a gift to someone you're close to who has talked about getting into the cockpit, but not sure how to. If you're already a pilot, it should be exciting to reflect on how much you had to learn in order to get to where you are today. This book is not meant to replace any educational tools, but simply to motivate and inspire. Paulsen did not spend her childhood dreaming of being a pilot, but chance had it she started her pilot journey in her mid-20s. Like many before her, she was overwhelmed by the amount of information, money issues, and scheduling aspect and stopped after only flying for a few hours. When she started years later, she was looking for a book to ease back in the process hoping she could learn some technical terms, procedures and read about other pilots' challenges. She found many great resources, but confused by the jargon she found herself even more intimated to get back at it. Her personal obsession with understanding the aviation world turned into Demystiflying, an entertaining book to prepare anyone for the first meeting with the cockpit. She was excited to learn that most pilots question whether they are cut out for the challenge. That others also got confused at first. And was surprised by how exciting pre-1940 aviation history books were. In researching her book, Kine interviewed these pilots who were prior guests of the Ready For Takeoff Podcast: Patty Wagstaff Erika Armstrong Carl Valeri Kim Campbell Jason Harris Pierre-Henri Chuet Tom Cappeletti Sharon Preszler Jessica Cox Liz Booker Peter Docker Randy Brooks

Operation Linebacker launched on May 10, 1972. It marked the first bombing of Hanoi in North Vietnam since the end of Operation Rolling Thunder in November 1968. I was a ground spare, waiting to launch in the even that any of the strike F-4 aircraft from Ubon Royal Thai Air Base aborted, either on the ground or in the air. I sat in my fully armed aircraft and waited for all of the strike aircraft to launch, then conttinued to wait until they had all reached the airborne pre-strike tanker aircraft, then I de-armed and taxied back to the parking revetment. And then I waited for my brothers to return. A few hours later, they all did. ALL of them. The next day, May 11, 1972, was my turn to fly, as Number Two in Dingus Flight. (Later, strike aircraft carried tree call-signs - Maple, Elm, Walnut, etc. - but at this point in the operation we used call signs from the VCSL - Voice Call Sign List.)  During the pre-flight briefing, Wing Commander Colonel Carl Miller made an announcement: “Yesterday, we had a close call. One of our aircraft mis-ID’d an aircraft and fired at one of our aircraft. Lucily, he missed, but we can’t have that again. Effective immediately, the Rules of Engagements are changed. All MiGs are silver. You MAY NOT fire at a camouflaged aircraft. If I hear that you fire at a camouflaged airplane I’ll ship your ass home the minute you land. Any Questions?” None of us had any questions. It was pretty clear. MiGs are silver. On this day, like the previous day, our Wing Commander would lead the strike. The Commander of the 25th Tactical Fighter Squadron, my squadron, would be the lead of Dingus Flight. I was put in the Number Two position because I was still a fairly new pilot, an “FNG”, and the Number Two position was a place where the flight lead could keep a close watch on the FNG. Our target would be the Bac Mai Airfield. We took off as the sun rose, headed north over Laos for our refueling, and proceeded toward our target. My back-seater was First Lieutenant Johnny Wyatt. Johnny was an “old head”: he had been on the strike over Hanoi the previous day, so he knew what to expect. We ingressed the target area in spread formation, approximately 1000 feet between aircraft. I was on Lead’s right. Just as Lead rocked us in to close “fingertip” formation for our bomb run, Johnny screamed at me. “We got a SAM (Surface-to-Air Missile) at four o’clock! Break right!” I had no idea what a SAM looked like in flight, and I didn’t see it. “I don’t see it.” “It’s a f@#cing SAM! BREAK RIGHT!” When easy-going Johnny is screaming, I knew it was serious. I broke hard right. Shortly after that, the SAM exploded right where I would have been. Listen to the podcast for the rest of the story!

From LinkedIn: 4500+ hour professional pilot (instructor / evaluator / maintenance test), educator, and aviation/leadership/organizational management consultant built on a foundation of 21 years as a fighter pilot in the US Air Force (F-15E Strike Eagle). Highly proficient in the use of basic & advanced information technologies to help plan, brief, execute, and debrief aviation-oriented solutions to even the most challenging aviation business problems. Most Current experience: + Chief Pilot of Part 91 private business flight program + Lead Fixed Wing Pilot of Part 135 air ambulance program at Children’s Hospital Colorado + Affiliate Faculty at Metro State University of Denver, Aerospace Sciences Department + Consultant in air transportation planning, organizational leadership, and process improvement. Depth and breadth of aviation & non-aviation experience as: + Executive leadership/management advisor & coach + Team and organizational leader + Program & project manager + Educator & trainer + Standards & compliance evaluator International experience. + Aviation consultant and trainer in over twelve countries in > Europe > Africa > West Asia (Eastern Mediterranean & Arabian Gulf regions). + Roles included > Aviation planning/briefing/executing/debriefing training-team leader > Multi-national aviation-related cross-functional conference project manager > National defense consultant. Lauded for ability to rapidly observe, analyze, and synchronize new information in order generate innovative solutions/improvements through: + Well-developed diplomacy and consensus building skills + Leveraging of highly effective process review & improvement techniques + Optimization of team diversity by focusing individual strengths toward a common purpose + Coordination of disparate individual efforts to achieve effective synchronization Passion for helping organizations enhance individual and team relevance in an increasingly competitive globally-connected environment.

Directed by Louisa Merino (Managing to Win: The Story of Strat-O-Matic Baseball) and produced by Melissa Hibbard (The Glass House) and Oscar winner Ed Cunningham (Undefeated), the film tells the remarkable story of a World War II fighter pilot from New Jersey who flew the last combat mission over Japan. On August 14, 1945, fighter pilot Jerry Yellin flew the last combat mission of World War II to attack airfields near Nagoya, Japan, carrying with him instructions to continue the assault unless he heard the word “Utah,” a code signaling the Japanese surrender, which never came. It was Yellin’s 19th mission over Japan. Yellin returned home to a dark life of survivor’s guilt and daily thoughts of suicide. Married with four sons, he was forced to face his ‘enemy’ once again when his youngest son moved to Japan and married the daughter of a Kamikaze pilot. Through deep agonizing and soul-searching reflection, the two fathers eventually open their hearts and their arms to each other. By the time of his passing in 2017, Yellin had become an outspoken advocate for veteran mental health and co-founded Operation Warrior Wellness, a division of the David Lynch Foundation that teaches veterans TM to better cope with the effects of PTSD. Producer Ed Cunningham said: “Jerry’s journey from the depths of post-war depression to his late life transformation, which included him tirelessly advocating for peace and Veteran’s care, will inspire and resonate with everyone who sees this film. Add in the unbelievable twist of his son marrying a Kamikaze pilot’s daughter and the friendship the two fathers developed late in their lives, and this is a story we felt had to be shared.” The movie is being released on home ent platforms this year.

There were more than 400 people on board the Boeing 747-400 that unexpectedly rolled into a left bank in Russian airspace over the Bering Sea, forcing pilots to maneuver to keep the airplane from rolling over and diving into the ocean.   The senior captain on that airplane was John Hanson, who helped maintain control of the plane and fly it while also trying to determine what was wrong with the plane and how to make adjustments. Landing in Russia would not be ideal, and the decision was made to change course to Alaska. Hanson, a Northwest Airlines captain, was recently honored for helping to prevent this potentially catastrophic aircraft accident and saving hundreds of lives Oct. 9, 2002. He was presented with the Superior Airmanship Award by the Air Line Pilots Association, International during the association's annual Air Safety Forum.   Although the situation above the Bering Sea that day could have been a scene out of an action-packed movie, the difference with the actual event was that there was no super hero -- there was teamwork, Hanson said. "Teamwork got us through this thing," Hanson said. "I'll take compliments for the landing, but I'm more proud of being a team leader." Hanson has flown for Northwest Airlines for 35 years and during that time has never experienced a situation in the air that has been so dramatic. "That malfunction -- the manufacturer said it could never happen," Hanson said. "We had no procedure to follow." What the crew found out later was that a mechanical malfunction resulting from equipment blowing apart caused the problems. "Experts in structures have since analyzed the parts -- they can't find the cause," Hanson said. "Obviously, it blew apart." There is no suspicion of foul play, Hanson said, but was rather a "freak deal." Working with Hanson during the ordeal was another captain and two co-captains -- the plane had two sets of pilots since the flight from Detroit to Tokyo was so long. Hanson credits his co-captain with a quick recovery "that probably saved the plane." Hanson was reading in his bunk in a private room for the pilots when the malfunction occurred. "We were in smooth air and suddenly there was a violent shift," he said. There were no windows in the room. Hanson quickly put his uniform on to go assess the situation. When he arrived in the cockpit, the pilots were fighting to control the plane, he said. The cockpit operating manual was open and the pilots were desperately trying to find information on the problem.   Hanson and his co-pilot starting going through the manual as well but they could find no information that pertained to what was happening. An emergency situation was declared and the decision was made to head back to Anchorage. Because of their location, communication with the ground was difficult and contact was made through San Francisco to Minneapolis using what Hanson calls the "old fashioned type of radio." A conference call was held to discuss the problem. "We needed to work as a team and put all our heads together," he said. As senior captain, Hanson decided he should be the pilot who landed the plane, and after discussion with the other pilots he took over the controls. The pilots actually had to take turns handling the plane since managing the controls required strength and stamina because of the malfunction. To counteract the highly technical problem, pilots manually applied pressure to a foot pedal. At this point, the pilots were still not sure about the exact nature of the mechanical failure. "I would have given $1,000 for a rear view mirror to have just looked at the tail," Hanson said. A subsequent National Transportation Safety Board investigation revealed that the lower rudder failed in left hard over position at 17 degrees of travel, which was full deflection for their airspeed in cruise flight. It remained fully deflected for the rest of the flight.   The decision was made to fly at a lower altitude where the air is not as thin, Hanson said, and they did not have to operate as "close to the edge." They went down to 28,000 feet but could not go lower because of the mountains.   Early in the crisis it was decided to make the flight attendants part of the team, and information was shared regularly with them. They were told by the pilots that being able to land safely was in question, and once the plane was landed it might not be able to stay on the ground because of the problem. The lead flight attendant received the information about the problem so plans could be made for an emergency landing. Hanson then brought the plane down to 14,000 feet over Cook Inlet, where there was communication with Anchorage about the emergency landing. Hanson said they were low enough for thick air but high enough to recover if necessary. "Since we didn't know the nature of the problem, we wanted to slow down and extend the flaps very gradually," he said. "We all decided on this plan. We picked the inlet over land to have more room for recovery instead of being over the mountains." He and the other pilots had talked extensively about which runway to use based on what was happening with the plane, the wind and other factors. "All the pilots talked about the advantages and disadvantages, he said. During the landing, Hanson said the plane came in just a little bit faster than normal. He told the flight attendants it would be a "firm" landing. The pilots were also nervous the rudder would give bad directions to the plane's nose wheel. "As it turned out, it was a fairly smooth landing," he said. The flight attendants were told people could remain seated -- there was no need to evacuate. Since people on the ground had seen that the wheels and brakes "had been bright red" the plane waited in a remote spot to cool down.   The only awkward moment on the ground was that customs was not prepared to handle 418 people coming in so it took awhile to get everyone off the plane, Hanson said. After leaving the plane, Hanson went to look at the rudder where the problem had occurred. "We looked up at this huge rudder hard over to the left and we just shook our heads -- wow, what an evening," Hanson said. Another 747-400 was sent to Anchorage to transport passengers to Tokyo the next day, and though the pilots were told they did not have to go up again, all of them did. "Every single passenger also got on," Hanson said. The pilots involved with the incident have since made a training video that is being used for crews. It demonstrates that not all emergencies are in the book. Pilots at this level through their years of experience are a valuable source of information, he said, and involving people from the first moment allows them to be able to help. The Hollywood version of this story would have one pilot acting as the hero, but "in real life, heroes are ordinary people in extraordinary circumstances," Hanson said. Hanson has been flying since he was in his teens, and before he had even graduated college he was hired as a commercial pilot. Despite lucrative offers from airlines, he balanced college and eventually graduate work while flying. Hanson turns 56 this month and regulations require he retire when he is 60. When he retires as a commercial pilot, Hanson said he will continue flying as a hobby, particularly antique airplanes. Hanson said a truly successful career involves no "emergency" moments such as he had one year ago. Exciting moments for him, he said, are beautiful sunsets viewed from the plane, and traveling over the Canadian Rockies and Alaskan Wilderness.  

3 March 1991, UA585, a 737-200Adv crashed on approach to Colorado Springs. The aircraft departed from controlled flight approximately 1,000 feet above the ground and struck an open field. After a 21-month investigation, the Board issued a report on the crash in December 1992. In that report, the NTSB said it “could not identify conclusive evidence to explain the loss of the aircraft”, but indicated that the two most likely explanations were a malfunction of the airplane’s directional control system or an encounter with an unusually severe atmospheric disturbance. 8 Sep 1994, US427, a 737-300 was approaching Pittsburgh Runway 28R when ATC reported traffic in the area, which was confirmed in sight by the First Officer. At that moment the aircraft was levelling of at 6000ft (speed 190kts) and rolling out of a 15deg left turn (roll rate 2deg/sec) with flaps at 1, the gear still retracted and autopilot and auto-throttle systems engaged. The aircraft then suddenly entered the wake vortex of a Delta Airlines Boeing 727 that preceded it by approx. 69 seconds (4,2mls). Over the next 3 seconds the aircraft rolled left to approx. 18deg of bank. The autopilot attempted to initiate a roll back to the right as the aircraft went in and out of a wake vortex core, resulting in two loud "thumps". The First Officer then manually overrode the autopilot without disengaging it by putting in a large right-wheel command at a rate of 150deg/sec. The airplane started rolling back to the right at an acceleration that peaked 36deg/sec, but the aircraft never reached a wings level attitude. At 19.03:01 the aircraft's heading slewed suddenly and dramatically to the left (full left rudder deflection). Within a second of the yaw onset the roll attitude suddenly began to increase to the left, reaching 30deg. The aircraft pitched down, continuing to roll through 55deg left bank. At 19.03:07 the pitch attitude approached -20deg, the left bank increased to 70deg and the descent rate reached 3600f/min. At this point, the aircraft stalled. Left roll and yaw continued, and the aircraft rolled through inverted flight as the nose reached 90deg down, approx. 3600ft above the ground. The 737 continued to roll, but the nose began to rise. At 2000ft above the ground the aircraft's attitude passed 40deg nose low and 15deg left bank. The left roll hesitated briefly, but continued and the nose again dropped. The plane descended fast and impacted the ground nose first at 261kts in an 80deg nose down, 60deg left bank attitude and with significant sideslip. All 132 on board were killed. More information From 737 Systems Website: The main rudder PCU contains a Force Fight Monitor (FFM) that detects opposing pressure (force fight) between A and B actuators. This may occur if either system A or B input is jammed or disconnected. The FFM output is used to automatically turn on the Standby Hydraulic pump, open the standby rudder shutoff valve to pressurize the standby rudder PCU, and illuminate the STBY RUD ON, Master Caution, and Flight Control (FLT CONT) lights. The standby rudder PCU is powered by the standby hydraulic system. The standby hydraulic system is provided as a backup if system A and/or B pressure is lost. With the standby PCU powered the pilot retains adequate rudder control capability. It can be operated manually through the FLT CONTROL switches or automatically. (Refer to Chapter 13, Hydraulics, Standby Hydraulic System) An amber STBY RUD ON light illuminates when the standby rudder hydraulic system is pressurized. The standby rudder system can be pressurized with either Flight Control switch, automatically during takeoff or landing (Refer to Chapter 13, Hydraulics, Standby Hydraulic System) or automatically by the Force Fight Monitor. The STBY RUD ON light illumination activates Master Caution and Flight Control warning lights on the Systems Annunciation Panel.

On Tuesday, March 29, 2022, communities around the U.S. will pay tribute to Vietnam veterans and their families on National Vietnam War Veterans Day. U.S. involvement in Vietnam started slowly with an initial deployment of advisers in the early 1950s, grew incrementally through the early 1960s and expanded with the deployment of full combat units in July 1965. The last U.S. personnel were evacuated from Vietnam in April 1975. Approximately 9 million Americans served during the Vietnam era (Nov. 1, 1955, to May 15, 1975). More than 6 million are still alive. The Vietnam War Veterans Recognition Act of 2017 established March 29 as the day to pause and commemorate, remember, recognize and honor Vietnam Veterans, former Prisoners of War, those listed as Missing in Action and their families. March 29 was chosen for several reasons. It was on this date 49 years ago that the last combat troops departed Vietnam. It was also on this day, nearly half a century ago, that Hanoi freed the remaining prisoners of war the Republic of Vietnam was willing to acknowledge.https://39238b20c00c2e3c88c8778205f8a4e8.safeframe.googlesyndication.com/safeframe/1-0-38/html/container.html As part of the national observance, the Vietnam War Commemoration is interviewing Vietnam Veterans and their families and archiving these oral history interviews on the commemoration website and via the Library of Congress Veterans History Project. To learn more about this program visit www.vietnamwar50th.com or visit their Facebook page at www.facebook.com/VietnamWar50th. Our previous Vietnam veteran guests: Steve Ritchie Lee Ellis Doc Weaver Bill Driscoll Steven Bennett Larry Freeland Ralph Wetterhahn Manny Montes Vic Vizcarra John Borling Charlie Plumb Robert Shumaker Smitty Harris Randy Larsen John Morrissey Ric Hunter Charles Doryland Jim Badger George Hardy Robin Olds Russ Goodenough Don Mrosla Ed Cobleigh Dave Scheiding Don Shepperd Patrick Brady John Fairfield Lynn Damron Lawrence Chambers Bob Gilliland Brian Settles Mark Berent Dick Jonas Merrill McPeak John Swanson Dale Stovall Walt Fricke Bill Straw Son Tay Raiders Lance Sijan

Medal of Honor Citation: While on a flight over North Vietnam, Capt. Sijan ejected from his disabled aircraft and successfully evaded capture for more than six weeks. During this time, he was seriously injured and suffered from shock and extreme weight loss due to lack of food. After being captured by North Vietnamese soldiers, Capt. Sijan was taken to a holding point for subsequent transfer to a prisoner-of-war camp. In his emaciated and crippled condition, he overpowered one of his guards and crawled into the jungle, only to be recaptured after several hours. He was then transferred to another prison camp where he was kept in solitary confinement and interrogated at length. During interrogation, he was severely tortured; however, he did not divulge any information to his captors. Capt. Sijan lapsed into delirium and was placed in the care of another prisoner. During his intermittent periods of consciousness until his death, he never complained of his physical condition and, on several occasions, spoke of future escape attempts. Capt. Sijan's extraordinary heroism and intrepidity above and beyond the call of duty at the cost of his life are in keeping with the highest traditions of the U.S. Air Force and reflect great credit upon himself and the U.S. Armed Forces. From Into the Mouth of the Cat: The Story of Lance Sijan, Hero of Vietnam: On the night of November 9, 1967, Sijan was ejected from his crippled fighter-bomber over the steep mountains of Laos. Although critically injured and virtually without supplies, he evaded capture in savage terrain for six weeks. Finally caught and placed in a holding camp, he overpowered his guards and escaped, only to be captured again. He resisted his interrogators to the end, and he died two weeks later in Hanoi. His courage was an inspiration to other American prisoners of war, and he was posthumously awarded the Medal of Honor.   From Leading With Honor: Chapter 9 page 117-118 Before my deployment to Southeast Asia, Air Force 1st Lt Lance Sijan and I had been dormmates and golfing buddies. At Son Tay camp, I learned that his plane had gone down one day after mine. Badly injured, he survived in the jungles of Laos for 46 days before being captured. His remarkable story was not a surprise. Throughout our training he was always keen about his professional development. Lance stood out in survival school because he appeared to be the most highly motivated learner, both in the classroom and on the mountain trek. As Ron Mastin (1st Lt USAF) flashed Lance’s painful story across the camp to our building, I put the pieces together. I remembered our first winter of captivity, when my cellmates and I had listened helplessly as someone in a cell down the hall deliriously cried out for help. I summoned the officer in charge, and a few minutes later Fat in the Fire opened the peephole in our door. “Please, will you help this man?” I pleaded. With a serious look on his face he replied, “He has bad head injury. Been in jungle too long. Has one foot in grave.” He slammed the peephole shut and left. Of course, in the isolated cells of Thunderbird, we had no way of knowing who was dying. Two years later, I realized that we had been audible witnesses to Lance’s last valiant struggle to survive. After the war, we learned more details of Lance’s heroic actions to evade, escape, and endure. His courageous efforts to resist, survive, escape, and return with honor were so notable that he was awarded the Congressional Medal of Honor (posthumously). One of the Air Force’s most prestigious annual awards for leadership is named the Sijan Award.

Jennifer-Ruth Green continues to serve her fellow citizens in the United States Air Force Air Reserve Component and is now running to represent her fellow Hoosiers in Congress. A battle-proven leader, a trailblazer, and a selfless servant, Jennifer-Ruth Green is a candidate for Indiana’s First Congressional District. Her continued experience of over twenty years of military service and her non-profit work throughout Northwest Indiana has prepared her to fight on behalf of the Region in Washington, D.C. Born to Vivian and Paul R. Green Jr., Jennifer-Ruth “Romper” Green is the youngest of six children.  At eighteen years old, Jennifer-Ruth followed in her father and grandfather’s footsteps and joined the United States Air Force. After graduating from the USAF Academy in 2005, Jennifer-Ruth began her Air Force career in aviation and then transitioned to serve as a Special Agent with the Air Force Office of Special Investigations. She deployed to Baghdad in support of Operation IRAQI FREEDOM where she served as a mission commander for counterintelligence activities. After her deployment, Jennifer-Ruth assumed the role of Deputy Chief for a nuclear command post. After twelve years of full-time military service, Jennifer-Ruth transitioned to the US Air Force Reserve Component and chose to make Indiana home.  Currently, she serves as the Chief Information Officer/Commander, 122d Communications Flight, Indiana Air National Guard. She is the first African-American, or Asian, woman selected to serve in this position in the history of the Fighter Wing.     Locally, Jennifer-Ruth serves her community in Northwest Indiana as an educator, and is the founder of MissionAero Pipeline, a non-profit reaching at-risk youth that seeks to transform lives, inspire STEM careers, and set students, as young as 5th grade through college, on a path of learning in the aerospace industry. Jennifer-Ruth has been a trailblazer throughout her career. While attending the USAF Academy, Jennifer-Ruth was inspired by Lt. Col. Lee Archer, USAF, an original Tuskegee Airmen, and earned her pilot’s license. Now as a civilian, Jennifer-Ruth is a Certified Flight Instructor, commercial pilot, and one of fewer than 150 African-American professional female pilots in the US.     Jennifer-Ruth earned a B.S. in Asian Area Studies from the United States Air Force Academy, an M.Min. from Golden State Baptist College, and a B.S. in Aeronautics from Liberty University. She is currently enrolled in Air War College, studying strategic leadership across military operations, in joint, interagency, & multinational environments. She is a graduate of Air Command & Staff College. She is a regular speaker at aerospace/STEM events, loves traveling, and has visited all seven continents. Jennifer-Ruth lives in Crown Point, Indiana, and is a proud aunt to fifteen nieces and nephews.

Al Malmberg is a 50-year radio veteran who currently hosts The World of Aviation radio program. (AM-1280-The Patriot)  Other than this one hour a week show, Malmberg is enjoying retirement and doing lots of flying off a private strip in Colorado.  He enjoys MCing The Minnesota Aviation Hall of Fame Banquet each year in the Twin Cities. Al was on the air for 17 years on WCCO radio in the Twin Cities.  Concurrently, Malmberg was the regular fill-in host on "Overnight America" on the CBS Radio Network.  He also hosted the nationally syndicated Radio program, The Al Malmberg Show on The Business Radio Network. Malmberg has been married to his wife, Kathy for 50-years. They have two sons and six grandchildren.

Oshkosh — It was a homecoming of sorts for Caroline Jensen on Thursday. When she arrived at EAA AirVenture, it was with a bang. Actually, it was a low rumble followed by a deafening screech that prompted spectators to stick fingers in their ears as Jensen and her five teammates soared through the skies over Oshkosh to prepare for their performances this weekend. The Air Force major, fighter pilot and Wisconsin native is the third woman and the first mother to fly in the Air Force Thunderbirds flight demonstration team. "For me, this is a dream come true — who wouldn't want to perform at Oshkosh? It's kind of like playing at Carnegie Hall," Jensen, 37, said in an interview outside her No. 3 plane shortly after arriving at Wittman Regional Airport. Born in New Richmond, Jensen grew up in River Falls and got hooked on flight when she saw a plane flying in the clouds in a TV movie at the age of 5. She watched the Thunderbirds perform in Eau Claire when she was 13, sparking her dreams of one day becoming an Air Force fighter pilot. She didn't get her first flight until she was 15 — in a single-engine Cessna 172. Her second and third flights were to and from the Air Force Academy for swim camp and her fourth was to basic training after she had been accepted as a cadet. The daughter of a Marine helicopter pilot in Vietnam, she graduated from the Air Force Academy with a bachelor's degree in English and spent 10 years on active duty and the past five years as a reservist. She's the first female reserve officer to fly with the Thunderbirds Before joining the famous flight demonstration team, she was a T-38 instructor and assistant flight commander for Air Force Reserve Command's 340th Flying Training Group at Sheppard Air Force Base in Texas. She met her husband in glider school while they were at the Air Force Academy. He's now a commercial airline pilot and stays home in Las Vegas with their 5-year-old son while Jensen is on the road 220 days a year. With both parents pilots, it's no surprise their son has a propeller next to his bed, a Braniff Airlines poster on his wall and a bookcase in the shape of a plane tail. When she finishes this season in the Thunderbirds, she'll head to Washington, D.C., to be a congressional liaison for the Air Force. One reason there are so few female Thunderbird demonstration pilots is because only 7% of America's fighter pilot forces are female, Jensen said. "To be on the team, you have to be at the right place in your career with the right set of skills, a family who's supportive and the desire to do it. So there's a lot of things that have to happen for any pilot who wants to be part of the team," she said. She has spent quite a bit of time in the cockpit — it is, after all, her office — with 3,100 hours as an Air Force pilot, including 200 hours of combat in F-16s in Iraq. Jensen was at Disneyland with her family, standing in Cinderella's castle, when her cellphone rang in 2012. On the line were all 12 officers from the Thunderbird team calling to congratulate her. Most pilots spend two years in the Thunderbirds but because the military's flight demonstration teams were grounded last year due to sequestration, the entire team stayed together for an additional year. She flies the No. 3 plane on the right side of the diamond, sometimes as close as 18 inches from the lead plane at speeds up to 450 knots. It's not for the faint of heart. In some of the maneuvers, Thunderbird pilots feel as much as 9 Gs on their bodies and fly as low as 300 feet from the ground. This weekend AirVenture air show spectators will see Jensen and the rest of the Thunderbirds perform loops and rolls as they zoom as low as 500 feet over the crowd in their white F-16s adorned with red and blue stars and stripes. Her favorite maneuver is when the four planes in the diamond split off from each other in four directions. So is it nerve-wracking or comfortable flying in such tight formation? "It's both," she said, adding that the pilots practice their show far away from each other and gradually move closer. "It's all very controlled. I know exactly what (the lead pilot) is going to do, he knows exactly what we're going to do. There are commands we go through and we've literally done them hundreds of times," she said. "It's very deliberate, very rehearsed and very safe." This is the first visit by the full Air Force Thunderbird flight demonstration team to EAA AirVenture and because the "aerobatic box" — the air space above the grounds — is bigger than for other air show performers, convention organizers are moving spectators 150 feet back from the normal flight line. Also, residents and businesses inside the aerobatic box must leave for a few hours while the team performs.

Rick is one of the most unique artists in the world. He has been likened to such great artists as Rembrandt & Maxfield Parish. He is an Old World-Flemish style painter, meaning he paints using transparent colors to build depth and color. Rick's artwork has continually grown in value over the years. Although he has specialized in Aviation artwork, he has created other works from landscape to space paintings. Rick is also the master at "Starlite" painting. He has developed a technique that uses UV and fluorescent paints to change his paintings under different light frequencies. His paintings go from a Day scene to a Night scene under Blacklight. This is an incredible process that allows his works to actually become living pieces. He can make clouds move. He is an Old World-Flemish style painter, meaning he paints using transparent colors to build depth and color. Rick's artwork has continually grown in value over the years. Although he has specialized in Aviation artwork, he has created other works from landscape to space paintings. Rick is also the master at "Starlite" painting. He has developed a technique that uses UV and fluorescent paints to change his paintings under different light frequencies. His paintings go from a Day scene to a Night scene under Blacklight. This is an incredible process that allows his works to actually become living pieces. He can make clouds move... Rick has thousands of collectors around the world. Rick's first efforts with drawing and painting aircraft began as a child. He was a Boy Scout and earned the Aviation Merit Badge. As soon as he was 13 years old he left the Boy Scouts and joined the Pueblo Colorado Civil Air Patrol as a cadet. He stayed active with the CAP becoming a Senior Member when he was 18 years old. "The Civil Air Patrol was a huge help to me during my teenage years. I loved every aspect of the CAP and got to fly a lot too. I was in a Piper Cub waiting to take the active at Pueblo when a United Airlines jet airliner taxied up behind us and stopped only a few feet short of our airplane!" I took movies of that event and hope to get them on DVD sometime soon."  Encouragement for Broome as an artist began as early as he could start coloring inside the lines. At age 7 he won a national coloring contest sponsored by the Better Homes and Gardens national magazine. This was when he was drawing and coloring aircraft from every era. His passions in aviation and flying were encouraged by his parents and friends. By the time he was 15 years old he was taking private commissions for original art from pilots in both the Denver and Pueblo areas. These early sales combined with true focus allowed young Broome to solo on his 16th birthday. He was checked out in 8 different aircraft within a month of his solo and logged hundreds of hours flying time while still in high school. In 1971 Rick and Billie were also fortunate to begin meeting young officers returning from flying missions in Vietnam with new assignments to teach cadets at the Academy. The cadet leadership of the Air Force Academy class of 1974 was so pleased with his paintings that they commissioned an original painting of a USAF Cessna T-41 trainer for their Class Gift to the Academy at graduation.  This set the precedent for Broome’s devotion to the Academy and their annual graduation class paintings. “The relationships we made with many of our cadets went on to become lifetime events for which we are very thankful. I know I have fed far in excess of a thousand cadets!” said Mrs. Broome during a recent interview."  Rick’s final flight in the cockpit of a United airliner was on November 7, 1970 when he rode jump seat on a 4 hour training flight in a brand new United Boeing 747. “I got to fly the Boeing 747 back from Las Vegas in the left seat. Braniff Airways skipper the late Captain Len Morgan was my copilot. "Len asked me what I thought the bird felt like and I replied it reminded him of flying a C-47.”  Len’s eyes got real big and he replied “You have flown a DC-3?” And then Rick told him how -- at the age of 14 -- he had indeed flown a USAF C-47 from Lowry AFB in Denver to the Academy and back as part of his Civil Air Patrol Summer Encampment activities! United Captain Ed Mack Miller and famed aviator and chart maker Elrey B. Jeppesen had begun mentoring Rick when he was 14 years old.  Rick has flown about 2200 hours in 47 different aircraft. In addition he has completed nearly 3000 original paintings which are on display throughout the world. 

 Peter Docker is passionate about enabling people to unlock their natural talents and teaches leadership that is focused on commitment and human connection. This approach harnesses the collective wisdom of teams to generate extraordinary outcomes. Peter's commercial and industry experience has been at the most senior levels in sectors across more than 90 countries, including oil & gas, construction, mining, pharmaceuticals, banking, television, film, media, manufacturing and services. His clients include Google, Four Seasons Hotels, Accenture, American Express, ASOS, EY, NBC Universal and over 100 more.   Having served for 25 years as a Royal Air Force senior officer, Peter has been a Force Commander during combat flying operations and has seen service across the globe. His career has spanned from professional pilot to leading an aviation training and standards organization, teaching postgraduates at the UK's Defence College, to flying the British prime minister around the world. Peter has also led multibillion-dollar international procurement projects and served as a crisis manager and former international negotiator for the UK government. A keynote speaker and facilitator, Peter presents around the world offering workshops and bespoke leadership programs. He also worked with Simon Sinek for over seven years and was one of the founding ‘Igniters’ on Simon’s team. He took his years of practical experience to co-author Find Your Why: A Practical Guide for Discovering Purpose for You and Your Team, with Simon Sinek and David Mead. Published in September 2017, it has been translated into more than 25 languages and has sold over 460,000 copies. 

Good Moral Character VOLUME 5 (AIRMAN CERTIFICATION) CHAPTER 2 (TITLE 14 CFR PART 61 CERTIFICATION OF PILOTS AND FLIGHT INSTRUCTORS) Section 18 (Conduct an Airline Transport Pilot Certification, Including Additional Category/Class Rating) Paragraph 5-704 (ELIGIBILITY –ATP CERTIFICATE – AIRPLANE, ROTORCRAFT, AND POWERED LIFT): C. Good Moral Character Requirement: An applicant must be of good moral character. The inspector must ask an applicant if the applicant has been convicted of a felony. If the applicant’s answer is affirmative, the inspector should make further inquiry about the nature and disposition of the conviction. If an inspector has reason to believe an applicant does not qualify for an ATP certificate because of questionable moral character, the inspector must not conduct the practical test. Instead, the inspector will refer the matter to the immediate supervisor for resolution. The supervisor may need to consult with regional counsel for a determination concerning whether the applicant meets the moral character eligibility requirement. From AOPA: Nothing can derail a professional flying career quicker than a revocation of an FAA airman certificate. Despite the FAA’s new compliance philosophy, which makes a very good attempt at establishing a “positive safety culture”—and recognizes that inadvertent rule violations can be best addressed and remedied through education, counseling, or remedial training—there are some transgressions that command the ultimate penalty: certificate revocation. FAA Order 2150.3B. the FAA Compliance and Enforcement Program, is the guidance document that stipulates the processes FAA personnel follow when pursuing an enforcement action. Perhaps the most grievous of all “sins” committed by anyone who seeks or has a certificate or operating privilege is falsification. The order states, “In general, the FAA considers the making of intentionally false or fraudulent statements so serious an offense that it results in revocation of all certificates held by the certificate holder. Falsification has a serious effect on the integrity of the records on which the FAA’s safety oversight depends. If the reliability of these records is undermined, the FAA’s ability to promote aviation safety is compromised.” Here are other highly probably revocation actions: student pilots flying for hire or compensation; CFIs falsifying any endorsements; flight operations by anyone whose pilot certificate is suspended; virtually any flight operation involving the use of drugs or alcohol contrary to the limits specified by the regulations; transport of controlled substances; three convictions for DUI/DWI moving violations within three years; reproduction or alteration of a medical certificate; and conviction for possession of illegal drugs other than “simple possession.” Other illicit activities that could result in a certificate suspension, civil penalty, or even revocation are listed in the FAA’s order. If you have stepped way over the legal line and the FAA has taken all your certificates in a revocation action, are you forever grounded? Not necessarily. In general, revocation actions last one year. But, recognize that you will need to reapply for every certificate and rating that you once possessed. The first suggestion: Re-familiarize yourself with the information on the knowledge tests. Study up for the private, instrument, commercial, and ATP during your yearlong hiatus. If you previously held an ATP certificate prior to revocation, then you must complete an Airline Transport Pilot Certification Training Program (ATP CTP) as required by FAR 61.156. If there is any saving grace to this predicament, it is that all previous flight time remains valid. There is no need to acquire another 40 hours of flight time, for example, to retake the private pilot checkride. But, before taking the practical test for each of the certificates and ratings that have been lost, you are required to receive three hours of instruction from a CFI. So even if the worst should happen and you lose all of those pilot privileges because of a serious misdeed, all is not lost. In a year’s time you can be back in the sky, hopefully much the wiser. But, who will hire you? Well, the news there is not that good. An unofficial survey of recruiters for a few “big name” regional and major airlines revealed that those carriers have a “zero tolerance” policy. The problem for these companies is the potential risk and the fallout in the event of an accident or incident involving a pilot who has been suspended or revoked. The press would, no doubt, zero in on the fact that the airman has a “history of noncompliance” with the regulations. This kind of PR is unwelcome. However, there could be smaller operators that would be willing to give you another chance. This may depend greatly upon when the violation took place. Perhaps the “drug bust” or DWIs took place at age 20 but now, at age 35, you have led a decade of stellar living. After all, shouldn’t “rehabilitation” play a role in hiring decisions? One option for returning to the industry is starting an aviation-related company yourself. Whether it is a single-pilot Part 135 operation, aircraft management, banner towing, a flight school, scenic tours, or aircraft sales, there are other avenues to the sky. For a superb example of forgiveness and redemption read Flying Drunk by Joseph Balzer. It is an inspirational story by one of three Northwest Airlines pilots who, in March 1990, flew a Boeing 727 from Fargo to Minneapolis after swigging beer at a local bar the night before. All three were arrested for intoxication, convicted, sent to federal prison, and stripped of their pilot certificates. As Balzer says, “It was horrible. I didn’t want to live anymore. I was so humiliated, embarrassed, ashamed.” Of course, he feared that he would never fly again. However, American Airlines—in an exceptional and laudable extension of second chances—restored his career where he returned to the cockpit. As an aside, the industry has a tremendous resource for commercial pilots who suffer from alcohol or substance abuse: the Human Intervention Motivation Study (HIMS) program. As stated on its website, “HIMS is an occupational substance abuse treatment program, specific to commercial pilots, that coordinates the identification, treatment, and return to work process for affected aviators.” Good to know, just in case. We humans make mistakes, sometime serious. In the case of FAA certificate revocation, second chances are possible. From WGRZ.com: In terms of a state offense, DA Flynn says someone with a fake vaccine card could be charged with Criminal Possession of a Forged Instrument in the Second Degree. That's a Class "D" felony, so someone convicted could face up to 7 years in prison. New York State's attorney general Letitia James has weighed in on this as well. She's asked anyone who thinks they might be a victim of a COVID vaccination card scam to call her office at 1-800-771-7755. On the federal side of things, the FBI shared a PSA this year that explains how Title 18 of the U-S Code, Section 10-17 stipulates you cannot fraudulently use the seal of any US government agency - and if you do, you could face up to 5 years in prison.

Have you ever really thought about what you might do if a super-storm, earthquake, fire, pandemic, or flood were to force you to leave your home suddenly? What would you do that first day away, the third, or even two weeks later? What would you able to grab and take with you?? What important things would you be forced to leave behind?   The Basic Bug Out Bag aka Go-Bag Lets start with the primary items needed for survival. Shelter, Clothing, Food and Water. Below is a list of the essentials you need to have ready should you have to leave your house in an emergency, and can only grab a Bug Out Bag before you go. It provides you with the most basic of provisions to get you through 72-hours away from home. You probably already have most of these things already: Print out this checklist if it helps you to have a paper copy of the items below.  Backpack Bottle(s) of water Flashlight Pen and notepad Snack bars Cash Emergency Blanket Change of clothes Toothbrush, toothpaste, soap, deodorant Beach Towel Dust Mask Pocket Knife First Aid Kit (band aids, alcohol wipes) Chap-Stick Work Gloves Deck of cards and/or a book Cell phone charging cable Poncho or umbrella Street Map of Local Area Sturdy Plastic Cup Fork and Spoon Keep it handy, and easy to find should you need it. If you have a family, have a pack for each person. We will get more in detail with the articles which follow and we will introduce you to The Bug Out Bag Builder Four Part Emergency System. NOTE: If you only own one of something, and you put it into your emergency kit you will ultimately wind up taking it out of your bag to use elsewhere. This means you should have a second item dedicated for your kit itself. You won't remember to grab it on the way out (or have time to). If you want to get something TODAY RIGHT NOW that at least gets you some coverage, head over to The Red Cross store and grab their basic Go-Bag. Its $55 and gives you a platform to build on. This isn't our first choice because think its better to build your own from the ground up, but its better than nothing. You will still need to add to it though.   The next most important step - and the one that will really save your life:   Staying informed You MUST to know what is going on in the world around you. You may only have a few days notice that a hurricane is going to hit your home, can you get you and your family ready in less than 48 hours? How much time will you have if you receive a tornado or earthquake warning? If cell phone service is down do you have other equipment which will help you communicate with the outside world? You have to have some way to get information delivered to you quickly about local events - especially when a catastrophic one is heading your way. Local TV, AM radio, Emergency officials, are the most obvious, but we've added some below which will also help you get timely and accurate information: Wireless Emergency Alert System   For those of us in the US with a smart phone made after 2012 the Wireless Emergency Alert (WEA) system automatically sends severe weather, AMBER, and Presidential alerts to your mobile device. There's nothing you need to do to enable it, its part of all phones made in the last few years. You will hear an alert sound from the phone and see a message on the screen. You can disable the weather and Amber alerts it if you'd like but not the Presidential alerts.

What You Need to Know Delay travel until you are fully vaccinated. Check your destination’s COVID-19 situation before traveling. State, local, and territorial governments may have travel restrictions in place. Wearing a mask over your nose and mouth is required in indoor areas of public transportation (including airplanes) and indoors in U.S. transportation hubs (including airports). Do not travel if you have been exposed to COVID-19, you are sick, or if you test positive for COVID-19. If you are not fully vaccinated and must travel, get tested both before and after your trip. Delay travel until you are fully vaccinated. Getting vaccinated is still the best way to protect yourself from severe disease, slow the spread of COVID-19, and reduce the number of new variants. CDC recommends you get a COVID-19 vaccine booster dose if you are eligible. People who are not fully vaccinated should follow additional recommendations before, during, and after travel. Before You Travel Make sure to plan ahead: Check the current COVID-19 situation at your destination. Make sure you understand and follow all state, local, and territorial travel restrictions, including mask wearing, proof of vaccination, testing, or quarantine requirements. For up-to-date information and travel guidance, check the state or territorial and local health department’s website where you are, along your route, and where you are going. If traveling by air, check if your airline requires any testing, vaccination, or other documents. Prepare to be flexible during your trip as restrictions and policies may change during your travel. vial light icon Testing    RECOMMENDED If you are NOT fully vaccinated, get tested with a viral test 1-3 days before your trip. Check COVID-19 testing locations near youexternal icon Do NOT travel if… You have been exposed to COVID-19 unless you are fully vaccinated or recovered from COVID-19 in the past 90 days. You are sick. You tested positive for COVID-19 and haven’t ended isolation (even if you are fully vaccinated). You are waiting for results of a COVID-19 test. If your test comes back positive while you are at your destination, you will need to isolate and postpone your return until it’s safe for you to end isolation. Your travel companions may need to self-quarantine. Top of Page During Travel Masks    REQUIRED Wearing a mask over your nose and mouth is required on planes, buses, trains, and other forms of public transportation traveling into, within, or out of the United States and while indoors at U.S. transportation hubs such as airports and train stations. Travelers are not required to wear a mask in outdoor areas of a conveyance (like on open deck areas of a ferry or the uncovered top deck of a bus).hands wash light icon Protect Yourself and Others    RECOMMENDED Follow all state and local health recommendations and requirements at your destination, including wearing a mask and staying 6 feet (2 meters) apart from others. Travelers 2 years of age or older should wear masks in indoor public places if they are: not fully vaccinated fully vaccinated and in an area with substantial or high COVID-19 transmission fully vaccinated and with weakened immune systems If you are not fully vaccinated and aged 2 or older, you should wear a mask in indoor public places. In general, you do not need to wear a mask in outdoor settings. In areas with high numbers of COVID-19 cases, consider wearing a mask in crowded outdoor settings and for activities with close contact with others who are not fully vaccinated. Wash your hands often or use hand sanitizer (with at least 60% alcohol). Top of Page After Travel You might have been exposed to COVID-19 on your travels. You might feel well and not have any symptoms, but you can still be infected and spread the virus to others. People who are not fully vaccinated are more likely to get COVID-19 and spread it to others. For this reason, CDC recommends taking the following precautions after returning from travel.vial light icon ALL Travelers    RECOMMENDED Self-monitor for COVID-19 symptoms; isolate and get testedexternal icon if you develop symptoms. Follow all state and local recommendations or requirements after travel. vial light icon If you are NOT fully vaccinated    RECOMMENDED Self-quarantine and get tested after travel: Get tested with a viral test 3-5 days after returning from travel. Check for COVID-19 testing locations near youexternal icon. Stay home and self-quarantine for a full 7 days after travel, even if you test negative at 3-5 days. If you don’t get tested, stay home and self-quarantine for 10 days after travel. If Your Test is Positive Isolate yourself to protect others from getting infected. Learn what to do and when it is safe to be around others. If You Recently Recovered from COVID-19 You do NOT need to get tested or self-quarantine if you recovered from COVID-19 in the past 90 days. You should still follow all other travel recommendations. If you develop COVID-19 symptoms after travel, isolate and consult with a healthcare provider for testing recommendations.

1 December 1993; Northwest Airlink (Express Airlines) BAe Jetstream 31; Hibbing, MN: The aircraft had a controlled flight into terrain about three miles (five km) from the runway threshold during an an excessively steep approach in conditions of snow and freezing fog. Both crew members and all 16 passengers were killed. 3 December 1990; Northwest DC9-14; Detroit, MI: The DC9 was taxiing in fog and strayed onto an active runway where it was hit by a departing Northwest 727. One of the four crew members and seven of the 40 passengers were killed. There were no fatalities on the second aircraft. 13 December 1994; American Eagle (Flagship Airlines) BAe Jetstream Super 31; Morrisville, NC: The aircraft crashed about four miles (seven km) from the runway threshold during an approach at night and in icing conditions. The flight crew incorrectly thought that an engine had failed and subsequently followed improper procedures for single engine approach and landing. Both crew members and 13 of the 18 passengers were killed. 20 December 1995; American Airlines 757-200; near Buga, Colombia: The aircraft crashed into Mt. San Jose at night at about the 9,000 foot level while descending into Cali, Colombia after its flight from Miami. All eight crew and 155 of the 159 passengers were killed in the crash. Colombian civil aviation authorities report that at the time of the accident, all navigational beacons were fully serviceable and that the aircraft voice and data recorders did not indicate any aircraft problems. 20 December 2008; Continental Airlines 737-500; Denver, CO: The aircraft, which was on a scheduled flight to Houston's Intercontinental Airport, departed the runway during takeoff and skidded across a taxiway and a service road before coming to rest in a ravine several hundred yards from the runway. The aircraft sustained significant damage, including a post crash fire, separation of one engine and separated and collapsed landing gear. There were about 38 injuries among the 110 passengers and five crew members, including two passengers who were seriously injured. 26 December 1989; United Express (NPA) BAe Jetstream 31; Pasco, WA: A combination of an excessively steep and unstabilzied ILS approach, improper air traffic control commands, and aircraft icing caused the aircraft to stall and crash short of the runway during a night approach. Both crew members and all four passengers were killed. 28 December 1978; United Airlines DC8; Portland, OR: The aircraft ran out of fuel while holding for landing and crashed landed. Of the 184 occupants, two crew members and eight passengers were killed.

All December proceeds from the sale of Hamfist novels and the proceeds from the audiobook Hamfist Over The Trail will be donated to charity to help the victims of the tragic midwest tornadoes. December has a bad reputation for airline landing gear accidents. As an airline Captain, during every December flight I would brief my crew that, in the event of a landing gear indication problem, we would not delay the landing to trouble-shoot our issue. There is no record of airline fatalities due to LANDING the airplane with a gear problem, but 114 passengers and crew lost their lives from accidents in which airline crews attempted to deal with unsafe landing gear indications. All three of these accidents occurred in the month of December. The first was Eastern Airlines Flight 401, which occurred on December 29, 1972. The next accident was United Airlines Flight 2860, on December 28, 1977. The most recent was United Airlines flight 173, on December 28, 1978.  

Frozen Chosen: With the path to Hungnam blocked at Funchilin Pass due to the blown bridge, the US Air Force stood tall to deliver the means for the Marines to continue their fighting withdrawal. At 9 am on 7 December, eight C-119 Flying Boxcars flown by the US 314th Troop Carrier Wing appeared over Koto-Rl and were used to drop portable bridge sections by parachute. The bridge, consisting of eight separate 18 ft long sections, were dropped one section at a time, using two 48 ft parachutes on each section. Each plane carried one bridge section, weighing close to 2,500 pounds. The Marines needed only four sections, but had requested eight in case several did not survive the drop. The planes lowered to eight hundred feet, drawing fire from the Chinese on the surrounding hills, and the cargo masters began dumping their precious cargo. Each bridge section had giant G-5 parachutes attached to both ends for security if a single chute failed. A practice drop with smaller chutes at Yonpo airfield near Hungnam had failed, but there was no time for more experimentation. It was now or never for the 1st Marine Division. By 1530 on 9 December, four of these sections, together with additional wooden extensions, were successfully reassembled into a replacement bridge by Marine Corps combat engineers, led by First Lieutenant David Peppin of Company D, 1st Engineer Battalion, and the US Army 58th Engineer Treadway Bridge Company enabling UN forces to proceed.  Outmaneuvered, the PVA 58th and 60th Divisions still tried to slow the UN advance with ambushes and raids, but after weeks of non-stop fighting, the two Chinese divisions combined had only 200 soldiers left. The last UN forces left Funchilin Pass by 11 December.

My team and I are passionate about connecting people to their passion, for a purpose and creating fulfillment in their lives. I, personally am so passionate about this because I walked through a stage in my life where I stopped dreaming. Though that season was scary and unknown, it was the start of The Winning Network. Check out the story below! I remember the moment very clearly. I was 1.5 years away from being done with my 12 year Pilot commitment with the United States Air Force. It was at this point in my career that my peers, Commanders, and friends began to ask you the same question: are you staying in for 20, or are you getting out? I remember it so vividly because the question hit me like a brick to the chest. If it is possible for 1000 epiphanies to hit you in a single millisecond, that would have been my moment.   I realized in that instant, I didn’t know what was next in my life. I was a man with no plan, no goal, no aspiration, no dream. I remember standing there dumbfounded with these life-altering thoughts storming my mind. Somewhere along the way, I had become so focused on accomplishing the “here and now” and the Air Forces approved “next steps to success” that I had stopped listening to the dreams that dwelt in my own heart. I had allowed those visions for the future to be silenced by the well-intended advice of what I “should be doing” to “stay the course for Command.” It was at this moment I realized, I had stopped dreaming years ago. I was a man who had accomplished all I had set out to do and had nowhere else to go. I lacked vision, expectation, and even a single goal. In my own rush to accomplish the day-to-day, I forgot where I was going in my life.   As terrifying as this moment was for me, I have grown to realize, I am not the only one to have experienced such a life-changing moment. As I have shared my experience with friends, family members, and co-workers, I have grown to see that this significant emotional event or one like it has impacted almost everyone I have come across.  All of us who have been speechless in its wake have unfortunately suffered these mind-melting realizations seemingly alone with few places to turn for help, but not anymore! That is where The Winning Network was created. What started as a need I longed for in a season that I was so lost, turned into a business to help others facing similar struggles plus so much more. At The Winning Network, our focus is not to help our family reach a peak of accomplishment, raise a victory flag and walk off the field of life, but instead to redefine what it means to “Win” altogether. At The Winning Network, “Winning” is not about reaching a desired state of being or result, but instead establishing a continued process of personal improvement and growth in which there is never an end state of success, however a continued state of fulfillment throughout the iterative process of constant growth. Those who merely desire to wage the war of goal setting, defeat the objective and raise their personal banner of “Mission Accomplished” will find no satisfaction, nor fulfillment in the grassroots of The Winning Network. Victory is not found in a result, but instead, in the process. 

Just then, the apartment door opened. I heard a soft-spoken female voice, “Tadaima!” “Miyako is here, and she brought our lawyer from the airport,” Tom remarked. A very attractive Japanese lady entered the room, walked right up to me, held out her hand, and bowed slightly. I had expected her to be wearing a kimono, but she was wearing a conservative, grey dress. She had a slight accent, “I'm Miyako. Thank you for saving my husband's life!” She gripped my hand with both of hers. “It's a real pleasure to meet you, Miyako. I'm not so sure I saved his life, but I'm glad I was there to help.” Tom interjected, “Here comes my lawyer.” A gorgeous Eurasian woman, about my age, entered the room, rushed over to Tom, and hugged him. “Daddy!” Tom hugged her back, then introduced me, “Samantha, this is the Hamilton I've been telling you about.” She held out her hand. “Call me Sam.” I shook her hand, and said, “Sam, it's a real pleasure to meet you. I'm Ham.” “Sam I'm Ham,” she responded, “sounds like we're reading a Doctor Seuss book.” Tom beamed. “That's my girl. Sharp as a whip. She finished at the top of her class at Harvard Law School last month. We're so proud of her.” Sam appeared to blush. “Now,” Tom said, “let's go have a great dinner. Do you like steak?” He didn't have to ask me a second time. While I put on my suit and tied my tie, Tom changed to an equally outstanding outfit. We all got into the car, and Tom said something in Japanese to the driver. “The absolute best steak in Tokyo is at the Misono Steak House, in Akasaka,” Tom announced. We drove through narrow streets for about a half hour, and pulled up outside a small restaurant front. We went into a dimly-lit, elegant restaurant, and sat at a table with a large skillet built into the surface. Tom and Miyako sat on one side of the table, and Sam sat next to me, on my right. I think she purposely positioned herself there to help me with my chopsticks if I had trouble. A chef appeared with four thick steaks, some shrimp, and an assortment of vegetables, and he proceeded to cook them in front of us. He put on an incredible performance, slicing and dicing the steaks and then tossing the pieces of meat over his head and catching them in the rice bowls in front of each of us. “This is Kobe beef,” Tom explained. “Every minute of their lives these animals are massaged, and they're fed beer all day long. The meat is tender enough to cut between your chopsticks. You'll see.” “And, by the way,” he continued, “from now on, we're not calling them chopsticks. They're hashi.” “Got it. Hashi,” I answered. “Ham went to the Air Force Academy,” Tom explained, looking at Sam. “Where’d you go for undergraduate?” I asked Sam. “I graduated from Northwestern in 1966.” We ate in silence for a few minutes, with me trying my best to impress my hosts, and especially Sam, my facility withhashi. I was getting pretty good, getting almost every bite to my mouth without dropping anything. Then Sam ventured, “You know, I almost dated a cadet once.” “Sounds like you dodged a bullet,” I replied. “No, I was actually really looking forward to it. In the fall of 1963, when I was a sophomore, the Army and Air Force were playing their first-ever football game, at Soldier Field in Chicago.” I remembered it well. I was a doolie at the time, and the entire cadet wing was going to travel to Chicago by train to watch the game and then have a post-game formal ball. We were going to have a joint ball with the “Woops” – the West Pointers – who had also come to Chicago en masse. As a doolie, I had never gotten the opportunity to leave the base since entering the Academy in the summer, and this was going to be a real treat. After the game, we would have about four hours to be out on our own to explore Chicago before the ball. I was really looking forward to it. Then, the day before our departure, my appendix burst and I had peritonitis. I had emergency surgery, and couldn’t go on the trip. I was stuck in the Academy hospital, to watch the game – Air Force beat Army – on television. The only cadet in the hospital. In fact, I was the only patient in the entire hospital, other than a Math instructor’s wife, who was only there for about three days to deliver her baby. “There was a formal ball after the game,” Sam continued, “and they wanted local college girls to be blind dates for the cadets. It sounded like it would be fun, and I volunteered. I bought a beautiful gown and gorgeous long, white leather formal gloves. And shoes. Remember?” She looked over at Tom and Miyako. They nodded. “I showed up at the ball, and I was as dolled-up as I could be. I’d gone to the hairdresser and had my hair done in the morning, and had my nails done also. And the cadets were so handsome in their mess uniforms. Is that what it’s called?” “Mess dress,” I answered. “That’s right, mess dress. And I’m not just saying this, Ham, I thought the Air Force cadets looked a lot sharper than the West Pointers.” “It goes without saying,” I answered. “So, I went to the reception hall where all the girls were assembling, and one by one the social director called out the names of the girls and they would go through the door to the ballroom and meet their blind dates.” She paused, took a deep breath, and swallowed hard. “And then I was left all alone. I didn’t have a date.” “What!” I exclaimed. “Were they crazy?” “No, it was just, the blind dates had already been pre-arranged, and the cadet I was supposed to be paired up with was in the hospital. I went back to my dorm room and cried myself to sleep.” Tom and Miyako were staring at me. “Ham! Are you all right? You’re white as a sheet.” I found myself frozen, with my chopsticks, okay, myhashi, half-way to my mouth, and I couldn’t move. Finally, I regained my composure. “That was me! I was the cadet in the hospital!” Now it was Sam’s turn to be speechless. Tom looked at Miyako and said, “Sore wa narimasu”. She nodded. Then he looked at me. “I’m sorry for speaking Japanese, Ham. What I said to Miyako was that when something is meant to be, it will be.” My eyes locked onto Sam’s and I remembered: that was exactly what Colonel Ryan had said.

The aircraft involved in the accident was a McDonnell Douglas DC-10-10, registered N68045, which had made its first flight in 1972. The captain was 59-year-old Charles E. Hersche, who was operating his last flight before retirement. He had been with Continental Airlines since 1946 and had logged 29,000 flight hours, including 2,911 hours on the DC-10. Hersche served with the U.S. Air Force from 1942 through 1953 during World War II and Korean War. The first officer was 40-year-old Michael J. Provan, who had been with Continental Airlines since 1966 and had 10,000 flight hours, with 1,149 of them on the DC-10. The flight engineer was 39-year-old John K. Olsen, who had been with the airline since 1968. He was the least experienced member of the crew with 8,000 flight hours, 1,520 of them on the DC-10. The aircraft began its take-off from Los Angeles International Airport at around 9:25 am. During the takeoff roll, the recapping tread of the number-two tire on the left main landing gear separated from the tire and the resulting overload caused that tire to blow out. That, in turn, imposed an overload on the number-one tire on the same axle, resulting in a second blowout almost immediately after the first blowout. Pieces of metal from the rims of the failed tires then damaged the number-five tire on the left main gear, causing it to also blow out. Although Captain Hershe initiated the abort procedure at 4 knots (7.4 km/h; 4.6 mph) below V1 speed, it became apparent the aircraft could not stop within the confines of the runway. This was the direct result of the partial loss of braking power following the failure of the three tires on the left main gear, and also because the runway was wet. The captain steered the aircraft to go off the end of the right half of the runway in an effort "to go beside the stanchions holding the runway lights", thus avoiding a collision with the approach light stanchions, which were positioned immediately beyond the end of the runway.  About 100 feet (30 m) beyond the end of the runway, the left main gear broke through the nonload-bearing pavement, which caused it to collapse rearward. Portions of the failed gear punctured fuel tanks in the left wing, immediately starting a fuel fire on the left side. The aircraft slid to a stop about 664 feet (202 m) beyond the departure end of the runway. Because of the fire on the left side of the aircraft, all passengers evacuated on the right side. All four emergency evacuation slides on the right side of the aircraft were affected by the heat and failed at some point during the evacuation.  Flight 603's flight crew and an off-duty pilot worked quickly to guide passengers to alternate exits as the slides failed, actions later commended by the National Transportation Safety Board (NTSB) for saving lives and reducing the number of injuries.[1]: 38  Passengers who were still on board after the last slide failed were forced to either jump to the ground, or use a slide rope deployed from the first officer's cockpit window. Of the 186 passengers and 14 crew on board, two passengers died due to burning and smoke inhalation. Moreover, 28 passengers and three crew members were seriously injured during the evacuation. Two of the seriously injured passengers died as a result of their injuries about three months later. A large portion of the aircraft's left section was destroyed. The aircraft subsequently was written off as a hull loss. The accident represents the second fatal accident and fifth hull loss of a McDonnell Douglas DC-10. During its investigation, the NTSB found the number-two tire failed because it threw off its (recapped) tread. The number-one tire then failed because it was overloaded and had fatigue in its ply structure. The number-five tire then failed, because it was hit with a piece or pieces of metal from either the number-two or -one wheel. The failure of that third tire on the left main gear probably contributed to the gear breaking through the nonload-bearing pavement beyond the end of the runway, which in turn caused the gear to collapse and puncture the fuel tanks. Additionally, the NTSB stated: "The tires on the aircraft may have been operated in the overdeflected condition, since the average inflation pressure was less than the optimum pressure for maximum gross weight." The NTSB made recommendations to the Federal Aviation Administration (FAA), including that the FAA prohibit mounting on the same axle different models of tires, which had different load-bearing characteristics and also that greater load-bearing characteristics be required in tires manufactured in the future. The NTSB also issued a series of recommendations regarding improvements to aircraft evacuation safety, including development of more durable and fire-resistant slides, and the placement of evacuation ropes at emergency exits for use in the event of slide failure. After the investigation of this accident was completed, the FAA made a number of rule changes improving runway performance, including updated tire rating criteria, performance standards, and testing requirements. In addition, the FAA mandated changes to the design of evacuation slides to increase their capacity, improve fire resistance, and inflate at a quicker speed.

A number of accidents, some of them fatal, and incidents have been attributed at least in part to communication issues related to the language proficiency of air traffic controllers and pilots. The International Civil Aviation Organization (ICAO) mandated that pilots and air traffic controllers demonstrate language proficiency sufficient to deal with the linguistic challenges presented by quickly changing and dynamic abnormal situations and emergencies that require extended use of language outside that of standard radiotelephony (RT). The language proficiency requirements are applicable to non-native English speakers but, according to a statement in ICAO Doc 9835, “Native speakers of English, too, have a fundamentally important role to play in the international efforts to increase communication safety.” Still, it seems that the onus for safeguarding successful communication is on the non‑native English speaker. In many cases, non-native speakers are tested and taught how to approximate to native speaker norms when, in reality, many of them will have less opportunity to interact with native speakers. English, the language of aviation, is a first language or widely used national language in approximately 60 ICAO member states, ICAO said several years ago in Doc 9835. But the document also says that “there are more speakers worldwide of English as a second or foreign language than as a first language, and most of the contexts in which English is used occur among speakers of English as a second or foreign language. Non-native users of English outnumbered native users at the start of the 21st century by approximately 3 to 1.” So, it stands to reason that the majority of aeronautical radiotelephonic interactions are between speakers for whom English is not the first language; in other words, it is a lingua franca — a language used for communication among groups of people who speak different languages. I won’t go into too much, but these interactions are qualitatively different from the interactions that take place between native speakers. When non-native speakers engage with other non-native speakers in English, either in an aeronautical or a non-aeronautical context, they come to the speech event with their own language ability, their own cultural expectations, their own first language interference and a host of other unique dimensions. These interactions are “de-territorialized speech events”1 not tied to any one specific culture and so are very “hybrid in nature.”2 Native speakers tend to take so much for granted: connected speech, complex localized language structures, lexis (vocabulary) and much more. This puts the native speaker at a disadvantage as these features of native English speech are particularly problematic to non-native speakers at lower levels of proficiency. Native speakers are in the minority3 and so, it has been argued, it is as incumbent on the native speaker as on the non-native speaker to meet part way by bridging the gap in safeguarding successful communication.4 It would appear, from the evidence and the literature, that there is a need for native-speaking pilots and air traffic controllers to undergo training to learn how to accommodate their non-native English-speaking interlocutors in order to safeguard communication and mitigate against possible incidents. From ICAO: Montréal – 4 July 2013 – The International Civil Aviation Organization (ICAO) has announced the launch of a new and improved Aviation English Language Test Service (AELTS) website (www.icao.int/aelts). First launched in 2011, the website for this voluntary service has been made significantly more intuitive and user-friendly, responding to ongoing feedback from the aviation English language testing community. “Aviation English language tests are designed to measure the speaking and listening ability of pilots and controllers, a key factor in the day-to-day safety of air transport operations,” noted the UN body’s Secretary General, Raymond Benjamin. “As aviation continues to grow, with almost 100,000 flights a day today and 200,000 daily expected by 2030, it’s imperative that ICAO continues to evolve and refine its safety support tools,” continued Benjamin. “This helps to ensure that passengers around the world can continue to look to air travel as their safest means of rapid global connectivity.” ICAO’s AELTS directly supports the UN standard-setting body’s Doc 9835, the Manual on the Implementation of ICAO Language Proficiency Requirements. By measuring test performance against its Language Proficiency Requirements (LPR) criteria, ICAO is able to provide important information on test quality so that States, pilots and controllers can make the most informed selection possible when choosing a test provider.  An international AELTS Steering Committee, comprised of highly qualified experts from States, associations and non-profit organizations, advises ICAO on best practices and provides guidance on how to develop, implement, manage and improve the test assessment service. From Easyaviationenglish.com: English has long been the common language of aviation.  Pilots and air traffic controllers of varying nationalities have been required to communicate using english.  Previously it was up to each country to create their own standard of aviation english.  However, these standards often vary and as a result miscommunication in the english language has contributed to many aviation accidents.  The International Civil Aviation Organization (ICAO) created an international standard for language proficiency requirements including a rating scale to measure the level of english proficiency.  Of this scale, ICAO level of 4 or higher was officially recognized as being english proficient in aviation. ICAO set an initial deadline for 2008 for pilots and air traffic controllers to achieve the minimum english proficiency of ICAO level 4.  Many countries were not able to meet the deadline so an extension was given until 2011. The purpose of an international standard of english is to enhance global aviation safety These english standards are generally accepted by ICAO member countries around the world.  However, each country may set their own english standards beyond what was set by ICAO. Anyone can take the ICAO english test but pilots and air traffic controllers involved in international flight operations must achieve at east level 4 of english proficiency.  Even pilots who fly between two non english speaking countries must first pass the ICAO english test. The ICAO english test measures the ability to speak and understand english in an aviation environment (reading english is not required).  This includes how well one can efficiently communicate routine and non routine situations both face to face and over the radio.  In particular the test measures the following: Comprehension – to be able to understand english through various accents and dialects. Communication – to communicate information clearly and effectively particularly during emergency situations. Radio communications – communication over the radio can be very different than speaking in person.  Proper radio communication skills require the use of standard phraseology.  It also requires the ability to understand distorted english created by radio interference. During the test the examiner evaluates the applicant based on the following areas: Pronunciation – to speak english with a dialect or accent that is easy for the listener to understand. Structure – grammatical structures and sentence patterns. Vocabulary – the speak accurately and efficiently using the correct words. Fluency – the continuous flow and rhythm of speech. Comprehension – to understand and make sense of what is heard. Interactions – how well one responds in a conversation.  This may include checking, clarifying or confirming information if necessary. Each category is graded on a scale between 1-6 (1 is the lowest, high is the proficient).  The lowest score determines the final ICAO english rating.  For example, an applicant may be scored 4 for every category except comprehension where the score was 3.  As a result, the applicant will receive a final rating of 3.The international standard to be english proficient is level 4 or higher. Those who have ICAO english level 4 must retake the exam every three years while those with ICAO english level have up to 5 years to be reassessed.  Achieving ICAO english level 6 is considered an expert level and therefore does not require a reassessment. From AOPA Pilot: We have received many questions about the English-proficient endorsement for pilot certificates. Pilots want us to clarify who’s affected, how to get the certificate, and clear up the confusion about the compliance date. The initial deadline was March 5, 2008, but the FAA was flooded with applications and has extended the compliance date a year—until March 5, 2009. Pilots who fly from the United States to any destination outside of the United States, will be required to have a new certificate with “English Proficient” on it when acting as a required crewmember after March 5, 2009. This is a result of the International Civil Aviation Organization’s (ICAO) language proficiency standards for operating internationally. The requirement applies to all holders of private, commercial, and airline transport pilot certificates with powered ratings, as well as flight engineers and flight navigators. If you hold an instructor certificate, it will not have an English-proficient endorsement and you do not need to order a replacement for it. Pilots with a U.S.-issued certificate will not need to pass a language test, just obtain a replacement certificate by requesting one from the FAA. The plastic replacement certificate costs $2 and takes about two weeks for online processing, and four to six weeks for paper processing through the mail. Here’s something to consider if you’ve been meaning to order a new certificate with a number different from your Social Security number, but haven’t gotten around to doing it. Since all new pilot certificates will automatically be issued with the endorsement, you could accomplish both things with one request—and you aren’t charged the $2 fee for a new certificate, only for a replacement. Pilots can download the paper application for SSN removal from the FAA’s Web site for a replacement certificate ($2). If you already have an account, just log in. If you are not yet registered, you’ll have to create an account and enter your personal information. Place a checkmark in front of the $2 box and select “English Proficiency” as the reason. Follow the steps to receive your new certificate in about two weeks.

In the battle for Iwo Jima, 7000 marines were killed and 20,000 wounded. From az central: It's an image seared into the American consciousness. After four days of fierce fighting on the tiny Pacific island of Iwo Jima during World War II, part of the United States' “island hopping” strategy to defeat the Japanese after retaking the Philippines, six U.S. Marines climb the highest peak of the 8-square-mile outpost and plant an American flag. One helmet-clad Marine holds the post in place amid the rubble, while the others thrust the stars and stripes toward the smoke- and cloud-pocked sky; a triumphant moment captured by Associated Press photographer Joe Rosenthal. The photo would publish nationwide to great fanfare two days later on Sunday, Feb. 25, 1945, and prove that, yes, we can win the war. Rosenthal would later win a Pulitzer Prize for Raising the Flag on Iwo Jima, and the U.S. Postal Service would affix the image on a 3-cent stamp. From my author website: November 10, 1969 I was sitting in the Doom Club with a couple of the other Covey FACs. The weather had been especially lousy, with squall line thunderstorms over the mountains between DaNang and Laos. Because of the weather either over the target area or over our route to the AO, we hadn’t flown any missions in several days. We were getting antsy, and spent most of our time bitching. And drinking. We were about to order another round of drinks, when in walked a Marine Lieutenant. It was Lieutenant Royce! “Who wants to help celebrate the Marine Corps birthday?” he bellowed. I got the impression he’d already started celebrating a bit earlier. When he saw me, his eyes lit up. “Lieutenant! Great to see you. I have a jeep outside, and I can take five of you.” “I’m ready!” I answered, “Let’s go.” Three other guys joined me in piling into the jeep for a quick, albeit dangerous, drive to Camp DaNang, the Marine outpost. When we arrived we spilled out and went into the Marine Officer’s Club. The Marines didn’t know how to live in luxury, but they sure knew how to throw a party. All the booze we could drink. All the food, great food, we could eat. Steak, lobster, shrimp. We had a ball. Like every other time I got shit-faced drunk, I blacked out. I think I had a good time. Next thing I knew, someone was shaking me. “Lieutenant. Wake up.” It was Royce. I felt like crap. I lifted my head and looked around. I was on a canvas cot. “It’s 0500 hours,” Royce proclaimed, “Let’s go for a run.” “I, I think I’ll pass,” I responded. “Okay. If you want to wash up, here’s a basin.” He handed me an empty helmet. All I could think was, “You gotta be shitting me.” I thanked Royce and hitched a ride back to DaNang. Damn, those Marines knew how to throw a party! From Today: A sacred part of the Tomb of the Unknown Soldier usually only visited by presidents and foreign dignitaries is open to the public this week in honor of the 100th anniversary of the memorial dedicated to America's unidentified war casualties. The Tomb of the Unknown Soldier Plaza on the hallowed ground of Arlington National Cemetery in Virginia is usually reserved for the sentinels who stand guard and presidents and other dignitaries presenting a wreath or flowers. Ahead of Veterans Day on Thursday, the American public is being given the chance to step forward on the plaza and pay their respects by placing flowers at the Tomb of the Unknown Soldier. The special opportunity is available on Tuesday and Wednesday from 9 a.m. to 4 p.m. EST by registering online in advance. TODAY's Craig Melvin traveled to the site of the sacred white marble sarcophagus to speak with a gold star mother who regularly visits Arlington as well as a senior member of the 3rd U.S. Infantry Regiment, known as “The Old Guard,” who keep watch day and night at the tomb. The memorial was dedicated on Nov. 11, 1921, after the remains of an unidentified soldier from World War I were exhumed from a military cemetery in France, flown to the United States, and buried in a ceremony officiated by President Warren G. Harding. Remains of unidentified soldiers from World War II and the Korean War were later interred at the tomb in the 1950s. The remains of a Vietnam War veteran were buried there in 1984, but they were exhumed in 1998 and buried at a Missouri military cemetery at the request of the soldier's family after he was positively identified as Air Force 1st Lt. Michael Joseph Blassie, according to the Arlington National Cemetery website. Cindy Chip, whose son Sgt. Michael Hardegree died while serving in Iraq in 2007, is among the more than 12,000 people who have signed up so far to lay flowers at the tomb on Tuesday and Wednesday. "We don’t know that soldier’s name," she told Craig on TODAY Tuesday. "We don’t know anything about him except that he was an American soldier and he gave his life for his country. And we will never forget him. "And every mother in her heart, that is what we want to say. Just don’t forget them. Just don’t forget that he lived. And that’s what that tomb says to me. This country will never forget it." From my author website: Saying Goodbye To A Friend Posted on April 15, 2015 I buried a friend yesterday. At this age, that’s not terribly unusual. What made this different is that Rick Chorlins was killed 45 years ago, and his remains have finally been brought home. Rick and I were close when we were cadets at the Air  Force Academy. Then, in 1967, graduation sent us in different directions, and we didn’t meet up again until late 1969. I was stationed at DaNang Air Base, South Vietnam, and had wangled a good-deal trip to Thailand for a few days. I was going to go for an orientation ride on a C-130 Airborne Command and Control Center (ABCCC), call-sign Moonbeam. It was a chance to get away from the unrelenting nightly rocket attacks, and see locals who were not burdened by war and who knew how to smile. I arrived at Nakon Phanom Royal Thai Air Base, called NKP, and headed to the Officers Club. And there, standing at the bar, was Rick, along with another classmate I hadn’t seen in over two years, Bob Moore. Meeting up with old friends after a long time is always fun. Running into them unexpectedly on the other side of the world is really special. We hung around together the entire night. After a few drinks, we had dinner, then went back to their hootch and caught up with what had been happening in our lives. We had all gotten married since we last saw each other. Rick had gotten a Master’s Degree. Bob had become a father. We swapped war stories. I told them what it was like to be a Forward Air Controller, and they told me what it was like to fly the A-1 in combat. Truth be told, I felt like I was the kid and they were the grown-ups. I was flying a dinky little O-2A Skymaster, while they were flying the Skyraider, a gigantic, fire-breathing tail-dragger with a round engine that carried thousands of pounds of bombs under its wings and dueled with enemy gunners for a living. They were real fighter pilots. After hours of shooting down our watches with our hands, we said our good-byes and vowed to get together again, at some unknown time in the future. Great guys. If you’ve read Hamfist Over The Trail, this story might sound familiar. Chapter 28 is the fictionalized account of my meeting up with Bob and Rick. Dave and Dick in the book are the fictional characters representing the real-life Rick and Bob. Bob was killed the next week . A few months later, Rick was shot down and he was listed as KIA, but his remains were not recovered. Until now. After 45 years, Rick came home. His remains had been discovered in Laos in 2003 and sent to Hawaii, where DNA testing finally confirmed it was Rick. Rick was buried at the Air Force Academy cemetery with full military honors, including a 21-gun salute, a missing-man fly-by, and the solemn playing of Taps. Generals presented flags to his two surviving relatives, his sisters, Cheryl and Toby. Then we all gathered together at a restaurant to tell Rick stories. And we all had a really great time, reminiscing about Rick’s great sense of humor, his intelligence, and his dedication to duty. It was a great Celebration of Life. And it was also a solemn reminder of the sacrifices the families of servicemen faced, and continue to face, when they send their loved ones off to war. They wait at home, never knowing if the sound of the closing car door in the street is a neighbor coming home or a military staff car with a Colonel and a Chaplain coming to bring news that will change their lives forever. That happened 58,286 times during the Vietnam War. Eighteen on my classmates were lost in Southeast Asia. Five have still not been found.

J.A. Moad II is a writer,  performer,  speaker, veteran and  pilot.  Advocate for the stories that cut deep—writing that makes us bleed. Crafting words to remind us that we are all human, struggling to find meaning and acceptance, strength and resilience as we break ourselves against the world, each of us with a hungered yearning for expression and a shared desire for those elusive, indefinable truths conveyed through the art of story. A former Air Force C-130 pilot with over a hundred combat sorties. He wrote and performed his award-winning play, Outside Paducah - the Wars at Home in which he was nominated for Outstanding Solo Performance by the New York Innovative Theater Awards (NYIT).  He was a finalist for the McKnight Fellowship in playwriting and is the recipient of the Consequence Magazine Fiction Award. He has performed at The Library of Congress and The Guthrie Theater in The Telling Project - Giving Voice to the Veteran Experience. He served as an English Professor at the United States Air Force Academy and continues to serve as an editor for their international journal, War, Literature & the Arts (WLA). His short stories, poetry and essays have appeared in a variety of journals and anthologies. He currently resides in Northfield, MN where he writes, lectures, and performs throughout the country while continuing to fly for a major airline.    

Colgan Air Flight 3407 (9L/CJC 3407) was marketed as Continental Connection Flight 3407. It was delayed two hours, departing at 9:18 pm Eastern Standard Time (02:18 UTC), en route from Newark Liberty International Airport to Buffalo Niagara International Airport. The twin-engine turboprop Bombardier Q400, FAA registry N200WQ, was manufactured in 2008 for delivery to Colgan. It was delivered to Colgan on April 16, 2008. This was the first fatal accident for a Colgan Air passenger flight since the company was founded in 1991. One previous repositioning flight, with no passengers, crashed offshore of Cape Cod, Massachusetts, in August 2003, killing both of the crew on board. The only prior accident involving a Colgan Air passenger flight occurred at LaGuardia Airport, when another plane collided with the Colgan aircraft while taxiing, resulting in minor injuries to a flight attendant. Captain Marvin Renslow, 47, of Lutz, Florida, was the pilot in command, and Rebecca Lynne Shaw, 24, of Maple Valley, Washington, served as the first officer. The cabin crew consisted of two flight attendants. Captain Renslow was hired in September 2005 and had accumulated 3,379 total flight hours, with 111 hours as captain on the Q400. First Officer Shaw was hired in January 2008, and had 2,244 hours, 774 of them in turbine aircraft, including the Q400. Two Canadian passengers, one Chinese passenger, and one Israeli passenger were on board. The remaining 41 passengers, as well as the crew members, were American. Shortly after the flight was cleared for an instrument landing system approach to runway 23 at Buffalo Niagara International Airport, it disappeared from radar. The weather consisted of light snow and fog with wind of 15 knots (28 km/h; 17 mph). The deicing system had been turned on 11 minutes after takeoff. Shortly before the crash, the pilots discussed significant ice buildup on the aircraft's wings and windshield. Two other aircraft reported icing conditions around the time of the crash. The last radio transmission from the flight occurred when the first officer acknowledged a routine instruction to change to tower radio frequency. The plane was 3.0 mi (4.8 km) northeast of the radio beacon KLUMP (see diagram) at that time. The crash occurred 41 seconds after that last transmission. Since ATC approach control was unable to get any further response from the flight, the assistance of Delta Air Lines Flight 1998 and US Airways Flight 1452 was requested. Neither was able to spot the missing plane. Following the clearance for final approach, landing gear and flaps (5°) were extended. The flight data recorder (FDR) indicated the airspeed had slowed to 145 knots (269 km/h; 167 mph). The captain then called for the flaps to be increased to 15°. The airspeed continued to slow to 135 knots (250 km/h; 155 mph). Six seconds later, the aircraft's stick shaker activated, warning of an impending stall, as the speed continued to slow to 131 knots (243 km/h; 151 mph). The captain responded by abruptly pulling back on the control column, followed by increasing thrust to 75% power, instead of lowering the nose and applying full power, which was the proper stall-recovery technique. That improper action pitched the nose up even further, increasing both the g-load and the stall speed. The stick pusher activated (The Q400 stick pusher applies an airplane-nose-down control column input to decrease the wing's angle of attack (AOA) after an aerodynamic stall), but the captain overrode the stick pusher and continued pulling back on the control column. The first officer retracted the flaps without consulting the captain, making recovery even more difficult. In its final moments, the aircraft pitched up 31°, then pitched down 25°, then rolled left 46° and snapped back to the right at 105°. Occupants aboard experienced g-forces estimated at nearly 2 G. The crew made no emergency declaration, as they rapidly lost altitude and crashed into a private home at 6038 Long Street, about 5 mi (8.0 km) from the end of the runway, with the nose pointed away from the airport. The aircraft burst into flames, as the fuel tanks ruptured on impact, destroying the house of Douglas and Karen Wielinski, and most of the plane. Douglas was killed; his wife Karen and their daughter Jill managed to escape with minor injuries. Very little damage occurred to surrounding homes, though the lots in that area are only 60 ft (18.3 m) wide. The home was close to the Clarence Center Fire Company, so emergency personnel were able to respond quickly. Two firefighters were injured; 12 nearby houses were evacuated. The autopilot was in control until it automatically disconnected when the stall-warning stick shaker activated. The NTSB found no evidence of severe icing conditions, which would have required the pilots to fly manually. Colgan recommended its pilots to fly manually in icing conditions, and required them to do so in severe icing conditions. In December 2008, the NTSB issued a safety bulletin about the danger of keeping the autopilot engaged during icing conditions. Flying the plane manually was essential to ensure pilots would be able to detect changes in the handling characteristics of the airplane, which are warning signs of ice accumulation. After the captain reacted inappropriately to the stick shaker, the stick pusher activated. As designed, it pushed the nose down when it sensed a stall was imminent, but the captain again reacted improperly and overrode that additional safety device by pulling back again on the control column, causing the plane to stall and crash. Bill Voss, president of Flight Safety Foundation, told USA Today that it sounded like the plane was in "a deep stall situation". On May 11, 2009, information was released about Captain Renslow's training record. According to an article in The Wall Street Journal, before joining Colgan, he had failed three "check rides", including some at Gulfstream International's training program, and "people close to the investigation" suggested that he might not have been adequately trained to respond to the emergency that led to the airplane's fatal descent. Investigators examined possible crew fatigue. The captain appeared to have been at Newark airport overnight, prior to the day of the 9:18 pm departure of the accident flight. The first officer commuted from Seattle to Newark on an overnight flight. These findings during the investigation led the FAA to issue a "Call to Action" for improvements in the practices of regional carriers. Another press report said that the pilot had failed five prior tests, and also alleged "flirtatious" conversation in the cockpit between the pilot and the much younger first officer. On February 2, 2010, the NTSB issued its final report, describing the details of its investigation that led to 46 specific conclusions. One conclusion determined that both the captain and the first officer were fatigued at the time of the accident, but the NTSB could not determine how much it degraded their performance. The pilots' performance was likely impaired because of fatigue, but the extent of their impairment and the degree to which it contributed to the performance deficiencies that occurred during the flight cannot be conclusively determined. Among those conclusions were the fact that both the captain and the first officer responded to the stall warning in a manner contrary to their training. The NTSB could not explain why the first officer retracted the flaps and suggested that the landing gear should also be retracted, though it did find that the current approach-stall training was not adequate: The current air carrier approach-to-stall training did not fully prepare the flight crew for an unexpected stall in the Q400 and did not address the actions that are needed to recover from a fully developed stall. Those findings were immediately followed by the board's "Probable Cause" statement: The captain's inappropriate response to the activation of the stick shaker, which led to an aerodynamic stall from which the airplane did not recover. Contributing to the accident were (1) the flight crew's failure to monitor airspeed in relation to the rising position of the low-speed cue, (2) the flight crew's failure to adhere to sterile cockpit procedures, (3) the captain's failure to effectively manage the flight, and (4) Colgan Air's inadequate procedures for airspeed selection and management during approaches in icing conditions. NTSB Chairman Deborah Hersman, while concurring, made it clear that she considered fatigue to be a contributing factor. She compared the 20 years that fatigue had remained on the NTSB's Most Wanted List of transportation safety improvements, during which no meaningful action was taken by regulators in response, to the changes in tolerance for alcohol over the same period, noting that the impact on performance from fatigue and alcohol were similar. However, Vice Chairman Christopher A. Hart and Board Member Robert L. Sumwalt III dissented on the inclusion of fatigue as a contributing factor, on the grounds that evidence was insufficient to support such a conclusion. Notably, the same kind of pilot errors and standard operating procedure violations had been found in other accidents where fatigue was not a factor. The FAA has proposed or implemented several rule changes as a result of the Flight 3407 accident, in areas ranging from pilot fatigue to Airline Transport Pilot (ATP) certificate qualifications of up to 1,500 hours of flight experience for both pilot and copilot. One of the most significant changes has already taken effect, changing the way examiners grade checkrides in flight simulators during stalls. From WGRZ: A new rule from the Federal Aviation Administration will make it easy for airlines to share information regarding their pilots with each other. It's the latest step to improve air safety as a result of the crash of Colgan Air Flight 3407 in Clarence Center 12 years ago. The Pilot Records Database will be maintained by the F.A.A., and will require the airlines to report their pilots' employment history, training and qualifications. The information can now be shared between air carriers, which will also be required to review records in the database before hiring pilots. The database will include the following information: FAA pilot certificate information, such as certificates and ratings FAA summaries of unsatisfactory pilot applications for new certificates or ratings FAA records of accidents, incidents, and enforcement actions Records from employers on pilot training, qualification, and proficiency Pilot drug and alcohol records Employers’ final disciplinary action records Pilot records concerning separation of employment Verification of pilot motor vehicle driving record. This measure was part of the push made by the families of the 49 passengers and crew who died, along with another person on the ground, when the crash occurred in February of 2009. "I've said this before that in New York State, if you want to drive a school bus, they check their records all the way to when you got your driver's license," said John Kausner, who along with his wife Marilyn, lost their 24 year old daughter in the crash later blamed on pilot error. "He was not qualified to fly that plane... he had failed five check rides prior to that and the airline didn't know it," John Kausner said. "And they testified at the NTSB hearing that had they known it, they wouldn't have hired him." But while it's taken 12 years to get to this point airlines will have more than three years more to fully comply with the new rules. "Welcome to the federal government," John Kausner said. "Yes, they have to come into compliance in 36 months. I think they have all the data collected, so why it can't be next month is beyond me but that's where we're at." Flight 3407 families are heralding the news, however, as an important and final piece of a puzzle toward safer skies, which follows their previously successful efforts to lobby for increased and more rigorous pilot training and for mandatory rest periods between flights for air crews. "It's a proud moment for us and we believe that the greatest legacy to our loved ones are all the lives that have been saved because they inspired us and we feel like we finished the race," Marilyn Kausner said. Added her husband, "A lot of people don't realize that we haven't had an airline crash in the United States in 12 years. In the 20 years preceding that there was more than one crash per year on average in the United States. That was the record before the 3407 crash, and in the 12 years since there have been zero. And that's not just due to our efforts, but also due to the efforts of our congressional delegation and media which has kept these issues in the public eye."

The accident airplane, registration N93119 (a Boeing 747-131), was manufactured by Boeing in July 1971; it had been ordered by Eastern Air Lines, but after Eastern cancelled its 747 orders, the plane was purchased new by Trans World Airlines. The aircraft had completed 16,869 flights with 93,303 hours of operation and was powered by four Pratt & Whitney JT9D-7AH turbofan engines. On the day of the accident, the airplane departed from Ellinikon International Airport in Athens, Greece, as TWA Flight 881 and arrived at John F. Kennedy International Airport (JFK) about 4:38 pm. The aircraft was refueled, and a crew change was made; the new flight crew consisted of 58-year-old Captain Ralph G. Kevorkian (who had flown for TWA for 31 years and the U.S. Air Force for 9 years), 57-year-old Captain/Check Airman Steven E. Snyder (who had flown for TWA for 32 years), and 63-year-old Flight Engineer/Check Airman Richard G. Campbell Jr. (who had flown for TWA for 30 years and the U.S. Air Force for 12 years), as well as 25-year-old flight engineer trainee Oliver Krick, who had flown for TWA for 26 days and was starting the sixth leg of his initial operating experience training. The ground-maintenance crew locked out the thrust reverser for engine #3 (treated as a minimum equipment list item) because of technical problems with the thrust reverser sensors during the landing of TWA 881 at JFK, prior to Flight 800's departure. Additionally, severed cables for the engine #3 thrust reverser were replaced. During refueling of the aircraft, the volumetric shutoff (VSO) control was believed to have been triggered before the tanks were full. To continue the pressure fueling, a TWA mechanic overrode the automatic VSO by pulling the volumetric fuse and an overflow circuit breaker. Maintenance records indicate that the aircraft had numerous VSO-related maintenance writeups in the weeks before the accident. TWA 800 was scheduled to depart JFK for Charles de Gaulle Airport around 7:00 pm, but the flight was delayed until 8:02 pm by a disabled piece of ground equipment and a passenger/baggage mismatch. After the owner of the baggage in question was confirmed to be on board, the flight crew prepared for departure, and the aircraft pushed back from Gate 27 at the TWA Flight Center. The flight crew started the engines at 8:04 pm. However, because of the previous maintenance undertaken on engine #3, the flight crew only started engines #1, #2, and #4. Engine #3 was started 10 minutes later at 8:14 pm. Taxi and takeoff proceeded uneventfully.Flight path of TWA 800: The colored rectangles are areas from which wreckage was recovered. TWA 800 then received a series of heading changes and generally increasing altitude assignments as it climbed to its intended cruising altitude.  Weather in the area was light winds with scattered clouds, with dusk lighting conditions. The last radio transmission from the airplane occurred at 8:30 pm, when the flight crew received and then acknowledged instructions from Boston Center to climb to 15,000 feet (4,600 m). The last recorded radar transponder return from the airplane was recorded by the Federal Aviation Administration (FAA) radar site at Trevose, Pennsylvania, at 8:31:12 pm. Thirty-eight seconds later, the captain of an Eastwind Airlines Boeing 737 reported to Boston ARTCC that he "just saw an explosion out here", adding, "we just saw an explosion up ahead of us here ... about 16,000 feet [4,900 m] or something like that, it just went down into the water." Subsequently, many air traffic control facilities in the New York/Long Island area received reports of an explosion from other pilots operating in the area. Many witnesses in the vicinity of the crash stated that they saw or heard explosions, accompanied by a large fireball or fireballs over the ocean, and observed debris, some of which was burning while falling into the water. Various civilian, military, and police vessels reached the crash site and searched for survivors within minutes of the initial water impact, but found none, making TWA 800 the second-deadliest aircraft accident in United States history at that time.

The aircraft, a DC-9-32, registered N904VJ, was the 496th DC-9 assembled at the Long Beach plant, was 27 years old at the time and had been previously flown by Delta Air Lines. Its first flight was April 18, 1969. Delivered to Delta on May 27, 1969, as N1281L, the airframe flew for Delta until the end of 1992, when it was retired and sold back to McDonnell Douglas. McDonnell Douglas then sold the plane to ValuJet in 1993. The aircraft was powered by two Pratt & Whitney JT8D-9A turbofan engines. The aircraft had suffered a series of incidents in the two years before the crash, including two aborted takeoffs and eight emergency landings. Engine and pressurization errors were the primary issues in several of the incidents. In May 1995, the FAA issued a re-wiring directive for all DC-9 cockpits because the wire bundles in the switch panel could cause "fire and uncontrolled smoke throughout the cockpit as a result of chafing and shorting." In the flight deck were two experienced pilots: Captain Candi Kubeck (35) and First Officer Richard Hazen (52). Captain Kubeck had accumulated 8,928 total flight hours throughout her career (including 2,116 hours on the DC-9) and First Officer Hazen had more than 11,800 total flight hours throughout his career, with 2,148 of them on the DC-9. On the afternoon of May 11, 1996, Flight 592 pushed back from gate G2 in Miami after a delay of 1 hour and 4 minutes due to mechanical problems. There were 105 passengers, mainly from Florida and Georgia, as well as a crew of two pilots and three flight attendants, bringing the total number of people on board to 110. At 2:04 PM EDT, 10 minutes before the disaster, the DC-9 took off from runway 9L (now runway 8R) and began a normal climb. The NTSB quickly determined that just before takeoff, 144 expired chemical oxygen generators, each slightly larger than the size of a tennis ball can, had been placed in the cargo compartment in five boxes marked COMAT (company material) by ValuJet's maintenance contractor, SabreTech, in violation of Federal Aviation Administration (FAA) regulations forbidding the transport of hazardous materials in passenger aircraft cargo holds. Failure to cover the generators' firing pins with the prescribed plastic caps made an accidental activation much more likely. The investigation revealed that rather than covering them, the cords attached to the firing pins were simply cut or duct-taped around the cans, and Scotch tape was also used to stick the ends down. SabreTech employees indicated on the cargo manifest that the "oxy canisters", which were loosely packed in the boxes that were each sealed with tape and bubble wrap, were "empty". ValuJet workers then loaded the boxes in the cargo hold in the mistaken belief that the devices that they contained were just empty canisters, thus being certified as supposedly "safe" to transport on a passenger aircraft, when in fact they were neither simple oxygen canisters, nor empty. Chemical oxygen generators, when activated, produce oxygen for passengers if the plane suffers a decompression. However, they also produce a great quantity of heat due to the exothermic nature of the chemical reaction involved. Therefore, not only could the heat and generated oxygen start a fire, but the oxygen could also keep the fire burning. The fire was worsened by the presence of two main aircraft tires (one of them mounted on a main wheel) and a nose tire and wheel that were also included in the list of materials shipped as COMAT. Investigators determined that one of the oxygen generators was likely triggered when the plane experienced a slight jolt while taxiing. As the aircraft taxied and took off, the activated generator got hotter and hotter. Soon, the boxes and surrounding packaging ignited, starting a fire. At 2:10 PM, the passengers started to smell smoke. At the same time, the pilots heard a loud bang in their headphones and noticed the plane was losing electrical power. The sag in electrical power and the bang were eventually determined to be the result of a tire in the cargo hold exploding. Seconds later, a flight attendant entered the cockpit and informed the flight crew of a fire in the passenger cabin. Passengers' shouts of "fire, fire, fire" were recorded on the cockpit voice recorder (CVR) when the cockpit door was opened. Though ValuJet's flight attendant training manual stated that the cockpit door should not be opened when smoke or other harmful gases might be present in the cabin, the intercom was not functional and informing the pilots of what was happening was difficult. The flight data recorder (FDR) indicated a progressive failure of the DC-9's electrical and flight control systems due to the spreading fire. Kubeck and Hazen immediately asked air traffic control for a return to Miami due to the increasing smoke in the cockpit and cabin, and were given instructions for a return to the airport. One minute later, Hazen requested the nearest available airport. Kubeck began to turn the plane left in preparation for the return to Miami. Flight 592 disappeared from radar at 2:13:42 PM, the exact time that it crashed. Eyewitnesses nearby watched as the plane banked sharply, rolled onto its side and nosedived into the Francis S. Taylor Wildlife Management Area in the Everglades, a few miles west of Miami, at a speed in excess of 507 miles per hour (816 km/h). Kubeck lost control of the plane less than 10 seconds before impact. Examination of debris suggested that the fire had burned through the floorboards in the cabin, resulting in structural failure and damage to cables underneath the instrument panels. The NTSB report on the accident stated, "the Safety Board cannot rule out the possibility that the flightcrew was incapacitated by smoke or heat in the cockpit during the last 7 seconds of the flight."  Interruptions in the cockpit voice recorder occurred on two occasions, one as long as 1 minute 12 seconds.  The aircraft hit the water at 2:13:42 PM EDT, about 10 minutes after takeoff. The impact site was on the western edge of Florida Water Conservation Area 3B, between two levees, in an area known as the L-67 Pocket. None of the 110 passengers or crew on board survived the accident. Additionally, recovery of the aircraft and victims was made extremely difficult by the location of the crash. The nearest road of any kind was more than a quarter mile (400 m) away from the crash scene, and the location of the crash itself was a deep-water swamp with a floor of solid limestone. The aircraft was destroyed on impact, with no large pieces of the fuselage remaining. Sawgrass, alligators, and risk of bacterial infection from cuts plagued searchers involved in the recovery effort. According to the NTSB's report, two witnesses fishing nearby testified that "they saw a low-flying airplane in a steep right bank. According to these witnesses, as the right bank angle increased, the nose of the airplane dropped and continued downward. The airplane struck the ground in a nearly vertical attitude." They reported seeing no external damage or any sign of fire or smoke other than the engine exhaust. A group of sightseers in a small private plane also witnessed the crash and provided a nearly identical account, stating that Flight 592 seemed to "disappear" after hitting the swamp and they could see nothing but scattered small debris, part of an engine, and a large pool of jet fuel near the crash site.

At some point in your flying career, either in an FAA Practical Test or in real life, you will be required to perform a visual approach to a landing. In a simulator checkride, typically the electronic glideslope and VASI (visual approach slope indicator) will be rendered inoperative. For planning purposes, we will use 3 degrees as the desired approach path. That is a typical ILS glideslope and typical VASI glideslope. For a 3-degree descent, your descent rate (vertical speed) will need to be 1/2 your groundspeed times 10. For example, if your groundspeed is 100 knots, you will need to descend at 500 feet per minute to remain on a 3-degree glideslope. You can read your groundspeed directly from your glass-cockpit instruments. What if you're flying an aircraft with antique gauges? That's where some mental math comes in. Your groundspeed is your true airspeed minus the headwind. You can estimate the headwind by using ATIS winds and adding a few knots for the increased winds (assumed) at approach altitude. How about your true airspeed? Calculate your true airspeed by increasing your indicated airspeed by 2 percent for every 1000 feet above sea level. For example, if you are flying the approach at 90 knots at an average altitude of 5000 feet in Colorado, your true airspeed will be 10 percent higher than your indicated airspeed. So your true airspeed will be 100 knots (actually, 99 knots, but we're doing PILOT math!). If your headwind is 10 knots, your groundspeed is 90 knots, so you will descend at 450 feet per minute. Here's an even easier way to maintain a 3-degree glideslope: simply fly towards the runway at the glideslope intercept altitude, maintaining final approach airspeed. When you fly over the outer marker (the blue marker beacon light, or the DME for the final approach fix), simply lower the nose 3 degrees and hold that pitch. Wherever the touchdown zone appears in your windscreen, hold that sight picture all the way down. Piece of cake!

I was hired by United Airlines as a Flight Officer on October 16, 1978. In those days they used the term "Flight Officer" instead of "Pilot" because most new-hires were assigned as Flight Engineers. Now, of course, new-hires are all hired as pilots. My road to the airlines: 1977: Flight Engineer written exam 1977: Airline Transport Pilot written exam - FAILED on the first attempt! 1977: Self-study for ATP written exam - PASSED with 99% 1977: Airline Transport Pilot practical test - Beech 18 1978 (March): Flight Engineer training at Arnautical, Inc. 1978 (April): Instructed Flight Engineer trainees at Arnautical 1978 (May): Updated United application 1978 (July): Interviewed with United Airlines 1978 (October): New-hire at United 1981 (June): Furloughed!

Brett had an early love for aviation, inspired by his uncle, a United Airlines B-747 Captain. He started flying at age 16 and attained all of his certificates while in college. He was anxious to get into professional aviation, and graduated a year early so he could get his start. His first flying job after graduation was in the cold northeast, where the airplane engine had to be artificially warmed for two hours before flight, but the cockpit stayed frigid! He was then hired by Mesa Airlines, based in Orlando, to fly his first jet. He upgraded to Captain at JFK Airport, where he sometimes had to taxi for two hours fo a 30-minute flight.  After about five years and being downgraded, Brett was starting to feel burned out with regional flying. He heard about a corporate flying job and went to a bar to learn more. He wanted to separate himself from the pool of pilot applicants, he had his resume produced on a cake! He didn't get the job, but got on the company's radar, and was ultimately hired. Brett eventually worked his way up to Chief Pilot at Kroger, and is now firmly committed to the company. From NBAA: Since Minturn transitioned from the airlines to business aviation, the NBAA Safety Committee member and chair of the Midwest Safety Roundtable has pursued his passion – aviation safety. He is a staunch advocate for adoption of the Aviation Safety Action Program in Part 91 operations, and last year he worked with the University of Amsterdam to develop aviation safety metrics. Minturn also has helped develop in-house technology solutions for data collection. “What I love about business aviation is I really feel like I’m making the company and the industry better.”

The Runway Awareness and Advisory System (RAAS) is one of a number of related software enhancements available on later-model Enhanced Ground Proximity Warning Systems. RAAS is designed to improve flight crew situational awareness, thereby reducing the risks of runway incursion, runway confusion and runway excursions. Runway Awareness and Advisory System uses airport data stored in the EGPWS database, coupled with GPS and other onboard sensors, to monitor the movement of an aircraft around the airport. It provides visual/aural annunciations at critical points, such as "Approaching Runway 09 Left and confirmation when an aircraft is lined up on the runway prior to takeoff: for example, "On Runway 09 Right, 2,450 metres remaining." In a scenario where a crew inadvertently lines up on a parallel taxiway and commences a take off, an aural alert “On Taxiway, On Taxiway” is provided if the aircraft speed exceeds 40 kts. On approach and after touchdown, the system continues to announce the distance to go until the end of the runway is reached. System Description Advisories/cautions are generated based upon the current aircraft position as compared to the location of the airport runways, which are stored within the EGPWS Runway Database. The aurals can be grouped into two categories: Routine Advisories (annunciations the flight crew will hear during routine operations) and Non-Routine Advisories/Cautions (annunciations the flight crew will seldom or perhaps never hear). RAAS provides the flight crew with five ‘routine advisories'. Three of these annunciations will be heard by the crew in normal operations, providing increased position awareness relative to the runway during taxi and flight operations. They are intended to reduce the risk of a runway incursion. The two remaining ‘routine’ advisories provide information about the aircraft location along the runway, and are intended to reduce the risk of overruns. The five advisories are: Approaching Runway - Airborne advisory provides the crew with awareness of which runway the aircraft is lined up with on approach. Approaching Runway - On-Ground advisory provides the flight crew with awareness of approximate runway edge being approached by the aircraft during taxi operations. On Runway - Advisory provides the crew with awareness of which runway the aircraft is lined-up with. Distance Remaining - Advisories enhance crew awareness of aircraft along-track position relative to the runway end. Runway End - Advisory is intended to improve flight crew awareness of the position of the aircraft relative to the runway end during low visibility conditions. In addition, RAAS provides the flight crew with several ‘non-routine’ advisories/cautions. These annunciations are designed to enhance safety and situational awareness in specific situations not routinely encountered during normal aircraft operations. Some of the RAAS advisories include distance information. The unit of measure used for distance can be configured to be either metres or feet. Approaching Short Runway - Airborne advisory provides the crew with awareness of which runway the aircraft is lined-up with, and that the runway length available may be marginal for normal landing operations. If desired, an additional caution annunciation can be enabled which provides the crew with awareness that the issue has not been resolved when the aircraft is on final approach. Insufficient Runway Length - On-Ground advisory provides the crew with awareness of which runway the aircraft is lined-up with, and that the runway length available for takeoff is less than the defined minimum takeoff runway length. If desired, an additional caution annunciation can be enabled which provides the crew with awareness that the issue has not been resolved when the aircraft is on the final stage of takeoff. Extended Holding on Runway - Advisory provides crew awareness of an extended holding period on the runway. Taxiway Take-Off - Advisory enhances crew awareness of excessive taxi speeds or an inadvertent take-off on a taxiway. If desired, this function can provide a caution annunciation in lieu of an advisory annunciation. Distance Remaining - Advisories provide the flight crew with position awareness during a Rejected Take Off (RTO). Taxiway Landing - Alert provides the crew with awareness that the aircraft is not lined up with a runway at low altitudes. Each RAAS function is independently enabled based on a customer specification and, when enabled, the RAAS functions operate automatically without any action required from the flight crew. In addition to the aural annunciations provided, visual caution indications may be activated if the appropriate criteria are met. Visual text annunciations can also be configured so they are overlaid on the terrain display for a period of time after the warning is generated. https://youtu.be/sBSPpLE6EDY 

With over 20 years of experience in the aviation industry as an educator, researcher, FAA Part 141 chief instructor, airline pilot, corporate pilot, and flight instructor, Chad is versed in the kinetic and dynamic challenges and changes in the aviation industry. His passion for aviation, education, background, research, and experiences are beneficial to industry start-ups, consulting firms, and aviation companies. Chad was instrumental in obtaining the Part 141 certificate for Metropolitan State University of Denver's Aviation Department. As a result, Program graduates are eligible to obtain their Airline Transport Pilot certificate with 1,000 flight hours, compared to the 1,500 hours normally required.

Gold Star Mother’s and Family Day falls on September 26 this year and is traditionally observed on the last Sunday in September. The day is for honoring families of those who have received The Gold Star – the military award no one wants. The award commemorates the tragic death of a military member who has perished while in the line of duty and hopes to provide a level of comfort to the parents and families that are left behind. Since World War 1, a “Gold Star Family” has signified a family that has lost one of its members in combat. The family can display a Gold Star Service Flag for any military family members who have died from any honorable cause – each gold star on the flag signifies a death. Though today only around 1% of the country is involved in military service, as compared to the 12% during other times of war, like World War 2, there are still a significant number of surviving Gold Star families – not to mention, a Gold Star lives on in a family’s legacy. HISTORY OF GOLD STAR MOTHER’S AND FAMILY DAY Though the exact roots of the tradition aren’t totally known, it was during World War 1 that the gold star came to symbolize that a family member had fallen in battle. Around that time, the term “Gold Star Family” came to mean that you were a surviving family of a person who died in service and families hung banners with a gold star outside their homes. The tradition has since been authorized and seeks to ease the grief of mothers and families while reminding that no one truly serves alone. Gradually, there came to be many ways for grieving family members to honor their loved ones with symbols worn or places outside the home. In 1918, President Wilson allowed grieving military mothers to wear a traditional black armband featuring a gold star. Soon after, it was approved for families to cover the blue star on the service flag outside of their home with a gold one. As of 1947, Gold Star family members can also display the Gold Star Lapel. The American Gold Star Mothers Inc. first got its start in 1917, when Grace Siebold’s son was killed during World War 1. Wanting to create a support system for grieving mothers in similar circumstances, Grace gathered what would become the American Gold Star Mothers to grieve together and tend to hospitalized veterans in local hospitals. The organization was formalized as a non-profit in 1928, with a mission of remembrance, education, and patriotism. Still today, they support Gold Star mothers in their grief, hold an annual conference, and organize events with supporting groups. Though Gold Star Mother’s and Family Day isn’t observed as a National, federal holiday like Memorial Day, it was declared by Congress in 1936 to be the last Sunday in September – though, at the time, it was only known as “Gold Star Mother’s Day.” It was in 2011 that President Obama amended the declaration, declaring the day to include families as well as mothers. Today, the holiday includes any immediate family member and authorizes that person to display the Gold Star Service Flag. Today, America is not embroiled in any kind of conflict like World War 1 or 2, and far fewer individuals consider Gold Star heroes and their families – oftentimes, people may think that they don’t know anyone in a Gold Star Family. However, there are many more Gold Star families from previous wars than you may think, and since over 1.3 million people are involved in the military today, it’s possible you know a family that still grieves a recent fallen soldier. Understanding the sacrifice and acknowledging the holiday are the best ways to support the families and honor the soldiers. GOLD STAR MOTHER’S AND FAMILY DAY TIMELINE 1918 Armbands Authorized President Wilson authorized mothers who had lost a child in the war to wear a traditional black mourning armband featuring a gold star. 1929 American Gold Star Mothers Started in Washington, DC, The American Gold Star Mothers Inc. quickly spread across the country. In 1929, the organization obtained a federal charter to support mothers who were often separated from their ailing or dead children. June 23, 1936 Gold Star Mother’s Day Recognized Since this date, Gold Star Mother’s Day has always fallen on the last Sunday of September. 1947 Gold Star Lapel The Gold Star Service Lapel, in addition to the Gold Star Service Flag, is authorized to be displayed by surviving family members.September 23, 2011. Obama Proclamation President Obama amended “Gold Star Mother’s Day” to include families as “Gold Star Mother’s and Family Day” on September 23, 2011.

Pondering this past year and our new normal, I realized lessons learned from ancient and modern battlefields can be used in so many areas of our lives. Sitting down one night, hundreds of stories and lessons learned flowed onto the notebook pages. Three close friends told me “Share these with the rest of us!” The Lessons from the Cockpit podcast was born. Flying is described as long periods of boredom interrupted by short intermittent periods of extreme terror. On the Lessons from the Cockpit show, we debrief the most intriguing pilots, aircrew members, maintainers, and aviation enthusiasts, investigating their tactics, techniques, and procedures cultivated during extraordinary military, commercial, and private flight operations. Our exploration gives practical advice on how the aviation world works and expands critical thinking skills in the air and on the ground. Many of our guests were involved in front-page headline news, others in events taking great pains to ensure they didn’t end up in the news.  

From Code 7700: Fatigue. Fatigue refers to a physiological state in which there is a decreased capacity to perform cognitive tasks and an increased variability in performance as a function of time on task. Fatigue is also associated with tiredness, weakness, lack of energy, lethargy, depression, lack of motivation, and sleepiness. Sleep Inertia. Sleep inertia (also termed sleep drunkenness) refers to a period of impaired performance and reduced vigilance following awakening from the regular sleep episode or nap. This impairment may be severe, last from minutes to hours, and be accompanied by micro-sleep episodes. Window of Circadian Low (WOCL). Individuals living on a regular 24-hour routine with sleep at night have two periods of maximum sleepiness, also known as “WOCLs.” One occurs at night, roughly from 3 a.m. to 5 a.m., a time when physiological sleepiness is greatest and performance capabilities are lowest. The other is in the afternoon, roughly from 3 p.m. to 5 p.m. Sleep-Related Processes [AC 120-100, ¶7.] Sleep Regulation. The drive for sleep increases over time since the last sleep period and with any cumulative deficit in sleep relative to the average 8-hour day requirement. As a consequence, the sleep drive is at its lowest point in the morning, upon awakening, and as the day progresses, the drive to sleep increases and the ability to sustain attention and engage in cognitive activities decreases. Once sleep begins, this drive gradually decreases until awakening. Elevated Sleep Drive. For the average person, the daily upswing in alertness produced by the circadian system tends to offset the decrease in alertness produced by depletion of the sleep regulatory process. The result is roughly constant reaction time and lapses during the first 16 hours of the day 85. After about 16 hours of continuous wakefulness, most adults begin to notice reductions in the speed of performance and in alertness levels 87. However, a prior history of insufficient sleep quantity and quality can magnify the changes in behavior and alertness. Desynchronization. The timing of sleep and wakefulness of most humans, under natural conditions, is consistent with the circadian control of the sleep cycle and all other circadian-controlled rhythms. However, people working in a developed society override their internal biological clock and attempt to sleep at times that are not always consistent with the biological drive to sleep. For example, when individuals travel rapidly across time zones or work the night shift, the sleep/wake cycle is out of phase with the biological rhythms controlled by the circadian clock. This can adversely affect both alertness while awake and at work, and the ability to achieve restorative sleep. Sleep Inertia. This sleep-related process causes a temporary degradation in performance immediately after awakening. The degradation or loss of alertness is dependent on depth of sleep at the time of awakening. The degradation dissipates, after awakening, on a time scale ranging from minutes to a few hours. Sleep inertia causes a feeling of drowsiness or lethargy and can be measured as a noticeable change in reaction time and potential for lapses in attention. The duration and severity of sleep inertia is related to the depth of sleep at the time of awakening. It tends to be greater after short sleep periods of an hour or two, when the need for sleep is not fully satisfied, or after sleep when the person is carrying a large sleep debt from prior sleep restrictions 10. Fatigue Factors   Figure: Window of circadian low, from Duty/Rest Guidelines for Business Aviation, §1.0. [Duty/Rest Guidelines for Business Aviation, §1.0] 1.1 Sleep Sleep is a vital physiological need. Sleep is necessary to maintain alertness and performance, positive mood, and overall health and well-being. Each individual has a basic sleep requirement that sustains optimal levels of performance and physiological alertness during wakefulness. On average, an adult requires eight hours of sleep in a 24-hour period. It has been shown in laboratory studies that loss of as little as two hours of sleep will induce fatigue and degrade subsequent waking performance and alertness. Over successive days, sleep loss — any amount less than is required — will accrue into a cumulative sleep deficit commonly referred to as a "sleep debt." The physiological need for sleep created by sleep loss can be reversed only by sleep. Recovery from acute sleep loss takes one or two consecutive extended sleep periods. These extended sleep periods will be even longer if a person is suffering from a cumulative sleep debt. An individual who has obtained ample recovery sleep will be better prepared to perform after long hours awake or while working nonstandard schedules than a person who is operating with a sleep debt. 1.2 Recovery Periods Recovery from acute or cumulative sleep loss is critical when a person is challenged with non-standard schedules that include extended periods of wakefulness (e.g., extended duty periods) or circadian disruption (scheduled sleep/wake periods that are misaligned with the body's circadian rhythm, described in Section 1.3). Recovery is necessary to reduce the accumulated effects of fatigue and enable an individual to perform assigned duties fully rested. Further, recovery periods should allow for recuperative sleep opportunities of an appropriate number of hours and, in some cases, an appropriate number of successive days (as noted in Section 1.1). Placement of recovery sleep periods is crucial and can be especially challenging when schedules include changing time zones because individuals may experience circadian misalignment. Westward travel is often associated with waking up too early in relation to the local time zone, and eastward travel is associated with delay in falling asleep in relation to the local time zone. (See Section 1.3 for further discussion.) Another challenge an individual may experience when planning recovery rest is adaptation to time zone shifts (jet lag), as discussed in Section 1.3. Many operational factors impact the scheduling of recovery periods, and a simple rule may not fully account for the role that individual differences play in recovery. It is known that meeting daily sleep requirements and using restorative breaks promote optimal performance and alertness. Frequent recovery periods reduce cumulative fatigue more effectively than less frequent ones. For example, weekly recovery periods are more likely to relieve acute fatigue than monthly recovery periods. Consequently, guidelines that ensure a minimum number of days off per week are necessary for minimizing cumulative fatigue effects over longer periods of time (e.g., month, year). Time-of-Day and Circadian Physiology Time-of-day or circadian effects are important considerations in determining 24-hour operational requirements because circadian rhythms do not adjust rapidly to change. In fact, the rhythms of many physiological functions adjust at different rates. There is a 24-hour biological "clock" in the human brain, as in other organisms, that regulates 24-hour patterns of body functions. This clock controls not only sleep and wakefulness alternating in parallel with the environmental light/dark cycle, but also the oscillatory nature of most physiological, psychological and behavioral functions. The wide range of body functions controlled by the clock includes body temperature, hormone secretion, digestion, physical and mental performance, mood and many others. On a 24-hour basis, these functions fluctuate in a regular pattern with a high level at one time of day and a low level at another time. The clock's circadian (circa meaning "around," dies meaning "day") pattern of wakefulness and sleep programs the human body for wakefulness during the day and sleep at night. This circadian system repeats this pattern on a daily basis. Certain hours of the 24-hour cycle — that is, roughly 0200 to 0600 (for individuals adapted to a usual day-wake/night-sleep schedule), called the window of circadian low (WOCL) — are identified as a time when the body is programmed to sleep, and during which alertness and performance are degraded. There is a second, less pronounced, period of reduced alertness between 1500 and 1700. The body is also programmed for two periods of enhanced alertness and performance, and these periods are estimated to occur roughly between 0900 and 1100 and again between 2100 and 2300. Non-standard schedules interrupt daily wake and sleep patterns, resulting in internal circadian disruption. For example, an individual working during the night is maintaining wakefulness in direct opposition to physiological programming to be asleep. Physiological, psychological and behavior al functions are set by the circadian system to a low status during the WOCL and a person cannot compensate by being awake and active. Conversely, the same individual sleeping during the day is in direct opposition to physiological programming to be awake. The circadian system provides a high level of functioning during the day that counteracts the drive to sleep. Circadian disruption also occurs with jet lag. When the biological clock is not aligned with the external environment's time cues, desynchronization occurs both in relation to the external environment and among the various internal physiological functions. Such circadian disruptions can lead to acute sleep loss, sleep debt, decrements in performance and alertness, and various health problems (e.g., gastrointestinal). Scientists agree there is no simple equation to determine the rate of circadian adjustment in any one individual. Numerous factors play a role, such as number of time zones crossed, direction of travel, amount and timing of light exposure, morning/evening types, and long sleepers vs. short sleepers. While one study in the 1970s on non-pilot volunteers suggests that when adjusting to eastbound travel, circadian rhythms adjust at a rate of 1.0 hour per day and when traveling westbound, the adjustment rate is 1.5 hours per day, this has not been confirmed with additional scientific study. 1.4 Continuous Waking Hours Extended wakefulness and prolonged periods of continuous performance or vigilance on a task will result in sleepiness and fatigue. Across duty periods, these effects can accumulate further. One way to minimize the accumulation of these effects is to limit the length of a duty period (i.e., the continuous hours of wakefulness during operations). Acute effects can be addressed through daily duty limits, and cumulative effects can be minimized by weekly limits. More scientific evidence is available to support guidelines for acute limits than for determining specific cumulative limits. Nevertheless, cumulative limits (weekly and beyond) remain an accepted operational approach for minimizing accumulation of fatigue effects. 1.5 Individual Differences There are considerable individual differences in the magnitude of fatigue effects on performance, physiological alertness and subjective reports of fatigue. These differences extend to the effects of sleep loss, night work, required sleep and recovery time for an individual. Individuals vary from one another in sleep requirement, overall health, age and other factors. Individuals' fatigue level can also vary from day to day based on their participation in activities that contribute to fatigue while on duty and prior to a duty period. In this regard, long-duration commutes immediately before a duty period are of concern. Scientists agree that increased workload amplifies the performance degradation produced by extended hours of wakefulness and adverse circadian phase (that is, being awake during the WOCL). And individuals respond differently to the effects of workload. In aviation, workload factors can include the number of flight segments, time on task, airport characteristics, weather conditions, aircraft capabilities and other environmental conditions. Sources of Pilot Fatigue [Caldwell, pg. 6] Both long-haul and short-haul pilots commonly associate fatigue with scheduling issues Night flights (operating at circadian low point) Multiple time-zone crossings (jet lag) Early wake ups (truncated sleep) Time pressure (increased workload) Multiple flight legs (extended work periods) Consecutive duty periods without sufficient recovery time (chronic sleep loss) Symptoms of Pilot Fatigue [Caldwell, pg. 9] Accuracy and timing degrade Lower standards of performance become acceptable Attentional resources are difficult to divide A tendency toward preservation develops The ability to integrate information is lost Everything becomes more difficult to perform Social interactions decline The ability to logically reason is impaired Attention wanes Attitude and mood deteriorates Involuntary lapses into sleep begin to occur Effects of Pilot Fatigue   Figure: In-cockpit nodding off episodes, from Caldwell, pg. 16. [Caldwell, pg. 16.] A study of night flights undertaken in the 1980’s revealed numerous instances of nodding off in the cockpit In the early morning hours, the frequency of such lapses increased tenfold Note than many of these occur well after sunrise! [Caldwell, pg. 18.] Standardized laboratory tests show decrements in pilots’ attention, reaction time, and accuracy Fatigue-induced mood changes compromise crew resource management Flight simulation and in-flight studies show deteriorations in fundamental flight skills And the group effects fail to highlight the full extent of impairments experienced by some pilots

Robert DeLaurentis, “Zen Pilot,” is a successful author, speaker, pilot, real estate entrepreneur, philanthropist and Navy Gulf War Veteran. His books include the best-selling Zen Pilot: Flight of the Passion and the Journey Within; Flying Thru Life: How to Grow Your Business and Relationships Through Applied Spirituality; and the forthcoming, Citizen of the World: To the Ends of the Earth and Beyond. In 2019, Robert will undertake his second circumnavigation, this time from the North Pole to the South Pole in the “Citizen of the World,” a 1983 Turbine Commander 900 aircraft with the powerful global mission of “One Planet, One People, One Plane: Oneness for Humanity.” This trip is a real-time example of going after the seemingly impossible, not giving up while “Flying Thru Life” and making the dream of connecting our humanity through flight a reality. Founder and president of the inspirational publishing company Flying Thru Life and the charitable organization, DeLaurentis Foundation, Robert’s mission is to inspire people and organizations to live their impossibly big dreams through the wonder of aviation and the power of courageous action. A notable pilot listed in Wikipedia, Robert has flown his single engine Piper Malibu Mirage to 53 countries and territories in three years, including Europe, Central America, Southern Africa, Asia, Siberia, Mexico and the Caribbean. Flying solo, Robert has crossed the Polar Ice Cap, the North Atlantic Ocean, Bering Sea and Gulf of Mexico. In 2015, Robert successfully completed an equatorial circumnavigation, single plane, single engine, single pilot, across the Atlantic, Pacific and Indian Oceans to 23 countries in his Piper Malibu Mirage named “Spirit of San Diego.” He survived an engine-out at 14,000 feet over the Strait of Malacca and dead sticked 19.6 nautical miles into Kuala Lumpur International with 600 pounds of fuel in the cabin and oil spraying on the 1500 degree exhaust. He lived to tell the story in his best-selling book, Zen Pilot. In recognition of his courage, resourcefulness and contribution to the San Diego community, the San Diego Mayor’s Office and City Council awarded Robert the “Spirit of San Diego Day” Proclamation. An AOPA (Aircraft Owners and Pilot Association) Opinion Leader Blogger with 400,000 followers and more than 100 media interviews, Robert is a recognized social media influencer. In addition to his media and speaking appearances and books, he has recorded the video, Overcoming the Fear of Flying, Unleashing Potential, to be released to 26,000 high schools across the US and created the Citizen of the World Pole to Pole Flight Coloring and Activity Book for children of all ages. Robert’s real estate business, Innorev Enterprises, Inc., includes over 300 real estate units, acquired over twenty-eight years. Starting with one condo in 1990, his road to success, much like flying, was not a straight path. The lessons he learned and the success he experienced along the way funded his dream of becoming a pilot and owning a plane, and is the basis of his book, Flying Thru Life. Robert has an undergraduate degree in Accounting from USC, and an advanced degree in graduate studies in Spiritual Psychology, a three year program with an emphasis in Consciousness, Health, and Healing from the University of Santa Monica. Robert was in the Navy for 14 years – four years active duty and 10 years reserves, leaving in 2003 as a Lieutenant Commander. Born in Salamanca, New York, Robert grew up in the San Francisco Bay Area until he was 10 years old, followed by three years in Indonesia. His family returned back to the Bay Area, where Robert lived until attending college at USC. After his initial tour with the Navy, he settled in San Diego where he currently resides. However, watch his Google Map to find out where he is flying to today!

POW/MIA Recognition Day is observed on the third Friday of September, on September 17 this year, to recommit to full accountability to the families of the more than 80,000 veterans captured or still missing from wars that the United States has participated in. According to accounts, during the first ceremony of POW/MIA Day at the National Cathedral in Washington, D.C., fighter airplanes from the military base in Virginia flew in the ‘missing man formation’ in their honor. HISTORY OF NATIONAL POW/MIA RECOGNITION DAY National POW/MIA Recognition Day is observed annually in September around a central theme to show commitment to full accountability to the families of captured service members and missing war heroes. The term POW and MIA mean prisoner of war and military personnel who went missing in action. Many service members suffered as prisoners during the several wars that have happened throughout the history of the U.S. National POW/MIA Recognition Day was initiated as the day to commemorate with the family of many of the tens of thousands of service members who never made it home. The day was first observed in 1979 after Congress and the president passed a resolution to make it official following the demands of the families of 2,500 Vietnam War POW/MIAs who asked for accountability in finding their loved ones.it is also mostly associated with service members who were prisoners of war during the Vietnam War. Regardless of where they are held in the country, National POW/MIA Recognition Day ceremonies share the common purpose of honoring those who were held captive and returned, as well as the memory of those who remain missing in service to the United States. Until 1979, there was no formal day set aside for these important men and women and the first observance of POW/MIA day included a remembrance ceremony at the National Cathedral in Washington, D.C. Since then, the Pentagon is where the official observance happens, with other celebrations happening at military bases around the country and elsewhere. On the Ready For Takeoff Podcast, we've had the honor of speaking to the following POWs: Lee Ellis Smitty and Louise Harris  John Borling Charlie Plumb Robert Shumaker

The term The Greatest Generation was popularized by the title of a 1998 book by American journalist Tom Brokaw. In the book, Brokaw profiled American members of this generation who came of age during the Great Depression and went on to fight in World War II, as well as those who contributed to the war effort on the home front. Brokaw wrote that these men and women fought not for fame or recognition, but because it was the "right thing to do." I have had the honor of interviewing numerous members of this generation, pilots who bravely served in World War Two. Many people are not aware that casualties in the war were higher among aircrews than among Marines. The people who served during World War II were from a different generation, at a time when patriotism was the order of the day and national service was expected and respected. Major movie stars put their careers on hold to serve their country. Athletes like Ted Williams continued to serve in Korea. Today, the environment is different. There is no longer a draft. Military service is totally voluntary. As a result, only 1 percent of Americans new serve in the military. I believe that the military members of today are truly the greatest generation. A perfect example of this is Pat Tilman, who gave up his four million dollar salary to serve his country. I recently worked with a retired Marine pilot who had served two years in Iraq and five years in Afghanistan.

Attempting to crash an aircraft into a building was not an entirely new paradigm. Despite Secretary Rice stating, “I don't think anybody could have predicted that they would try to use an airplane as a missile” (Brush, 2002, para. 24), there had been numerous prior attempts to utilize aircraft in this manner (CNN, 2001). In addition, there had been a significant number of warnings suicide hijackings posed a serious threat. In 1972, hijackers of Southern Airways Flight 49 threatened to crash the airliner into Oak Ridge National Laboratory if a $10 million ransom was not paid (CNN, 2001). Copilot Johnson reported, “The demands at Knoxville were that if we didn't have the money by 1:00 that we'd crash into the nuclear reactor there” (CNN Transcripts, 2001, para. 151). The hijacked airliner was placed in a dive toward Oak Ridge, and was only pulled out of the dive at the last minute when Southern Airways agreed to pay $2 million to the hijackers (Allison, 2004). In 1974, S. Byck attempted to hijack a Delta Airlines DC-9 aircraft to crash it into the White House (Cohen, 2009). During the hijacking, Byck killed a security guard and the copilot before committing suicide after being wounded by police. Also in 1974, Private R. Preston stole an Army helicopter and flew over the White House and hovered for six minutes over the lawn outside the West Wing, raising concerns about a suicide attack (White House Security Review, n.d.). Following the 1993 attack on the World Trade Center, Jenkins and Edwards-Winslow (2003) conducted an exhaustive threat analysis for the World Trade Center. They concluded that an aerial attack by crashing an aircraft into the Center was a remote possibility which must be considered. Reports indicated Iran was training pilots to hijack airplanes and fly them into buildings: “Trained aircrews from among the terrorists would crash the airliner into a selected objective” (Bodansky, 1993, p. 15). Senator S. Nunn was concerned terrorists would attempt to crash a radio-controlled airplane into the Capitol during a State of the Union address, possibly killing the President, Vice President, and all of Congress (Nelan, 1995). In 1994, four Algerian terrorists attempted to hijack Air France Flight 8969 (Air Safety Week, 1995). The group, identified as Phalange of the Signers in Blood, killed one of the passengers, planted explosives on the plane, and planned to crash the aircraft into the Eiffel Tower (Bazerman & Watkins, 2005). French police stormed the aircraft and stopped the hijacking. R. Yousef, the architect of the first World Trade Center attack, was associated with these Algerian terrorists (Lance, 2003). Another attempted airliner suicide hijacking occurred in 1994. Flight Engineer A. Calloway boarded Federal Express Flight 705 as an additional jump seat crewmember, intending to overpower the crew and crash the DC-10 aircraft into the Federal Express corporate headquarters in Memphis (CVR Database, 1994). Calloway attacked the flight deck crew with a hammer, inflicting serious, permanent disabling injuries to all three pilots (Wald, 2001). On September 11, 1994, F. Corder attempted to crash an aircraft into the White House (Wald, 2001). Experts had been concerned the White House was highly vulnerable to an attack from the air (Duffy, 1994). Former CIA director R. Helms expressed concern a suicidal pilot could easily divert from an approach to Washington to crash into the White House (Duffy, 1994). In 1995, FBI informant E. Salem revealed a Sudanese Air Force pilot’s plot to bomb the Egyptian President’s home and then crash an aircraft into the U.S. Embassy (Berger, 2004). Salem also testified about Project Bojinka, which, in addition to the aforementioned bombing of 11 American aircraft, included crashing an airplane into CIA headquarters. In addition to CIA headquarters, this second Bojinka wave was planned to target the Pentagon, an unidentified nuclear power plant, the Transamerica Building in San Francisco, the Sears Tower in Chicago, the World Trade Center, John Hancock Tower in Boston, U.S. Congress, and the White House (Brzenzinski, 2001). McNeil (1996) noted in 1996, Ethiopian Airlines flight 961 was hijacked and an attempt was made to crash into a resort in the Comoros Islands. At the last moment, the pilot overpowered the hijacker and ditched the fuel-starved airplane into the Indian Ocean near the coast. Of the 175 passengers, 123 died (AirSafe Journal, 2001). Also in 1996, M. Udugov, a Chechen leader, threatened to hijack a Russian airliner and crash it into the Kremlin (Cohen, 2002). In 1998, White House Terrorism Chief R. Clarke conducted a training exercise to simulate a Learjet intentionally crashing into a government building (Kaplan, 2004). Clarke considered the exercise unsatisfactory (Kaplan, 2002). In a 1998 briefing to the FAA, three terrorism experts were concerned terrorists would hijack airliners and crash into buildings in the United States (Fainaru, 2002). In 1998 the Kaplancilar terrorist organization had planned to crash an explosives-laden plane into the tomb of M. Ataturk, Turkey’s founder (Anadolu Agency, 2006). The entire Turkish government was gathered at the mausoleum for a ceremony on the day scheduled for the attack. The plot was foiled and the conspirators were arrested shortly before execution of the plan (Anadolu Agency, 2006). In addition to actual aircraft suicide attacks, there were numerous predictions of these types of attacks. One such prediction was the script which showed an airliner crashing into New York in the 1980s movie Escape from New York (“Kamikaze Jet Hijacking,” n.d.). Another prediction was in the March 2001 pilot episode of the Fox series The Lone Gunmen, featuring a hijacked Boeing 727 used as a missile to crash into the World Trade Center (Killtown, 2009). In 1999, the British Secret Service MI6 provided the U.S. Embassy in London with a secret report on al Qaeda activities (Rufford, 2002). The report indicated al Qaeda was planning to use commercial aircraft to attack the United States. The report stated the aircraft would be used in “unconventional ways” (Rufford, 2006, para. 1). In a report prepared for the Federal Research Division of the Library of Congress, Hudson (1999) noted numerous terrorist threats, and specifically named bin Laden and al Qaeda: “Suicide bomber(s) belonging to al-Qaida’s Martyrdom Battalion could crash-land an aircraft packed with high explosives (C-4 and semtex) into the Pentagon, the headquarters of the Central Intelligence Agency (CIA), or the White House” (p. 7). A 1999 keynote address at the National Defense University warned terrorists might attempt to use unmanned aerial vehicles (UAVs) to attack buildings (Hoffman, 2001). Security consultant C. Schnabolk had remarked, in 2000, the most serious threat to the World Trade Center was someone flying a plane into it (Reeves, 2001).

This is a special Labor Day and Rosh Hashanah gift for our listeners. This is a fictional account, taken from Hamfist Down!, the sequel to Hamfist Over the Trail. Available soon as an audiobook. Strong language! December 21, 1969 I was scheduled for my Champagne Flight – my final mission – in the morning. Things had been uncharacteristically quiet on the trail for several days, and I wanted to get some target photos for Intel to find out what was going on. Also, I wanted some photos of the AO as a memento of my Vietnam tour. The O-2 actually had the provision for a belly-mounted KB-18 aerial camera, but we didn't have any KB-18s at DaNang. So, if we wanted to take photos, we relied on hand-held cameras. There were a bunch of beat up old Nikon Fs at the squadron, but they were really heavy and difficult to use with one hand. It was really tough to fly and take pictures at the same time. Then, about two weeks earlier, we got new cameras, Pentax Spotmatics with motor drives. Each camera had a pistol-grip mount with a trigger to activate the shutter, and the focus was set at “infinity”, so there would be no problem with single-hand operation. I was really looking forward to giving them a try. I signed one out on a hand receipt and carried it to the plane. Task Force Alpha had provided Igloo White information from the seismic sensors that indicated a lot of truck activity along highway 165, near Chavane. I headed directly to the Chavane area to see if I could find anything. Chavane was an old abandoned grass airfield. Reflectors still lined the edges of the runway, and it almost looked like it could support aircraft operations at any moment. I'd heard that it was an old Japanese airfield from World War II. There was a dead truck parked out in the open, off to the south side of the east end of the runway. About a year ago, it had been used as a flak trap for unsuspecting FACs, but the word had been out for a long time and nobody paid any attention to it any more. There were no longer active guns, that we knew of, in the area. I followed highway 165 away from the airfield, and kept my camera on the seat next to me, ready to use if I found anything of interest. I put the highway on the left side of the airplane, and made gentle turns right and left. It was during the left turns that I would be able to see gomer activity, if there was any. The gomers thought we always looked ahead of the airplane, and they would frequently conduct their movements after we passed, thinking we couldn't see them once they were behind the wing.  Sure enough, back at my seven o'clock, I saw a truck cross the road, from the cover of the jungle on one side of the road to the cover of the jungle on the other side. I kept my eyes on the exact location and began a steeper turn back toward that area.  I picked out a distinctive landmark, a small bend in the road, and then looked further away to see if there were any other landmarks that could point my eyes back to the target. I used the runway at Chavane for a yardstick. The target was exactly one runway length north of the east end of the runway. The bend in the road sort of pointed to the target. Okay, now I could leave the immediate target area and find my way back. I flew off to the east and set up an orbit over an area a few klicks away, to make the gomers think I was interested in something else. I turned on the gyro-stabilized binoculars, locked onto the target area, and zoomed in to the highest setting. Sure enough, I saw some vehicle tracks in the dirt alongside the road that indicated truck activity. I was pretty sure there was a truck park there, I just couldn't determine which side of the road it was on. I flew back to the target area and made a wide sweeping circle, taking pictures from every angle. If I couldn't get any air assets, I would at least have photos to give to Intel. I switched my transmitter over to VHF and called Hillsboro. “Hillsboro, Covey 218, vicinity Delta 33. I have a truck park and need air.” “Roger, Covey 218, we're sending Sharkbait 41 to you, flight of two fox fours, CBU-24s and mark-82s. ETA 10 minutes. Strike frequency Echo.” “Roger, thank you.” I looked forward to working with Sharkbait Flight. Sharkbait was the callsign of the F-4s from Cam Ranh Air Base. When I was at the Cam Ranh hospital, I went by the F-4 squadron a few times, just to visit with the jocks. I got to know a few of them, and they showed me around one of the airplanes in the maintenance hangar. Sitting in the cockpit convinced me that I really ought to request an F-4 for my follow-on assignment. That really worked out well! I switched my UHF to strike frequency Echo and waited. After a few minutes, the F-4s arrived at the rendezvous. “Sharkbait, check.” “Two.” “Hello, Covey 218, Sharkbait 41, flight of two fox fours at the rendezvous point. Mark-82s and CBU-24s. Angels twenty-two. Twenty minutes playtime.” “Roger Sharkbait. Look due south, at angels seven. I'm giving you a wing flash now.” I rocked my wings several times and performed a quick aileron roll. The O-2 wasn't really an acrobatic aircraft, but an aileron roll wasn't all that much different than the maneuver we needed to perform a rocket pass. And I wanted to get my rocks off one last time. “We have you in sight, Covey.” “Roger, the target area is off my left wing. Truck park. Negative reaction so far. I'm in for the mark.” I rolled into a 120-degree bank to the left and pulled the nose of my aircraft through into a 30-degree dive. When the pipper in my gun sight tracked up to the target, I fired off a willie pete. I pulled off hard to the right, then banked left to see where my mark hit. It was a perfect mark, right on the road adjacent to my target. “Sharkbait has your mark in sight.” “Okay, Sharkbait, the target is a truck park on both sides of the road, alongside my mark. I want you to run in with mark-82s from north to south, with a break to the west. Lead, put your bombs in the trees next to my mark. Either side of the road. Two, I want you to take the other side of the road. I'll be holding off to the east.” “Sharkbait lead is in.” Sharkbait lead put his bombs exactly where I wanted, and we immediately got huge secondary explosions. As lead pulled off target, there was heavy fire at his aircraft from a ZSU 23-4, located about a klick to the west of the target. I transmitted, “Number two, hold high and dry. I want to put you in on that gun. Do you have the location, or do you want me to mark?” Before number two could answer, lead came back on the radio. “Sharkbait lead's been hit.” I immediately got on the radio again, “Lead, head south, I repeat, head south. Number two, hold high and dry.” Sharkbait two acknowledged. “Roger.” Sharkbait lead had apparently heard me, he was heading south. I could see flames trailing from lead's aircraft, and they were moving forward, gradually engulfing the entire aircraft. I was fairly sure lead knew he was on fire, but I didn't want to take any chances. “Sharkbait lead, you're on fire!” Now burning pieces were separating from lead's aircraft. Lead came on the radio one last time. “Sharkbait lead bailing out.” Sharkbait lead's aircraft was in a slight bank to the right, at about 5000 feet. The rear canopy separated, followed immediately by the ejection of the rear seat pilot. About a half-second later, the front canopy separated and the front seat pilot ejected.  I was able to keep both ejection seats in sight, and watched in horror as the back seat pilot separated from his seat, his parachute automatically deployed, and the parachute didn't open – it was a streamer. He plummeted down into the jungle. There was no beeper. I looked at the front pilot's seat and watched him separate. As his chute opened, I heard his high-to-low-sweep beeper on Guard. The front-seater had a good chute. I set up an orbit to the east and watched him descend, as I selected VHF and called Hillsboro. “Mayday, mayday, mayday. Hillsboro, this is Covey 218, we have Sharkbait lead down in the area of Delta 33. Need immediate SAR.” “Roger, Covey 218, we are notifying King.” I switched back to UHF. “Sharkbait two, say playtime remaining.” “I can give you 30 minutes, then I need to RTB. Listen, Covey, we need to get a SAR for lead.” “I'm working on it.” “I mean,” he responded, “we really need to get lead picked up.” “Roger, hold high and dry off to the east, over me. Climb to your best endurance altitude and let me know your angels when you get there. Left hand orbit. We're going to need to use you to go after that gun when SAR gets here.” “Roger.” I watched the front-seat pilot descend to the ground. He landed in an open meadow. At least he wasn't hung up in the trees. I saw him release from his parachute harness and head south to find cover. Right after he disappeared into the tree line, the beeper went silent and he came up on Guard, using his survival radio. “This is Sharkbait 41 Alpha. I'm on the move heading south. Unhurt.” I saw about twenty gomers entering the meadow from the north. I went to Guard frequency. “Sharkbait 41 Alpha, Covey 218, you need to keep moving. There are gomers north of you heading to where you came down.” “Roger.” Back to strike frequency Echo. “Sharkbait 42, Covey 218. I need to put you in with your CBU on the meadow. I'm in for the mark.” “Roger.” I rolled in and put a willie pete dead center in the meadow. The gomers had flooded in and were now everywhere. “Hit my mark. Cleared in hot with one CBU from any direction. I'll be off to the east.” “Two's in.” I watched Sharkbait 42 release his CBU, saw the spark that indicated the canister opened, then saw the donut-shaped sparkling pattern, right on target. I put the gyro-stabilized binoculars on the target area and saw a bunch of dead bodies. But I saw some gomers still moving through the meadow, headed south. And more were entering the meadow. “Okay two, I need you to keep making passes on that target until you're winchester CBU.” “Two's in.” Sharkbait 42 made three more passes on the meadow, all right on target. There were a bunch of dead gomers. But there were still more coming in from the north. Just then the ZSU 23-4 opened up again, this time targeting me. I jinked out of the way without too much trouble. I was getting good at dodge ball. If I had to, I'd put Sharkbait 42 in on the gun now, but I wanted to reserve his mark-82s for the SAR. I went over to VHF. “Hillsboro, Covey 218, what's the status of the SAR?” “Covey 218, Jolly 22 is departing NKP now with Spad 11 Flight. ETA 30 minutes.” “Roger, I need more air for the cap right now. I don't care what ordnance. I want them ASAP.” “We're scrambling Dingus Flight from Ubon. They should be there in fifteen to twenty minutes.” Shit. It looked like the gomers would be on top of Alpha before my air arrived. Over to Guard. “Four-one Alpha, say your position.” “I'm still moving south. I hear automatic weapons fire coming from where I landed. I'm at the edge of a tree line now, alongside what looks like an old grass strip.” “Okay Alpha, Covey 218. Cross the strip and hide in the tree line on the other side, the south side.” “Roger.” Strike Frequency Echo. “Sharkbait 42, I need to put your mark-82s on the tree line, north side of the midfield of that grass strip. Do you have the strip in sight?” “Affirmative.” “Okay, hold high and dry until I call you in. Be ready to roll in on short notice.” “Roger.” I checked out the tree line on the north side of the runway. No gomers yet. I kept checking, and after a few minutes the gomers appeared. I could see flashes. They were firing at Alpha. “Sharkbait 42 roll in now, parallel to the runway, in the tree line, midfield, north side. North side only.” “Two's in.” His bombs were right on target. He held for a few more minutes, then made another run. And another. “Sharkbait two is winchester.” “Any chance you have twenty mike-mike?” I was hoping he had a cannon, but I already knew what the answer would be. “Negative. Sharkbait 42 is bingo.” “Roger, Sharkbait, cleared RTB. I'll pass BDA over the landline.” Back to VHF. “Hillsboro, I need those fighters and SAR, NOW” There was a short pause. My guess was that Hillsboro was contacting Jolly and Dingus. “Ten more minutes.” Fuck! We didn't have ten minutes. The gomers were everywhere in the north tree line, muzzle flashes everywhere. I still had 12 willie petes left. Time to become an attack aircraft. I rolled in on a rocket pass down the runway, angling in slightly toward the north. I fired off one willie pete at a time, and made 12 passes.  I was now a war criminal. The Geneva Convention prohibited the use of white phosphorous weapons. The willie pete rocket explodes with the lethal radius of a hand grenade, and the phosphorous sticks to the skin and burns at a temperature of five thousand degrees. It's terrible. It's illegal. So is skinning a helpless captive. Or shooting at someone descending in a parachute. Or setting up a flak trap. Or shooting rockets at helpless South Vietnamese civilians.  And besides, we were fighting a fucking war in Laos, where our government didn't even acknowledge our presence. Every fucking mission got logged as “South Vietnam”. We weren't even there, so the Geneva Convention wouldn't apply. And if it did, I didn't give a fuck. I wasn't going to let those bastards get Alpha. I was out of willie petes, and SAR was still eight or nine minutes away. Over to Guard. “How are you doing, Alpha?” “The gomers have me pinned down on the south side of the runway. They're shooting at me from across the runway and also from somewhere south of me.” I had to do something. I climbed to 5000 feet and feathered my rear prop. Then I released my lap belt and moved to the passenger seat, opened the passenger door, and pulled the red door release handle. With the rear prop feathered, I didn't need to worry about the door hitting the rear prop as I jettisoned it. As soon as the door was gone, I unfeathered the rear prop, and the engine started right up. I opened the karabiner that attached my AR-15 to my survival vest, put the rifle in full auto, and pushed the throttles to the firewall to fly down the runway at max airspeed. I went down to about five feet, screaming down the runway, firing my AR-15 out the open door at the north tree line. I emptied the 20-round clip in about a second. Shit! I should have used short bursts. I pulled up into a chandelle, put another magazine in the AR-15, and made another run,. This time I was shooting out the left window. It was a smaller opening to shoot through, but it would have to do. Ejected shell casings hammered against the instrument panel. The glass on the Vertical Speed Indicator cracked. I didn't care. Over to VHF.  “Status on the SAR.” “Five more minutes.” “We don't have five fucking minutes!” If I didn't get Alpha out of there right now, there would be no use having a SAR. Over to Guard. “Alpha, how high is the grass on the runway?” “Not very high. Maybe eight, ten inches.” “Okay, get ready to go for an airplane ride.” I jettisoned my rocket pods and dove for the ground. I needed to get as low as I could as I approached the runway, so they wouldn't see me coming. I unsynchronized my propellers, so that the engines would make a beat frequency sound, making it more difficult to determine my location by ear. I came in from the west. As I crossed over the end of the strip, I put down the landing gear and pulled the throttles to idle. I touched down a third of the way down the runway, and rapidly slowed to a crawl right at midfield. I suppose the gomers were totally surprised, because there was no ground fire. None. Alpha came running from the tree line and leaped through the open door into the passenger seat while the plane was still moving.  I firewalled the throttles and hoped I still knew how to perform a soft-field takeoff. I got airborne and stayed in ground effect, trying to accelerate. The gomers quickly caught on to what I was doing, and opened up from the tree lines, both left and right, with massive automatic weapons fire. I could hear our aircraft taking a few hits, but it was still flying. I think the gomers hadn't gotten the hang of leading a moving target. They'd probably never gone quail hunting. I handed the AR-15 to Alpha and tried to tell him to kill those bastards. The sound of the engines, the open door, and the ground fire drowned out what I was saying, but he caught on and started shooting out the door. I could see gomers firing back, and some were falling down as he fired. I climbed up to 5000 feet and tried to figure out which way to head. The front engine was starting to run rough, and my fuel gauges showed a huge discrepancy between the left and right tanks. I must have taken a hit in the right wing. I headed toward Lima 44, about 50 miles due west. I still had work to do. I didn't want the SAR forces coming anywhere near that ZSU 23-4. I got on VHF. “Hillsboro, cancel the SAR. Keep the SAR airplanes away from Delta 33. There's an active 23 mike-mike in the area. I have Sharkbait 41 Alpha in my aircraft. We've taken numerous hits, and we're recovering at Lima 44. Send Jolly 22 to Lima 44 for our pickup.” “Roger. We'll pass the info.” The front engine quit about two miles on final approach to Lima 44. Now I would need to pump the gear down, since the hydraulic pump was on the front engine. I feathered the front prop, put down the gear handle, reached down, extended the manual hydraulic pump handle, and started pumping. Then it occurred to me: I had a helper. I made a pumping motion with my right hand. “Here. Pump this,” I said. He probably didn't hear me, but he figured out what to do. The gear came down about a half-mile on final, and we had an uneventful landing. I followed a beat-up follow-me truck, probably the same one as last time, and shut down the airplane. When we got out, Alpha gave me a big hug. He didn't want to release me, and he was shaking. I knew how he felt. I hugged him back, and then we both started crying. “I, I don't know how to thank you. I'm Herb McCall.” “I'm Hamfist Hancock. No problem, Herb. I've been in your situation, and I understand completely.” Just like last time, Jolly 22 landed in the parking spot next to our airplane. I reached into my plane and grabbed the AR-15 and the Pentax, and then we climbed aboard the chopper. I went up to the cockpit and saw Vince. “Hey, Vince, we've got to stop meeting this way! I'm on my Champagne Flight” “You got that right, Hamfist. So am I.” Alpha took off his survival vest and guzzled down the water the PJ handed to him. When his vest was off, I saw the rank insignia on his shoulders. Alpha was a Brigadier General!

This advice is my opinion only! Goal: avoid being infected, and avoid being placed on No-Fly list! Now more than ever, preparation is key. If you are in the high-risk group (over 65, asthma, heart disease, other underlying disease) don’t fly. Avoid Low Cost Carriers (LCCs) Get vaccinated and take a photo of your vaccination card. Enhance your immunity with zinc lozenges and IGg. Don’t fly if you have a cold. If traveling overseas, check with State Department (www.travel.state.gov). Check with Centers for Disease Control (www.cdc.gov) for latest risk information, including quarantine requirements, at your destination. Consider travel medical insurance policy, including medevac. May be included in your platinum card. Keep all prescriptions with you, not checked bags. Use national pharmacy chain. Conditions changing day by day. Reminds me of how we improvised securing the cockpit post 9/11. Clothing: no shorts or flip-flops! I recommend long pants for women as well as men, and no high-heel shoes for women  I will discuss evacuation shortly Face mask - actually TWO face masks (in case head band breaks) carbon filter n95 aerotoxic syndrome - only B787 does not use bleed air from pneumatic system Bring empty water bottle - fill at filing station, not water fountain Anti-bacterial wipes Hand sanitizer - Bring up to 12 ounces of sanitizer - possibly screening delay Take your temperature before leaving home If it’s above 100 you may not be allowed on the airplane Get COVID test before/after trip Put ALL medications into hand-carried bags fanny pack even better Check in kiosk - use smart phone vs touch screen TSA bins probably filthy bin covers  Wash hands after TSA screening Consider taking disposable gloves Stay hydrated!  airline cabins have very low humidity low humidity makes it harder for your body to fight off viruses some aircraft, such as A350 and B787, have humidification systems. Don’t drink alcohol - many airlines no longer serve alcohol cabin typically at 8000 feet already party hypoxic being drunk is a type of hypoxia easier to get drunk at altitude Bring reading material, computer or kindle - DO NOT touch inflight magazine (if it exists) Disinfect ALL seat surroundings seat belt buckle armrests air vent safety information card tray table You may be sitting next to a total stranger - not all airlines block middle seats. Direct air vent onto yourself Pay attention to FA safety briefing DO NOT argue with FA, even if they're wrong! Lavatories - disinfect EVERYTHING you touch! flush handle faucet handles door handle faucet will not give you 20 seconds to wash hands AND water may not be safe! - use hand sanitizer instead disinfect everything again when you return to seat, including hands Evac - Keep your shoes on for takeoff and landing All occupants must be able to evacuate thru half exits in 90 seconds One FA per 50 pax, more if needed to pass evac test Luggage claim - sanitize luggage surfaces

      Originally posted in Marine Corps Gazette, September 2007 BURIAL AT SEA….. BY LT COL GEORGE GOODSON, USMC (RET) In my 76th year, the events of my life appear to me, from time to time, as a series of vignettes. Some were significant; most were trivial. War is the seminal event in the life of everyone that has endured it. Though I fought in Korea and the Dominican Republic and was wounded there, Vietnam was my war.       Lt. Col. George Goodson (Ret) and family Now 42 years have passed, and thankfully, I rarely think of those days in Cambodia , Laos, and the panhandle of North Vietnam where small teams of Americans and Montagnards fought much larger elements of the North Vietnamese Army. Instead I see vignettes: some exotic, some mundane: *The smell of Nuc Mam *The heat, dust, and humidity *The blue exhaust of cycles clogging the streets *Elephants moving silently through the tall grass *Hard eyes behind the servile smiles of the villagersBeauty and the Beast streaming *Standing on a mountain in Laos and hearing a tiger roar *A young girl squeezing my hand as my medic delivered her baby *The flowing Ao Dais of the young women biking down Tran Hung Dao AND…….. *My two years as Casualty Notification Officer in North Carolina, Virginia and Maryland It was late 1967. I had just returned after 18 months in Vietnam.  Casualties were increasing. I moved my family from Indianapolis to Norfolk, rented a house, enrolled my children in their fifth or sixth new school, and bought a second car. A week later, I put on my uniform and drove 10 miles to Little Creek, Virginia. I hesitated before entering my new office. Appearance is important to career Marines. I was no longer, if ever, a poster Marine. I had returned from my third tour in Vietnam only 30 days before. At 5’9″, I now weighed 128 pounds, 37 pounds below my normal weight. My uniforms fit ludicrously, my skin was yellow from malaria medication, and I think I had a twitch or two. I straightened my shoulders, walked into the office, looked at the nameplate on a Staff Sergeant’s desk and said, “Sergeant Jolly, I’m Lieutenant Colonel Goodson. Here are my orders and my Qualification Jacket.” Sergeant Jolly stood, looked carefully at me, took my orders, stuck out his hand; we shook and he asked, “How long were you there, Colonel?” I replied “18 months this time.” Jolly breathed, “You must be a slow learner Colonel.” I smiled. Jolly said, “Colonel, I’ll  show you to your office and bring in the Sergeant Major. I said, “No, let’s just go straight to his office.” Jolly nodded, hesitated, and lowered his voice, “Colonel, the Sergeant Major. He’s been in this job two years. He’s packed pretty tight. I’m worried about him.” I nodded. Jolly escorted me into the Sergeant Major’s office. “Sergeant Major, this is Colonel Goodson, the new Commanding Office. The Sergeant Major stood, extended his hand and said, “Good to see you again, Colonel.” I responded, “Hello Walt, how are you?” Jolly looked at me, raised an eyebrow, walked out, and closed the door. I sat down with the Sergeant Major. We had the obligatory cup of coffee and talked about mutual acquaintances. Walt’s stress was palpable. Finally, I said, “Walt, what the h-ll’s wrong?” He turned his chair, looked out the window and said, “George, you’re going to wish you were back in Nam before you leave here. I’ve been in the Marine Corps since 1939. I was in the Pacific 36 months, Korea for 14 months, and Vietnam for 12 months. Now I come here to bury these kids. I’m putting my letter in. I can’t take it anymore.” I said, “Okay Walt. If that’s what you want, I’ll endorse your request for retirement and do what I can to push it through Headquarters Marine Corps.” Sergeant Major Walt Xxxxx retired 12 weeks later. He had been a good Marine for 28 years, but he had seen too much death and too much suffering. He was used up. Over the next 16 months, I made 28 death notifications, conducted 28 military funerals, and made 30 notifications to the families of Marines that were severely wounded or missing in action. Most of the details of those casualty notifications have now, thankfully, faded from memory. Four, however, remain. MY FIRST NOTIFICATION………… My third or fourth day in Norfolk, I was notified of the death of a 19 year old Marine. This notification came by telephone from Headquarters Marine Corps. The information detailed: *Name, rank, and serial number. *Name, address, and phone number of next of kin. *Date of and limited details about the Marine’s death. *Approximate date the body would arrive at the Norfolk Naval Air  Station. *A strong recommendation on whether the casket should be opened or closed. The boy’s family lived over the border in North Carolina, about 60 miles away. I drove there in a Marine Corps staff car. Crossing the state line into North Carolina , I stopped at a small country store / service station / Post Office. I went in to ask directions. Three people were in the store. A man and woman approached the small Post Office window. The man held a package. The Store owner walked up and addressed them by name, “Hello John. Good morning Mrs. Cooper.” I was stunned. My casualty’s next-of-kin’s name was John Cooper! I hesitated, then stepped forward and said, “I beg your pardon. Are you Mr. and Mrs. John Cooper of (address.) The father looked at me – I was in uniform – and then, shaking, bent at the waist, he vomited. His wife looked horrified at him and then at me. Understanding came into her eyes and she collapsed in slow motion. I think I caught her before she hit the floor. The owner took a bottle of whiskey out of a drawer and handed it to Mr. Cooper who drank. I answered their questions for a few minutes. Then I drove them home in my staff car. The store owner locked the store and followed in their truck. We stayed an hour or so until the family began arriving. I returned the store owner to his business. He thanked me and said, “Mister, I wouldn’t have your job for a million dollars.” I shook his hand and said; “Neither would I.” I vaguely remember the drive back to Norfolk. Violating about five Marine Corps regulations, I drove the staff car straight to my house.  I sat with my family while they ate dinner, went into the den, closed the door, and sat there all night, alone. My Marines steered clear of me for days. I had made my first death notification THE FUNERALS………. Weeks passed with more notifications and more funerals. I borrowed Marines from the local Marine Corps Reserve and taught them to conduct a military funeral: how to carry a casket, how to fire the volleys and how to fold the flag. When I presented the flag to the mother, wife, or father, I always said, “All Marines share in your grief.” I had been instructed to say, “On behalf of a grateful nation….” I didn’t think the nation was grateful, so I didn’t say that. Sometimes, my emotions got the best of me and I couldn’t speak. When that happened, I just handed them the flag and touched a shoulder. They would look at me and nod. Once a mother said to me, “I’m so sorry you have this terrible job.” My eyes filled with tears and I leaned over and kissed her. ANOTHER NOTIFICATION………. Six weeks after my first notification, I had another. This was a young PFC. I drove to his mother’s house. As always, I was in uniform and driving a Marine Corps staff car. I parked in front of the house, took a deep breath, and walked towards the house. Suddenly the door flew open, a middle-aged woman rushed out. She looked at me and ran across the yard, screaming “No! No! No! No!! I hesitated. Neighbors came out. I ran to her, grabbed her, and whispered stupid things to reassure her. She collapsed. I picked her up and carried her into the house.  Eight or nine neighbors followed. Ten or fifteen minutes later, the father came in followed by ambulance personnel. I have no recollection of leaving.Watch Full Movie Online Streaming Online and Download The funeral took place about two weeks later. We went through the drill. The mother never looked at me. The father looked at me once and shook his head sadly. ANOTHER NOTIFICATION………. One morning as I walked into the office, the phone was ringing.  Sergeant Jolly held the phone up and said, “You’ve got another one, Colonel.” I nodded, walked into my office, picked up the phone, took notes, thanked the officer making the call and hung up. Jolly, who had listened, came in with a special telephone directory that translates telephone numbers into the person’s address and place of employment. The father of this casualty was a longshoreman. He lived a mile from my office. I called the Longshoreman’s Union Office and asked for the business manager. He answered the phone, I told him who I was, and asked for the father’s schedule. The business manager asked, “Is it his son?” I said nothing. After a moment, he said, in a low voice, “Tom is at home today.” I said, “Don’t call him. I’ll take care of that.” The business manager said, “Aye, Aye Sir,” and then explained, “Tom and I were Marines in WWII.” I got in my staff car and drove to the house. I was in uniform. I knocked and a woman in her early forties answered the door. I saw instantly that she was clueless. I asked, “Is Mr. Smith home?” She smiled pleasantly and responded, “Yes, but he’s eating breakfast now.  Can you come back later?” I said, “I’m sorry. It’s important. I need to see him now.” She nodded, stepped back into the beach house and said, “Tom, it’s for you.” A moment later, a ruddy man in his late forties, appeared at the door. He looked at me, turned absolutely pale, steadied himself, and said, “Jesus Christ man, he’s only been there three weeks!” Months passed. More notifications and more funerals. Then one day while I was running, Sergeant Jolly stepped outside the building and gave a loud whistle, two fingers in his mouth and held an imaginary phone to his ear. Another call from Headquarters Marine Corps. I took notes, said, “Got it.” and hung up. I had stopped saying “Thank You” long ago. Jolly, “Where?” Me, “Eastern Shore of Maryland . The father is a retired Chief Petty Officer. His brother will accompany the body back from Vietnam.” Jolly shook his head slowly, straightened, and then said, “This time of day, it’ll take three hours to get there and back. I’ll call the Naval Air Station and borrow a helicopter. And I’ll have Captain Tolliver get one of his men to meet you and drive you to the Chief’s home.” He did, and 40 minutes later, I was knocking on the father’s door. He opened the door, looked at me, then looked at the Marine standing at parade rest beside the car, and asked, “Which one of my boys was it, Colonel?” I stayed a couple of hours, gave him all the information, my office and home phone number and told him to call me, anytime. He called me that evening about 2300 (11:00 PM). “I’ve gone through my boy’s papers and found his will. He asked to be buried at sea. Can you make that happen?” I said, “Yes I can, Chief. I can and I will.” My wife who had been listening said, “Can you do that?” I told her, “I have no idea. But I’m going to die trying.” I called Lieutenant General Alpha Bowser, Commanding General, Fleet Marine Force Atlantic, at home about 2330, explained the situation, and asked, “General, can you get me a quick appointment with the Admiral at Atlantic Fleet Headquarters?” General Bowser said,” George, you be there tomorrow at 0900. He will see you. I was and the Admiral did. He said coldly, “How can the Navy help the Marine Corps, Colonel.” I told him the story. He turned to his Chief of Staff and said, “Which is the sharpest destroyer in port?” The Chief of Staff responded with a name. The Admiral called the ship, “Captain, you’re going to do a burial at sea. You’ll report to a Marine Lieutenant Colonel Goodson until this mission is completed.” He hung up, looked at me, and said, “The next time you need a ship, Colonel, call me. You don’t have to sic Al Bowser on me.” I responded, “Aye Aye, Sir” and got out of his office in a hurry. I went to the ship and met with the Captain, Executive Officer, and the Senior Chief. Sergeant Jolly and I trained the ship’s crew for four days. Then Jolly raised a question none of us had thought of. He said, “These government caskets are air tight. How do we keep it from floating?” All the high priced help including me sat there looking dumb. Then the Senior Chief stood and said, “Come on Jolly. I know a bar where the retired guys from World War II hang out.” They returned a couple of hours later, slightly the worse for wear, and said, “It’s simple; we cut four 12″ holes in the outer shell of the casket on each side and insert 300 lbs. of lead in the foot end of the casket. We can handle that, no sweat.” The day arrived. The ship and the sailors looked razor sharp. General Bowser, the Admiral, a US Senator, and a Navy Band were on board. The sealed casket was brought aboard and taken below for modification. The ship got underway to the 12-fathom depth. The sun was hot. The ocean flat. The casket was brought aft and placed on a catafalque. The chaplain spoke. The volleys were fired. The flag was removed, folded, and I gave it to the father. The band played “Eternal Father Strong to Save.” The casket was raised slightly at the head and it slid into the sea. The heavy casket plunged straight down about six feet. The incoming water collided with the air pockets in the outer shell. The casket stopped abruptly, rose straight out of the water about three feet, stopped, and slowly slipped back into the sea.  The air bubbles rising from the sinking casket sparkled in the in the sunlight as the casket disappeared from sight forever. The next morning I called a personal friend, Lieutenant General Oscar Peatross, at Headquarters Marine Corps and said, “General, get me out of here. I can’t take this anymore.” I was transferred two weeks later. I was a good Marine but, after 17 years, I had seen too much death and too much suffering. I was used up. Vacating the house, my family and I drove to the office in a two-car convoy. I said my goodbyes. Sergeant Jolly walked out with me. He waved at my family, looked at me with tears in his eyes, came to attention, saluted, and said, “Well done, Colonel. Well done.” I felt as if I had received the Medal of Honor!

  From FAA: Advanced Qualification Program (AQP) The Advanced Qualification Program (AQP) training system is developed using a systematic training program methodology. AQP is a voluntary, data-driven, alternative means of compliance to the ‘traditional’ regulatory requirements under 14 CFR Parts 121 and 135 for training and checking. Under the AQP performance-based regulatory framework of 14 CFR Subpart Y, FAA is authorized to vary from traditional prescriptive requirements under 14 CFR 121 Subparts N and O (i.e., ‘traditional training’), subject to justification of an equivalent or better level of safety. As part of the systematic development process, AQP requires a front-end analysis of both training and operational data to establish proficiency objective requirements for all aspects of training. Unlike traditional aviation training, AQP provides a multitude of training and safety benefits including data-driven improvement and program flexibility; integration of CRM; crew evaluation; planned hours (i.e., ‘trained-to-proficiency’); and scenario-based training and evaluations. Technical assistance and policy support provided by the Training and Simulation Group Email Air Transportation Division or call (202)-267-8166 AQP Summary Topics At-A-Glance Objectives & Principles Benefits Phased Development Training System Documents Question Answer Notes What and Who AQP is a voluntary, alternative method for qualifying, training, and certifying crewmembers and operations personnel, such as:PilotsFlight AttendantsInstructors and EvaluatorsDispatchersOther operations personnel (as applicable) AQP is an alternative to ‘traditional’ training programs, which are defined under part 121 Subparts N & O - and are based on a prescriptive rule that assumes a “one size fits all” approach to training.AQP encourages innovation in the methods and technology that are used during instruction and evaluation.AQP is a process (or performance-based rule) that allows for customized training to the certificate holder’s unique demographic and flight operation. Why AQP was established to allow a greater degree of regulatory flexibility in the approval of innovative training programs.AQP improves flight crewmember performance by providing alternative means of compliance with traditional training rules and promotes the innovative use of modern technology for flight crewmember training. The AQP methodology directly supports the FAA’s goals for safety enhancement, through data-informed, and data-driven improvement.Catalyst for this alternative method of compliance proposal was airline training management familiarity with instructional systems design (ISD), and proficiency-based training experience from military flight training programs. When AQP was introduced in 1990 under SFAR 58 special rule.AQP regulatory codification was published in 2005 as 14 CFR Part 121 Subpart Y. In contrast to original traditional training rules from the late 1950’s and updated in the early 1970’s with the advancement of aircraft simulation technologies, and a recognized need to introduce CRM to training programs. How Many 90% of Large 121 carriers(over 1000 pilots) utilize AQP100% of Medium size 121 carriers( 501-999 pilots)5% of Small size 121 carriersOver 90% of U.S. airline pilots train under AQP 95% of small 121 carriers(less than 500 pilots) choose compliance with traditional training rulesTo date, there are 71 active 121 carriers43 of those carriers still train under traditional Subparts N&O FAA ATP Practical Test Standards

Shinji Maeda is a Shin-Issei who is active in our community as founder and president of Aero Zypangu Project, a 501c3 non-profit organization he founded with his supporters. Its mission is “to provide opportunities and experiences that inspire hope, strength, and joy in people with disabilities, in youngsters, and in their families through aviation activities.” Through his motivational lectures and discovery flight lessons, Shinji delivers his message, “Nothing is impossible,” through his own life experiences. Shinji began dreaming about becoming a pilot when he was a kindergartener. “The view of Tokachi Plain looking down from my flight back from Tokyo, which was my first trip out from Hokkaido, was so beautiful. I remember I was convinced to become a pilot to see this kind of scenery all the time.” As a child, Shinji loved looking up at the sky from his father’s farmland, thinking about becoming a pilot. After graduating from junior high school, he left his parents’ home to attend Japan Aviation High School in Yamanashi Prefecture, west of Tokyo. From there, he was admitted to the Department of Aerospace Engineering at the College of Science and Technology, Nihon University. As he was striving toward his dream, he experienced a major setback in his first year of college. He was hit by a car on the street and lost sight in his right eye.   In Japan, you cannot be a pilot with sight in only one eye. “Many adults back then advised me that it’s almost impossible for people with disabilities to play an active role in the aviation industry. I had been thinking about life only as a pilot, so I was totally lost,” says Shinji. He even thought about suicide. But harsh words from his high school teacher, who called him from Yamanashi, saved Shinji. His teacher told him, “Even if you die, the world will just forget about you and nothing will change. I will forget you, too. If you die here, you are the loser. The only thing that happens is that your parents will cry for you throughout the rest of their lives.” All his friends from high school and college also supported him in chasing his dream of becoming a pilot.   After graduating from Nihon University, he moved to the United States to earn a master’s degree at Embry-Riddle Aviation University, Prescott, Arizona, with the aim of finding a job in the aviation industry as his career. “I realized that I cannot pursue my dream if I stay in Japan. I did research to find colleges outside of Japan which offer master’s programs in risk management, which I started to become interested in after I suffered from the car accident. Embry-Riddle was the only option.” After graduating from Embry-Riddle, he started working as a technical coordinator at the North American Headquarters of ShinMaywa Industries, Ltd. in California. “This very first opportunity for me to work in the aviation industry gave me great understanding about aerospace production and its industry,” says Shinji. After working a few years at ShinMaywa, he was headhunted by his client at Boeing. “It was a great surprise for me. I never thought that I could get a job at Boeing!” Now he has been working as a manufacturing operation specialist at Boeing for 13 years. “My job is to analyze how to efficiently build the wings of airplanes and manage the process,” says Shinji. He has been successfully working in the aviation industry which he was told was “impossible.” Another turning point for him came when he was on a long-term business trip in Japan for Boeing. “It was more than ten years after I moved to the United States. But I realized that the sky in Japan had not changed. There were no pilots with disabilities in Japan,” says Shinji. He also questioned how most engineers in the Japanese aviation industry had no experience flying aircraft. He wanted to change this situation. When he returned to the United States, he obtained a license as a commercial pilot. He had previously obtained licenses as a non-commercial pilot and a flight instructor. Although he had already started delivering motivational lectures at different educational institutions, he then launched the Aero Zypangu Project to officially start his activities. With his instructor’s license, he began leading “Discovery Flights” where anyone can hold the control stick on his airplane and experience flying. “My message with Discovery Flight is ‘you can be a pilot!’” It does not have to be only for those who want to become pilots. “It is important to give confidence to young people through this ‘I can do it’ experience,” explains Shinji. He also started to warm up to the concept of a round-the-world flight mission to spread his “you can do it” message even further. Carrying out the round-the-world flight as a pilot and aviation engineer “Lucy” is the aircraft that Shinji took off in on May 1. She is a Beechcraft Bonanza made in 1963.   “I purchased her from my former boss at ShinMaywa. He gave me a very reasonable price after I told him about my round-the-world flight mission,” says Shinji. It was a long process after the purchase. “It took about four years. I worked with professional engineers who are experts in different areas to retrofit her. We replaced her engine, propeller, navigation system, etc.” This process was possible because of his career background. “Honestly, I used to be worried about whether or not I could really go around the world with such an old aircraft,” he confesses. “At that time, I met Adrian Eichhorn, who made a successful round-the-world flight with the same Beechcraft Bonanza 1963 aircraft in 2016.” When Shinji contacted Adrian, his reply was very curt, as he assumed Shinji was not serious like many other inquirers. But after looking at Shinji’s serious plan in progress, Adrian messaged Shinji, “Sorry, I wish I had cooperated earlier. I will help you out.” After that, Adrian frequently visited Seattle from his base in Washington, D.C. to help Shinji and his mechanics team retrofit Lucy. With each retrofit, Shinji became fascinated by Lucy’s old charm.   “Her aircraft body smells like the age of 1963. Through her, I can feel what the engineers in that era used to think when building the aircraft. It is quite interesting as an engineer. She is a beautifully crafted airplane.” Now, it is an age where new technology is always highlighted and appraised. However, “I feel this mission can also demonstrate the beauty of retrofitting old things. I want to prove that this old aircraft can go around the world if refurbished to the best condition.” Flying around the world is a big project. It includes over ten hours of intercontinental travel from Canada to Ireland, as well as from Japan to Seattle. There will be many risks involved. Does Shinji have any worries? “Of course, there are risks. However, since I am not visiting dangerous areas such as war zones, all risks can be under control. I can minimize risks by preparing for them,” says Shinji. During the four-year preparation period, he did all he could do to retrofit Lucy to the best possible condition. Through the connection with Adrian, who used to work as a commercial pilot, Shinji was able to conduct various flight trainings for possible accidents. His flight route was thoughtfully planned, including refueling spots and safe accommodations. Adrian gave Shinji much advice from his previously successful mission. Obtaining visas to enter different countries and understanding COVID-19 safety regulations were also part of his preparations. “So, once I leave for the mission, all I have to do is keep flying.” Message for the next generation In 2019, Shinji’s father, who always encouraged him to pursue his dream, passed away. With his wife Makiko and their children. Shinji met her at work, as Makiko also used to work in the aerospace industry. “When I was so worried about financing, as I spent on Lucy as much as I would to buy a house, I earnestly told her about giving up the round-the-world mission. Makiko was mad at me and told me ‘don’t give up just because of money.’” Makiko is the most understanding person of Shinji’s projects. “When he was lying in the hospital bed, my father told me, “I finally understand how you felt when you were hospitalized for months after the car accident. It must have been hard for you as an 18-year-old young man. Everyone faces their own obstructions, small and large. You have overcome yours and your dreams have come true. Tell more people what you did so others can do it, too. “This was the last message from my father and it made me determined to complete the round-the-world flight mission.” “I think young people can feel hopeful by learning from a one-eyed ojisan (old man in Japanese) like me enjoying my own freedom, flying around the world, pursuing my dream,” remarks Shinji. “I indeed want to have young people especially with handicaps and disabilities to have dreams and step forward with them.” His passion and energy simply pursuing his dreams flying around-the-world on his own should surely inspire people in the current pandemic recovery period.

"An era can be said to end when its basic illusions are exhausted” - Arthur Miller From War On The Rocks: DON’T FAIL AMERICA’S ALLIES: THE PLIGHT OF AFGHANS LEFT BEHIND FRANCE HOANGAUGUST 16, 2021COMMENTARY   President Joe Biden failed America’s allies — and my family — in 1975. He should not repeat his mistake in 2021. My mother was a Vietnamese national who risked her life working for the U.S. naval attaché in Saigon. My father was a South Vietnamese army officer. In April of 1975, as communist forces closed in on Saigon, the fate of my family and tens of thousands of other Vietnamese allies hung in the balance as President Gerald Ford and congressional leaders debated. Today, America faces a similar challenge as the Taliban control the capital of Afghanistan, the United States evacuates its embassy, and the lives of America’s Afghan allies and their families hang in the balance. Back then Ford showed remarkable leadership by appealing to the American people on television, despite popular opinion against the evacuation. Lacking a mandate from Congress, the president used executive authority to rescue 130,000 Vietnamese allies in a single month, relocating them to Guam. My family and I were among those liberated. Ford faced marked opposition from key members of Congress, including then-Sen. Joe Biden. On April 23, the same day my family boarded a U.S. Air Force C-141 Starlifter for Guam, Biden took to the Senate floor and stated, “The United States has no obligation to evacuate [one], or 100,001, South Vietnamese.” Had Biden prevailed in his view that day, I and 130,000 other Vietnamese who had worked hard for the United States — and their families — would have suffered the fate that befell those not rescued: reeducation camps, torture, and death. I would have likely grown up an orphan in communist Vietnam instead of an immigrant in a free America. Biden seemed to soften his view because in May 1975, he supported legislation to bring Vietnamese allies to the United States. In 2020, he went as far to express his explicit support for this cause in an op-ed published in a Vietnamese newspaper. After coming to the United States, we lived with a sponsor family before settling into a home in Tumwater, Washington. Growing up, I learned about my family’s exodus and felt a deep sense of gratitude and obligation to the United States and to the men and women who served in Vietnam. In order to repay that debt, I attended West Point, followed by five years on active duty. I continued my service as a lawyer, eventually working in the White House as an associate counsel to President George W. Bush. When I left the White House, I recommissioned as a U.S. Army captain and served in Afghanistan as part of Operation Enduring Freedom with a U.S. Army special forces company. In Afghanistan, my fellow soldiers and I placed our lives in the hands of Afghan interpreters, analysts, and other Afghan allies daily. In turn they risked their lives for us. Like the communists in Vietnam, the Taliban in Afghanistan hold a dim view of those Afghans who worked alongside Americans. Several Afghan allies were killed during my time in Afghanistan by Taliban forces. I vividly remember one who told us that helping Americans would cost him his life. Days later he was found killed, the cell phone he used to communicate with our company shoved in his mouth. Just weeks ago, I was contacted by one of my Afghan allies, Jabar, who now resides in Kabul with his family. Jabar and thousands of others were startled by Biden’s decision to formally withdraw from Afghanistan no later than Sept. 11 of this year. While the United States has a system in place to process special immigrant visa applicants like Jabar, it is simply broken. Current estimates place the backlog at more than 18,000 applicants along with over 53,000 dependents. And now, it is too late. With Kabul under Taliban control, America’s Afghan allies are out of time. I fear every day for the safety of Jabar and his family. I cannot help but see in them my own family’s uncertain fate 46 years ago. Once again history has put Biden in a position where he needs to decide where he stands. On July 14, his administration announced that it would airlift Afghan allies and their families through Operation Allies Refuge. However, announcing an airlift is not the same as completing one. To date, only 1,200 of the estimated 18,000 eligible Afghan allies and their families have been airlifted to safety. Tens of thousands of Afghan allies and their families still face persecution, torture, or death. Biden and his administration can and need to do better. My family and I were rescued from communist forces in 1975 because Ford provided the leadership and resources to overcome the tremendous bureaucratic and logistical hurdles involved in evacuating 130,000 Vietnamese allies within weeks. Biden has failed to do the same in 2021. What Biden should do is, using existing authorities, immediately designate America’s Afghan allies and their families as parolees. These parolees should then be marshalled at Kabul under the protection of rapidly deployed U.S. forces, before evacuation to a location outside Afghanistan for care and processing. The full and vast capabilities of the U.S. Air Force supplemented by contractor aircraft should be used to complete this urgent airlift. The administration can then determine, in coordination with Congress, which individuals will be resettled in the United States and implement a plan to do so properly. Finally, Biden should immediately and clearly state his public support for this effort and back his words by empowering the secretary of state and secretary of defense to take all actions necessary for the United States to fulfill its moral obligation to its Afghan allies. There is still time to save Jabar, his family, and the tens of thousands of Afghan allies like them who risked their lives alongside soldiers like myself. France Hoang commissioned twice as a U.S. Army officer, served as an associate White House counsel to President George W. Bush, and is the co-founder and chief strategy officer of boodleAI and a partner at the law firm of FH+H.   https://youtu.be/q6FZ6aFbNvY 

Body-for-LIFE has become a best-selling book in the United States, and millions of Americans have regained control of their lives through this fitness/nutrition program. In May 2000, as a fat 55-year-old with a 36-inch waist, I accepted the challenge. Eighty-four days later, I was fitter than at any time in my life— including my time as a college gymnast—and I’d lost 25 pounds of fat and sported a 32-inch waist.  At the end of the year, I was honored by being selected first runner-up for the men-over-50 category, becoming one of the 37 champions selected from the 700,000 people who had entered the 2000 challenge.  Over the past 2 years, I have helped hundreds of airline employees, mostly pilots, complete their own transformations. Almost all of them initially felt that this program would be great for someone with regular, predictable hours but would just be incompatible with the airline lifestyle. I’d like to pass on some tips for success that worked for me and, subsequently, for them. And I’d like to share some thoughts on what to do when you find yourself on a layover in the Bates Motel, with ‘nary a workout facility within a country mile.  Actually, when you think about it, probably no group of people in the world should be more successful on a fitness/nutrition program than airline pilots. At the heart of the program is the concept of setting goals and then following a specific plan to reach those goals.  And that is something we airline pilots do for a living! On every flight we have a goal, such as safely and efficiently flying from Chicago to Denver. And we have a specific plan to do it, such as flying the O’Hare departure, direct DBQ, then J84 to SNY, then picking up the LANDR arrival to DEN.  On the way, we may have to take a reroute for weather, or deviate around buildups, but we still do what we’re told: we salute smartly and, overall, follow the magenta line.  So following a simple plan that tells us when and what to eat, and when to exercise is really a walk in the park for us. It’s in our genes! The only hard part is deviating around the buildups (ground delays that cause our crew day to stretch out ad infinitum, missing crew meals, getting to the hotel after the exercise room has closed, etc.).  The first part of your mission, should you accept it, is deciding on realistic goals. This can be tricky. If you choose goals that are too easy to attain, when you finish the 12 weeks you’ll feel little sense of accomplishment. And if you select goals that are unreachable, you’ll feel like a failure.  Let me suggest that you choose goals that seem slightly out of reach, goals that, if you heard of someone else achieving them, would really impress you. And remember, no hard-and-fast rule says you can’t change your goals along the way. Just as you sometimes divert to an alternate rather than continue to the destination, you may amend your goals if they appear to be too easily achieved once you’re under way.  The more specific the goals are, the easier measuring your progress will be. For example, "I want to lose weight" is a goal that is easy to measure, but not specific enough to judge your success. If you lose one pound in 12 weeks, were you successful? How about 10 pounds? A better goal would be "I want to lose 10 pounds of fat in the next 12 weeks." That’s a measurable, achievable goal. Similarly, "I want to lose 2 inches off my waist" is measurable and achievable.  Because 61 percent of the adult American population is overweight, I assume that at least one of your goals is to lose fat. We frequently fall into the trap of equating losing weight with losing fat, and I’d like to discuss this for a moment.  Many of the yo-yo diets that have been popular in the past (and successful in the short term and very unsuccessful in the long term) emphasize losing weight, rather than losing fat. Much of their short-term success is based on losing water weight and muscle. Because muscle weighs more than fat, you can indeed lose a lot of weight by allowing your muscle mass to deteriorate. And since muscles hold water, you will also lose weight from water loss.  Losing fat is a different matter. Fat is not very dense, so you need to lose a lot of fat before you notice it on the scale. But you will quickly notice it by the way your clothes fit. So I suggest you measure your bodyfat percentage, rather than your weight. You can do this rather easily with a set of plastic calipers, available for about $20 from most health food stores. In my opinion, the absolute best way to use a scale is to stand squarely on both feet in front of the scale. Carefully bend over and lift the scale with both hands. Now, carry it over to the garbage can and throw the damned thing out! Since you probably won’t do this, at least get into the habit of measuring your bodyfat at the same time you weigh yourself.  Eating six small, balanced meals each day can be problematic when you’re flying a trip. This works out, roughly, to a meal every 3 hours. Even on a short domestic flight, you’ll probably be sitting in the cockpit for at least 3 hours counting preflight and ground taxi times. Unless you eat right before enplaning and are lucky enough to have minimal ground delays, you will probably need to eat some of your meals in the cockpit.  A little planning here goes a long way. If your airline boards customized crew meals, you might be able to eat a meal that’s right along the lines of the program, courtesy of your employer. For example, at United, I order the lighter-choice chicken crew meal. It’s a chicken breast about the size of my outstretched palm (one of the standard Body-for-LIFE measurements), a scoop of rice about the size of my clenched fist (the other standard measurement), and lots of vegetables. Now, that’s a perfect meal!  In this program, a meal ideally will consist of equal portions of protein and carbohydrates, plus lots of vegetables. A portion is an amount about the size of your outstretched palm or clenched fist. Of course, you won’t always get a crew meal. That’s where the planning comes in. A lot of meal replacement bars are available and are excellent. Be sure to look at the nutritional information and make sure that the bar contains about equal portions of protein and carbohydrate. Most of the "weight loss" bars do not qualify, as they contain lots of carbs and very little protein.  Another option is ready-to-drink shakes made by EAS, the sponsor of the Body-for-LIFE Transformation Challenge. These are slightly smaller than a soft drink can, and I usually have a few stashed in my flight bag, along with a few bars. I also have at least three for each day of my trip packed in my suitcase. The residual advantage of this is that you get a great workout just lifting your bag at the beginning of the trip!  Healthy eating on your layover can also present a challenge. If you find yourself out in the boonies along a motel strip with only fast food available, you need to get creative. Eating a healthy meal at virtually every fast-food chain in America is possible, but you need to pay attention to what’s on the menu.  First, you need to forget about anything that’s fried—no french fries, no fried chicken patties, no onion rings. Next, be sure to order your sandwich without mayonnaise. If you want to spice up the taste a bit, add catsup yourself. Get all the lettuce and tomatoes on your sandwich you can. It will give you a feeling of satiety, and make your meal healthier. I opt for the Chicken McGrill without mayo at McDonald’s when I’m forced to go the fast-food route. Most of the yuppie restaurant chains have something relatively healthy on their menus. For example, at Outback Steakhouse, the salmon dinner is an excellent choice: a large salmon filet, a nice assortment of vegetables, and a rice pilaf.  The only problem is that it’s about twice the size of an ideal meal. As soon as I get my entrée, I cut it in half and put one part of it in a takeout box. If you have a refrigerator in your room, you can save it for later. I suppose another choice is to split the meal with your flying partner, if he or she goes to dinner with you. Of course, if you pay for it, you’ll probably find yourself expelled from the Captains Club!  When it comes to alcohol on layovers, I’ve learned to "Just Say No." It doesn’t take many beers to completely ruin your nutrition program. If you can nurse one drink for the entire evening, fine; otherwise, I suggest you go without. I’ve found that the workout facilities at my layover hotels have ranged from fabulous to dismal. Because the basis of the exercise program is to preplan your workouts in advance, this can present a problem. If you’re set for a lower-body day, for example, and no weights of any kind are in the workout room, maybe you need to swap around your lower body and cardio days. Just like deviating around the buildup, we may need to deviate in our workout plan. Trust me, missing one workout in its proper order will not sidetrack your program.  What if you arrive in the evening at the hotel, the one with the fabulous workout room, only to find the room closed? Well, that’s when the in-room workout plan takes over. You can get a terrific workout right in your room with very little in the way of equipment. I strongly suggest you include a stretch band and a jump rope in your suitcase. They take up very little space and can work wonders in a pinch. Unless you’re on the ground floor, I don’t recommend jumping rope in your room, but you can usually find someplace in the hotel where you won’t disturb anyone.  Jumping rope is a skill unto itself, so you may have some difficulty initially, but it’s a great cardio workout. A typical 20-minute rope jumping session burns about 250 calories. Stretch-band exercises are limited only by your imagination. You can usually improvise a stretch-band exercise that’s pretty close to the free-weight or machine exercise you were planning on doing. Let’s not forget the two pieces of weightlifting equipment you brought with you: your suitcase and your flight bag. Remove some manuals or add the hotel phone book, and you can customize your flight bag to just about any weight you want. This adjustable weight can be used for one-arm rows, curls, two-hand presses, and squats. Don’t forget dips between chairs, with your feet on the bed. And as long as you have a few feet of floor space, you can get a great ab workout by doing crunches with your feet up on the bed, and a great tricep/chest workout by doing pushups with your feet on the bed.  Frankly, although workout rooms are fun to go to just to stand around and flex and look in the mirrors that are everywhere, I’d be lying if I said I needed them for a complete workout. If you’re longing to regain that lost fitness of your youth, you could not start at a better time than now. And, in my opinion, you can get no better all-around program for doing it than Body-for LIFE. You can find additional information on fitness for the airline pilot at www.airlinefitness.com. Start now, and in less than 3 months, you could be looking at a slimmer, fitter you staring back in the mirror. 

Flight 401 departed JFK Airport in New York on Friday, December 29, 1972, at 21:20 EST, with 163 passengers and 13 crew members on board. The flight was routine until 23:32, when the plane began its approach into Miami International Airport. After lowering the gear, First Officer Stockstill noticed that the landing gear indicator, a green light identifying that the nose gear is properly locked in the "down" position, had not illuminated. This was later discovered to be due to a burned-out light bulb. The landing gear could have been manually lowered, nonetheless. The pilots cycled the landing gear, but still failed to get the confirmation light. Loft, who was working the radio during this leg of the flight, told the tower that they would discontinue their approach to their airport and requested to enter a holding pattern. The approach controller cleared the flight to climb to 2,000 ft (610 m), and then hold west over the Everglades. The cockpit crew removed the light assembly, and Second Officer Repo was dispatched to the avionics bay beneath the flight deck to confirm via a small porthole if the landing gear was indeed down. Fifty seconds after reaching their assigned altitude, Captain Loft instructed First Officer Stockstill to put the L-1011 on autopilot. For the next 80 seconds, the plane maintained level flight. Then, it dropped 100 ft (30 m), and then again flew level for two more minutes, after which it began a descent so gradual it could not be perceived by the crew. In the next 70 seconds, the plane lost only 250 ft (76 m), but this was enough to trigger the altitude warning C-chord chime located under the engineer's workstation. The engineer (Repo) had gone below, and no indication was heard of the pilots' voices recorded on the CVR that they heard the chime. In another 50 seconds, the plane was at half its assigned altitude. As Stockstill started another turn, onto 180°, he noticed the discrepancy. The following conversation was recovered from the flight voice recorder later:Stockstill: We did something to the altitude.Loft: What?Stockstill: We're still at 2,000 feet, right?Loft: Hey—what's happening here? Less than 10 seconds after this exchange, the jetliner crashed:Cockpit area microphone (CAM): [Sound of click]CAM: [Sound of six beeps similar to radio altimeter increasing in rate]CAM: [Sound of initial impact] The location was west-northwest of Miami, 18.7 mi (30.1 km) from the end of runway 9L. The plane was traveling at 227 miles per hour (197 kn; 365 km/h) when it hit the ground. With the aircraft in mid-turn, the left wingtip hit the surface first, then the left engine and the left landing gear, making three trails through the sawgrass, each 5 ft (1.5 m) wide and over 100 ft (30 m) long. When the main part of the fuselage hit the ground, it continued to move through the grass and water, breaking up as it went. The TriStar's port outer wing structure struck the ground first, followed by the No. 1 engine and the port main undercarriage. The disintegration of the aircraft that followed scattered wreckage over an area 1,600 ft (500 m) long and 330 ft (100 m) wide in a southwesterly direction. Only small fragments of metal marked the wingtip's first contact, followed 49 ft (15 m) further on by three massive 115 ft (35 m) swaths cut through the mud and sawgrass by the aircraft's extended undercarriage before two of the legs were sheared off. Then came scattered parts from the No. 1 (port) engine, and fragments from the port wing itself and the port tailplane. About 490 feet (150 m) from the wingtip's initial contact with the ground, the massive fuselage had begun to break up, scattering components from the underfloor galley, the cargo compartments, and the cabin interior. At 820 ft (250 m) along the wreckage trail, the outer section of the starboard wing tore off, gouging a 59-foot-long (18 m) crater in the soft ground as it did so. From this point on, the breakup of the fuselage became more extensive, scattering metal fragments, cabin fittings, and passenger seats widely. The three major sections of the fuselage—the most intact of which was the tail assembly—lay in the mud towards the end of the wreckage trail. The fact that the tail assembly—rear fuselage, No. 2 tail-mounted engine, and remains of the empennage—finally came to rest substantially further forward than other major sections, was probably the result of the No. 2 engine continuing to deliver thrust during the actual breakup of the aircraft. No complete cross-section of the passenger cabin remained, and both the port wing and tailplane were demolished to fragments. Incongruously, not far from the roofless fuselage center section with the inner portion of the starboard wing still attached, lay a large, undamaged and fully inflated rubber dinghy, one of a number carried on the TriStar in the event of an emergency water landing. The breakup of the fuselage had freed it from its stowage and activated its inflation mechanism. Robert "Bud" Marquis (1929–2008), an airboat pilot, was out frog gigging with Ray Dickinsin (1929–1988) when they witnessed the crash. They rushed to rescue survivors. Marquis received burns to his face, arms, and legs—a result of spilled jet fuel from the crashed TriStar—but continued shuttling people in and out of the crash site that night and the next day. For his efforts, he received the Humanitarian Award from the National Air Disaster Alliance/Foundation and the "Alumitech – Airboat Hero Award", from the American Airboat Search and Rescue Association. In all, 75 survived the crash—67 of the 163 passengers and eight of the 10 flight attendants. Despite their own injuries, the surviving flight attendants were credited with helping other survivors and several quick-thinking actions such as warning survivors of the danger of striking matches due to jet fuel in the swamp water and singing Christmas carols to keep up hope and draw the rescue teams' attention, as flashlights were not part of the standard equipment on commercial airliners at the time. Of the cockpit crew, only flight engineer Repo survived the initial crash, along with technical officer Donadeo, who was down in the nose electronics bay with Repo at the moment of impact. Stockstill was killed on impact, while Captain Loft died in the wreckage of the flight deck before he could be transported to a hospital. Repo was evacuated to a hospital, but later succumbed to his injuries. Donadeo, the lone survivor of the four flight-deck occupants, recovered from his injuries. Frank Borman, a former NASA astronaut and Eastern's senior vice president of operations, was awoken at home by a phone call explaining of a probable crash. He immediately drove to Eastern's Miami offices and decided to charter a helicopter to the crash site as the swampy terrain made rescue difficult and Eastern had not heard any news of progress in rescue efforts. There he was able to land in a swampy patch of grass and coordinate rescue efforts. He accompanied 3 survivors on the helicopter to the hospital including a flight attendant and passenger who lost her baby in the crash. Most of the dead were passengers in the aircraft's midsection. The swamp absorbed much of the energy of the crash, lessening the impact on the aircraft. The mud of the Everglades may have blocked wounds sustained by survivors, preventing them from bleeding to death. However, it also complicated the survivors' recuperation, as organisms in the swamp caused infection, with the potential for gas gangrene. Eight passengers became infected; doctors used hyperbaric chambers to treat the infections. All the survivors were injured; 60 received serious injuries and 17 suffered minor injuries that did not require hospitalization. The most common injuries were fractures of ribs, spines, pelvises, and lower extremities. Fourteen survivors had various degrees of burns. The National Transportation Safety Board (NTSB) investigation discovered that the autopilot had been inadvertently switched from altitude hold to control wheel steering (CWS) mode in pitch. In this mode, once the pilot releases pressure on the yoke (control column or wheel), the autopilot maintains the pitch attitude selected by the pilot until he moves the yoke again. Investigators believe the autopilot switched modes when the captain accidentally leaned against the yoke while turning to speak to the flight engineer, who was sitting behind and to the right of him. The slight forward pressure on the stick would have caused the aircraft to enter a slow descent, maintained by the CWS system. Investigation into the aircraft's autopilot showed that the force required to switch to CWS mode was different between the A and B channels (15 vs. 20 lbf or 6.8 vs. 9.1 kgf, respectively). Thus, the switching to CWS in channel A possibly did not occur in channel B, thus depriving the first officer of any indication the mode had changed (channel A provides the captain's instruments with data, while channel B provides the first officer's). After descending 250 feet (76 m) from the selected altitude of 2,000 feet (610 m), a C-chord sounded from the rear speaker. This altitude alert, designed to warn the pilots of an inadvertent deviation from the selected altitude, went unnoticed by the crew. Investigators believe this was due to the crew being distracted by the nose gear light, and because the flight engineer was not in his seat when it sounded, so would not have been able to hear it. Visually, since it was nighttime and the aircraft was flying over the darkened terrain of the Everglades, no ground lights or other visual signs indicated the TriStar was slowly descending. Captain Loft was found during the autopsy to have an undetected brain tumor, in an area that controls vision. However, the NTSB concluded that the captain's tumor did not contribute to the accident. The final NTSB report cited the cause of the crash as pilot error, specifically: "the failure of the flight crew to monitor the flight instruments during the final four minutes of flight, and to detect an unexpected descent soon enough to prevent impact with the ground. Preoccupation with a malfunction of the nose landing gear position indicating system distracted the crew's attention from the instruments and allowed the descent to go unnoticed." In response to the accident, many airlines started crew resource management training for their pilots. The training is designed to make problem solving in a cockpit much more efficient, thus causing less distraction for the crew. Flashlights are now standard equipment near jumpseats, and all jumpseats are outfitted with shoulder harnesses.

Randall Brooks’ varied flying experience supports the advancement of APS’s unique flight training programs and advanced pilot training techniques. Randall joined APS in 2012 with seven years of experience in the UPRT field and more than 25 years of flight operations and training experience as a pilot and aviation manager. Prior to joining APS, Randall held multiple director of flight operations and director of flight training positions. While vastly skilled providing flight instruction in flight simulators, gliders, aerobatic aircraft, multi-engine jets, and military jet training aircraft, he finds UPRT the most challenging and gratifying as providing such training offers the greatest potential for worldwide aviation safety improvement. Randall served as the president of the Upset Prevention and Recovery Training Association (UPRTA), focusing on instructor and training program standardization. He has also served as the leader of training analysis for the International Committee for Aviation Training in Extended Envelopes (ICATEE), an international working group founded by the Royal Aeronautical Society. Randall has assisted in drafting FAA Advisory Circulars and other guidance material in the area of stall training and loss of control prevention, and has appeared as a subject matter expert for multiple Aviation Rulemaking Committee proceedings on these subjects. As an instructor pilot, Randall has over 25 years of experience in the delivery of all-attitude/all-envelope flight instruction. He served as a primary instructor for the FAA Flight Standardization Board’s evaluation of pilot training for a newly certified business jet aircraft and developed a unique training program combining both simulator and aircraft training for European aviation authorities. He was also instrumental in creating a required program of upset recovery instruction for customers of a certificated light jet aircraft. Randall is a 3 time Master CFI–Aerobatic and has over 13,500 hours of flight experience in over 100 different aircraft types. As an airshow demonstration pilot, he performed over 500 surface level aerobatic displays throughout North America and the Caribbean. He served as a member of numerous civilian formation aerobatic teams and flew formation aerobatics professionally for 19 years. Randall’s diverse airshow experience includes demonstration of a single-engine jet aircraft prototype and leading a two-ship sailplane team. As the director of operations for the Red Baron Squadron, he was responsible for the formation training and airshow qualification of all pilots of a seven-ship fleet of aerobatic aircraft. Randall holds a degree in Aerospace Engineering from the University of Colorado. In the field of flight simulation, Randall worked as a flight test engineer creating and executing a test plan to gather data for flight simulator development and has evaluated operational and research simulators assessing their upset recovery training potential and capabilities. In 2019, he received the NBAA Dr. Tony Kern Professionalism Award recognizing individual aviation professionals who have demonstrated their outstanding professionalism and leadership in support of aviation safety in the business aviation industry.  Randall’s articles and presentations on flight training to reduce the LOC-I Accident Threat “Loss of Control in Flight – Training Foundations and Solutions”, European Airline Training Symposium, Istanbul, Turkey, 9-10 November 2010 “Aerobatics versus Upset Prevention and Recovery Training”, Civil Aviation Training Magazine, Issue 2, 2011 “The Psychological Boundaries of Flight Simulation”, Royal Aeronautical Society, Flight Simulation Group Conference, London, UK, 8-9 June 2011 “Integrated Upset Prevention and Recovery Training”, Simulation and Training for Resilience and Safety Symposium, London, UK, 27 March 2019

United Airlines Flight 266 was a scheduled flight from Los Angeles International Airport, California, to General Mitchell International Airport, Milwaukee, Wisconsin via Stapleton International Airport, Denver, Colorado with 38 on board. On January 18, 1969 at approximately 18:21 PST it crashed into Santa Monica Bay, Pacific Ocean, about 11.5 miles (18.5 km) west of Los Angeles International Airport, four minutes after takeoff. Rescuers (at the time) speculated that an explosion occurred aboard the plane, a Boeing 727. Three and a half hours after the crash three bodies had been found in the ocean along with parts of fuselage and a United States mail bag carrying letters with that day's postmark. Hope was dim for survivors because the aircraft was configured for domestic flights and did not carry liferafts or lifejackets. A Coast Guard spokesman said it looked "very doubtful that there could be anybody alive." Up until 2013, United used "Flight 266" designation on its San Francisco-Chicago (O'Hare) route. The crew of Flight 266 was Captain Leonard Leverson, 49, a veteran pilot who had been with United Airlines for 22 years and had almost 13,700 flying hours to his credit. His first officer was Walter Schlemmer, 33, who had approximately 7,500 hours, and the flight engineer was Keith Ostrander, 29, who had 634 hours. Between them the crew had more than 4,300 hours of flight time on the Boeing 727. The Boeing 727-22C aircraft, registration N7434U, was almost new and had been delivered to United Airlines only four months earlier. It had less than 1,100 hours of operating time. The aircraft had had a nonfunctional #3 generator for the past several days leading up to the accident. Per standard procedure, the crew placed masking tape over the switches and warning lights for the generator. Approximately two minutes after takeoff, the crew reported a fire warning on engine #1 and shut it off. The crew radioed to departure control that they only had one functioning generator and needed to come back to the airport, but it turned out to be their last communication, with subsequent attempts to contact Flight 266 proving unsuccessful. Shortly after engine #1 shut down, the #2 generator also ceased operating for reasons unknown. The National Transportation Safety Board (NTSB) was unable to determine why the #2 generator had failed after it had become the plane's sole power source, nor why the "standby electrical system either was not activated or failed to function." Several witnesses saw Flight 266 take off and reported seeing sparks emanating from either engine #1 or the rear of the fuselage, while others claimed an engine was on fire. Salvage operations were conducted to recover the wreckage of the aircraft, but not much useful information was gleaned as the cockpit instruments were not recovered. The wreckage was in approximately 930 feet (280 meters) of water and had been severely fragmented, however the relatively small area in which it was spread indicated an extremely steep, nose-down angle at impact. There was little in the way of identifiable human remains at the wreckage site, only two passengers were identified and only one intact body was found. The #2 and #3 engines suffered severe rotational damage from high RPM speeds at impact, but the #1 engine had almost no damage because it had been powered off. No evidence of any fire or heat damage was found on the engines, thus disproving the witnesses' claims. The small portion of the electrical system that was recovered did not provide any relevant information. The CVR took nearly six weeks to locate and recover. NTSB investigators could not explain the sparking seen by witnesses on the ground and theorized that it might have been caused by debris being sucked into the engine, a transient compressor stall or an electrical system problem that led to the eventual power failure. They also were unable to explain the engine #1 fire warning in the absence of a fire, but this may have resulted from electrical system problems or a cracked duct that allowed hot engine air to set off the temperature sensors. The sensors from the #1 and #2 engines were recovered and exhibited no signs of malfunction. Some tests indicated that it was indeed possible for the #2 generator to fail from an overload condition as a result of the operating load being suddenly shifted onto it following the #1 generator's shutdown, and this was maintained as a possible cause of the failure. N7434U had recently been fitted with a generator control panel that had been passed around several different UAL aircraft because of several malfunctions. After being installed in N7434U the month prior to the ill-fated flight, generator #3 once again caused operating problems and was swapped with a different unit. Since that generator was subsequently tested and found to have no mechanical issues, the control panel was identified as the problem after it caused further malfunctions with the replacement generator. Busy operating schedules and limited aircraft availability meant that repair work on N7434U was put on hold, with nothing that could be done in the meantime except to disable the #3 generator. The NTSB investigators believed that the inoperative #3 generator probably was not responsible for the #2 generator's in-flight failure since it was assumed to be isolated from the rest of the electrical system. With the loss of all power to the lights and flight attitude instruments, flying at night in instrument conditions, the pilots quickly became spatially disoriented and unable to know which inputs to the flight controls were necessary to keep the plane flying normally. Consequently, the crew lost control of the aircraft and crashed into the ocean in a steep nose-down angle, killing everyone on board. The flight control system would not have been affected by the loss of electrical power, since it relied on hydraulic and mechanical lines, so it was concluded that loss of control was the result of the crew's inability to see around the cockpit. It was theorized that the non-activation of the backup electrical system might have been for one of several reasons: The aircraft's battery, which powered the backup electrical system, could have been inadvertently disconnected by the flight engineer following the shutdown of engine 1, as he made sure that the galley power switch (which was similar in shape and adjacent to the battery switch) was turned off (in accordance with procedures for operating with only one functional generator). The battery, or its charging circuitry, could have malfunctioned, rendering it unable to power the backup electrical system. The flight engineer could have mistakenly set the aircraft's essential power switch to the APU position, rather than the standby (backup) position; the switch has to pass through a gate when turning from the APU position to the standby position, and the flight engineer, turning the switch until he encountered resistance, may have assumed that this meant that the switch had reached the end of its travel and was now in the standby position, when it had actually hit the detent between the APU and standby positions. The 727's APU is inoperative in flight. The flight engineer could simply have neglected to switch the aircraft to the backup electrical system; the United Airlines procedures for the loss of all generators did not, at the time, explicitly tell the crew to switch to backup power (instead focusing on regaining at least one generator), and it is possible that the flight engineer repeatedly tried to bring a generator back online instead of immediately switching the aircraft to the backup system. The CVR and FDR both lost power just after the crew informed ATC of the fire warning on engine #1. At an unknown later point, both resumed operation for a short period of time. The FDR came back online for 15 seconds, the CVR nine seconds during which time it recorded the crew discussing their inability to see where the plane was. No sounds of the plane impacting the water could be heard when this second portion of the recording ceased. At the time, a battery-powered backup source for critical flight instruments was not required on commercial aircraft. The accident prompted the Federal Aviation Administration to require all transport-category aircraft to carry backup instrumentation, powered by a source independent of the generators. The NTSB's "probable cause" stated: "The Board determines that the probable cause of this accident was loss of altitude orientation during a night, instrument departure in which the altitude instruments were disabled by loss of electrical power. The Board has been unable to determine (a) why all generator power was lost or (b) why the standby electrical power system either was not activated or failed to function." As a result of this accident, all air carrier aircraft are required to have an additional attitude indicator (Standby Attitude Indicator) that has its own power supply and will operate without selection in the event of a failure of the aircraft electrical system.

Kevin Sweeney is the only person to successfully land a KC-135, the military version of the Boeing 707, after two of the four engines were ripped completely off the airplane while on a night combat mission in Desert Storm. This challenging experience taught him to think on his feet and be highly flexible, which means that he will quickly make adjustments to his presentation to be sure that your audience is receiving the most applicable information possible. The unique life experiences of Kevin Sweeney have molded him into an inspirational speaker, allowing him to effectively motivate members of any organization. Through his presentation, people learn how to shine during the tough days by using specific techniques, helping them to maintain a calm composure when faced with change or challenge. Kevin has written Pressure Cooker Confidence: Pressure Cooker Confidence takes you on a true story of a phenomenal military jet flight where the two engines on the left wing of the KC-135E tanker aircraft (military version of the Boeing 707 aircraft) come completely off the airplane. Without warning the crew is suddenly faced with this terrifying life-threatening emergency. How they react will determine their ability to survive this airborne crisis. The unforeseen crisis happens at night, at maximum gross weight, and on a Desert Storm combat sortie. The story takes you through the remarkable successful recovery of the airplane.

Pan Am Flight 214 was a scheduled flight of Pan American World Airways from San Juan, Puerto Rico, to Baltimore, Maryland, and Philadelphia, Pennsylvania. On December 8, 1963, the Boeing 707 serving the flight crashed near Elkton, Maryland, while flying from Baltimore to Philadelphia, after being hit by lightning. All 81 occupants of the plane were killed. The crash was Pan Am's first fatal accident with the 707, which it had introduced to its fleet five years earlier. An investigation by the Civil Aeronautics Board concluded that the cause of the crash was a lightning strike that had ignited fuel vapors in one of the aircraft's fuel tanks, causing an explosion that destroyed one of the wings. The exact manner of ignition was never determined, but the investigation yielded information about how lightning can damage aircraft, leading to new safety regulations. The crash also spawned research into the safety of various types of aviation fuel and into methods of reducing dangerous fuel-tank vapors. Pan American Flight 214 was a regularly scheduled flight from Isla Verde International Airport in San Juan, Puerto Rico, to Philadelphia International Airport with a scheduled stopover at Baltimore's Friendship Airport. It operated three times a week as the counterpart to Flight 213, which flew from Philadelphia to San Juan via Baltimore earlier the same day. Flight 214 left San Juan at 4:10 p.m. Eastern time with 140 passengers and eight crew members, and arrived in Baltimore at 7:10 p.m. The crew did not report any maintenance issues or problems during the flight. After 67 passengers disembarked in Baltimore, the aircraft departed at 8:24 p.m. with its remaining 73 passengers for the final leg to Philadelphia International Airport. As the flight approached Philadelphia, the pilots established contact with air traffic control near Philadelphia at 8:42 p.m. The controller informed the pilots that the airport was experiencing a line of thunderstorms in the vicinity, accompanied by strong winds and turbulence. The controller asked whether the pilots wanted to proceed directly to the airport or to enter a holding pattern to wait for the storm to pass. The crew elected to remain at 5,000 feet in a holding pattern with five other aircraft. The controller told the pilots that the delay would last approximately 30 minutes. There was heavy rain in the holding area, with frequent lightning and gusts of wind up to 50 miles per hour (80 km/h). At 8:58 p.m., the aircraft exploded. The pilots were able to transmit a final message: "MAYDAY MAYDAY MAYDAY. Clipper 214 out of control. Here we go." Seconds later, the first officer of National Airlines Flight 16, holding 1,000 feet higher in the same holding pattern, radioed, "Clipper 214 is going down in flames." The aircraft crashed at 8:59 p.m. in a corn field east of Elkton, Maryland, near the Delaware Turnpike, setting the rain-soaked field on fire. The aircraft was completely destroyed, and all of the occupants were killed. The aircraft was the first Pan American jet to crash in the five years since the company had introduced their jet fleet. A Maryland state trooper who had been patrolling on Route 213 radioed an alert as he drove toward the crash site, east of Elkton near the state line. The trooper was first to arrive at the crash site and later stated that "It wasn’t a large fire. It was several smaller fires. A fuselage with about 8 or 10 window frames was about the only large recognizable piece I could see when I pulled up. It was just a debris field. It didn’t resemble an airplane. The engines were buried in the ground 10- to 15-feet from the force of the impact." It was soon obvious to firefighters and police officers that little could be done other than to extinguish the fires and to begin collecting bodies. The wreckage was engulfed in intense fires that burned for more than four hours. First responders and police from across the county, along with men from the United States Naval Training Center Bainbridge, assisted with the recovery. They patrolled the area with railroad flares and set up searchlights to define the accident scene and to ensure that the debris and human remains were undisturbed by curious spectators. Remains of the victims were brought to the National Guard Armory in Philadelphia, where a temporary morgue was created. Relatives came to the armory, but officials ruled out the possibility of visually identifying the victims. It took the state medical examiner nine days to identify all of the victims, using fingerprints, dental records and nearby personal effects. In some cases, the team reconstructed the victims' faces to the extent possible using mannequins. The main impact crater contained most of the aircraft's fuselage, the left inner wing, the left main gear and the nose gear. Portions of the plane's right wing and fuselage, right main landing gear, horizontal and vertical tail surfaces and two of the engines were found within 360 feet (110 m) of the crater. A trail of debris from the plane extended as far as four miles (6 km) from the point of impact. The complete left-wing tip was found nearly two miles (3 km) from the crash site. Parts of the wreckage ripped a 40-foot-wide (12 m) hole in a country road, shattered windows in a nearby home and spread burning jet fuel across a wide area. The Civil Aeronautics Board was notified of the accident and was dispatched from Washington, D.C. to conduct an investigation. Witnesses of the crash described hearing the explosion and seeing the plane in flames as it descended. Of the 140 witnesses interviewed, 99 reported seeing an aircraft or a flaming object in the sky. Seven witnesses stated that they had seen lightning strike the aircraft. Seventy-two witnesses said that the ball of fire occurred at the same time as, or immediately after, the lightning strike. Twenty-three witnesses reported that the aircraft exploded after they had seen it ablaze. The aircraft was a Boeing 707-121 registered with tail number N709PA. Named the Clipper Tradewind, it was the oldest aircraft in the U.S. commercial jet fleet at the time of the crash. It had been delivered to Pan Am on October 27, 1958 and had flown a total of 14,609 hours. It was powered by four Pratt & Whitney JT3C-6 turbojet engines and its estimated value was $3,400,000 (equivalent to $28,700,000 in 2020). In 1959, the aircraft had been involved in an incident in which the right outboard engine was torn from the wing during a training flight in France. The plane entered a sudden spin during a demonstration of the aircraft's minimum control speed, and the aerodynamic forces caused the engine to break away. The pilot regained control of the aircraft and landed safely in London using the remaining three engines. The detached engine fell into a field on a farm southwest of Paris, where the flight had originated, with no injuries. The plane carried 73 passengers, who all died in the crash. All the passengers were residents of the United States. The pilot was George F. Knuth, 45, of Long Island. He had flown for Pan Am for 22 years and had accumulated 17,049 hours of flying experience, including 2,890 in the Boeing 707. He had been involved in another incident in 1949, when as pilot of Pan Am Flight 100, a Lockheed Constellation in flight over Port Washington, New York, a Cessna 140 single-engine airplane crashed into his plane. The two occupants of the Cessna were killed, but Captain Knuth was able to land safely with no injuries to his crew or passengers. The first officer was John R. Dale, 48, also of Long Island. He had a total of 13,963 hours of flying time, of which 2,681 were in the Boeing 707. The second officer was Paul L. Orringer, age 42, of New Rochelle, New York. He had 10,008 hours of flying experience, including 2,808 in Boeing 707 aircraft. The flight engineer was John R. Kantlehner of Long Island. He had a total flying time of 6,066 hours, including 76 hours in the Boeing 707. The Civil Aeronautics Board (CAB) assigned more than a dozen investigators within an hour of the crash. The CAB team was assisted by investigators from the Boeing Company, Pan American World Airways, the Air Line Pilots Association, Pratt & Whitney, the Federal Bureau of Investigation and the Federal Aviation Agency. The costs of the CAB's investigations rarely exceeded $10,000, but the agency would spend about $125,000 investigating this crash (equivalent to $1,060,000 in 2020), in addition to the money spent by Boeing, the Federal Aviation Administration (FAA), Pratt & Whitney, and other aircraft-part suppliers during additional investigations. Initial theories of the cause of the crash focused on the possibility that the plane had experienced severe turbulence in flight that caused a fuel tank or fuel line to rupture, leading to an in-flight fire from leaking fuel. U.S. House Representative Samuel S. Stratton of Schenectady, New York sent a telegram to the FAA urging them to restrict jet operations in turbulent weather, but the FAA responded that it saw no pattern that suggested the need for such restrictions, and Boeing concurred. Other theories included sabotage or lightning, but by nightfall after the first day, investigators had not found evidence of either. There was also some speculation that metal fatigue as a result of the aircraft's 1959 incident could be a factor, but the aircraft had undergone four separate maintenance overhauls since the accident without any issues having been detected. Investigators rapidly located the flight data recorder, but it was badly damaged in the crash. Built to withstand an impact 100 times as strong as the force of gravity, it had been subjected to a force of 200 times the force of gravity, and its tape appeared to be hopelessly damaged. CAB chairman Alan S. Boyd told reporters shortly after the accident, "It was so compacted there is no way to tell at this time whether we can derive any useful information from it." Eventually, investigators were able to extract data from 95 percent of the tape that had been in the recorder. The recovery of the wreckage took place over a period of 12 days, and 16 truckloads of the debris were taken to Bolling Air Force Base in Washington, D.C. for investigators to examine and reassemble. Investigators revealed that there was evidence of a fire that had occurred in flight, and one commented that it was nearly certain that there had been an in-flight explosion of some kind. Eyewitness testimony later confirmed that the plane had been burning on its way down to the crash site. Within days, investigators reported that the crash had apparently been caused by an explosion that had blown off one of the wing tips. The wing tip had been found about three miles (5 km) from the crash site bearing burn marks and bulging from an apparent internal explosive force. Remnants of nine feet (3 m) of the wing tip had been found at various points along the flight path short of the impact crater. Investigators revealed that it was unlikely that rough turbulence had caused the crash because the crews of other aircraft that had been circling in the area reported that the air was relatively smooth at the time. They also said that the plane would have had to dive a considerable distance before aerodynamic forces would have caused it to break up and explode, but it was apparent that the aircraft had caught fire near its cruising altitude of 5,000 feet. Before this flight, there had been no other known case of lightning causing a plane to crash despite many instances of planes being struck. Investigators found that on average, each airplane is struck by lightning once or twice a year. Scientists and airline-industry representatives vigorously disputed the theory that lightning could have caused the aircraft to explode, calling it improbable. The closest example of such an instance occurred near Milan, Italy in June 1959 when a Lockheed L-1049 Super Constellation crashed as a result of static electricity igniting fuel vapor emanating from the fuel vents. Despite the opposition, investigators found multiple lightning strike marks on the left wing tip, and a large area of damage that extended along the rear edge of the wing, leading investigators to believe that lightning was indeed the cause. The CAB launched an urgent research program in an attempt to identify conditions in which fuel vapors in the wings could have been ignited by lightning. Within a week of the crash, the FAA issued an order requiring the installation of static electricity dischargers on the approximately 100 Boeing jet airliners that had not already been so equipped. Aviation-industry representatives were critical of the order, claiming that there was no evidence that the dischargers would have any beneficial effect, as they were not designed to handle the effects of lightning, and they said that the order would create a false impression that the risk of lightning strikes had been resolved. The CAB conducted a public hearing in Philadelphia in February 1964 as part of its investigation. Experts had still not concluded that lightning had caused the accident, but they were investigating how lightning could have triggered the explosion. The FAA said that it would conduct research to determine the relative safety of the two types of jet fuel used in the United States, both of which were present in the fuel tanks of Flight 214. Criticism of the JP-4 jet fuel that was in the tanks centered around the fact that its vapors can be easily ignited at the low temperatures encountered in flight. JP-4 advocates countered that the fuel was as safe, or safer than, kerosene, the other fuel used in jets at the time. Pan American conducted a flight test in a Boeing 707 to investigate whether fuel could leak from the tank-venting system during a test flight that attempted to simulate moderate to rough turbulence in flight. The test did not reveal any fuel discharge, but there was evidence that fuel had entered the vent system, collected in the surge tanks and returned to the tanks.[1](p9) Pan American said that it would test a new system to inject inert gas into the air spaces above the fuel tanks in aircraft in an attempt to reduce the risk of hazardous fuel-air mixtures that could ignite. On March 3, 1965, the CAB released its final accident report. The investigators concluded that a lightning strike had ignited the fuel-air mixture in the number 1 reserve fuel tank, which had caused an explosive disintegration of the left outer wing, leading to a loss of control. Despite one of the most intensive research efforts in its history, the agency could not identify the exact mechanics of the fuel ignition, concluding that lightning had ignited vapors through an as-yet unknown pathway. The board said, "It is felt that the current state of the art does not permit an extension of test results to unqualified conclusions of all aspects of natural lightning effects. The need for additional research is recognized and additional programming is planned." Accident Report Safety Recommendations The following recommendations for your consideration are submitted: Install static discharge wicks on those turbine powered aircraft not so equipped. Reevaluate problems associated with incorporation of flame arrestors in fuel tank vent outlets. We believe positive protection against fuel tank explosion from static discharge ignited fuel/air mixtures at fuel tank vent outlets can be provided by flame arrestors having sufficient depth. A possible alternative to No. 2 that may be considered is to render the mixture emitting from the vent outlet non-ignitable by the introduction of air into the vent tube. We believe the surge tanks located just outboard of the reserve tanks, by virtue of their location near the wing tip, are vulnerable with respect to lightning strikes. Burn marks on the skin in the tip area of N709PA substantiates this belief. This being the case, it is believed a measure of protection will be attained if the wing skin is not utilized as part of the surge tank walls. This could be accomplished by providing an inner wall with an air gap between it and the wing skin to form the surge tank. It is recommended that this concept be considered. Another alternative appears to provide sufficient thickness of the skin in this area to prevent burning through by lightning strikes. Suggested for consideration is the requirement that only Jet A fuel be used commercially. Vapor flammability temperature charts provided by Esso show that much less of the operations would occur with the vapor in the flammability range while using Jet A fuel as compared with Jet B fuel. Finally, it is recommended that every effort be expanded to arrive at a practical means by which flammable air/vapor mixtures are eliminated from the fuel tanks. There appears to be at least two approaches to accomplish this act. There is the possibility of inerting the space above the fuel by introduction of an inert gas. An alternate approach is to introduce sufficient air circulation into the tanks to maintain a fuel/air ratio too lean for combustion. There may well be other approaches to attain this goal; if so, they should be explored. Other problems of like complexity have been resolved and we feel the resolution of this problem is likewise attainable at a cost commensurate with the benefits. We recommend that FAA/CAB solicit the aid of the aviation and petroleum industry as well as government and defense agencies to provide a solution to this problem that is applicable to aircraft in service as well as new aircraft.

FlightSafety International, a Berkshire Hathaway company Ron was named the President, FlightSafety Services Corporation (FSSC), in January 2014. FSSC provides turnkey aircrew training systems (ATS) and contractor logistics support (CLS) to its military customers. It includes aircrew training, courseware, advanced technology training devices, computer based training workstations and support for simulators at 18 U.S. military bases. Current programs include the development and fielding of the ATS for the new KC-46 aircraft., CLS for T-1 and T-38 training devices, instruction and CLS for KDAM ATARS (special operations) and the KC-10. Ron joined the FlightSafety International team as the Director of Military Business Development, FlightSafety Simulation, in October 2011. His responsibilities included finding first-class training and simulation solutions for its military customers. This covered the spectrum from part-task trainers to high fidelity, full flight simulators. He was then named as the Vice President of FSSC in October 2013. He previously served in the U.S Air Force obtaining the rank of Major General. He commanded the first squadron operating the new C-17, a C-141 operations group and a KC-135 air refueling wing. He also led the Air Force’s center that directed worldwide flights of its fleet of 800 cargo and tanker aircraft – about one takeoff every 90 seconds. Ron’s interagency experience includes international contingency planning as the senior Air Force officer at the Department of State. His Pentagon experience includes planning and budgeting about $30 billion to support Air Force logistics. He also ran the Air Force’s accredited Staff College. Finally, Ron’s Air Force career culminated with leading 17th Air Force which directed all Air Force activities in Africa to include anti-terrorism, anti-piracy and disaster relief operations. Ron has about 4,800 hours as a pilot and instructor flying C-141A/B, C-17A, KC-135R (Boeing 707) and C-21 (Lear 35) aircraft. His formal education includes a degree in Engineering Mechanics from the U.S. Air Force Academy, a master’s degree in Business Administration from Webster University a degree from Air Command and Staff College and a master’s degree from the Industrial College of the Armed Forces. Ron also attended the Kenan-Flagler Business School, University of North Carolina, and the John F. Kennedy School of Government, Harvard University.

On Friday, December 16, 1960, a United Airlines Douglas DC-8, bound for Idlewild Airport (now John F. Kennedy International Airport) in New York City, collided in midair with a TWA Lockheed L-1049 Super Constellation descending into the city's LaGuardia Airport. The Constellation crashed on Miller Field in Staten Island and the DC-8 into Park Slope, Brooklyn, killing all 128 people on the two aircraft and six people on the ground. It was the deadliest aviation disaster in the world at the time. The death toll would not be surpassed until a Lockheed C-130B Hercules was shot down in May 1968, killing 155 people. In terms of commercial aviation, the death toll would not be surpassed until the March 1969 crash of Viasa Flight 742, which crashed on takeoff and killed all 84 people on board the aircraft, as well as 71 people on the ground. The accident became known as the Park Slope plane crash or the Miller Field crash, after the crash sites of each plane respectively. The accident was also the first hull loss and first fatal accident involving a Douglas DC-8.     United Airlines Flight 826, Mainliner Will Rogers, registration N8013U, was a DC-8-11 carrying 84 people from O'Hare International Airport in Chicago to Idlewild Airport (now John F. Kennedy International Airport) in Queens. The crew was Captain Robert Sawyer (age 46), First Officer Robert Fiebing (40), Flight Engineer Richard Pruitt (30), and four stewardesses.[1] Trans World Airlines Flight 266, Star of Sicily, registration N6907C, was a Super Constellation carrying 44 people from Dayton and Columbus, Ohio, to LaGuardia Airport in Queens. The crew was Captain David Wollam (age 39), First Officer Dean Bowen (32), Flight Engineer LeRoy Rosenthal (30), and two stewardesses. Star of Sicily's sister ship N6902C, Star of the Seine, was destroyed in another mid-air collision with a United Airlines flight in 1956. At 10:21 A.M. Eastern Time, United 826 advised ARINC radio — which relayed the message to UAL maintenance — that one of its VOR receivers had stopped working. ATC, however, was not told that the aircraft had only one receiver, which made it more difficult for the pilots of flight 826 to identify the Preston intersection, beyond which it had not received clearance. At 10:25 A.M. Eastern Time, air traffic control issued a revised clearance for the flight to shorten its route to the Preston holding point (near Laurence Harbor, New Jersey) by 12 miles (19 km). That clearance included holding instructions (a standard race-track holding pattern) for UAL Flight 826 when it arrived at the Preston intersection. Flight 826 was expected to reduce its speed before reaching Preston, to a standard holding speed of 210 knots or less. However, the aircraft was estimated to be doing 301 knots when it collided with the TWA plane, several miles beyond that Preston clearance limit. During the investigation, United claimed the Colts Neck VOR was unreliable (pilots testified on both sides of the issue). ("Preston" was the point where airway V123 — the 050-radial off the Robbinsville VOR — crossed the Solberg 120-degree radial and the Colts Neck 346-degree radial.) However, the CAB final report found no problem with the Colts Neck VOR. The prevailing conditions were light rain and fog (which had been preceded by snowfall). According to the DC-8's FDR, the aircraft was 12 miles (19 km) off course and for 81 seconds, had descended at 3,600 feet per minute (18 m/s) while slowing from more than 400 knots to 301 knots at the time of the collision. One of the starboard engines on the DC-8 hit the Constellation just ahead of its wings, tearing apart that portion of the fuselage. The Constellation entered a dive, with debris continuing to fall as it disintegrated during its spiral to the ground. The initial impact tore the engine from its pylon on the DC-8. Having lost one engine and a large part of the right-wing, the DC-8 remained airborne for another minute and a half. The DC-8 crashed into the Park Slope section of Brooklyn at the intersection of Seventh Avenue and Sterling Place (40°40′38″N 73°58′25″W), scattering wreckage and setting fire to ten brownstone apartment buildings, the Pillar of Fire Church, the McCaddin Funeral Home, a Chinese laundry, and a delicatessen. Six people on the ground were killed. The crash left the remains of the DC-8 pointed southeast towards a large open field at Prospect Park, blocks from its crash site. A student at the school who lived in one of the destroyed apartment buildings said his family survived because they happened to be in the only room of their apartment not destroyed. The crash left a trench covering most of the length of the middle of Sterling Place. Occupants of the school thought a bomb had gone off or that the building's boiler had exploded. The TWA plane crashed onto the northwest corner of Miller Field, at 40.57°N 74.103°W, with some sections of the aircraft landing in New York Harbor. At least one passenger fell into a tree before the wreckage hit the ground. There was no radio contact with traffic controllers from either plane after the collision, although LaGuardia had begun tracking an incoming, fast-moving, unidentified plane from Preston toward the LaGuardia "Flatbush" outer marker. The likely cause of the accident was identified in a report by the US Civil Aeronautics Board. United Flight 826 proceeded beyond its clearance limit and the confines of the airspace allocated to the flight by Air Traffic Control. A contributing factor was the high rate of speed of the United DC-8 as it approached the Preston intersection, coupled with the change of clearance which reduced the en-route distance along Victor 123 by approximately 11 miles.   The only person to initially survive the crash was an 11-year-old boy from Wilmette, Illinois. He was traveling on Flight 826 unaccompanied as part of his family's plans to spend Christmas in Yonkers with relatives. He was thrown from the plane into a snowbank where his burning clothing was extinguished. Although alive and conscious, he was badly burned and had inhaled burning fuel. He died of pneumonia the next day. In 2010, on the 50th anniversary of the accident, a memorial to the 134 victims of the two crashes was unveiled in Green-Wood Cemetery, Brooklyn. The cemetery is the site of the common grave in which were placed the human remains that could not be identified. The events of the collision are documented in the 5th season, episode 1, of The Weather Channel documentary Why Planes Crash. The episode is titled "Collision Course" and was first aired in April 2013. https://youtu.be/ilFKPhgMGqM  As a result of this accident, the following changes were instituted: Pilots must report malfunctions of navigation or communication equipment to ATC. All turbine-powered aircraft must be equipped with Distance Measuring Equipment (DME). Jet aircraft must slow to holding speed at least 3 minutes before reaching the holding fix. Aircraft are prohibited from exceeding 250 knots when within 30 nautical miles of a destination airport and below 10,000 feet MSL.

Ivana is the Governor of the African Section a non-profit organization of International Women Pilots called the Ninety-Nines. It is the only and first organization for women pilots established in 1929 by 99 women pilots founded by Amelia Earhart in the USA. Female pilots remain a rarity especially in Africa. The numbers are starting to increase but it is still a minuscule amount. The African Section aims to work with schools, careers and offices to help enthuse girls to look into gaining a career in aviation. Many girls in Africa do not participate significantly or perform well in Science Technology Engineering and Maths (STEM) subjects. This situation becomes more pronounced as the level of education increases and a combination of factors, including cultural practices and attitudes, and biased teaching and learning materials, perpetuate the imbalance.Many African countries face significant challenges in educating their youth at all, due to lack of equipment and access to basic amenities like electricity, as well as non-attendance in school. As a result, many youth may be unable to read even after several years of education. The African Section will teach educational sessions to the youth and adults to bolster Science, Technology, Engineering, and Mathematics (STEM) in Africa under the "Girls Wings For Africa" (GWFA) Project. Working with under privileged children visiting local schools in villages and starting STEM camps will inspire youth and a new generation of youth to reach great heights. With the global shortage of pilots and shortage of skilled aviation professionals and gender disparity. STEM is needed now more than ever. "Education is the most powerful weapon you can use to change the world"~ Nelson Mandela - Former President South Africa

Northerly Turning Errors The center of gravity of the float assembly is located lower than the pivotal point. As the aircraft turns, the force that results from the magnetic dip causes the float assembly to swing in the same direction that the float turns. The result is a false northerly turn indication. Because of this lead of the compass card, or float assembly, a northerly turn should be stopped prior to arrival at the desired heading. This compass error is amplified with the proximity to either magnetic pole. One rule of thumb to correct for this leading error is to stop the turn 15 degrees plus half of the latitude (i.e., if the aircraft is being operated in a position near 40 degrees latitude, the turn should be stopped 15+20=35 degrees prior to the desired heading). Southerly Turning Errors When turning in a southerly direction, the forces are such that the compass float assembly lags rather than leads. The result is a false southerly turn indication. The compass card, or float assembly, should be allowed to pass the desired heading prior to stopping the turn. As with the northerly error, this error is amplified with the proximity to either magnetic pole. To correct this lagging error, the aircraft should be allowed to pass the desired heading prior to stopping the turn. The same rule of 15 degrees plus half of the latitude applies here (i.e., if the aircraft is being operated in a position near 30 degrees latitude, the turn should be stopped 15+15+30 degrees after passing the desired heading).  Acceleration Error The magnetic dip and the forces of inertia cause magnetic compass errors when accelerating and decelerating on easterly and westerly headings. Because of the pendulous type mounting, the aft end of the compass card is tilted upward when accelerating and downward when decelerating during changes of airspeed. When accelerating on either an easterly or westerly heading, the error appears as a turn indication toward north. When decelerating on either of these headings, the compass indicates a turn toward south. A mnemonic, or memory jogger, for the effect of acceleration error is the word “ANDS” (AccelerationNorth/Deceleration-South) may help you to remember the acceleration error. Acceleration causes an indication toward north; deceleration causes an indication toward south.

Chris Doyle and his wife Maria have been working in Colorado since 2009 doing agricultural aerial application and formed CO Fire Aviation in 2014, they have a 4 year old son, Patrick, and a 2 year old daughter, Sophia.   Chris first started flying lessons at 14 years old has 27 years of aviation experience. He has been a commercial pilot for 22 years, with vast international experience, including SEAT flying in Australia, Indonesia and the United States. He has amassed more than 10,000 accident free hours of which the vast majority has been in the SEAT aircraft.    Chris has FLIR and NVG experience from flying Air Tractor 802’s armed with laser guided weapons in the military environment as a test pilot in the Middle East for 3 years. He is multi engine instrument rated and is a Certified Flight Instructor for fixed-wing aircraft and also has more than 1,000 hours of commercial rotary wing time. He is an Air Tractor factory certified instructor for the purpose of endorsing new pilots to fly the 802.   As with other programs he has been involved with, he has a passion for research and development of new techniques and methods to progress with the times, and the SEAT program is no exception.   Chris has been responsible for developing company checklists and Training manual. He managed and was the primary Level 1 pilot for our new additional operations base in John Day Oregon in 2016 where he developed company polices on location. He has mentored and overseen the development of 7 Level II pilots of which all have become or gained the experience to become Level I.   Aerial firefighting along with safety have always been his main passions. With this passion and knowledge, he along with partner Kyle Scott formed CO Fire Aviation to combat the increase in wildland fire activity. They are a professional and dedicated aviation company whose sole purpose and focus is to provide Aerial Fire Suppression to any community in need of assistance.   With headquarters located in Des Moines, Iowa, VREF has expanded to Illinois, California, Idaho, Florida, Austria, Switzerland, Australia, and China.

Dead Reckoning On May 21, 1927 Charles Lindbergh landed in Paris, France after a successful non-stop flight from the United States in the single-engined Spirit of St. Louis. As the aircraft was equipped with very basic instruments, Lindbergh used dead reckoning to navigate. Dead reckoning in the air is similar to dead reckoning on the sea, but slightly more complicated. The density of the air the aircraft moves through affects its performance as well as winds, weight, and power settings. The basic formula for DR is Distance = Speed x Time. An aircraft flying at 250 knots airspeed for 2 hours has flown 500 nautical miles through the air. The wind triangle is used to calculate the effects of wind on heading and airspeed to obtain a magnetic heading to steer and the speed over the ground (groundspeed). Printed tables, formulae, or an E6B flight computer are used to calculate the effects of air density on aircraft rate of climb, rate of fuel burn, and airspeed. A course line is drawn on the aeronautical chart along with estimated positions at fixed intervals (say every ½ hour). Visual observations of ground features are used to obtain fixes. By comparing the fix and the estimated position corrections are made to the aircraft's heading and groundspeed. Dead reckoning is on the curriculum for VFR (visual flight rules - or basic level) pilots worldwide. It is taught regardless of whether the aircraft has navigation aids such as GPS, ADF and VOR and is an ICAO Requirement. Many flying training schools will prevent a student from using electronic aids until they have mastered dead reckoning. Inertial navigation systems (INSes), which are nearly universal on more advanced aircraft, use dead reckoning internally. The INS provides reliable navigation capability under virtually any conditions, without the need for external navigation references, although it is still prone to slight errors. Transcontinental Airway System In 1923, the United States Congress funded a sequential lighted airway along the transcontinental airmail route. The lighted airway was proposed by National Advisory Committee for Aeronautics (NACA), and deployed by the Department of Commerce. It was managed by the Bureau of Standards Aeronautical Branch. The first segment built was between Chicago and Cheyenne, Wyoming. It was situated in the middle of the airmail route to enable aircraft to depart from either coast in the daytime, and reach the lighted airway by nightfall. Lighted emergency airfields were also funded along the route every 15–20 miles. Construction pace was fast, and pilots wishing to become airmail pilots were first exposed to the harsh wintertime work with the crews building the first segments of the lighting system. By the end of the year, the public anticipated anchored lighted airways across the Atlantic, Pacific, and to China. The first nighttime airmail flights started on July 1, 1924. By eliminating the transfer of mail to rail cars at night, the coast to coast delivery time for airmail was reduced by two business days. Eventually, there were 284 beacons in service. With a June 1925 deadline, the 2,665 mile lighted airway was completed from New York to San Francisco. In 1927, the lighted airway was complete between New York City and Salt Lake City, Los Angeles to Las Vegas, Los Angeles to San Francisco, New York to Atlanta, and Chicago to Dallas, 4121 miles in total. In 1933, the Transcontinental Airway System totaled 1500 beacons, and 18000 miles. The lighted Airway Beacons were a substantial navigation aid in an era prior to the development of radio navigation. Their effectiveness was limited by visibility and weather conditions.Beacon 61B on a modern display tower, originally installed on route CAM-8 near Castle Rock, WA 24 inches (610 mm) diameter rotating beacons were mounted on 53-foot (16 m) high towers, and spaced ten miles apart. The spacing was closer in the mountains, and farther apart in the plains. The beacons were five million candlepower, and rotated six times a minute. "Ford beacons" (named after Ford Car headlights) were also used, placing four separate lights at different angles.Air ports used green beacons and airways used red beacons. The beacons flashed identification numbers in Morse code. The sequence was "WUVHRKDBGM", which prompted the mnemonic "When Undertaking Very Hard Routes Keep Directions By Good Methods".Engineers believed the variations of beacon height along hills and valleys would allow pilots to see beacons both above ground fog, and below cloud layers. Towers were built of numbered angle iron sections with concrete footings. Some facilities used concrete arrows pointing in the direction of towers. In areas where no connection to a power grid was available, a generator was housed in a small building. Some buildings also served as weather stations. Many arrow markings were removed during World War II, to prevent aiding enemy bombers in navigation, while 19 updated beacons still remain in service in Montana.   ADF An automatic direction finder (ADF) is a marine or aircraft radio-navigation instrument that automatically and continuously displays the relative bearing from the ship or aircraft to a suitable radio station. ADF receivers are normally tuned to aviation or marine NDBs (Non-Directional Beacon) operating in the LW band between 190 – 535 kHz. Like RDF (Radio Direction Finder) units, most ADF receivers can also receive medium wave (AM) broadcast stations, though as mentioned, these are less reliable for navigational purposes. The operator tunes the ADF receiver to the correct frequency and verifies the identity of the beacon by listening to the Morse code signal transmitted by the NDB. On marine ADF receivers, the motorized ferrite-bar antenna atop the unit (or remotely mounted on the masthead) would rotate and lock when reaching the null of the desired station. A centerline on the antenna unit moving atop a compass rose indicated in degrees the bearing of the station. On aviation ADFs, the unit automatically moves a compass-like pointer (RMI) to show the direction of the beacon. The pilot may use this pointer to home directly towards the beacon, or may also use the magnetic compass and calculate the direction from the beacon (the radial) at which their aircraft is located. Unlike the RDF, the ADF operates without direct intervention, and continuously displays the direction of the tuned beacon. Initially, all ADF receivers, both marine and aircraft versions, contained a rotating loop or ferrite loopstick aerial driven by a motor which was controlled by the receiver. Like the RDF, a sense antenna verified the correct direction from its 180-degree opposite. More modern aviation ADFs contain a small array of fixed aerials and use electronic sensors to deduce the direction using the strength and phase of the signals from each aerial. The electronic sensors listen for the trough that occurs when the antenna is at right angles to the signal, and provide the heading to the station using a direction indicator. In flight, the ADF's RMI or direction indicator will always point to the broadcast station regardless of aircraft heading. Dip error is introduced, however, when the aircraft is in a banked attitude, as the needle dips down in the direction of the turn. This is the result of the loop itself banking with the aircraft and therefore being at a different angle to the beacon. For ease of visualisation, it can be useful to consider a 90° banked turn, with the wings vertical. The bearing of the beacon as seen from the ADF aerial will now be unrelated to the direction of the aircraft to the beacon. VOR Very high frequency omni-directional range (VOR) is a type of short-range radio navigation system for aircraft, enabling aircraft with a receiving unit to determine its position and stay on course by receiving radio signals transmitted by a network of fixed ground radio beacons. It uses frequencies in the very high frequency (VHF) band from 108.00 to 117.95 MHz. Developed in the United States beginning in 1937 and deployed by 1946, VOR is the standard air navigational system in the world, used by both commercial and general aviation. In the year 2000 there were about 3,000 VOR stations operating around the world, including 1,033 in the US, reduced to 967 by 2013 (stations are being decommissioned with widespread adoption of GPS). A VOR ground station uses a phased antenna array to send a highly directional signal that rotates clockwise horizontally (as seen from above) 30 times a second. It also sends a 30 Hz reference signal on a subcarrier timed to be in phase with the directional antenna as the latter passes magnetic north. This reference signal is the same in all directions. The phase difference between the reference signal and the signal amplitude is the bearing from the VOR station to the receiver relative to magnetic north. This line of position is called the VOR "radial". The intersection of radials from two different VOR stations can be used to fix the position of the aircraft, as in earlier radio direction finding (RDF) systems. VOR stations are fairly short range: the signals are line-of-sight between transmitter and receiver and are useful for up to 200 miles. Each station broadcasts a VHF radio composite signal including the navigation signal, station's identifier and voice, if so equipped. The navigation signal allows the airborne receiving equipment to determine a bearing from the station to the aircraft (direction from the VOR station in relation to Magnetic North). The station's identifier is typically a three-letter string in Morse code. The voice signal, if used, is usually the station name, in-flight recorded advisories, or live flight service broadcasts. Area Navigation The continuing growth of aviation increases demands on airspace capacity, making area navigation desirable due to its improved operational efficiency. RNAV systems evolved in a manner similar to conventional ground-based routes and procedures. A specific RNAV system was identified and its performance was evaluated through a combination of analysis and flight testing. For land-based operations, the initial systems used very high frequency omnidirectional radio range (VOR) and distance measuring equipment (DME) for estimating position; for oceanic operations, inertial navigation systems (INS) were employed. Airspace and obstacle clearance criteria were developed based on the performance of available equipment, and specifications for requirements were based on available capabilities. Such prescriptive requirements resulted in delays to the introduction of new RNAV system capabilities and higher costs for maintaining appropriate certification. To avoid such prescriptive specifications of requirements, an alternative method for defining equipment requirements has been introduced. This enables the specification of performance requirements, independent of available equipment capabilities, and is termed performance-based navigation (PBN). Thus, RNAV is now one of the navigation techniques of PBN; currently the only other is required navigation performance (RNP). RNP systems add on-board performance monitoring and alerting to the navigation capabilities of RNAV. As a result of decisions made in the industry in the 1990s, most modern systems are RNP. Many RNAV systems, while offering very high accuracy and possessing many of the functions provided by RNP systems, are not able to provide assurance of their performance. Recognising this, and to avoid operators incurring unnecessary expense, where the airspace requirement does not necessitate the use of an RNP system, many new as well as existing navigation requirements will continue to specify RNAV rather than RNP systems. It is therefore expected that RNAV and RNP operations will co-exist for many years. However, RNP systems provide improvements in the integrity of operation, permitting possibly closer route spacing, and can provide sufficient integrity to allow only the RNP systems to be used for navigation in a specific airspace. The use of RNP systems may therefore offer significant safety, operational and efficiency benefits. While RNAV and RNP applications will co-exist for a number of years, it is expected that there will be a gradual transition to RNP applications as the proportion of aircraft equipped with RNP systems increases and the cost of transition reduces. INS Inertial navigation is a self-contained navigation technique in which measurements provided by accelerometers and gyroscopes are used to track the position and orientation of an object relative to a known starting point, orientation and velocity. Inertial measurement units (IMUs) typically contain three orthogonal rate-gyroscopes and three orthogonal accelerometers, measuring angular velocity and linear acceleration respectively. By processing signals from these devices it is possible to track the position and orientation of a device. Inertial navigation is used in a wide range of applications including the navigation of aircraft, tactical and strategic missiles, spacecraft, submarines and ships. It is also embedded in some mobile phones for purposes of mobile phone location and tracking  Recent advances in the construction of microelectromechanical systems (MEMS) have made it possible to manufacture small and light inertial navigation systems. These advances have widened the range of possible applications to include areas such as human and animal motion capture. An inertial navigation system includes at least a computer and a platform or module containing accelerometers, gyroscopes, or other motion-sensing devices. The INS is initially provided with its position and velocity from another source (a human operator, a GPS satellite receiver, etc.) accompanied with the initial orientation and thereafter computes its own updated position and velocity by integrating information received from the motion sensors. The advantage of an INS is that it requires no external references in order to determine its position, orientation, or velocity once it has been initialized. An INS can detect a change in its geographic position (a move east or north, for example), a change in its velocity (speed and direction of movement) and a change in its orientation (rotation about an axis). It does this by measuring the linear acceleration and angular velocity applied to the system. Since it requires no external reference (after initialization), it is immune to jamming and deception. Inertial navigation systems are used in many different moving objects. However, their cost and complexity place constraints on the environments in which they are practical for use. Gyroscopes measure the angular velocity of the sensor frame with respect to the inertial reference frame. By using the original orientation of the system in the inertial reference frame as the initial condition and integrating the angular velocity, the system's current orientation is known at all times. This can be thought of as the ability of a blindfolded passenger in a car to feel the car turn left and right or tilt up and down as the car ascends or descends hills. Based on this information alone, the passenger knows what direction the car is facing but not how fast or slow it is moving, or whether it is sliding sideways. Accelerometers measure the linear acceleration of the moving vehicle in the sensor or body frame, but in directions that can only be measured relative to the moving system (since the accelerometers are fixed to the system and rotate with the system, but are not aware of their own orientation). This can be thought of as the ability of a blindfolded passenger in a car to feel himself pressed back into his seat as the vehicle accelerates forward or pulled forward as it slows down; and feel himself pressed down into his seat as the vehicle accelerates up a hill or rise up out of their seat as the car passes over the crest of a hill and begins to descend. Based on this information alone, he knows how the vehicle is accelerating relative to itself, that is, whether it is accelerating forward, backward, left, right, up (toward the car's ceiling), or down (toward the car's floor) measured relative to the car, but not the direction relative to the Earth, since he did not know what direction the car was facing relative to the Earth when they felt the accelerations. However, by tracking both the current angular velocity of the system and the current linear acceleration of the system measured relative to the moving system, it is possible to determine the linear acceleration of the system in the inertial reference frame. Performing integration on the inertial accelerations (using the original velocity as the initial conditions) using the correct kinematic equations yields the inertial velocities of the system and integration again (using the original position as the initial condition) yields the inertial position. In our example, if the blindfolded passenger knew how the car was pointed and what its velocity was before he was blindfolded and if he is able to keep track of both how the car has turned and how it has accelerated and decelerated since, then he can accurately know the current orientation, position, and velocity of the car at any time. Global Positioning System The Global Positioning System (GPS), originally Navstar GPS, is a satellite-based radionavigation system owned by the United States government and operated by the United States Space Force. It is one of the global navigation satellite systems (GNSS) that provides geolocation and time information to a GPS receiver anywhere on or near the Earth where there is an unobstructed line of sight to four or more GPS satellites. Obstacles such as mountains and buildings block the relatively weak GPS signals. The GPS does not require the user to transmit any data, and it operates independently of any telephonic or internet reception, though these technologies can enhance the usefulness of the GPS positioning information. The GPS provides critical positioning capabilities to military, civil, and commercial users around the world. The United States government created the system, maintains it, and makes it freely accessible to anyone with a GPS receiver. The GPS project was started by the U.S. Department of Defense in 1973, with the first prototype spacecraft launched in 1978 and the full constellation of 24 satellites operational in 1993. Originally limited to use by the United States military, civilian use was allowed from the 1980s following an executive order from President Ronald Reagan after the Korean Air Lines Flight 007 incident. Advances in technology and new demands on the existing system have now led to efforts to modernize the GPS and implement the next generation of GPS Block IIIA satellites and Next Generation Operational Control System (OCX). Announcements from Vice President Al Gore and the Clinton Administration in 1998 initiated these changes, which were authorized by the U.S. Congress in 2000. During the 1990s, GPS quality was degraded by the United States government in a program called "Selective Availability"; this was discontinued on May 1, 2000 by a law signed by President Bill Clinton. The GPS service is provided by the United States government, which can selectively deny access to the system, as happened to the Indian military in 1999 during the Kargil War, or degrade the service at any time. As a result, several countries have developed or are in the process of setting up other global or regional satellite navigation systems. The Russian Global Navigation Satellite System (GLONASS) was developed contemporaneously with GPS, but suffered from incomplete coverage of the globe until the mid-2000s. GLONASS can be added to GPS devices, making more satellites available and enabling positions to be fixed more quickly and accurately, to within two meters (6.6 ft). China's BeiDou Navigation Satellite System began global services in 2018, and finished its full deployment in 2020. There are also the European Union Galileo positioning system, and India's NavIC. Japan's Quasi-Zenith Satellite System (QZSS) is a GPS satellite-based augmentation system to enhance GPS's accuracy in Asia-Oceania, with satellite navigation independent of GPS scheduled for 2023. When selective availability was lifted in 2000, GPS had about a five-meter (16 ft) accuracy. GPS receivers that use the L5 band can have much higher accuracy, pinpointing to within 30 centimeters (11.8 in). As of May 2021, 16 GPS satellites are broadcasting L5 signals, and the signals are considered pre-operational, scheduled to reach 24 satellites by approximately 2027.

Brushy Four On 1 July 1972 I was number 4 in Brushy Flight, attacking a target in Kep, North Vietnam. As we exited the target area, our flight was targeted by a Surface-to-Air Missile (SAM) from our left 7 o'clock position. This SAM was tracking differently than a typical SA-2. The typical SA-2 traveled in a lead-pursuit flight path, not too difficult to defeat if you can see it. this SAM was different. It was traveling in a lag-pursuit flight path, aiming directly at out flight. We separated into two sections of two aircraft, about 1000 feet apart, with each wingman flying in close formation with his lead aircraft. As number 4, I flew in formation on the left wing with Brushy 3, the deputy flight lead. I watched the missile track toward our section in my left rear-view mirror. It was heading directly for me. As it was about to hit me, I flinched to the left and was immediately rocked by the sound of the explosion as it hit Brushy 3. Fortunately, Brushy 3 did not go down. The missile detonated as a proximity burst. His aircraft was leaking fluids, but continued to fly. Because he had lost his utility hydraulic system Brushy 3 could not refuel, so he would have to land at DaNang, South Vietnam, if his fuel supply lasted. I was assigned to escort him to DaNang. Miraculously, his fuel supply lasted, and he landed with an approach-end engagement on runway 17 left while I landed on runway 17 right. After refueling, I led another F-4 in formation back to Ubon. The reason I led the flight, at low altitude, was because the other aircraft could not pressurize. It had taken a small arms round through the rear canopy, right through the back-seater's heart. Walnut Four The Vietnam Veterans Memorial – The Wall – has panels that list the KIA (Killed In Action) casualties in chronological order of their loss. Panel W1, the last panel, encompasses the date July 30, 1972. My name is not on that panel, because my military Brothers, Sid Fulgham, J.D. Allen and the crew of Purple 28, saved my life. I was Number Four in Walnut Flight, four F-4s on a strike deep into enemy territory north of Hanoi. The flight was being led by our new squadron commander, Sid Fugham, on his first mission leading a strike over Hanoi, and J.D. was the deputy flight lead, Walnut Three. Enroute to the target, we faced heavy reactions. SAMs (surface-to-air missiles), AAA (anti-aircraft artillery) and MiG calls (enemy aircraft). As we egressed the target area over the Gulf of Tonkin, Lead called for a fuel check, and that was when we all realized that my fuel was significantly below the other airplanes in the flight. In fact, I wouldn’t have enough fuel to make it to the post-strike refueling point. Sid was out of ideas, and that’s when J.D. went into action. With Sid’s concurrence, J.D. took command of the flight, sent us over to the emergency GUARD frequency, and made contact with the refueling tankers. One of them, Purple 28, volunteered to fly up into enemy territory to meet us. That crew put their airplane, their lives, and their careers on the line to save me. Back in 1972, navigation was not the GPS precision it is today. The INS (inertial navigation system) position on the F-4 could be off by as much as 10 miles for every hour of operation. The only way to roughly determine our position was radial/DME from a TACAN located on a Navy ship, far away. J.D. asked the tanker for his position from the TACAN, then gave the tanker a heading to meet up with us. Picking the tanker up on radar, J.D. told him when to begin his turn to a heading to match ours, and told him to start a descent. In the meantime, he directed me to start a half-nozzle descent. My WSO and I were running through the Preparation For Ejection checklist, and I was periodically reporting my fuel state. The last reading I recall seeing was 0 on the tape and 0030 on the counter. About two minutes fuel. With fuel gauge tolerance, perhaps a bit more, perhaps less. Up until this time I had simply been flying the headings, speeds and altitudes J.D. had assigned. I was pretty much operating on mental autopilot. The next thing I knew, I looked up and saw the refueling boom of the tanker directly above me, flying a "toboggan maneuver". I opened up my refueling door and immediately heard the rush of JP-4 entering my aircraft. And I knew I wouldn’t need to step over the side on this mission. I think of J.D. and the tanker crew, and silently thank them, every time I hold my wife, my kids, my grandkids. If they hadn’t stepped up to the plate when they did, I’m fairly certain I wouldn’t have made it home. When you pull the ejection handle over shark-infested enemy-controlled water, there are a thousand things that can happen to prevent a happy outcome. So on this coming July 30th, I want to once again thank my Brothers, the brave tanker crew, Sid Fulgham, and J.D. Allen. My Last F-4 Flight In 1973 I was assigned to the 44th Tactical Fighter Squadron, at Kadena Air Base, in Okinawa. The squadron was on long-term TDY to CCK Air Base, in Taiwan. I was going through squadron check-out in the F-4C, and had flown a gunnery mission to Ie Shima bombing range in Okinawa.  For several weeks before July 5th I had been feeling unusually tired. I still ran five miles every day, and put in a lot of hours at the squadron on my additional duties as Life Support Officer, as well as filling in for the Admin Officer, who was TDY. But, naturally, as a self-designated Iron Man, I didn't check in with a flight surgeon. On this flight, I was feeling really, really weak. During the pitch-out during our arrival back at the base, I was blacking out from two Gs! After we taxied in to park, I couldn't climb out of the airplane by myself, and an ambulance crew took me to the hospital. Turned out I had Mononucleosis. After I was released from the hospital, I was placed on non-flying duties for several months, and during that time I was reassigned to Wing Headquarters in a desk job. Although I continued to fly after I recovered, it was in the T-39 Sabreliner, not the F-4. So I never had the closure of a "champagne flight" in the F-4.  

On June 29, the second day of the counteroffensive, an OV-10 flown by Air Force Capt. Steven L. Bennett had been working through the afternoon in the area south and east of Quang Tri City. Bennett, 26, was born in Texas but grew up in Lafayette, La. He was commissioned via ROTC in 1968 at the University of Southwestern Louisiana. After pilot training, he had flown B-52s as a copilot at Fairchild AFB, Wash. He also had pulled five months of temporary duty in B-52s at U Tapao in Thailand. After that, he volunteered for a combat tour in OV-10s and had arrived at Da Nang in April 1972. Bennett’s partner in the backseat of the OV-10 on June 29 was Capt. Michael B. Brown, a Marine Corps airborne artillery observer and also a Texan. Brown, a company commander stationed in Hawaii, had volunteered for a 90-day tour in Vietnam spotting for naval gunners from the backseat of an OV-10. Air Force FACs were not trained in directing the fire of naval guns. The two had flown together several times before on artillery adjustment missions. They had separate call signs. Bennett’s was “Covey 87.” Brown was “Wolfman 45.” They took off from Da Nang at about 3 p.m. During the time they were airborne, Brown had been directing fire from the destroyer USS R.B. Anderson and the cruiser USS Newport News, which were about a mile offshore in the Tonkin Gulf. Bennett and Brown had also worked two close air support strikes by Navy fighters. It was almost time to return to base, but their relief was late taking off from Da Nang, so Bennett and Brown stayed a little longer. The area in which they were flying that afternoon had been fought over many times before. French military forces, who took heavy casualties here in the 1950s, called the stretch of Route 1 between Quang Tri and Hue the “Street Without Joy.” US airmen called it “SAM-7 Alley.” SA-7s were thick on the ground there, and they had taken a deadly toll on low-flying airplanes. The SA-7 could be carried by one man. It was similar to the US Redeye. It was fired from the shoulder like a bazooka, and its warhead homed on any source of heat, such as an aircraft engine. Pilots could outrun or outmaneuver the SA-7—if they saw it in time. At low altitudes, that was seldom possible. “Before the SA-7, the FACs mostly flew at 1,500 to 4,500 feet,” said William J. Begert, who, in 1972, was a captain and an O-2 pilot at Da Nang. “After the SA-7, it was 9,500 feet minimum. You could sneak an O-2 down to 6,500, but not an OV-10, because the bigger engines on OV-10 generated more heat.” The FACs sometimes carried flares on their wings and could fire them as decoys when they saw a SA-7 launch. “The problem was reaction time,” Begert said. “You seldom got the flare off before the missile had passed.” About 6 p.m., Bennett and Brown got an emergency call from “Harmony X-ray,” a US Marine Corps ground artillery spotter with a platoon of South Vietnamese marines a few miles east of Quang Tri City. The platoon consisted of about two dozen troops. They were at the fork of a creek, with several hundred North Vietnamese Army regulars advancing toward them. The NVA force was supported by big 130 mm guns, firing from 12 miles to the north at Dong Ha, as well as by smaller artillery closer by. Without help, the South Vietnamese marines would soon be overrun. Bennett called for tactical air support, but no fighters were available. The guns from Anderson and Newport News were not a solution, either. “The ships were about a mile offshore, and the friendlies were between the bad guys and the ships,” Brown said. “Naval gunfire shoots flat, and it has a long spread on impact. There was about a 50-50 chance they’d hit the friendlies.” Bennett decided to attack with the OV-10’s four 7.62 mm guns. That meant he would have to descend from a relatively safe altitude and put his aircraft within range of SA-7s and small-arms fire. Because of the risk, Bennett was required to call for permission first. He did and got approval to go ahead. Apart from its employment as a FAC aircraft, the OV-10 was rated for a light ground attack role. Its machine guns were loaded with 500 rounds each. The guns were mounted in the aircraft’s sponsons, stubby wings that stuck out like a seal’s flippers from the lower fuselage. Bennett put the OV-10 into a power dive. The NVA force had been gathering in the trees along the creek bank. As Bennett roared by, the fire from his guns scattered the enemy concentration. After four strafing passes, the NVA began to retreat, leaving many dead and wounded behind. The OV-10 had taken a few hits in the fuselage from small-arms fire but nothing serious. Bennett decided to continue the attack to keep the NVA from regrouping and to allow the South Vietnamese to move to a more tenable position. Bennett swept along the creek for a fifth time and pulled out to the northeast. He was at 2,000 feet, banking to turn left, when the SA-7 hit from behind. Neither Bennett nor Brown saw it. The missile hit the left engine and exploded. The aircraft reeled from the impact. Shrapnel tore holes in the canopy. Much of the left engine was gone. The left landing gear was hanging down like a lame leg, and they were afire. Bennett needed to jettison the reserve fuel tank and the remaining smoke rockets as soon as he could, but there were South Vietnamese troops everywhere below. He headed for the Tonkin Gulf, hoping to get there and drop the stores before the fire reached the fuel. As they went, Brown radioed their Mayday to declare the emergency. Over the Gulf, Bennett safely dropped the fuel tank and rocket pods. The OV-10 was still flyable on one engine, although it could not gain altitude. They turned south, flying at 600 feet. Unless Bennett could reach a friendly airfield for an emergency landing, he and Brown would have to either eject or ditch the airplane in the Gulf of Tonkin. Every OV-10 pilot knew the danger of ditching. The aircraft had superb visibility because of the “greenhouse”-style expanses of plexiglass canopy in front and on the sides, but that came at the cost of structural strength. It was common knowledge, often discussed in the squadron, that no pilot had ever survived an OV-10 ditching. The cockpit always broke up on impact. Another OV-10 pilot, escorting Bennett’s aircraft, warned him to eject as the wing was in danger of exploding. They began preparations to eject. As they did, Brown looked over his shoulder at the spot where his parachute should have been. “What I saw was a hole, about a foot square, from the rocket blast and bits of my parachute shredded up and down the cargo bay,” Brown said. “I told Steve I couldn’t jump.” Bennett would not eject alone. That would have left Brown in an airplane without a pilot. Besides, the backseater had to eject first. If not, he would be burned severely by the rocket motors on the pilot’s ejection seat as it went out. Momentarily, there was hope. The fire subsided. Da Nang—the nearest runway that could be foamed down—was only 25 minutes away and they had the fuel to get there. Then, just north of Hue, the fire fanned up again and started to spread. The aircraft was dangerously close to exploding. They couldn’t make it to Da Nang. Bennett couldn’t eject without killing Brown. That left only one choice: to crash-land in the sea. Bennett faced a decision, Lt. Col. Gabriel A. Kardong, 20th TASS commander, later wrote in recommending Bennett for the Medal of Honor. “He knew that if he saved his own life by ejecting from his aircraft, Captain Brown would face certain death,” said Kardong. “On the other hand, he realized that if he ditched the aircraft, his odds for survival were slim, due to the characteristics of the aircraft, but Captain Brown could survive. Captain Bennett made the decision to ditch and thereby made the ultimate sacrifice.” He decided to ditch about a mile off a strip of sand called “Wunder Beach.” Upon touchdown, the dangling landing gear dug in hard. “When the aircraft struck water, the damaged and extended left landing gear caused the aircraft to swerve left and flip wing over wing and come to rest in a nose down and inverted position, almost totally submerged,” Brown said in a statement attached to the Medal of Honor recommendation. “After a struggle with my harnesses, I managed to escape to the surface where I took a few deep breaths of air and attempted to dive below the surface in search of the pilot who had not surfaced. Exhaustion and ingestion of fuel and water prevented me from descending below water more than a few feet. I was shortly rescued by an orbiting naval helicopter and taken to the USS Tripoli for treatment.” Of Bennett, Brown said, “His personal disregard for his own life surely saved mine when he elected not to eject … and save himself in order that I might survive.” Bennett’s body was recovered the next day. The front cockpit had broken up on impact with the water, and it had been impossible for him to get out. He was taken home to Lafayette, where he is buried. North Vietnam’s Easter Offensive, battered by airpower, stalled. The South Vietnamese retook Quang Tri City on Sept. 16, 1972. The invasion having failed, Giap was forced to withdraw on all three fronts. It was a costly excursion for North Vietnam, with 100,000 or more of its troops killed and at least half of its tanks and large-caliber artillery pieces having been lost. The Medal of Honor was awarded posthumously to Steven L. Bennett on Aug. 8, 1974. It was presented in Washington to his wife, Linda, and their daughter Angela, two-and-a- half years old, by Vice President Gerald R. Ford in the name of Congress. (Ford made the presentation because President Nixon announced his resignation that day. Ford was sworn in as President the next day, Aug. 9, 1974.) The citation accompanying the Medal of Honor recognized “Captain Bennett’s unparalleled concern for his companion, extraordinary heroism, and intrepidity above and beyond the call of duty, at the cost of his life.” Since then, there have been other honors. Navy Sealift Command named a ship MV Steven L. Bennett. Palestine, Tex., where Bennett was born, dedicated the city athletic center to him. Among other facilities named for or dedicated to Bennett were the ROTC building at the University of Southwestern Louisiana, the gymnasium at Kelly AFB, Tex., and a cafeteria at Webb AFB, Tex. From Wiki.org: Steven Logan Bennett (April 22, 1946 – June 29, 1972) of Palestine, Texas was a United States Air Force pilot who posthumously received the Medal of Honor for heroism during the Vietnam War on August 8, 1974 Prior to entering the U.S. Air Force, Steven Bennett attended the University of Southwestern Louisiana (now University of Louisiana at Lafayette) in Lafayette, Louisiana; he graduated with a degree in Aerospace Engineering. He was in ROTC and received his private pilot's license in 1965. He entered the Air Force in August 1968, and earned his pilot wings at Webb AFB, Texas in 1969. In 1970, he completed B-52 bomber training course at Castle AFB, CA. He was stationed at Fairchild AFB, Washington. He flew B-52s out of Thailand for almost a year. He then transitioned to become a Forward Air Controller (FAC), and graduated from the FAC and fighter training courses at Cannon AFB, New Mexico, before reporting to Da Nang, Vietnam in April 1972. He had only been in combat for three months before his Medal of Honor mission and had also won the Air Medal with three oak leaf clusters. He was also awarded the Purple Heart and the Cheny Award. His call-sign at DaNang was Covey 87. Bennett had recently turned 26 when he was killed. Captain Bennett was posthumously awarded the Medal of Honor. Vice President Gerald Ford presented the decoration to Captain Bennett’s wife, Linda, and daughter, Angela, at the Blair House on August 8, 1974. Bennett is buried in Lafayette Memorial Cemetery at Lafayette, Louisiana. He was survived by his wife and one child. He had two brothers, David and Miles, and three sisters, Kathe, Lynne and Ardra. His mother, Edith Alice Logan Bennett, preceded him in death and his father, Elwin Bennett, died many years later in 2006. His daughter now lives near Dallas, TX with her husband, Paul, and two children, Jake and Elizabeth. His wife, Linda Leveque Bennett Wells, died on July 11, 2011. Bennett's observer, Mike Brown, and was reunited with Bennett's wife and daughter in 1988. They have since remained close and together have attended numerous dedications in Bennett's honor throughout the United States. Angela is a lifetime member of the OV-10 Association located at Meacham Air Field in Fort Worth, Texas. They have acquired an OV-10 and painted the names of both Bennett and Mike Brown on the side in memory of their last flight together. Angela was named by her father, who chose Angela Noelle, as in Christmas Angel; she was born near Christmas. He is the namesake of the ship MV Capt. Steven L. Bennett (T-AK-4296) and his name is engraved on the Vietnam Memorial at Panel 01W - Row 051. There have been numerous other dedications done in his honor. They range from streets being named after him to buildings, including a gymnasium and a cafeteria, a sports arena and VFW posts, and many monuments. He has been mentioned in several military history books. Medal of Honor citation The President of the United States takes pride in presenting the MEDAL OF HONOR posthumously to CAPTAIN STEVEN L. BENNETT UNITED STATES AIR FORCE 20th Tactical Air Support Squadron, Pacific Air Forces. Place and date of action: Quang Tri, Republic of Vietnam, June 29, 1972. For service as set forth in the following Citation: Capt. Bennett was the pilot of a light aircraft flying an artillery adjustment mission along a heavily defended segment of route structure. A large concentration of enemy troops was massing for an attack on a friendly unit. Capt. Bennett requested tactical air support but was advised that none was available. He also requested artillery support but this too was denied due to the close proximity of friendly troops to the target. Capt. Bennett was determined to aid the endangered unit and elected to strafe the hostile positions. After 4 such passes, the enemy force began to retreat. Capt. Bennett continued the attack, but, as he completed his fifth strafing pass, his aircraft was struck by a surface-to-air missile, which severely damaged the left engine and the left main landing gear. As fire spread in the left engine, Capt. Bennett realized that recovery at a friendly airfield was impossible. He instructed his observer to prepare for an ejection, but was informed by the observer that his parachute had been shredded by the force of the impacting missile. Although Capt. Bennett had a good parachute, he knew that if he ejected, the observer would have no chance of survival. With complete disregard for his own life, Capt. Bennett elected to ditch the aircraft into the Gulf of Tonkin, even though he realized that a pilot of this type aircraft had never survived a ditching. The ensuing impact upon the water caused the aircraft to cartwheel and severely damaged the front cockpit, making escape for Capt. Bennett impossible. The observer successfully made his way out of the aircraft and was rescued. Capt. Bennett's unparalleled concern for his companion, extraordinary heroism and intrepidity above and beyond the call of duty, at the cost of his life, were in keeping with the highest traditions of the military service and reflect great credit upon himself and the U.S. Air Force.

VREF plays a crucial role in advising decision-makers within the aviation industry and is the Official Valuation Directory and Appraisal Company for the AOPA (Aircraft Owners and Pilots Association). VREF provides valuations, appraisals, and litigation consulting services to a worldwide client base of aviation professionals, including: Aircraft owners Banks Financial institutions Law firms Leasing companies Manufacturers Operators Suppliers And More VREF Aircraft Value Reference, Appraisal & Litigation Consulting Services was founded in 1994 as an aircraft valuation firm. It has since become the go-to source for aviation. VREF Online: Real-time Software to Create Aircraft Valuations VREF Appraisals: USPAP Compliant Appraisals VREF Verified: On-Demand Valuation Reports, “The Carfax®” For Aircraft VREF Expert Witness: Litigation And Expert Witness Services VREF Consulting Services: Expert Advice for Your Aircraft Investment With headquarters located in Des Moines, Iowa, VREF has expanded to Illinois, California, Idaho, Florida, Austria, Switzerland, Australia, and China. VREF plays a crucial role in advising decision-makers within the aviation industry and is the Official Valuation Directory and Appraisal Company for the AOPA (Aircraft Owners and Pilots Association). VREF provides valuations, appraisals, and litigation consulting services to a worldwide client base of aviation professionals, including: Aircraft owners Banks Financial institutions Law firms Leasing companies Manufacturers Operators Suppliers And More VREF Aircraft Value Reference, Appraisal & Litigation Consulting Services was founded in 1994 as an aircraft valuation firm. It has since become the go-to source for aviation. VREF Online: Real-time Software to Create Aircraft Valuations VREF Appraisals: USPAP Compliant Appraisals VREF Verified: On-Demand Valuation Reports, “The Carfax®” For Aircraft VREF Expert Witness: Litigation And Expert Witness Services VREF Consulting Services: Expert Advice for Your Aircraft Investment

  An approach lighting system (ALS) is a lighting system installed on the approach end of an airport runway and consisting of a series of lightbars, strobe lights, or a combination of the two that extends outward from the runway end. ALS usually serves a runway that has an instrument approach procedure (IAP) associated with it and allows the pilot to visually identify the runway environment and align the aircraft with the runway upon arriving at a prescribed point on an approach. Modern approach lighting systems are highly complex in their design and significantly enhance the safety of aircraft operations, particularly in conditions of reduced visibility. The required minimum visibilities for instrument approaches is influenced by the presence and type of approach lighting system. In the U.S., a CAT I ILS approach without approach lights will have a minimum required visibility of 3/4 mile, or 4000 foot runway visual range. With a 1400-foot or longer approach light system, the minimum potential visibility might be reduced to 1/2 mile (2400 runway visual range), and the presence of touchdown zone and centerline lights with a suitable approach light system might further reduce the visibility to 3/8 mile (1800 feet runway visual range). The runway lighting is controlled by the air traffic control tower. At non-towered airports, pilot-controlled lighting may be installed that can be switched on by the pilot via radio. In both cases, the brightness of the lights can be adjusted for day and night operations. Depth perception is inoperative at the distances usually involved in flying aircraft, and so the position and distance of a runway with respect to an aircraft must be judged by a pilot using only two-dimensional cues such as perspective, as well as angular size and movement within the visual field. Approach lighting systems provide additional cues that bear a known relationship to the runway itself and help pilots to judge distance and alignment for landing. After World War II, the U.S. Navy and United Airlines worked together on various methods at the U.S. Navy's Landing Aids Experimental Station located at the Arcata–Eureka Airport, California air base, to allow aircraft to land safely at night and under zero visibility weather, whether it was rain or heavy fog. The predecessor of today's modern ALS while crude had the basics — a 3,500 foot visual approach of 38 towers, with 17 on each side, and atop each 75 foot high tower a 5000 watt natural gas light. After the U.S. Navy's development of the lighted towers it was not long before the natural gas lights were soon replaced by more efficient and brighter strobe lights, then called Strobeacon lights. The first large commercial airport to have installed a strobe light ALS visual approach path was New York City's John F. Kennedy International Airport. Soon other large airports had strobe light ALS systems installed. All approach lighting systems in the United States utilize a feature called a decision bar. Decision bars are always located 1000′ farther away from the threshold in the direction of the arriving aircraft, and serve as a visible horizon to ease the transition from instrument flight to visual flight. Approach lighting systems are designed to allow the pilot to quickly and positively identify visibility distances in Instrument meteorological conditions. For example, if the aircraft is at the middle marker, and the middle marker is located 3600 feet from the threshold, the decision bar is 2600 feet ahead. If the procedure calls for at least half a statute mile flight visibility (roughly 2600 feet), spotting the decision bar at the marker would indicate enough flight visibility to continue the procedure. In addition, the shorter bars before and after the decision bar are spaced either 100 feet or 200 feet apart, depending on the ALS type. The number of short bars the pilot can see can be used to determine flight visibility. Approaches with lower minimums use the more precise 100-foot spacing systems for more accurate identification of visibility. Several ALS configurations are recognized by the International Civil Aviation Organization (ICAO); however, non-standard ALS configurations are installed at some airports. Typically, approach lighting systems are of high-intensity. Many approach lighting systems are also complemented by various on-runway light systems, such as Runway end identifier lights (REIL), Touchdown Zone Lights (TDZL), and High Intensity Runway Lights (HIRL). The most common approach light system configurations include: MALSR: Medium-intensity Approach Lighting System with Runway Alignment Indicator Lights MALSF: Medium-intensity Approach Lighting System with Sequenced Flashing lights SALS: Short Approach Lighting System SSALS: Simplified Short Approach Lighting System SSALR: Simplified Short Approach Lighting System with Runway Alignment Indicator Lights SSALF: Simplified Short Approach Lighting System with Sequenced Flashing Lights ODALS: Omnidirectional Approach Lighting System ALSF-1: Approach Lighting System with Sequenced Flashing Lights configuration 1 ALSF-2: Approach Lighting System with Sequenced Flashing Lights configuration 2 CALVERT I/ICAO-1 HIALS: ICAO-compliant configuration 1 High Intensity Approach Lighting System CALVERT II/ICAO-2 HIALS: ICAO-compliant configuration 2 High Intensity Approach Lighting System LDIN: Lead-in lighting REIL: Runway End Identification Lights RAIL: Runway Alignment Indicator Lights In configurations that include sequenced flashing lights, the lights are typically strobes mounted in front of the runway on its extended centerline. These lights flash in sequence, usually at a speed of two consecutive sequences per second, beginning with the light most distant from the runway and ending at the Decision Bar. RAIL are similar to sequenced flashing lights, except that they end where the white approach light bars begin. Sequenced flashing lights and RAIL do not extend past the Decision Bar to avoid distracting the pilot during the critical phase of transitioning from instrument to visual flight. Sequenced flashing lights are sometimes colloquially called the rabbit or the running rabbit.

On this Father's Day I want to honor my father, Morris Nolly. He was the reason I became a pilot. Morris Nolly was a first-generation American, the fourth of five children born to Russian immigrants Wolf and Tillie Noloboff in 1909. He grew up in Brooklyn, NY. Speaking only Yiddish at home, he didn't learn English until he entered grade school. He excelled in his studies, and received a full scholarship to New York University, where he studied Aircraft and Navigation Instruments, and he graduated from Cooper Union College with a degree in Electrical Engineering. Finding money for flight training was a challenge during the Depression, but he periodically took lessons in a J-3 Cub starting in 1935, and eventually earned his Private Pilot certificate in 1941. His logbook originally had the name Noloboff, but was changed to Nolly when Morris officially changed his name. As an Electrical Engineer, he designed the entire lighting system at the Aquacade at the 1939 World's Fair in New York, and then was hired by DuPont Company in Wilmington, Delaware. A fellow employee introduced him to his niece, Rose Dworkin, and it was love at first sight. They married shortly before the attack on Pearl Harbor.  Morris enlisted in the Army Air Force and was assigned as a Research Engineer, stationed at Wright Field (now Wright-Patterson Air Force Base) in Dayton, OH, where he specialized in airfield lighting systems and photographic lighting. During his free time he taught himself gymnastics and had success as an amateur boxer. While in the Army, he filed his invention for the precursor to Inertial Navigation System (see below). After the war he bought a J-3 Cub and continued his flight training, eventually earning his Commercial Pilot certificate with an Instrument Rating. Then, when he was laid off from DuPont, he sold the airplane and went into business for himself as the proprietor of a liquor store. He renewed his flying with the Civil Air Patrol, where he served as a Major. Morris taught himself Morse Code and was active in "ham" radio, using the call sign W3FZM. He used his ham radio to summon emergency response forces when a bonanza disintegrated in flight over his house on April 28, 1955. The pilot, Floyd Quillen, was Morris's friend. Father's Day 1960 was a special day. We spent the day on the Chesapeake Bay, and posed for a photo to see who had a bigger nose. It was the culmination of a time period when Dad and I had been especially close. Two days later Dad was killed during a robbery of the family store. He was 50 years old.

Inertial navigation is a self-contained navigation technique in which measurements provided by accelerometers and gyroscopes are used to track the position and orientation of an object relative to a known starting point, orientation and velocity. Inertial measurement units (IMUs) typically contain three orthogonal rate-gyroscopes and three orthogonal accelerometers, measuring angular velocity and linear acceleration respectively. By processing signals from these devices it is possible to track the position and orientation of a device. Inertial navigation is used in a wide range of applications including the navigation of aircraft, tactical and strategic missiles, spacecraft, submarines and ships. It is also embedded in some mobile phones for purposes of mobile phone location and tracking  Recent advances in the construction of microelectromechanical systems (MEMS) have made it possible to manufacture small and light inertial navigation systems. These advances have widened the range of possible applications to include areas such as human and animal motion capture. An inertial navigation system includes at least a computer and a platform or module containing accelerometers, gyroscopes, or other motion-sensing devices. The INS is initially provided with its position and velocity from another source (a human operator, a GPS satellite receiver, etc.) accompanied with the initial orientation and thereafter computes its own updated position and velocity by integrating information received from the motion sensors. The advantage of an INS is that it requires no external references in order to determine its position, orientation, or velocity once it has been initialized. An INS can detect a change in its geographic position (a move east or north, for example), a change in its velocity (speed and direction of movement) and a change in its orientation (rotation about an axis). It does this by measuring the linear acceleration and angular velocity applied to the system. Since it requires no external reference (after initialization), it is immune to jamming and deception. Inertial navigation systems are used in many different moving objects. However, their cost and complexity place constraints on the environments in which they are practical for use. Gyroscopes measure the angular velocity of the sensor frame with respect to the inertial reference frame. By using the original orientation of the system in the inertial reference frame as the initial condition and integrating the angular velocity, the system's current orientation is known at all times. This can be thought of as the ability of a blindfolded passenger in a car to feel the car turn left and right or tilt up and down as the car ascends or descends hills. Based on this information alone, the passenger knows what direction the car is facing but not how fast or slow it is moving, or whether it is sliding sideways. Accelerometers measure the linear acceleration of the moving vehicle in the sensor or body frame, but in directions that can only be measured relative to the moving system (since the accelerometers are fixed to the system and rotate with the system, but are not aware of their own orientation). This can be thought of as the ability of a blindfolded passenger in a car to feel himself pressed back into his seat as the vehicle accelerates forward or pulled forward as it slows down; and feel himself pressed down into his seat as the vehicle accelerates up a hill or rise up out of their seat as the car passes over the crest of a hill and begins to descend. Based on this information alone, he knows how the vehicle is accelerating relative to itself, that is, whether it is accelerating forward, backward, left, right, up (toward the car's ceiling), or down (toward the car's floor) measured relative to the car, but not the direction relative to the Earth, since he did not know what direction the car was facing relative to the Earth when they felt the accelerations. However, by tracking both the current angular velocity of the system and the current linear acceleration of the system measured relative to the moving system, it is possible to determine the linear acceleration of the system in the inertial reference frame. Performing integration on the inertial accelerations (using the original velocity as the initial conditions) using the correct kinematic equations yields the inertial velocities of the system and integration again (using the original position as the initial condition) yields the inertial position. In our example, if the blindfolded passenger knew how the car was pointed and what its velocity was before he was blindfolded and if he is able to keep track of both how the car has turned and how it has accelerated and decelerated since, then he can accurately know the current orientation, position, and velocity of the car at any time. All inertial navigation systems suffer from integration drift: small errors in the measurement of acceleration and angular velocity are integrated into progressively larger errors in velocity, which are compounded into still greater errors in position. Since the new position is calculated from the previous calculated position and the measured acceleration and angular velocity, these errors accumulate roughly proportionally to the time since the initial position was input. Even the best accelerometers, with a standard error of 10 micro-g, would accumulate a 50-meter error within 17 minutes. Therefore, the position must be periodically corrected by input from some other type of navigation system. Accordingly, inertial navigation is usually used to supplement other navigation systems, providing a higher degree of accuracy than is possible with the use of any single system. For example, if, in terrestrial use, the inertially tracked velocity is intermittently updated to zero by stopping, the position will remain precise for a much longer time, a so-called zero velocity update. In aerospace particularly, other measurement systems are used to determine INS inaccuracies, e.g. the Honeywell LaseRefV inertial navigation systems uses GPS and air data computer outputs to maintain required navigation performance. The navigation error rises with the lower sensitivity of the sensors used. Currently, devices combining different sensors are being developed, e.g. attitude and heading reference system. Because the navigation error is mainly influenced by the numerical integration of angular rates and accelerations, the Pressure Reference System was developed to use one numerical integration of the angular rate measurements. Estimation theory in general and Kalman filtering in particular, provide a theoretical framework for combining information from various sensors. One of the most common alternative sensors is a satellite navigation radio such as GPS, which can be used for all kinds of vehicles with direct sky visibility. Indoor applications can use pedometers, distance measurement equipment, or other kinds of position sensors. By properly combining the information from an INS and other systems (GPS/INS), the errors in position and velocity are stable. Furthermore, INS can be used as a short-term fallback while GPS signals are unavailable, for example when a vehicle passes through a tunnel. In 2011, GPS jamming at the civilian level became a governmental concern. The relative ease in ability to jam these systems has motivated the military to reduce navigation dependence on GPS technology. Because inertial navigation sensors do not depend on radio signals unlike GPS, they cannot be jammed.           In 2012, researchers at the U.S. Army Research Laboratory reported an inertial measurement unit consisting of micro-electromechanical system triaxial accelerometers and tri-axial gyroscopes with an array size of 10 that had a Kalman filter algorithm to estimate sensor nuisance parameters (errors) and munition position and velocity. Each array measures six data points and the system coordinates the data together to deliver a navigation solution. If one sensor consistently over or underestimates distance, the system can adjust, adjusting the corrupted sensor's contributions to the final calculation. The addition of the heuristic algorithm reduced a flight's calculated distance error from 120m to 40m from the designated target. The researchers coupled the algorithm with GPS or radar technology to initial and aid the navigation algorithm. At various points during the munition's flight they would cut off tracking and estimate the accuracy of the munition's landing. In a forty-second flight, 10s and 20s availability of aiding demonstrated little difference in error as both were approximately 35m off target. No noticeable difference was observed when experimentation took place with 100 sensor arrays rather than ten. The researchers indicate this limited experimental data signifies an optimization of navigation technology and a potential reduction in cost of military systems.      

Anthony “AB” Bourke is a highly experienced F-16 fighter pilot who has flown tactical missions in countries all over the world. He has accumulated more than 2,700 hours of flight time in numerous high performance aircraft and was one of the first pilots to fly his F-16 over New York City in the homeland defense efforts on September 11th. Following his impressive military career, “AB” took the tools and techniques that made him one of our nation’s premier fighter pilots and applied those to the competitive world of business. He ascended early in his career to become the top producing mortgage banker in the Western US for a prominent lending institution. His success in the mortgage industry led to a new opportunity at a California based start-up company where his team of 40 professionals dramatically grew revenue from $500,000 to $65M in three years. Following these two endeavors, “AB” partnered with two other fighter pilots to form Afterburner Inc., a global management training company. “AB” served as Afterburner’s CEO & President where for over a decade he combined his love of business with his passion for tactical aviation. Under Bourke’s leadership, Afterburner grew into a best-in-class training company and was twice named one of Inc Magazine’s 500 fastest growing companies. As CEO & Founder of Mach 2 Consulting, Bourke brings his tactical knowledge and vast business experience to the forefront of the management training world. “AB” has traveled the globe sharing his message of peak performance with over 50,000 people in nine different countries, and is currently working on a book titled “The Art of The Debrief.”

FOQA is a voluntary safety program that is designed to make commercial aviation safer by allowing commercial airlines and pilots to share de-identified aggregate information with the FAA so that the FAA can monitor national trends in aircraft operations and target its resources to address operational risk issues (e.g., flight operations, air traffic control (ATC), airports). The fundamental objective of this new FAA/pilot/carrier partnership is to allow all three parties to identify and reduce or eliminate safety risks, as well as minimize deviations from the regulations. To achieve this objective and obtain valuable safety information, the airlines, pilots, and the FAA are voluntarily agreeing to participate in this program so that all three organizations can achieve a mutual goal of making air travel safer. From AOPA: The FAA requires ADS-B Out capability in the continental United States, in the ADS-B rule airspace designated by FAR 91.225: Class A, B, and C airspace; Class E airspace at or above 10,000 feet msl, excluding airspace at and below 2,500 feet agl; Within 30 nautical miles of a Class B primary airport (the Mode C veil); Above the ceiling and within the lateral boundaries of Class B or Class C airspace up to 10,000 feet; Class E airspace over the Gulf of Mexico, at and above 3,000 feet msl, within 12 nm of the U.S. coast. From AvWeb Insider: If I were more diligent about keeping logbooks, I could look up the date when my airplane partner and I flew up to meet John and Martha King in Jacksonville for some kind of event or another. When we got to the airport to depart, the weather was crap; probably ¼-mile and indefinite ceiling. It was night. This was—and probably still is—just the kind of instrument flying I love. I remember John saying he agreed and was happy to see someone else actually doing it. Despite that avuncular presence on the green screen, Mr. King’s inner wild child is revealed by another comment he made earlier that day when we were discussing the five bad attitudes the FAA is always trying to browbeat us with to warn that a mild-mannered podiatrist can metastasize into a psychopath at just a whiff of 100LL. You remember them, right? Anti-authority, impulsivity, invulnerability, macho and resignation. “Hell,” John observed, “you have to have three of those just to want to be a pilot in the first place.” My three are that I have resigned myself to my anti-authoritarian impulsivity and so far my machismo has rendered me untouchable. I guess I’m over budget. And here, I’ll segue into the Martha Lunken story Russ Niles filed this week and which is otherwise bouncing around social media like a rubber check in a tile bathroom. Summary: Ms. Lunken, a well-known Ohio aviation personality and Flying Magazine columnist, decided, on a whim, to fly under the Jeremiah Morrow Bridge that carries I-71 over the Little Miami River in Oregonia. Ohio. Here’s a picture, so you can see the appeal. It’s the highest bridge in Ohio. If your reaction is, “that would be a cakewalk,” you’re not alone. But the act is indefensibly boneheaded, which she admits. But for one line in the FAA enforcement letter, it’s not wild-eyed crazy, either. The line is: There were people under the bridge. It provides no further detail so we don’t know if they were in boats or having picnics on the shore. For me personally, if I were willing to take on the bridge stunt, I’m not willing to risk the remote chance of having the flaming wreckage with me in it land between the chicken and the potato salad of the Stooldrear’s Sunday outing. That, if you’ll pardon me, is a bridge too far.   I’m not too worried about knocking the bridge over or hitting cars. Still, I wouldn’t try it for reasons related to the thrill-versus-consequences ratio. The potential ^%$ storm Ms. Lunken is now inevitably enduring, with this blog being another predictable gust, is hardly worth the payoff. Now if I were flying with Michael Goulian inverted … give me a minute on that. Nor would I accept the argument that one bridge buzz job is necessarily emblematic of a pattern of bad judgment or a gateway drug to yet more demented acts, say, like buying an Ercoupe. Being a columnist and all, Lunken is an opinion leader of sorts and thus expected to be, if not a moral guidepost, at least not too much of a knucklehead. It is a kind of burden to bear, earned or deserved or not. Readers develop a perception of a media persona as somehow an exemplar. Perhaps showing yourself to be all too human is the on-ramp to redemption. Nonetheless, one needn’t bore holes under a major interstate artery to reach that higher plane of aeronautical wisdom conferred upon those of us who sin, repent and rejoin the flock. The more mundane runway excursions, fuel exhaustions and taxiing into hangar doors should suffice without the prospect of a permanent chair on the beach because you appeared to show criminal intent. The eye-opener is that the FAA raised the charge to Murder 1 because they claimed Lunken intentionally turned off her ADS-B to avoid detection. She says she did not. This shows the low standard of proof in administrative law. You are presumed guilty if the government says you are and the burden is on you to prove otherwise. They revoked all of her certificates. She has to start anew if she wants to fly again. Odd calculus indeed. If I had to go through all that just to reinstate my certificates, I’d rejoin my bowling league. That said, there might yet be a pretty good T-shirt business is this. Aviation, like motorcycling, has its outlaw contingent. Her case also shows the uneven way penalties are assessed. The day before we reported this, I got a call from a reporter in Oregon asking about a case where a local pilot—the mayor of a town—was suspended for 200 days for operating a Skyhawk that was two years out of annual and without having had a flight review in six years. He appears to have run the airplane out of gas and landed on a beach causing grievous injuries to one of his passengers. Scroll to 11:11 in this video to see it. In my view, he got a light sentence despite a persistent pattern of bad judgment and noncompliance. While we’re at it, don’t let it escape notice that ADS-B is now an enforcement tool, even if isn’t working. And I did not know that if the FAA decides you turned it off to evade detection, it’s an automatic—or at least potential—revocation. And since bad things come in threes, I learned of another accident this week in which ADS-B may be a factor. A flight school Skyhawk crash landed on a golf course after an ADS-B track that may show impromptu aerobatics. Even if that isn’t true, the ADS-B will be the music for a rug dance for the pilots, I’m sure. There are two blades to this dull axe. On the one hand, if knowing that ADS-B is the all-seeing eye it may appear to be serves as an inhibition to doing stupid stuff—like flying under bridges on a whim—that’s not a bad thing. On the other hand, the data might be compromised or made to somehow catch you in a marginal act leading to enforcement that wouldn’t have otherwise happened. I’d much prefer they spend their resources trying to find causes for all those unknown engine failures. Of course, if your airplane has no electrical system, like my old Cub, that’s different, isn’t it? (It does have the 1930’s style three-foot N-numbers under the wing, however.) I’m still not doing the bridge thing. Bucket list or not, I’ve never liked explaining myself and I’m pretty sure I’m not gonna start now. Don’t want the time, not doing the crime.  

Andy Cook is one comfortable guy. He’s on a Louisiana layover. Inside what’s left of a retired, renovated, old New Orleans Hornets Boeing 727 airplane. WGNO’s Bill Wood is there, too. He’s been invited into Andy’s man cave. Andy has decked out his home away from home. It’s actually just behind his home. He landed his 727 man cave right in his own backyard. And it’s a short commute from work. Andy Cook is an air traffic controller at the Houma-Terrebonne Airport in Houma, Louisiana. He’s had a career of guiding in planes across the country. He loves planes, always has. His passion started when he was a kid. The plane he snuggles up in now flew for the NBA for New Orleans, when the team was the Hornets and for two other NBA teams. Fasten your seatbelt for one of the few 727s still in service. It’s on a non-stop flight. In the first-class imagination. Right there in the driver’s seat, there’s a Louisiana pilot.  

A flight attendant on a Southwest Airlines plane lost two teeth over the weekend after allegedly being punched by a passenger who had "repeatedly ignored standard inflight instructions," according to an airline spokesman. The Port of San Diego Harbor Police Department charged Vyvianna Quinonez, 28, with battery causing serious bodily injury in the incident, which was caught on video and later went viral. The incident sparked widespread outrage, but for flight attendants it was just the latest example of an increase in travelers becoming disorderly and in some cases turning violent against those tasked with enforcing federal and airline rules. Southwest Airlines said Friday it would delay its return to serving alcohol to passengers "given the recent uptick in industry-wide incidents of passenger disruptions inflight." "We realize this decision may be disappointing for some Customers, but we feel this is the right decision at this time in the interest of the Safety and comfort of all Customers and Crew onboard," the airline said in an email. The FAA is keeping track of attacks The number of unruly passengers on U.S flights has taken off in 2021, with many more people boarding planes as the pandemic eases. According to the Federal Aviation Administration, from Jan. 1 through May 24, there were roughly 2,500 reports of unruly behavior by passengers, including about 1,900 reports of people contravening the federal mask mandate, which is still in place. The FAA has not always tracked unruly passenger reports but began keeping a tally last year as it started to observe a surge in complaints, specifically around noncompliance with the face-covering mandate, said FAA spokesperson Ian Gregor. "Based on our experience, we can say with confidence that the number of reports we've received during the past several months are significantly higher than the numbers we've seen in the past," Gregor said in an email. The FAA does, however, keep data on the number of "unruly passenger" violations it has identified. Through May 25, the agency has already recorded 394 potential violations, while in all of 2019 and 2020 there were just 146 and 183 violations, respectively. Flight attendant unions say the hostility is unprecedented Sara Nelson, president of the Association of Flight Attendants-CWA, which represents nearly 50,000 flight attendants across 17 airlines, said the level of hostility toward flight attendants is unprecedented. "We've never before seen aggression and violence on our planes like we have in the past five months," Nelson said in a statement. "The constant combative attitude over wearing masks is exhausting and sometimes horrific for the people who have been on the front lines of this pandemic for over a year." Nelson said the strained situation is causing some flight attendants to quit. The surge in unruly passenger complaints is also getting the attention of federal officials, who have warned travelers to be on their best behavior in airports and on planes or risk facing the consequences. "Let me be clear in underscoring something," Homeland Security Secretary Alejandro Mayorkas said during a Tuesday press conference. "It is a federal mandate that one must wear a mask in an airport, in the modes of public transportation, on the airplane itself — and we will not tolerate behavior that violates the law." Just this week the FAA announced that it was proposing civil penalties as high as $15,000 against five more passengers for violations that included allegedly assaulting and yelling at flight attendants. In an open letter, Lyn Montgomery, president of TWU Local 556, the union for Southwest flight attendants, suggested the airline be more consistent in banning unruly passengers and called for an increase in the number of federal air marshals on planes. From The Points Guy: There has been a succession of news stories lately about unruly passengers causing trouble in the air during this recent travel surge. U.S. airlines are taking precautionary measures as they’ve witnessed a recent uptick in disorderly passenger behavior. American Airlines is the latest airline to ban alcohol sales in its economy cabin this summer. According to an internal memo sent to flight attendants on Saturday and first obtained by CNN, economy passengers flying with the airline will have to wait until at least Sept. 13 before they can order a mid-flight drink. This comes at the heels of the Southwest Airlines announcement that they too are pausing alcohol sales after a flight attendant was physically assaulted in-flight by an inebriated passenger. In the memo, vice president of flight service Brady Byrnes stated the reasoning behind the airline’s decision: “Over the past week we’ve seen some of these stressors create deeply disturbing situations on board aircraft. Let me be clear: American Airlines will not tolerate assault or mistreatment of our crews. While we appreciate that customers and crewmembers are eager to return to ‘normal,’ we will move cautiously and deliberately when restoring pre-COVID practices.”   The Sept. 13 date coincides with the federal face mask requirement for airplanes, airports and other modes of transportation that currently runs through Sept. 13. American was planning to resume full main cabin beverage service, including alcoholic beverage options, as well as its buy-on-board food program later in the summer. However, those plans have now been put on hold. For now, pre-departure beverage service remains suspended in premium cabins. In the main cabin on flights under 250 miles, non-alcoholic beverage service is available upon request. On flights of 250+ miles, non-alcoholic beverage service with be offered with a snack. “Alcohol will continue to be offered in premium cabins (First/Business class),” according to the memo — but only inflight. American notes that “Pre-departure beverage service continues to remain paused.” When asked whether or not it had plans to change its alcohol sales policy, Delta Air Lines said in a statement to TPG there are “no changes” to on board services including beer, wine and cocktails for purchase in the main cabin “on most domestic flights.” The spokesperson continued, “Nothing is more important than the safety of our flight crews and customers. And as part of our values-led culture, respect and civility among all are key components of the Delta experience for our customers and people.” TPG also reached out to United Airlines for comment and will update this post with additional information.

Commander Jake Ellzey decided to become a fighter pilot when, at age seven, his dad took him on his first plane ride. A graduate of the U.S. Naval Academy, Commander Jake Ellzey served as a fighter pilot and completed his service as the Air Boss on the U.S.S. Ronald Reagan aircraft carrier. In his 20 years of service, Commander Ellzey was deployed nine times, including to Afghanistan and Iraq. He served five combat tours by air and one by ground with Seal Team 5.  For his service, Commander Jake Ellzey received two Bronze Stars and eight Air Medals. After retiring from the military, he became a successful local businessman and was appointed by Governor Rick Perry to serve Texas as Commissioner on the Texas Veterans Commission. Today, Commander Ellzey is a commercial airline pilot based out of DFW.  Jake and his wife Shelby are raising their two children on ten acres in Ellis County.  Most Americans look to Texas for the way forward for prosperity and freedom and liberty. Commander Jake Ellzey understands that what happens in Washington DC could threaten all of that. Commander Ellzey is running to bring Texas values and a hometown conservative mindset to Congress. Especially under this new administration, we need tough conservative representation more than ever.

Furious Backlash – In what some observers are referring to as “state-sponsored hijacking,” a Belarussian jet forced a Ryanair jetliner flying from Greece to Lithuania on Sunday passenger airliner to land in Minsk so authorities could arrest a journalist on board.  The dissident is Raman Pratasevich, a key foe of authoritarian Belarusian President Alexander Lukashenko, who ran a popular Telegraph messaging app that played a key role in helping organize massive protests against Lukashenko.  The government of Belarus used a transparent ruse to justify the operation. According to Associated Press (AP): Ryanair said Belarusian flight controllers told the crew there was a bomb threat against the plane as it was crossing through Belarus airspace on Sunday and ordered it to land. A Belarusian MiG-29 fighter jet was scrambled to escort the plane in a brazen show of force by Lukashenko, who has ruled the country with an iron fist for over a quarter-century. The apparent target of the forced landing: Raman Pratasevich, who is “a 26-year-old activist and journalist who ran a popular messaging app that played a key role in helping organize massive protests against the authoritarian leader,” AP reports. “He and his Russian girlfriend were led off the plane shortly after landing — and authorities haven’t said where they’re being held.”  According to AP: Passengers described Pratasevich’s shock when he realized the plane was going to Minsk. “I saw this Belarusian guy with girlfriend sitting right behind us. He freaked out when the pilot said the plane is diverted to Minsk. He said there’s death penalty awaiting him there,” passenger Marius Rutkauskas said after the plane finally arrived in Vilnius. “We sat for an hour after the landing. Then they started releasing passengers and took those two. We did not see them again.” “State-sponsored hijacking” is what RyanAir CEO Michael O’Leary called the events this weekend, according to the Wall Street Journal. “The incident has sparked an international outcry and raised questions over the legality of the plane’s grounding and the ramifications for the airline industry,” the Journal reports. Thankfully, in a rare unified, prompt the European Union responded loudly and clearly. On Monday it agreed Monday to impose new sanctions against Belarus, including banning its airlines from using the airspace and airports of the 27-nation bloc. While this is indeed a horrible act by the Belarusian strongman Alexander Lukashenko. a willing puppet of Russia’s Vladimir Putin, this isn’t the first time a civilian jet has been intercepted by military aircraft and forced down to arrest passengers. In 1985, President Ronald Reagan used U.S. F-14s jet fighters from the carrier Saratoga in the Mediterranean to force an Egyptian airliner to fly to a U.S. naval base in Sicily.  The airliner was carrying four terrorists who had just hijacked an Italian cruise liner and brutally murdered an elderly disabled American tourist, throwing the wheelchair-bound man overboard. The men had negotiated a deal to go to Egypt. Reagan had vowed that the terrorists would not evade justice. The significant difference in the two incidents – one was conducted by a democracy to bring cold blooded murderers to justice. In the other, a young, peaceful democracy activist now faces torture or death by a murderous illegitimate regime. 

September 1962: On a moonless night over the raging Atlantic Ocean, a thousand miles from land, the engines of Flying Tiger flight 923 to Germany burst into flames, one by one. Pilot John Murray didn’t have long before the plane crashed headlong into the 20-foot waves at 120 mph. As the four flight attendants donned life vests, collected sharp objects, and explained how to brace for the ferocious impact, 68 passengers clung to their seats: elementary schoolchildren from Hawaii, a teenage newlywed from Germany, a disabled Normandy vet from Cape Cod, an immigrant from Mexico, and 30 recent graduates of the 82nd Airborne’s Jump School. They all expected to die. Murray radioed out “Mayday” as he attempted to fly down through gale-force winds into the rough water, hoping the plane didn’t break apart when it hit the sea. Only a handful of ships could pick up the distress call so far from land. The closest was a Swiss freighter 13 hours away. Dozens of other ships and planes from nine countries abruptly changed course or scrambled from Canada, Iceland, Ireland, Scotland, and Cornwall, all racing to the rescue—but they would take hours, or days, to arrive. From the cockpit, the blackness of the Atlantic grew ever closer. Could Murray do what no pilot had ever done—“land” a commercial airliner at night in a violent sea without everyone dying? And if he did, would rescuers find any survivors before they drowned or died from hypothermia in the icy water? The fate of Flying Tiger 923 riveted the world. Bulletins interrupted radio and TV programs. Headlines shouted off newspapers from London to LA. Frantic family members overwhelmed telephone switchboards. President Kennedy took a break from the brewing crises in Cuba and Mississippi to ask for hourly updates. Tiger in the Sea is a gripping tale of triumph, tragedy, unparalleled airmanship, and incredibly brave people from all walks of life. The author has pieced together the story—long hidden because of murky Cold War politics—through exhaustive research and reconstructed a true and inspiring tribute to the virtues of outside-the-box-thinking, teamwork, and hope. From Eric's webpage: In 2009, Eric Lindner became a hospice volunteer, helping patients cope with the reality of dying. His book, Hospice Voices: Lessons for Living at the End of Life, was critically acclaimed by leading doctors and caregivers, NPR, BBC, Washington Independent Review of Books, Publishers Weekly, and Booklist’s Rebecca Vnuk, who named it one of 2013’s five best memoirs. Since 2015, the attorney, businessman and DC native has been teaching Ethics in Action at Georgetown University, a course that dissects the NASA Challenger disaster. He‘s married to Captain Murray’s daughter; they live on California’s Central Coast. 

In a measure that will likely irk flyers, airlines could soon require plus-sized passengers to step on the scale — or provide their weight — before boarding the aircraft. The initiative, which was outlined in a recent Federal Aviation Administration (FAA) advisory, strives to provide new data on average passenger weights as the current numbers reportedly don’t reflect today’s sky-high obesity rates in the US. In turn, this would help ensure aircrafts, especially the small ones, don’t exceed their allowable weight limit, View From the Wing reported. To put it plane-ly, the FAA wants to gauge how much fatter Americans have gotten, to prevent things from coming apart when planes take to the skies. The new mandates, which were reviewed by airline industry publication AirInsight Group, would require airlines to take surveys to establish “standard average passenger weights” for crew members, baggage and passengers via random selection, Fox reported. Once they’ve chosen a traveler, an operator may “determine the actual weight of passengers” by having them step “on a scale before boarding the aircraft,” per the guidelines transcribed by AirInsight. If that’s not an option, they’re urged to ask each passenger their weight, while making sure to add 10 pounds to account for clothing. They even have a contingency plan for when operators suspect flyers are miscalculating their heft. In that case, crew members should “make a reasonable estimate about the passenger’s actual weight and add 10 pounds,” per the document. Naturally, weighing people like luggage may seem a bit obtuse, which is why the FAA also provided guidelines on conducting the procedure in a way that protects passenger privacy. They stipulate that “the scale readout should remain hidden from public view” while “an operator should ensure that any passenger weight data collected remains confidential.” Chalk one up for bedside manner. Thankfully, travelers have the option of declining “to participate in any passenger or bag weight survey,” per the guidelines. In order to update guidelines on “standard passenger weight,” airlines will have to up the weight of an average adult male passenger and carry-on bag to 190 pounds in the summer and 195 pounds in the winter — a 20-pound increase from the current guidelines, Fox reported. Meanwhile, female passengers and carry-on bags will increase from 145 pounds to 179 pounds in the summer, and 150 pounds to 184 pounds in the winter.

Kilrain was born in Augusta, Georgia, as Susan Leigh Still to Dr. Joseph Still, M.D. and his wife, Jean Ann Batho; she has nine siblings. Her father was a prominent burn surgeon who founded and directed the Joseph M. Still Burn Center in Augusta, Georgia. Kilrain graduated from the Walnut Hill School, Natick, Massachusetts, in 1979. She graduated from Embry-Riddle Aeronautical University in 1982 with a bachelor's degree in aeronautical engineering and received her Master of Science degree in aerospace engineering from Georgia Institute of Technology in 1985. She is married to Vice Admiral Colin J. Kilrain, who previously served with North Atlantic Treaty Organization Special Operations Commander Headquartered in Belgium. Kilrain and her husband have four children, and reside in Virginia Beach, Virginia. She is active as a motivational speaker, presenting mostly to schools and universities. Her main message is "Live Your Dream" - anyone can become an astronaut. After graduation, Kilrain worked as a wind tunnel project officer for Lockheed Corporation in Marietta, Georgia, and earned her graduate degree. She was commissioned into the U.S. Navy in 1985 and designated a Naval Aviator in 1987. Kilrain was selected to be a flight instructor in the TA-4J Skyhawk, and later flew EA-6A Electric Intruders for Tactical Electronic Warfare Squadron 33 (VAQ-33) in Key West, Florida. After completing U.S. Naval Test Pilot School at NAS Patuxent River, Maryland, she reported to Fighter Squadron 101 (VF-101) in Virginia Beach, Virginia, for F-14 Tomcat training. Kilrain has logged over 3,000 flight hours in more than 30 different aircraft. Kilrain reported to the Johnson Space Center as an Astronaut Candidate in March 1995. Following a year of training, she worked on technical issues for the Vehicle Systems and Operations Branch of the Astronaut Office. She also served as spacecraft communicator (CAPCOM) in mission control during launch and entry for numerous missions. A veteran of two space flights, she logged nearly 472 hours in space. She flew as pilot on STS-83 (April 4 to April 8, 1997) and STS-94 (July 1 to July 17, 1997). She was most recently the Legislative Specialist for Shuttle, for the Office of Legislative Affairs at NASA Headquarters, Washington D.C. Kilrain retired from the Astronaut Office in December 2002 and from the U.S. Navy in 2005.

Kilrain was born in Augusta, Georgia, as Susan Leigh Still to Dr. Joseph Still, M.D. and his wife, Jean Ann Batho; she has nine siblings. Her father was a prominent burn surgeon who founded and directed the Joseph M. Still Burn Center in Augusta, Georgia. Kilrain graduated from the Walnut Hill School, Natick, Massachusetts, in 1979. She graduated from Embry-Riddle Aeronautical University in 1982 with a bachelor's degree in aeronautical engineering and received her Master of Science degree in aerospace engineering from Georgia Institute of Technology in 1985. She is married to Vice Admiral Colin J. Kilrain, who previously served with North Atlantic Treaty Organization Special Operations Commander Headquartered in Belgium. Kilrain and her husband have four children, and reside in Virginia Beach, Virginia. She is active as a motivational speaker, presenting mostly to schools and universities. Her main message is "Live Your Dream" - anyone can become an astronaut. After graduation, Kilrain worked as a wind tunnel project officer for Lockheed Corporation in Marietta, Georgia, and earned her graduate degree. She was commissioned into the U.S. Navy in 1985 and designated a Naval Aviator in 1987. Kilrain was selected to be a flight instructor in the TA-4J Skyhawk, and later flew EA-6A Electric Intruders for Tactical Electronic Warfare Squadron 33 (VAQ-33) in Key West, Florida. After completing U.S. Naval Test Pilot School at NAS Patuxent River, Maryland, she reported to Fighter Squadron 101 (VF-101) in Virginia Beach, Virginia, for F-14 Tomcat training. Kilrain has logged over 3,000 flight hours in more than 30 different aircraft. Kilrain reported to the Johnson Space Center as an Astronaut Candidate in March 1995. Following a year of training, she worked on technical issues for the Vehicle Systems and Operations Branch of the Astronaut Office. She also served as spacecraft communicator (CAPCOM) in mission control during launch and entry for numerous missions. A veteran of two space flights, she logged nearly 472 hours in space. She flew as pilot on STS-83 (April 4 to April 8, 1997) and STS-94 (July 1 to July 17, 1997). She was most recently the Legislative Specialist for Shuttle, for the Office of Legislative Affairs at NASA Headquarters, Washington D.C. Kilrain retired from the Astronaut Office in December 2002 and from the U.S. Navy in 2005.

28 November, 2016. The aircraft was an Avro RJ85, registration CP-2933, serial number E.2348, which first flew in 1999. After service with other airlines and a period in storage between 2010 and 2013, it was acquired by LaMia, a Venezuelan-owned airline operating out of Bolivia. The captain was 36-year-old Miguel Quiroga, who had been a former Bolivian Air Force (FAB) pilot and had previously flown for EcoJet, which also operated the Avro RJ85. He joined LaMia in 2013 and at the time of the accident he was one of the airline's co-owners as well as a flight instructor. Quiroga had logged a total of 6,692 flight hours, including 3,417 hours on the Avro RJ85. The first officer was 47-year-old Fernando Goytia, who had also been a former FAB pilot. He received his type rating on the Avro RJ85 five months before the accident and had had 6,923 flight hours, with 1,474 of them on the Avro RJ85. Another pilot was 29-year-old Sisy Arias, who was undergoing training and was an observer in the cockpit. She had been interviewed by TV before the flight. The party flew with a different airline from São Paulo to Santa Cruz, where it boarded the LaMia aircraft. The refuelling stop at Cobija was cancelled following a late departure from Santa Cruz. The aircraft was carrying 73 passengers and 4 crew members on a flight from Viru Viru International Airport, in the Bolivian city of Santa Cruz de la Sierra, to José María Córdova International Airport, serving Medellín in Colombia, and located in nearby Rionegro. Among the passengers were 22 players of the Brazilian Associação Chapecoense de Futebol club, 23 staff, 21 journalists and 2 guests. The team was travelling to play their away leg of the Final for the 2016 Copa Sudamericana in Medellín against Atlético Nacional. Chapecoense's initial request to charter LaMia for the whole journey from São Paulo to Medellín was refused by the National Civil Aviation Agency of Brazil because the limited scope of freedom of the air agreements between the two countries, under International Civil Aviation Organization (ICAO) rules, would have required the use of a Brazilian or Colombian airline for such a service. The club opted to retain LaMia and arranged a flight with Boliviana de Aviación from São Paulo to Santa Cruz de la Sierra, Bolivia, where it was to board the LaMia flight. LaMia had previously transported other teams for international competitions, including Chapecoense and the Argentina national team, which had flown on the same aircraft two weeks before. The flight from São Paulo landed at Santa Cruz at 16:50 local time. The RJ85 operating LaMia flight 2933 departed Santa Cruz at 18:18 local time. A Chapecoense team member's request to have a video game retrieved from his luggage in the aircraft's cargo delayed departure. The original flight plan included an intermediate refueling stop at the Cobija–Captain Aníbal Arab Airport, near Bolivia's border with Brazil; however, the flight's late departure meant the aircraft would not arrive at Cobija prior to the airport's closing time. An officer of Bolivia's Administración de Aeropuertos y Servicios Auxiliares a la Navegación Aérea (AASANA – Airports and Air Navigation Services Administration) at Santa Cruz de la Sierra reportedly rejected the crew's flight plan for a direct flight to Medellín several times despite pressure to approve it, because of the aircraft's range being almost the same as the flight distance. The flight plan was approved by another AASANA officer. The distance between Santa Cruz and Medellín airports is 1,598 nautical miles (2,959 km; 1,839 mi). A fuel stop in Cobija would have broken the flight into two segments: an initial segment of 514 nautical miles (952 km; 592 mi) to Cobija followed by a flight of 1,101 nautical miles (2,039 km; 1,267 mi) to Medellín, a total of 1,615 nautical miles (2,991 km; 1,859 mi).Bogotá's airport is 1,486 nautical miles (2,752 km; 1,710 mi) from Santa Cruz's airport and 116 nautical miles (215 km; 133 mi) from Medellín's. The flight crew anticipated a fuel consumption of 8,858kg for their planned route of 1,611nmi (including 200kg for taxiing). After refueling at Santa Cruz, CP2933 had 9,073kg on board. ICAO regulations would have required them to carry a total fuel load of 12,052kg, to allow for holding, diversion and other contingencies. The RJ85's fuel tanks have a capacity of 9,362kg. At around 21:16, approximately 180nmi from their destination, the aircraft displayed a low fuel warning. At this point they were 77nmi from Bogotá, but the crew took no steps to divert there, nor to inform ATC of the situation. The RJ85 continued on course and began its descent towards Medellín at 21:30. Another aircraft had been diverted to Medellín from its planned route (from Bogotá to San Andres) by its crew because of a suspected fuel leak. Medellín air traffic controllers gave that aircraft priority to land and at 21:43 the LaMia RJ85's crew was instructed to enter a racetrack-shaped holding pattern at the Rionegro VHF omnidirectional range (VOR) radio navigation beacon and wait with three other aircraft for its turn to land. The crew requested and were given authorisation to hold at an area navigation (RNAV) waypoint named GEMLI, about 5.4 nautical miles (10 km; 6 mi) south of the Rionegro VOR. While waiting for the other aircraft to land, during the last 15 minutes of its flight, the RJ85 completed two laps of the holding pattern. This added approximately 54 nautical miles (100 km; 62 mi) to its flight path. At 21:49, the crew requested priority for landing because of unspecified "problems with fuel", and were told to expect an approach clearance in "approximately seven minutes". Minutes later, at 21:52, they declared a fuel emergency and requested immediate descent clearance and "vectors" for approach. At 21:53, with the aircraft nearing the end of its second lap of the holding pattern, engines 3 and 4 (the two engines on the right wing) flamed out due to fuel exhaustion; engines 1 and 2 flamed out two minutes later, at which point the flight data recorder (FDR) stopped operating. Shortly before 22:00 local time on 28 November (03:00 UTC, 29 November), the pilot of the LaMia aircraft reported an electrical failure and fuel exhaustion while flying in Colombian airspace between the municipalities of La Ceja and La Unión. After the LaMia crew reported the RJ85's electrical and fuel problems, an air traffic controller radioed that the aircraft was 0.1 nautical miles (190 m; 200 yd) from the Rionegro VOR, but its altitude data were no longer being received. The crew replied that the aircraft was at an altitude of 9,000 feet (2,700 m); the procedure for an aircraft approaching to land at José María Córdova International Airport states it must be at an altitude of at least 10,000 feet (3,000 m) when passing over the Rionegro VOR. Air traffic control radar stopped detecting the aircraft at 21:55 local time as it descended among the mountains south of the airport. At 21:59 the aircraft hit the crest of a ridge on a mountain known as Cerro Gordo at an altitude of 2,600 metres (8,500 ft) while flying in a northwesterly direction, with the wreckage of the rear of the aircraft on the southern side of the crest and other wreckage coming to rest on the northern side of the crest adjacent to the Rionegro VOR transmitter facility, which is in line with runway 01 at José María Córdova International Airport and about 18 kilometres (9.7 nmi; 11 mi) from the southern end. Profile of the flight's last 15 minutes Helicopters from the Colombian Air Force were initially unable to get to the site because of heavy fog in the area, while first aid workers arrived two hours after the crash to find debris strewn across an area about 100 metres (330 ft) in diameter. It was not until 02:00 on 29 November that the first survivor arrived at a hospital: Alan Ruschel, one of the Chapecoense team members. Six people were found alive in the wreckage. The last survivor to be found was footballer Neto who was discovered at 05:40. Chapecoense backup goalkeeper Jakson Follmann underwent a potentially life-saving leg amputation. 71 of the 77 occupants died as a result of the crash. The number of dead was initially thought to be 75, but it was later revealed that four people had not boarded the aircraft. Colombian Air Force personnel extracted the bodies of 71 victims from the wreckage and took them to an air force base. They were then taken to the Instituto de Medicina Legal in Medellín for identification. The Grupo de Investigación de Accidentes Aéreos (GRIAA) investigation group of Colombia's Unidad Administrativa Especial de Aeronáutica Civil (UAEAC or Aerocivil – Special Administrative Unit of Civil Aeronautics) began investigating the accident and requested assistance from BAE Systems (the successor company to British Aerospace, the aircraft’s manufacturer) and the British Air Accidents Investigation Branch (AAIB) as the investigative body of the state of the manufacturer. A team of three AAIB accident investigators was deployed. They were joined by investigators from Bolivia's national aviation authority, the Dirección General de Aeronáutica Civil (DGAC – General Directorate of Civil Aviation). In all, twenty-three specialists were deployed on the investigation; in addition to ten Colombian investigators and those from Bolivia and the United Kingdom, Brazil and the United States contributed personnel to the investigation. On the afternoon of 29 November the UAEAC reported that both flight recorders – the flight data recorder (FDR) and cockpit voice recorder (CVR) – had been recovered undamaged. Evidence very quickly emerged to suggest that the aircraft had run out of fuel: the flight attendant who survived the accident reported that the captain's final words were "there is no fuel", and transmissions to that effect from the pilots to ATC were overheard by crews of other aircraft, and recorded in the control tower. Shortly after the crash, the person leading the investigation stated that there was "no evidence of fuel in the aircraft" and the aircraft did not catch fire when it crashed. Analysis of the FDR showed all four engines flamed out a few minutes before the crash. The investigation found that LaMia had consistently operated its fleet without the legally required endurance fuel load, and had simply been lucky to avoid any of the delays that the mandated fuel load were meant to allow for. An investigative report by Spanish-language American media company Univision, using data from the Flightradar24 website, claimed that the airline had broken the fuel and loading regulations of the International Civil Aviation Organization on 8 of its 23 previous flights since 22 August. This included two direct flights from Medellín to Santa Cruz: one on 29 October transporting Atlético Nacional to the away leg of their Copa Sudamericana semifinal, and a flight without passengers on 4 November. The report claimed the eight flights would have used at least some of the aircraft's mandatory fuel reserves (a variable fuel quantity to allow for an additional 45 minutes of flying time), concluding the company was accustomed to operating flights at the limit of the RJ85's endurance. On 27 April 2018, the investigators, led by Aerocivil, released the final investigative report for the crash of Flight 2933, listing the following causal factors: The airline inappropriately planned the flight without considering the necessary amount of fuel that would be needed to fly to an alternate airport, fuel reserves, contingencies, or the required minimum fuel to land; The four engines shut down in sequence as a result of fuel exhaustion; Poor decision making by LaMia employees "as a result of processes that failed to ensure operational security"; Poor decision making by the flight crew, who continued the flight on extremely limited fuel despite being aware of the low fuel levels aboard the aircraft and who did not take corrective actions to land the aircraft and refuel. Additional contributing factors cited by the investigators were: Deploying the landing gear early; "Latent deficiencies" in the planning and execution of non-regular flights related to the insufficient supply of fuel; Specific deficiencies in the planning of the flight by LaMia; "Lack of supervision and operational control" by LaMia, which did not supervise the planning of the flight or its execution, nor did it provide advice to the flight crew; Failure to request priority or declare an emergency by the flight crew, particularly when fuel exhaustion became imminent; these actions would have allowed air traffic services to provide the necessary attention; Failure by the airline to follow the fuel management rules that the Bolivian DGAC had approved in certifying the company; Delays in CP-2933's approach to the runway resulting from its late declaration of priority and of fuel emergency, added to dense traffic in the Ríonegro VOR area. The CVR had recorded the pilots discussing their fuel state and possible fuel stops en route, but they were so accustomed to operating with minimal fuel that they decided against a fuel stop when ATC happened to assign them an adjustment in their route which saved a few minutes of flight time. For unknown reasons, the CVR stopped recording an hour and forty minutes before the FDR, when the aircraft was still about 550 nautical miles (1,020 km; 630 mi) away from the crash site at the Rionegro VOR. Aviation analyst John Nance and GRIAA investigators Julian Echeverri and Miguel Camacho would later suggest that the most probable explanation is that the flight's captain, who was also a part owner of LaMia, pulled the circuit breaker on the CVR to prevent a record of the subsequent discussions, knowing that the flight did not have the appropriate fuel load. The aircraft was estimated to be overloaded by nearly 400 kilograms (880 lb). Due to restrictions imposed by the aircraft not being compliant with reduced vertical separation minima (RVSM) regulations, the submitted flight plan, with a nominated cruising flight level (FL) higher than 280 (approximately 28,000 feet (8,500 m) in altitude), was in violation of protocols. The flight plan, which was filed with AASANA, included a cruising altitude of FL300 (approximately 30,000 feet (9,100 m)). The flight plan was sent for review to Colombian and Brazilian authorities as well, in accordance with regional regulations. A week after the crash, Bolivian police detained the general director of LaMia on various charges, including involuntary manslaughter. His son, who worked for the DGAC, was detained for allegedly using his influence to have the aircraft given an operational clearance. A prosecutor involved with the case told reporters that "the prosecution has collected statements and evidence showing the participation of the accused in the crimes of misusing influence, conduct incompatible with public office and a breach of duties." An arrest warrant was issued for the employee of AASANA in Santa Cruz who had refused to approve Flight 2933's flight plan - it was later approved by another official. She fled the country seeking political asylum in Brazil, claiming that after the crash she had been pressured by her superiors to alter a report she had made before the aircraft took off and that she feared that Bolivia would not give her a fair trial. A warrant was also issued for the arrest of another of LaMia's co-owners, but he still had not been located four weeks after the crash.

Commercial Airline Pilot – Captain – currently flying for a major U.S. Carrier Qualified on aircraft: Boeing 767, 757, 737, Airbus 320, Lockheed L-188 (civilian P-3) and Convair 580 –  flying International and domestic routes, military contracts Flight and Ground Instructor – Multi-engine Instructor, Commercial Flight Instructor, Commercial Flight Instrument Instructor, taught all levels of flying and ground schools Qualified on aircraft: Various twin and single engine aircraft, various aerobatic aircraft Bachelor of Science degree in Aeronautical Science: Embry-Riddle Aeronautical University CBS National News Aviation Consultant CNN Aviation Consultant Media: TV, radio, podcasts, guest speaking Author – “Remove Before Flight” A guide book to empower passengers while increasing overall aviation and operational knowledge for  a better travel experience. Author – “Lost and Found” A journey of perseverance and resilience – a mother’s struggle and sacrifice to save her son from a mystery illness Guest Speaker – Numerous and various types of events in regard to aviation, health, and child development Blogger – “www.CaptainLaura.com” Social Medias – Twitter, LinkedIn, Facebook, Instagram, Youtube Airshow Director of Operations – Wanda Collins Airshows, Inc. Ninety- Nines International Woman Pilot’s Association – Awarded “Pilot of the Year” and Scholarship   Co-host of the San Francisco Bay Area Fleet Week Special KRON 4 News – Two hour live airshow broadcast with anchor Ken Wayne discussing aviation and the performances by the Blue Angels, Team Oracle, Patriots Jet Team, United Boeing 777, along with many others. Oct 12th, 2019 ranked the number one special in the ratings category and was entered for an Emmy Award. CBS This Morning Show, CBS Evening News, CBS Live Stream, CBS Radio – Various aviation topics, special stories, current industry news. Girls In Aviation Day – event host for major airlines. Introducing under privileged girls to the world of aviation – the future career possibilities in all fields supporting airlines. Oct 5th, 2019 with LA’s Best. Mic – “Do Airplane Rules like turning off your phone during takeoff really matter? Pilots Reveal the Truth”. Contributed to article for Emma Sarran Webster. July 17th, 2019 Thrive Global – “Mental Stamina of a Great Business Mind” – Dr. Damian Jacob Sendler collaborating on what it takes to maintain resiliency, fortitude, and perseverance under the most challenging of circumstances. Scientific Leadership, June 24th, 2019 Just Do Your Dream – Interview with Montrie Rucker Adams for book and website. Stories of motivation and drive to accomplish your goals and achieve your dreams. May 29th, 2019 The Verge – “The many human factors that brought down the Boeing 737 Max”. Daryl Campbell – Contributed to this very in depth and comprehensive article on the various issues that have played into the Max status. May 6th, 2019 Feedspot Blog Reader – “Top 10 Female Pilot Blogs, Websites, and Newsletters in 2019”. March 27th, 2019 Conde Nast Traveller – “The World’s Most Influential Women Travellers”. Gold Edition. Named amongst these top women for this honor. March 1st, 2019 The New York Times – “Behind the Lion Air Crash, a Trail of Decisions that Kept Pilots in the Dark”. Contributor on this article with Zach Wichter for a detailed look at factors involved. February 7th, 2019 Reno Air Races – Appearances, meetings, collaborations, photo shoots. Supporting aviation and sport racing. September 17th, 2018 Created “Adventures in Aviation” – Television Docu Series with Captain Joe Rajacic to highlight all areas of aviation and how it helps the world. www.AdventuresinAviation.TV  Aug 9th, 2018 Guest Speaker – Supporting OBAP with major airlines for the ACE Group to inspire young high schoolers in the field of aviation. August 8th, 2018 The Seth Markzon Podcast – Guest on Success podcast sharing my history, words of inspiration, thoughts of knowledge and tips for everyone. Episode #5  July 27th, 2018 The Jet Set Travel Talk Show – Season 3 Episode #1 discussing the recent decompression, how travelers can be best prepared, and preparing for the summer travel season. Episode #3 Season 3 discussing the myth of chemtrails, talking about the pilot shortage, and sharing thoughts on the future of aviation travel. July 7th, 2018 Women’s History Month – Guest Speaker for major airlines. Sharing words of personal journey, resiliency, and motivation for other women. March 29th, 2018 The Jet Set TV Travel Talk Show – Guest on Season 2 episode #16 airing the week of September 16th, 2017 and episode #18 airing the week of September 28th, 2017. 13 million viewers across the country with several large networks – discussing the future of aviation along with climate change affecting air travel. Travel Weekly magazine – “Warming Trend: As the mercury rises, airlines’ operations may be impacted” article by Robert Silk published August 28th, 2017. KRON Channel 4 News, San Francisco Bay Area – Guest on primetime news with producer Mark Burnette and journalist Dan Kerman aired July 14th, 2017. A current story about the close call of Air Canada jet that was lined up to land on a taxiway full of airplanes. KRON Channel 4 News, San Francisco Bay Area – Guest on primetime news with producer Mark Burnette and journalist Dan Kerman aired July 6th 2017. This was a story re-visiting the Asiana 214 accident at the SFO airport – over reliance on automation and lengthy rescue time. The New York Times – Collaboration with Zach Wichter front page article “Too Hot for Takeoff: Air Travel Buffeted by a Capricious Climate” Published June 20th, 2017 is an excellent read about how the heating of the earth is affecting air travel My Domaine – “8 Summer Vacation Ideas for When You Just Want To Escape the Crowds” article with Lindsay Tigar. Published May 28th, 2017 and profiles fabulous places to see and experience. The Jet Set TV Travel Talk Show – Guest on Season #1 episodes #46 airing across the country week of February 25th, 2017 and episode #49 airing the week of April 1st, 2017. www.TheJetSet.TV  Pilot guest answering questions from the viewers, discussing the book, and other great information.   Huffington Post – “What Pilots Want You to Know” with travel writer Suzy Strutner. March 17th, 2017. You can read her great articles in the Travel section of the Huffington Post news. Traveling with Francoise – Radio Show guest. Interviewed live streaming radio with Francoise on Money Radio February 12th, 2017. Sundays 11:00-1:00 on 1200AM and 101.1FM. www.travelingwithFrancoise.com under podcasts. Discussing book, flying, travel, and lots of fun stuff. Just Do Your Dream – Profiled in book “Just Do Your Dream!” by Montrie Rucker Adams Dec 2016.  www.justdoyourdream.com under “Misc” profiles. Discussing perseverence and drive to achieve your goals and dreams. Ready for Takeoff – Guest on Podcast with Dr. George Knolly – “Ready for Takeoff” episode RFT058  Dec 12th 2016. www.readyfortakeoffpodcast.com. Discussing flying, experience, the book The Jet Set Tv Show – Pilot Guest – Travel Talk Show “The Jet Set” episodes for Oct 10th and Oct 17th 2016. www.TheJetSet.TV, syndicated across the nation, 1.1 million viewers USA Today Contributor – Article written by Christopher Elliott discussing code sharing in the industry published Oct 17th 2016. Reno Air Races – Guest Speaker for ALEX (Aerospace Learning Experience) speaking to over 1600 school children on field trips about aviation. September 14-18th 2016 The Boston LifeZette Magazine – Article written by Deidre Reilly  discussing the effects of September 11th on pilots and families. www.LifeZette.com  Published September 11th, 2016 CNN Aviation Consultant – Multiple story works since May 2015 in regard to aviation, safety and security South Bay Magazine Profile – Article for Women in Business edition about Captain Laura. September-October 2015

Kimberly is an international Captain on a Global Express and Gulfstream 650 aircraft.  She has piloted jet aircraft on six continents and lived on three.  Kimberly was influenced by her experiences living in Nigeria, which laid the foundation for her creating Aviation for Humanity.  She holds a Bachelor of Science degree in Aviation: Flight Operations and a Master of Arts degree in Political Science with a concentration in International Relations.  She enjoys international travel both professionally and personally.  She insists on taking her two daughters to the remote regions of the world to instill the same sense of global community that led her to developing the non-profit.  Along with her piloting career, she is a gender equity activist through her published works and public speaking on gender parity. She previously served on the Board of the Pacific Northwest Business Aviation Association and continues to mentor women in aviation through her membership with industry organizations.  She is an outspoken optimist with a passion for inclusivity and equity in educating our youth.  She believes in a global community and hopes to use aviation as a method for philanthropic outreach.  All of Kimberly's interviews and published articles can be found on her website.   

Margaret “Peggy” Dennis Carnahan is retired from the U.S. Air Force and currently a Captain for NetJets. Peggy is a member of the 1980 U.S. Air Force Academy Class, the first to graduate women! She rose to the rank of Lieutenant Colonel, serving as an Air Force Instructor Pilot and Squadron Commander. Her awards include Air Training Command Master Instructor (1985) and Outstanding Young Women of America (1987). Peggy’s impressive bio is included at the end of this article.  Being the first in anything is rarely easy. Each career path comes with its own set of challenges and the Air Force is no exception. Today Peggy is considered a trailblazer for women military aviators, but it almost didn’t come to be. Very early on in her career she began to realize obstacles she would need to overcome if she was going to have any success at all. We’re sharing Peggy’s story with our readers as a testament to what can be achieved if one is willing to break barriers, from within and without.  Peggy, the sixth of seven children, grew up on a farm approximately 60 miles south of Chicago in a small town whose population was less than 3,000. Peggy was named after her grandmother Margaret, who passed away a few months before she was born. Her small town wasn’t big enough to have two “Margarets”, so she was given the nickname “Peggy”. Her father, an engineer and farmer, and her mother, a schoolteacher, set expectations for all of their children to attend college. Peggy’s brother who is five years older went to the Air Force Academy, and her sister, two years older than her, got a full Army ROTC scholarship to Arizona State.  As Peggy was exploring her options, she spoke with the local insurance agent, who was her dad’s high-school friend. He was a Colonel in the Air Force Reserve and a local Liaison Officer. Peggy vividly remembers stopping by to see him on a Friday to pick up a letter of recommendation for an ROTC scholarship. He asked her to look at the Air Force Academy as on option, as President Ford had recently signed a law abolishing the all male tradition in military service academies. The only catch was that she needed to give him an answer by Monday! She was 17 years old, and as one might expect from the forward thinking of a 17 year old, she decided that it would be a good idea. Why not! Besides, she had the thought that mountains are prettier than cornfields! And, one of her male high-school classmates was going to attend as well. She would have an ally, though in reality she rarely saw him.  Peggy struggled throughout her four years at the Air Force Academy, close to quitting several times. Eventually she realized she didn’t think beyond her decision to attend. Where were her four years going to take her? The Academy was challenging because of her mindset and lack of clarity. It took Peggy two years before she developed a mindset of “I want what this will give me; I want to be part of this group; I want these people to be my peers; I want to be one of them”. Today when she speaks with young people who are considering going into the Academy, she encourages them to consider what it will give them, and what their other options don’t, and to be sure that they want it!  When Peggy entered the Academy, she knew she was there because the initiative of having women was mandated by Congress, but hadn’t spent much time thinking about what she wanted from her time spent there – what her future would look like. Flying was not an option when she entered; there were no female pilots at the time. The Air Force was just starting to test that possibility. Looking back, Peggy realized that she was presented with an opportunity, and to fully benefit from this, she had to be willing to want what they had to offer and to get through it!  The whole emphasis in the Academy is teamwork. The basic training premise is to make the individual go away and build cadets back up as a member of a team where they are all the same. Competing against each other is a great way to fail. You can’t get through there by yourself. You do it as a team. You do it as a military unit. You have to take care of your roommate, you have to take care of people in your squadron, and you work together as a team. Because if you try to make it as an individual, you’re not going to make it.  Peggy was in awe with the other women. Coming from a fairly sheltered small town, she didn’t even have girl’s sports in high school until her sophomore or junior year and then they had no uniforms. The girls had to buy their own t-shirts and use masking tape to make numbers to create their own uniforms. Coming from that kind of environment, she met other women who were playing soccer since they were six years old. Peggy was astounded with the other women’s backgrounds and talents. She was surrounded by superstars and found it eye-opening and humbling!  Peggy’s roommate in her upper class years was Gwen Knuckles, the daughter of an Air Force Master Sergeant. She had traveled the world and lived overseas, a very different upbringing from Peggy. But that was not the only difference in the two women. While Peggy continued to struggle, Gwen was excelling and enjoying her time in the Academy. Gwen was bound and determined she was going to medical school. Her focus and positive outlook had a huge influence and impact on Peggy’s own focus and looking ahead to the future, in terms of where she was going and what she was going to do. In Peggy’s words, “She was a lifesaver for me.” In retrospect, Peggy realized that Gwen wanted to be there, did not complain, knew why she was there and where the Academy was going to get her, was clear on what she wanted to do, and more than anything, had a positive attitude. From that point forward, Peggy began looking at the positive side of things, and gravitated towards people with positive energy.  Gwen would go on to medical school and serve as a doctor in the Air Force. Peggy went into the Air Force flight school and began the next phase of her career – pilot training. At the time, there was a pilot shortage and women could officially go to pilot training, it was no longer a test program. There were only 26 women who were pilot qualified in her class, and they were still pretty much considered an oddity! Another factor in Peggy’s decision to go to pilot training was that her older brother did his pilot training five years earlier, and she wanted to show him that she could do it! Once in pilot training, Peggy’s mindset was one of determination and she knew what she had to do. She knew it would require a lot of work, concentration, and studying. And she was determined that if she didn’t make it, it wasn’t going to be for lack of effort on her part! She was not going to fail because she didn’t work hard enough. Positive mindset and focus! Peggy became the dedicated disciplined student she could have been previously, asking herself, “What can I really do?” She made sure she had set study time, sleep time, etc., making sure she did her part to ensure a successful outcome. And, in her words, “It turned out that I was actually kind of good at it and that I enjoyed it!” Peggy realized that the Air Force airplane recognizes talent. It doesn’t care who you are; it just cares about the skills of the pilot that has the controls.  Peggy excelled in pilot training and stayed on as an instructor. The program has changed quite a bit since then with technology and new aircraft. Then, it was a two-phase program where she flew T-37 for about six months and then flew the T-38 twin-engine tandem seat supersonic jet, which is still in use for pilot training.  One of the reasons Peggy wanted to remain as an instructor was because she felt strongly that the military would open up combat aircraft to women. And in 1993 Congress repealed the Combat Exclusion Law, but it took another year for the Air Force to allow women into combat cockpits. By that time, Peggy was considered too close to her retirement for the Air Force to consider her a candidate. Up until that point, the Air Force had severely restricted opportunities for women to have orientation flights in fighter aircraft. Peggy noted that this restriction significantly hampered her ability to counsel future pilots on career choices. When a four-star General visited her base and stated that he wanted more fighter pilots, Peggy asked, “If you want me to convince people to become fighter pilots, why am I not allowed to learn what that entails?” Right then and there, the General turned to the Colonel and said “Make it happen!”  Additionally, when women started looking for other ways to move their careers, Eileen Collins, the first woman to command a space shuttle, was the only female T-38 instructor on Peggy’s base, and Peggy was there!  Greatest Obstacles Peggy’s positive attitude has served her well, through a great career in aviation. One of the biggest obstacles she had to overcome was her own mindset. When she began, she didn’t think she was capable of some things, didn’t think she was good enough, didn’t think she had the potential, and would sell herself short. Additionally, she was raised thinking her options were to become a schoolteacher, nurse, or secretary. Peggy really shifted her trajectory with pilot training, where she decided she was going to put in her full effort and be as good as she could be. She knew she would either make it or not, and that it was up to her. She eliminated the thought that had crossed her mind many times – the thought that she is a woman and shouldn’t be there. Peggy shifted that by telling herself that she had every right to be there; every right to be like the others who were there. If she was not good enough it was not going to be because of her gender. Today, when Peggy looks back she realizes the societal changes and how opportunities have progressed for women. The mindset of women had also changed in how they view themselves, and women still have a ways to go. It takes several generations.  Peggy’s insights and perceptual filter shifts inspire and empower those following in her footsteps. She has trained many cadets and has helped them with their mindset – they are worthy and can be a great contributor to the Air Force, even if they are not the best graduate in their Academy class. She did it, and they can do it too! Peggy would not change a thing from her past experiences. They have all contributed to where she is today, and she is happy where she is.  Peggy’s guiding philosophy: “Stay optimistic; then your eyes stay open to opportunities. You’ll see the positive in the opportunities, and it’s up to you to act on it. You’re the one responsible.” “People can see and feel a positive attitude.” She shared the following from Colin Powell leadership lessons: “Optimism is a force multiplier.”  Peggy overcame obstacles and shifted her mindset to a positive one, and as a result, became a pilot trainer pioneer to pave the path for other women to have an opportunity to fly military aircraft for their country and is considered a “warrior” for women and their advancement. Additionally, because of her positive attitude, she has had incredible opportunities to witness some important events in history, such as the awarding of the Congressional Gold Medal to the Women Airforce Service Pilots (WASP), her mentors. In the course of her military and commercial flying careers, she has had the opportunity to brush shoulders with aviation legends such as General Chuck Yeager, as well as notable persons in the worlds of politics and entertainment.

Speaker, pet welfare activist, corporate manager, and member of his local government, Julian Javor formed Pet Rescue Pilots out of the belief that every pet should have the chance to know a loving forever home.   Julian began flying rescue pets in 2017 after receiving his Commercial Pilot’s License. Since then, he regularly spends his weekends flying up and down the Western United States – from Southern California to Washington, and even into the Western provinces of Canada – proudly delivering pets into the arms of rescue groups, fosters, and forever families.   Julian has always enjoyed serving the community and giving to those in need. He puts his musical talents to use playing piano every Tuesday afternoon for his local chapter of Music Mends Minds. In addition, Julian has previously served on two non-profit boards, and currently serves on his local government’s Recreation & Parks Commission. He graduated from University of Southern California with a degree in Business Administration and Jazz Studies and a Master's Degree in Taxation.   The two major constants in Julian's life have been a love of flying, and an irresistible impulse to pet every dog he sees. Pet Rescue Pilots represents the epitome of marrying one’s passions with an aspiration to help others.   Julian resides in Los Angeles, where he shares his heart and home with his two rescue pups Shadow and Bella.

DR. CECILIA ARAGON is an award-winning author, airshow pilot, and the first Latina full professor in the College of Engineering at the University of Washington in Seattle. She’s worked with Nobel Prize winners, taught astronauts to fly, and created musical simulations of the universe with rock stars. Her major awards for research, and a stint at NASA designing software for Mars missions, led President Obama to call her “one of the top scientists and engineers in the country.” Her new memoir, Flying Free (2020), debuted on five bestseller lists and is a TODAY Show and Ms. Magazine Recommended Read. Flying Free lifts readers into the skies on a woman’s journey from fearful, bullied child to champion aerobatic pilot.

Mandy was the only female pilot on her Front-Line Tornado Squadron, flying multimillion-pound fast jets for the Royal Air Force. She has operated in hostile environments, including patrolling the ‘No Fly’ zone over Iraq. Drawing on her experience of calculated risk-taking, decision-making under pressure and the critical role of the human in the system, she transfers vivid lessons from the cockpit to other management and leadership contexts. Mandy is a highly demanded keynote speaker and has been invited to share her insights with some of the most successful organisations across the world where she describes the Strategies, Tactics & Behaviours that she adopted when the stakes were at their highest. She talks with humour and great passion to inspire those around her. Author of best-selling book An Officer, not a Gentleman an inspirational journey of a pioneering female fighter pilot. You can also buy her book from her website.

Interesting facts about Dave and Michelle Pryor and our aviation careers: Michelle and Dave met at the United States Air Force Academy during basic training, where they were SCUBA partners and later went on to become SCUBA instructors while at the Academy. They were also partners as survival instructors during the summer between their sophomore and junior years at the Academy. Michelle earned her jump (parachute) wings while at the Academy. They were married 30 days after graduating from the Academy, and as a wedding present, Dave’s family got them each a chance to go tandem skydiving! They sat next to each other in the same Undergraduate Pilot Training class and were assigned the same instructor for T-37 training.  They had the chance to fly formation against each other in the T-37. Dave went on to fly T-38s and Michelle went on to fly T-1s.  Post training, they both returned to Laughlin AFB as First Assignment Instructor Pilots (FAIPs), Dave in the T-38 and Michelle in the T-37.  They once again had the opportunity to fly formation against each other in the T-38 (4-ship) with 3 mil-to-mil couples (no one flying together with their spouse) and a solo student in jet #4!  Dave also had a complex emergency in the T-38 where he experienced a dual compressor stall. They spent the next 7 years overseas (Japan, Korea, England).  Michelle had a 2 day MedEvac mission in the KC-135 that turned into almost 4 weeks away from home!  During those 4 weeks, she had the chance to refuel Dave in the F-15 for the first time over the skies of Nevada during Red Flag. Michelle also had an interesting KC-135 mission to Africa while stationed in England.  After flying all the way to their destination in Africa, the three KC-135 tanker crews were unable to remain at that destination and had to divert to another location, making for an almost 20 hour day! Dave’s aircraft flown include: T-37, T-38, F-15C, and E-11A Michelle’s aircraft flown include: T-37, T-1, KC-135, and C-12 They were in the Air Force for 21 years, all of those years as pilots although they spent some time out of the cockpit for staff jobs and professional development.  They managed to be stationed together for the majority of the time.  We spent about 4 years apart at different assignments over the 21 years. Their son was born as we both neared 17 years of service in the Air Force.  Dave was deployed to Afghanistan flying the E-11 when our son was born and first met him when he was almost 3 months old. Michelle deployed to Al Udeid AB where she was the Operations Officer for the KC-135 Expeditionary Refueling Squadron.  On the day she re-deployed, she had the opportunity to give a tour of the KC-135 to four NFL football players who were visiting the base as part of a morale boosting tour for the troops.  Go Browns! They’ve also owned 2 personal airplanes – a C-182 and an RV-8; Dave flew the C-182 from Alabama to Cozumel, Mexico to compete in an Ironman triathlon.  Michelle was also competing in the Ironman triathlon, but chose to fly commercial to the race (from Oklahoma)! Michelle commanded a T-1 squadron (training) at Vance AFB, OK and later returned to Laughlin AFB, TX to finish her career as the Vice Wing Commander.  She learned she had been the first female Vice Wing Commander at Laughlin a year after retiring from the Air Force when she was featured in a “Laughlin’s Firsts” article in the Del Rio Grande magazine. Dave made the difficult decision to separate from the Air Force after 19 years.  He joined the Air Force Reserve and flew T-38s at Laughlin AFB, TX in order to allow our family to be stationed together for their final assignment.  They flew their fini-flights for the Air Force on the same day.  Dave led a T-38 formation and Michelle led a T-1 formation.  They both came down final approach one formation after the other and taxied back to park at the same time! Currently, Dave is flying for a legacy airline (although his last flight was in September 2020 but expects to return to the cockpit soon).  He made the most of his “time off” by starting his NTD Racing company, putting together a team, and building a Baja truck which the team raced in the Baja 1000 in November, 2020.  Currently, Michelle has stepped into the entrepreneurial realm and recently designed a hiking app for kids called Hiking Bingo.  Her mission is to inspire kids to explore the outdoors! 

After coming down with a mild case of Covid-19 in November, W. Kent Taylor found himself tormented by tinnitus, a ringing in the ears. It persisted and grew so distracting that the founder and chief executive of the restaurant chain Texas Roadhouse Inc. had trouble reading or concentrating. Mr. Taylor told one friend he hadn’t been able to sleep more than two hours a night for months. In early March, he met friends at his home in Naples, Fla., and led them on a yacht cruise in the Bahamas. Some of those friends thought he was finally getting better. Then his tinnitus “came screaming back in his head” last week, said Steve Ortiz, a longtime friend and former colleague. On Thursday, March 18, Mr. Taylor died by suicide in his hometown of Louisville, Ky. He was 65 years old and had overcome early flops to build a successful chain of more than 600 casual-dining restaurants, most of which evoke traditional roadside eateries with steaks, music and free peanuts. Friends said that as far as they knew, Mr. Taylor had no history of depression. “Quite the opposite,” said Mark J. Fischer, a friend since childhood. “He was so used to being positive and feeling good.” From Mayo Clinic: Tinnitus is when you experience ringing or other noises in one or both of your ears. The noise you hear when you have tinnitus isn't caused by an external sound, and other people usually can't hear it. Tinnitus is a common problem. It affects about 15% to 20% of people, and is especially common in older adults. Tinnitus is usually caused by an underlying condition, such as age-related hearing loss, an ear injury or a problem with the circulatory system. For many people, tinnitus improves with treatment of the underlying cause or with other treatments that reduce or mask the noise, making tinnitus less noticeable. Symptoms Tinnitus is most often described as a ringing in the ears, even though no external sound is present. However, tinnitus can also cause other types of phantom noises in your ears, including: Buzzing Roaring Clicking Hissing Humming Most people who have tinnitus have subjective tinnitus, or tinnitus that only you can hear. The noises of tinnitus may vary in pitch from a low roar to a high squeal, and you may hear it in one or both ears. In some cases, the sound can be so loud it interferes with your ability to concentrate or hear external sound. Tinnitus may be present all the time, or it may come and go. In rare cases, tinnitus can occur as a rhythmic pulsing or whooshing sound, often in time with your heartbeat. This is called pulsatile tinnitus. If you have pulsatile tinnitus, your doctor may be able to hear your tinnitus when he or she does an examination (objective tinnitus). When to see a doctor Some people aren't very bothered by tinnitus. For other people, tinnitus disrupts their daily lives. If you have tinnitus that bothers you, see your doctor. Make an appointment to see your doctor if: You develop tinnitus after an upper respiratory infection, such as a cold, and your tinnitus doesn't improve within a week. See your doctor as soon as possible if: You have hearing loss or dizziness with the tinnitus. You are experiencing anxiety or depression as a result of your tinnitus.

My personal philosophy is to be authentic, of service, and always courageous. I love inspiring pilots and helping them build the footwork necessary to achieve their dream flying job. I work with pilots 1:1 and in group coaching sessions on all the important facets of success outside the cockpit. I also develop online courses to support pilots. My courses are on interviewing, perfecting scholarship packets, and also my signature course, The 5 Step Plan to the Flight Deck. I earned a Bachelor of Science Degree from Kansas State University-Salina in Airway Management, Professional Pilot. I have since spent 20 years in the aviation industry in various roles but mostly as a corporate pilot. Career Highlights: ATP, CFI, CFII, MEI, IGI, AGI. Corporate pilot Part 91/135 in a C210, C525, Bonanza, Baron, Hawker 800, King Air 200, Learjet 45, Phenom 100, and a Citation X. 121 Seaplane pilot on the Twin Otter for Seaborne Airlines in the Caribbean. First Officer and Captain Part 135 in the Phenom 100 jet for JetSuite, “Red Stripe”. Raised $8k on Kickstarter to self-publish “Finding Amelia” a children’s book I wrote to inspire girls about aviation. Flight School Manager at Aerodynamic Aviation in Monterey CA, Part 61. Operations Manager and Interview Consultant at Cage Marshall Consulting. PreFlight Aviation Camp Volunteer Coordinator. NBAA Small Flight Department Committee Member. Student Body President for the College of Technology and Aviation at Kansas State University. Awarded the Kansas State University at Salina award for Dedication and Determination. 

  On May 24, 1963 I was cleared for a one-hour flight out of the traffic pattern. I had been accepted to start at the United States Air Force Academy in another month, and this would be my last flight at Lovett Field. I was really looking forward to this flight after finishing my afternoon classes at the University of Delaware. I mean, I was REALLY looking forward to this flight. You see, it was a very warm spring day, and the word at the university was that the coeds would sunbathe au naturale on the roof of the Student Union building (the stairs to the roof had a sign that read "Women Only"). I wanted to see for myself if this was true! Waldo probably figured I had an ulterior motive when I told him I wanted to check out the route from the university to the airfield. Before I took off he said, "Be sure to stay high enough that no one can read the airplane numbers". So I flew at about 4000 feet over the University of Delaware, looked down at the Student Union building, and discovered that from 4000 feet you can't tell the difference between a lawn chair and a sunbathing coed. So I headed west to practice some airwork. I did a few stalls, practiced some chandelles, and got the feel for the airplane in a variety of maneuvers. And then it occurred to me that I had no earthly idea where I was! My airplane had no electrical system, no radio, no aeronautical charts, and I was totally lost. I made another discovery on that flight. I learned that even though I was still bathed in sunlight, at dusk the ground below is very dark and hard to distinguish landmarks. Fortunately, Waldo had been cutting the grass on the sod runways, and the distinctive runway pattern clearly stood out in the distance, and I was able to make my way back, albeit a bit later than anticipated.

PilotsTogether is a charity established by current pilots and their supporters. Our goal is to ensure that pilots made redundant from a large UK-based airline remain a part of our community, retain the skills they already have and to help them gain new ones, and ultimately find new jobs.  We also aim to ensure that no former colleagues face significant financial hardship. We are a new charity, established in summer 2020 in response to the impact of Covid-19 on our community. I am a professional pilot working with a major UK airline on the 737. With a Masters in Human Factors in Aviation, well-being and pilot mental health are my real passions. Having previously flown the Q400 for Flybe, and seen many of my friends deal with redundancy as a result, I know it’s purely luck that I’m not in the same situation. Being able to contribute a little to help those individuals struggling in the current climate seems the least I can do. One key aspect of well-being is making sure that those pilots not currently flying still feel part of the aviation family, and supported by us, and that is key to what I want to help achieve. If you want to help furloughed pilots, you can donate here.

In August 1962, I was 17 years old and taking Private Pilot lessons at Atlantic Aviation in Wilmington, Delaware. I was taking my lessons in a PA-18 Super Cub, and felt like I was getting close to solo. At the time, a minimum of 8 hours was required to solo, with most students taking about 12 hours. I had slightly under 11 hours and my instructor indicated my solo would be soon. I was on cloud nine as I drove home from my lesson. I would be able to solo before starting classes at the University of Delaware in September! There's an old expression, "The most dangerous part of flying is the drive to and from the airport". That was certainly true for me. On my way home a drunk driver slammed into the back of my car, causing a serious whiplash injury. I had to wear a cervical collar for nine months. When I showed up for my next flight lesson, my instructor told me there was NO WAY I could solo as long as I couldn't turn my head to clear for traffic. He was right, of course. I continued taking lessons every couple of weeks, but it was starting to get EXPENSIVE - after all, it was costing TEN DOLLARS AN HOUR for flying lessons! Finally, in March, I was able to remove my cervical collar for a few hours a day, and expected to immediately solo, but my instructor apparently wanted to be sure I could safely clear for traffic. I was at 24 hours total flying time, and still hadn't soloed. I decided I needed a different flight school. I was living in a U. of D. dorm in Newark, and found a nearby grass strip with a "Learn To Fly" sign a few miles down Highway 279.  I met the owner, Waldo Lovett, and showed him my logbook.  He was immediately concerned about what a dangerous student pilot I must be, having that much time without soloing. But he agreed to train me in his PA-11, which is a J-3 Cub that can be flown solo from the front seat. I got the training for $9 an hour. No electrical system, no radios, no starter. No preflight inspection. For three more half-hour flights, I got in the airplane and held the brakes, Waldo spun the prop, and we practiced landing on turf. FINALLY, on April 2, 1963, I was cleared solo! In my heart I absolutely KNEW that I would never become a military or professional pilot, because I was such a lousy pilot it took 25:30 to finally solo! The PA-11 I trained in, N4681M, was unfortunately destroyed in a landing accident in 2016. I had often thought of trying to buy it, but the 65 horsepower engine would never have been able to handle Colorado's mile high elevation.

Mo Barrett launched her distinguished career as a successful failure at the Air Force Academy, persevering after becoming the first member of her pilot training class to receive a grade of “Unsatisfactory.” As an Air Force pilot, she flew the Alenia C-27A throughout Central and South America, then moved to Northern California to fly the Lockheed C-5 around the globe. After 9/11, Mo deployed with a small team to bare bases in Uzbekistan and Afghanistan, converting them from austere fields to airlift hubs. Mo has dealt with the shame, stigma, struggle and success of being a life-long non-conformist and lesbian in the military’s structured environment. She retired as a Colonel after a 25-year Air Force career leveraging hard work and an ability to view the world through lenses of humor, optimism and perspective. She has survived and thrived as a multi-minority and now connects with audiences of all ages and walks of life as a DC tour guide, podcast co-host and storyteller. Mo entertains audiences with her unique presentation style and contagious energy as she charts a course for people who want to laugh, learn and think!

In the airline world, there are a number of new rules, limits, and terms a pilot needs to learn. One area in which a new understanding needs to be had is in the takeoff. Gone are the days when, as a general aviation pilot, you can just eyeball the runway, the load, the airplane, measure the wind with your thumb, and go for it. When you are flying passengers and cargo for hire, you need to be able to comply with the segmented climb. Specifically—-and this is key—-you need to be able to meet the climb requirements on a single engine (assuming you are flying a twin-engine jet) as a result of an engine failure at V1 [takeoff decision speed, but a beyond the scope of this post]. It is assumed that you will meet all the requirements if every engine is running. The first segment is short—it ends when the airplane is airborne and the gear is retracted. Not partially retracted, but fully up-and-locked retracted. The airspeed must be up to V2, commonly known as “takeoff safety speed,” but in technical terms, the speed for best climb gradient. The second segment requirement is often the most difficult one to meet. Segment two begins when the gear is up and locked and the speed is V2. This segment has the steepest climb gradient: 2.4 percent. This equates to a ballpark figure of around 300 feet per minute, and for a heavy airplane on a hot day with a failed engine, this can be a challenge. Often, when the airlines announce that a flight is weight-limited on hot summer days, this is the reason (the gate agent doesn’t know this kind of detail, and nor does she care; she just knows some people aren’t going). The magic computers we use for computing performance data figure all this out, saving us the trouble of using charts and graphs. All we know is that we can either carry the planned load or we can’t. Second segment climb ends at 400 feet, so it could take up to a minute or more to fly this segment. Think of all the obstacles that might be in the departure path in the course of 60 seconds or more. Third segment climb begins at 400 feet, and here the rules can vary. The climb gradient is now half of what it was before: 1.2 percent. However, we are also required to accelerate to a speed called VFS (final segment climb speed). In graphs and publications, the third segment of the climb is often depicted as being a flat line for the acceleration. In many turboprops, that’s exactly the way it’s flown. The airplane is leveled off (and the pilot is using a very tired leg to overcome the increasing yaw tendency via the rudder) and accelerated before the final climb begins. In jets, however, there is generally enough power in the remaining engine to avoid a level-off. If the airplane can continue to accelerate during the third segment, it may continue to climb, so long as it can do so without a decrease in speed or performance. In fact, during the climb it must continue to meet the climb gradient while accelerating to VFS. Third segment climb ends upon reaching VFS. The fourth and “final segment” begins upon reaching VFS and completing the climb configuration process. It is now permissible (and maybe necessary) to reduce thrust to a Maximum Continuous setting. The climb gradient is again 1.2 percent, and VFS must be maintained to 1,500 feet above field elevation. V1 cuts and single-engine climbs are a staple of turboprop and jet training. It is critical that a pilot of such equipment understand what the objective is when it comes to performing the maneuver, and why the requirements are what they are. This material is taught in much greater detail in ground school than I presented here. In fact, there may be a few deviations and exceptions to the above, as this is a general introduction (there are, like many things in aviation, always caveats, so bear that in mind). Some pilots dread V1 cuts, but the best way to approach them is to take them as a challenge and constantly push yourself to master them and excel in your performance.

For the women who have served in aviation, being surrounded by other women in our field, either physically or virtually, is magical, especially for those of us who spent most of our careers in isolation. My hope is that the sheer volume and diversity of these stories inspires us, and those who will take our place in the future. And there’s room for so much more. Every one of you has an inspiring story to tell, and there’s an audience for that story. In addition to featuring books already published, this website is a resource for aspiring writers, with writers’ panels and discussions on everything from publishing your own memoir, to doing historical research for biographies or historical fiction. If you’re a woman writing, or considering writing in aviation, please join us in the Writers’ Room. My vision for this community is that it is a living, breathing resource. You can consume and participate in any way that fits for you. Read one new book, or read one every month with us. Share our amazing stories with your friends and colleagues. Find books for that Young Aviatrix who you’re hoping to inspire. Listen to monthly Aviatrix Book Club author interviews, and find out more about writing in the Writers’ Room. Leave reviews of the books you’ve read—here, and at your favorite book seller or book review website. Host or join small group virtual book discussions, or start one up with your local aviation club or chapter, and connect with others from around the world who share your passion, interest, and experience through stories. Liz Booker transitioned to full-time writer in 2019 after a 28-year career as a Coast Guard helicopter pilot and foreign diplomat. She holds a Master in Public Administration from Harvard’s Kennedy School of Government, and a Master of Fine Arts in Writing for Children and Young Adults from Vermont College of Fine Arts. She continues to fly, pursuing an extensive aviation bucket-list—a.k.a. ‘research’. Liz has a LinkTree at https://linktr.ee/literaryaviatrix.

Captain Kgomotso Phatsima is best known in Botswana for her pioneering work as one of the few women pilots in the country. Her career began in the military, and she diligently worked her way up to becoming a real force to be reckoned with. Captain Phatsima’s work as a pilot and her passion for youth development led her to discover that there were very few girls who were adept at, or even interested in science, technology, engineering and mathematics (STEM) subjects, which are key for the aerodynamics space. Not only are STEM subjects integral for becoming a pilot, or engaging in the aerospace industry, they are also essential for the development of human capital and the future of business in Botswana, Africa, and the world. She founded and is President of the Dare to Dream Foundation in 2008 which deals with the advancement of youth, women and girls in STEM, aviation and aerospace, as well as entrepreneurship development, with the intention to get young people interested in STEM-preneurship and the aviation and aerospace business. “When I was growing up, I never had the chance to sit like this with a pilot or get into an airplane until I had the chance to fly one. After I qualified as a pilot, I sat down and thought: ‘What can I do to give the upcoming generation, especially those who grew up in a village, like me, an opportunity to do that?’. I started Dare to Dream to give back to the community and to try and open up their eyes to opportunities that they wouldn’t otherwise be exposed to,” Captain Phatsima says. She says there are a lot of young people who are interested in technology. She says Botswana are in a good position to take advantage of what is happening around the world. “We just need to channel the youth in the right direction to take advantage of the technological era, and prepare them for the Fourth Industrial Revolution (4IR) and the businesses of tomorrow, which will be definitely different from the businesses of today,” she says. “In other African countries such as Rwanda, you’ll find that coding and robotics are part of the curriculum.” She has written a book about her journey, Born To Fly.

“It started with me seeing a photo of a plane in a Christmas catalogue and pointing to it. From that moment, that was what I wanted. As a child I would dream of flying, would beg my parents to go to the airport, watch planes take off and land. Around the age of 6, I flew in my first plane. It was all I ever wanted to do.” At the same time, Lepley, who was assigned male at birth, explains that “from my earliest recollection I knew I was a girl. Yet societal, family and religious expectations would not allow it. I didn’t even know what trans was. As a child of the 70s and 80s there was no Google, Internet, and so on. It was only through some research in the card catalogues of our library did I find a few stories on others like me. One was Christine Jorgensen. The other was Renée Richards.” As Lepley was coming to terms with her gender reality, her drive to become a pilot was unabated. Like many trans people, Lepley focussed on her professional career and achieved substantial success — in many ways, at the expense of her personal life — before transitioning to her gender identity. “When I was 15, my dad took me to the local community college in Traverse City, Michigan, which had an aviation program,” Lepley continues. “We met with the Administrator of that department and learned what I would need to do to prepare for my career. At the age of 16, I would begin ground school. In the mornings and early afternoon, I would attend high school. In the late afternoon? College.” “By the time I was 21, I had secured my first airline job as a flight engineer on a Lockheed Electra for an airline called Zantop, based in Willow Run Airport in Ypsilanti, MI. I was on top of the world, traveling to cities throughout the United States,” Lepley says. Today, Lepley, an MD-11 first officer for a cargo airline, is based in Anchorage and type-rated for the SA-227, B-757/767 and MD-11. In addition to her type ratings, she has flown the DC-9 and engineered on the L-188, DC-8 and B-747. Lepley flies the professionally challenging MD-11 aircraft for a cargo airline. Image: John Walton Looking back, Lepley notes that it was only as she achieved her professional goals and career success that the incongruity of living in the male gender became insurmountable. Gender identity is, of course, not a choice, and coming to the realisation that one is trans — and then making the decision to live an authentic life — is an often difficult journey. In aviation terms, Lepley describes knowing that she was female yet living in a male body as listening to the HF frequencies with constant static every hour of the day for more than thirty years. That courageous decision to confront the need to live as the same gender in one’s brain, particularly for those people who transition to living in a gender into which they were not born, often comes with consequences, however. Lepley’s transition cost her a marriage, her home, retirement, and friendships, as well as a church community, but the reaction from her employer and the aviation community was also a concern. “Weighing heavily on my mind was the career that I worked so hard to obtain. Would I lose that as well?” Lepley asked herself. “Aviation is very much a male dominated field, with less than 6% flying as women. I was very fearful of coming out. How would I be perceived? How would I be treated? Would I be accepted? These were just some of the multiple questions that I processed.” “Fortunately,” Lepley notes, “I had a role model of a woman who transitioned a few years prior to me. We met on a few occasions while overseas. She offered her help and assistance when it came to opening the door for my transition and instrumental in my success.” “When I finally sat down with my chief pilot, words just could not describe the anxiety I was feeling. Here I am about to tell another man: ‘I am a woman’. Fortunately, he was already briefed on what I was about to say and stopped me. He said, ‘Don’t worry about it…I am here for you.’” Lepley is a first officer on the MD-11 fleet. Image: Kelly Lepley “It was those words that I will never forget,” Lepley says. “In that moment, he showed me more Christ-like love than any of my peers at the church I once called home. This is all any of us want: to be treated with dignity, respect, and love.” Lepley’s continued faith in the context of her gender identity and transition is one of the most striking aspects of this remarkable woman. “I attend church in both Alaska and Kentucky when my schedule affords me the opportunity,” Lepley explains. “My faith is much deeper and much richer than before.” Noting that finding a church while overseas can be difficult at times, she has been able to worship in cities like Hong Kong, Guangzhou, Sydney, Honolulu and Southern California. Yet many trans people not only find an unwelcoming atmosphere in places of faith, but in their workplaces as well. Lepley recommends finding a strong, motivating mentor to new pilots. Image: Kelly Lepley “When news did break of my transition, and rumors began to fly, I sat down and wrote out my story and posted it on our internal union website,” Lepley says. “I didn’t know what to expect. Knowing once I posted that story, there was no turning back. A new chapter in my life was about to begin. Like the demands I place on myself as an aviator, I would demand it of myself as a woman. Mediocrity was not an option.” “I had to earn the respect of my peers as a woman, and that was OK. From the way I wore my uniform, dressed after hours, to the way I walked, spoke, and carried myself, everything I did had to be done with the highest of my own expectations. These were my peers with whom I loved and they deserved my very best. Demanding respect is one thing, but in the end is not meaningful. Earning it creates something much deeper. That was what I wanted and that is what I received.” In her current first officer position, Lepley explains that she normally works a two week on, two week off schedule. The best part of her job, Lepley says, is meeting people from around the world. The downside, however is that “there is no regularity to my life. As much as I would love to participate in a weekly Bible Study, dance class, or social gathering, it just isn’t doable with my schedule.” That’s just one of the tradeoffs Lepley makes as part of her career, but she consciously does her bit to help others to make their work/life balance work more easily: “When I am not scheduled to be with my kids, I will bid lines over the holidays in order to give someone junior to me the opportunity to be home with their family.” “It’s a tough call!” Lepley says when asked which route is her favorite. “There is so much diversity throughout this world. I love flying over Japan seeing Mt. Fuji the glaciers in Alaska, the Tien Shan Mountain Range over eastern Kazakhstan and Western China, the Zagros Mountains in Eastern Iran… each place has its own unique beauty.” Of course, getting to the front seats can be an expensive investment for new pilots. “One of the greatest deterrent for taking up this career is cost,” Lepley notes. “When I speak to young people I tell them: do not discount the smaller colleges. When you look hard enough there are options. In my case, I could not afford a four year college to obtain my ratings. It was cost prohibitive. Fortunately, our local community college, Northwestern Michigan College had their own aviation school. For a fraction of what it would have cost me at a major name college, I was able to obtain all my ratings in conjunction with a two year degree.” “I used that foundation and experience to land a flight engineer slot with Zantop Airlines. Upon earning my wings as a flight engineer, I turned back to school focusing on my four year degree through Embry-Riddle’s Worldwide Program. By accumulating immeasurable flight experience, I was able to use my salary to obtain a four year degree. Although it took me over ten years to complete it, I overcame that obstacle and did it debt free.” Having adopted two precious girls from China, Lepley has a soft heart for orphans. When on layover in Taiwan, she visits a home for orphans, bringing snacks, and playing with the kids. In a big way, these children tug at my heart. Image: Kelly Lepley Lepley explains that she sought out mentors who matched and spurred on her own dedication. “There were two men in my flight school who pushed me hard. One was a retired Lieutenant Colonel and the other a long time instructor. Both of them took me under their wings. They pushed me hard. Anything less than precise was not good enough. That foundation they placed on me early in my career drives me today in what I do. I owe much of my career to them!” To find that kind of mentor, Lepley recommends, “Set your bar very high. Seek out an instructor who has those same expectations. Show them your desire and be persistent. They will take you under their wings and push you if you are willing to allow it.”    

Jet bridges provide all-weather dry access to aircraft and enhance the security of terminal operations. They are often permanently attached at one end by a pivot (or rotunda) to the terminal building and have the ability to swing left or right. The cabin, at the end of the loading bridge, may be raised or lowered, extended or retracted, and may pivot, to accommodate aircraft of different sizes. These motions are controlled by an operator's station in the cab. The cab is provided with an accordion-like canopy, which allows the bridge to dock with aircraft with differing shapes, and provide a nearly weather-proof seal. Additionally, many models offer leveling devices for the portion of the floor that makes contact with the aircraft; this allows passengers to slowly transition from level aircraft floor to sloping jet bridge floor. As such, jet bridges provide enhanced access to aircraft for passengers with many types of disabilities and mobility impairments, as they may board and disembark without climbing stairs or using a specialized wheelchair lift. Some airports with international gates have two or even three bridges for larger aircraft with multiple entrances. In theory, this allows for faster disembarking of larger aircraft, though it is quite common, especially on aircraft such as Boeing 747s and Boeing 777s, to use one bridge for only passengers in first class and/or business class, while the other bridge is for the use of passengers in economy class. In some designs, the second jet bridge would even extend over the aircraft wing, being suspended from an overhead structure. This was, for example, originally adopted for most wide body gates at Amsterdam Airport Schiphol. The Airbus A380 is unique in that both of its two passenger decks have outside access doors and so using loading bridges for each deck is possible, having the advantage of faster aircraft loading (in parallel). Faster loading can lead to lower airport charges, fewer delays and more passenger throughout for the airport, all factors which impact an airline's bottom line. Though loading bridges are usually permanently attached at their terminal-building end, leaving only the cab free to move, this is not always the case. Those at Melbourne Airport's international terminal are — and at Hong Kong's old Kai Tak Airport were — anchored in the middle and movable at either end to permit the terminal building-end to be raised or lowered to connect with either the departures level or the arrivals level of the terminal building. Loading bridges restrict aircraft parking to spots immediately adjacent to the terminal. Thus, airports use mobile staircases to facilitate disembarking at hardstands (remote parking positions). Loading bridges may pose hazards to aircraft if handled improperly. If the bridge is not retracted fully before departure, it may contact protruding parts of the taxiing aircraft (e.g., a pitot tube), requiring repair and delays. Furthermore, during cold weather, the loading bridge may become frozen to the aircraft. In this case, when the jet bridge retracts, it could damage the aircraft if that area has not been properly de-iced. When regional jets are used, jet bridges have another disadvantage, since they allow only one aircraft to park at the gate at a time. Several airlines have removed jet bridges at regional jet gates at airports such as Atlanta which are short on gates. When having passengers disembark on the ramp or apron, airlines can fit two or more regional jets per gate. In many other places like Beijing Capital Airport and Paris Charles de Gaulle Airport, a gate for large aircraft can be used to accommodate two smaller aircraft like Boeing 737s or Airbus A320s. Several incidents of jet bridges collapsing include Sydney, Hong Kong, Seattle, Los Angeles, Baltimore, and Islamabad. Airports frequently charge increased fees for using loading bridges on stands as opposed to mobile stairs, therefore low-cost airlines such as Ryanair have avoided using these wherever possible. Jet bridges are occasionally used at smaller, single-story airports. This is accomplished by a flight of stairs and, in some instances, a wheelchair lift. In this scenario, a passenger proceeds through the gate and then up a flight of stairs to meet the height of the jet bridge. An example of this can be found at South Bend International Airport. Alternatively, a ramp can be used in the terminal building to bring the passengers from the waiting area to the height of the jet bridge. For example, Sawyer International Airport has jet bridges that can load passengers onto smaller passenger aircraft such as the Saab 340 turboprop. The Ithaca Tompkins Regional Airport has two gates using this approach. This can be done to attract larger airlines that require use of a jet bridge to the airport, as well as to make disembarking smaller planes easier for disabled people and to improve the disembarking process in bad weather. At the airport terminal, the bridge is connected to a portal (called a "gate") in the terminal wall behind the gate desk. Once airplane boarding starts, passengers hand their boarding passes to the gate's attendant, who lets them pass through. Inside, the bridge looks like a narrow, lighted hallway, without doors. Loading bridges usually have no windows, but glass walls are becoming more common. The walls are normally painted in accordance with airline standards, generally with relaxing colours. Some bridges have advertisements on interior or exterior walls. The floor is generally uneven with many bumps, creating a hazard for wheelchairs and individuals with mobility issues. By using a retractable tunnel design, loading bridges may retract and extend varying lengths. Some airports use fixed walkways to effectively extend the reach of a loading bridge. The fixed walkway extends out from the terminal building and connects to the loading bridge rotunda. Occasionally, fixed bridges lead to multiple loading bridges. There are some jetways (such as several older bridges on the north terminal at Edmonton International Airport) that sit directly on the ground, as opposed to supports. These jetways are often used by small airlines or airplanes that are sometimes too low for conventional jetways. The cab of the loading bridge is raised and lowered to dock with aircraft of differing sill heights. The height of the cab is matched to the height of the aircraft door sill height. This often results in a slope along the length of the loading bridge.  

Larry Freeland was born in Canton, Ohio.  Since his father was an officer with the United States Air Force he grew up on many Air Force bases across this country.   After graduating from High School at Ramey Air Force Base in Puerto Rico, he attended the University of South Florida in Tampa, Florida.  He graduated in 1968 with a degree in mathematics and a concentration in finance. He joined the U.S. Army and served one tour in Vietnam with the 101st Airborne Division as an Infantry Officer and a CH-47 helicopter pilot.  He is the recipient of the Distinguished Flying Cross with one Oak Leaf Cluster, the Air Medal, with 10 Oak Leaf Clusters, the Bronze Star, and various other military service medals. Upon release from active duty in 1973, Larry returned to civilian life and pursued a career in the Financial Industry.  During his professional career, he continued his education earning graduate degrees in Management and Banking.  He worked for 29 years in the banking business with Trust Company of Georgia, Citizen and Southern Corporation, now Bank of America, and Wachovia, now Wells Fargo.  After retiring from banking he worked as an independent financial consultant for 3 years in the Atlanta area and then worked as an instructor for 6 years with Lanier Technical College in their Management and Leadership Development Program. Larry is now retired and lives in North Georgia with his wife Linda, a retired school teacher.  They stay involved in various activities, most notably those associated with the Cystic Fibrosis Foundation and Veterans related organizations.  They also enjoy traveling together and spending as much time as possible with their two daughters, three grandsons, and two granddaughters. Larry's novel Chariots In The Sky is based on his experiences in Vietnam.

With Covid-19 vaccines rolling out across the United States, the beginning of the end of the nation’s struggle with the pandemic may be coming into sight. But while the two currently approved Covid-19 vaccines from Pfizer-BioNTech and Moderna are more than 90 percent effective at preventing the development of serious illness, scientists don’t know whether someone who has been vaccinated can carry the live virus and spread it to others. Initial vaccine trials focused on vaccine safety. These were designed to gather data quickly and accurately on how effectively the vaccines prevented large groups of people from getting seriously sick with Covid-19. In the push to get a vaccine approved for emergency use as quickly as possible, other effects of the vaccines were left untested. Scientists must test a smaller pool of people with greater frequency to understand how the virus travels between people after vaccination—an effort that became secondary to studying vaccine safety and efficacy. “We design the trials to determine how we reduce the disease burden and keep people from progressing to hospitalization and death and being on a ventilator—that was and I think, still is, the first primary purpose of developing a vaccine,” says Larry Corey, co-director of the Covid-19 Prevention Network, a group formed in part by the National Institutes of Health to address the need for vaccines. Now, as new, highly contagious SARS-CoV-2 variants from California, the United Kingdom, South Africa and Brazil spread globally, understanding transmission as it relates to vaccine rollout efforts is vital. Most vaccines still seem to prevent worst outcomes, like hospitalization and death, against the new variants. However, it may be months before researchers have conclusive findings about how viral transmission from vaccinated individuals to unvaccinated individuals works. In the meantime, health experts recommend vaccinated people continue to adhere to current mask and social distancing practices. “You’re self-protected, but you still could be a danger to other people, especially if you start using behavioral disinhibition, saying, ‘I'm vaccinated, I'm invulnerable’,” Corey says. “You could acquire Covid and it will be silent, and then you can infect a bunch of people who are not as lucky as you to be vaccinated at this point in time.” The two approved mRNA vaccines provide systemic immunity, meaning they encourage the production of antibodies in the blood and trigger a whole-body response to the virus. However, the virus typically first infects the mucus of a person’s nose and mouth, where those antibodies don’t actively fend off pathogens. A study published in the Journal of Allergy and Clinical Immunology in November shows that people who recover from natural Covid-19 infections develop antibodies to protect the mucosal regions in the respiratory tract, but there is no evidence yet that the same is true with vaccine-induced immunity. Deborah Lehman, a professor of clinical pediatrics at UCLA, says if a Covid-19 vaccine is able to prevent the virus from living in the mucosal passages, it may not be able to spread to other people. Since scientists haven’t yet found evidence that the vaccines provide mucosal immunity, someone who is vaccinated and has no symptoms of illness may be carrying the live SARS-CoV-2 virus and spreading it to others when they cough, breath or sneeze. “You could have a lot of people vaccinated who are walking around but are still acquiring the virus—potentially still being infectious—and we don't really see a reduction on a population basis of disease burden,” Corey says. To test whether this population is spreading live virus, Corey says researchers need to collect samples from a large group of vaccinated people multiple times per week for evidence of viral shedding. Corey’s team at the Covid-Prevention Network (CoVPN) proposed a study of 20,000 vaccinated college students to track transmission on a campus; it’s still awaiting federal funding. Lehman says studying the viral load in vaccinated people can help researchers understand how infectious they are compared to non-vaccinated people. Given the rate of vaccinations, the duration of testing, and quantity of samples needed, Corey and Lehman expect researchers won’t collect enough data on transmission to have an answer until the fall. Having more information about virus transmission is crucial to the future of informed public health recommendations. If vaccinated people can still spread the virus, it could change the timeline for reopening businesses, allowing large gatherings and loosening current restrictions. The Pfizer-BioNTech vaccine doesn’t provide significant immune protection until 12 days after the first dose and only reaches 52 percent efficacy after a few weeks, per a study published in The New England Journal of Medicine in December. The Moderna vaccine is similarly 51 percent effective two weeks after the first immunization, per its application for authorization. During this time, the body is still relatively vulnerable to infection. People will need to be mindful of when their friends and family got vaccinated in order to understand their immunity status, which will get complicated over time as more of the population gets vaccines. “Vaccination hubs and centers are reinforcing the information that after the first dose and after the second dose you need to continue to practice these public health measures,” Lehman says. “[Immunity] takes a while and I think that's true for all vaccines.” Ann Marie Pettis, who leads a national organization of infection preventionists, says experts are working to provide the most up-to-date Covid-19 information to the research community and general public so people can make safe decisions. “There're so many more questions than answers, unfortunately,” Pettis says. “You just have to stay in touch with the data and with the science and try to keep track of what the experts are coming up with, from day to day.” Until scientists are certain about the risks of transmission, and a large enough portion of the population is vaccinated to achieve herd immunity, Pettis says all people must continue to wear masks, practice social distancing and maintain good hygiene. While widespread vaccination is a major milestone in combatting the Covid-19 pandemic, Lehman says it’s no “magic bullet.” Until more information becomes available, people should continue to live, work and travel with an abundance of caution for public health. “The vaccine gives us all a certain amount of comfort, which is good, but I think it would be a mistake to just assume, get two vaccines and then we can have large gatherings again,” Lehman says. “It’s going to be a while before we feel comfortable recommending that all those restrictions be relaxed.” Passengers must be tested with a viral test that could be either an antigen test or a nucleic acid amplification test (NAAT). Available NAATs for SARS-CoV-2 include reverse transcription polymerase chain reaction (RT-PCR), reverse transcription loop-mediated isothermal amplification (RT-LAMP), transcription-mediated amplification (TMA), nicking enzyme amplification reaction (NEAR), and helicase-dependent amplification (HDA). The test used must be authorized for use by the relevant national authority for the detection of SARS-CoV-2 in the country where the test is administered. A viral test conducted for U.S. Department of Defense (DOD) personnel, including DOD contractors, dependents, and other U.S. government employees, and tested by a DOD laboratory located in a foreign country also meets the requirements of the Order. Rapid tests are acceptable as long as they are a viral test acceptable under the Order. The Order requires a lab report to be presented to the airline or to public health officials upon request. A home specimen collection kit that is tested in a laboratory should meet the requirements, if such methods have been authorized by the country’s national health authorities. A viral test conducted for U.S. Department of Defense (DOD) personnel, including DOD contractors, dependents, and other U.S. government employees, and tested by a DOD laboratory located in a foreign country also meets the requirements of the Order.

Ralph Wetterhahn went from 1100 knots to 11 knots, while serving as president, U.S. Merchant Marine Veterans of WWII, charged with maintaining and operating the historic SS Lane Victory berthed in San Pedro, CA. In addition, his skill as an aviation archaeologist, has enabled him to become a real life "Indiana Jones," traveling the world from Cambodia to the Russian Far East, to Guadalcanal, to the Philippines in search of aircraft wrecks, our nation's missing-in-action, and the amazing stories that his discoveries reveal.  His documentary efforts have appeared on NOVA, Discovery, and National Geographic Channels, including The Last Flight of Bomber-31, Missing in MiG Alley, Dogfight Over Guadalcanal, and in the Air Aces segment about the legendary Col. Robin Olds.  Widely read in Air & Space/Smithsonian, MOAA’s Military Officer Magazine, Leatherneck, and VFW Magazine, among others, he is also the author of four books: the Colby Award winning The Last Battle, as well as The Last Flight of Bomber-31, The Early Air War in the Pacific, and Shadowmakers.  A graduate of the USAF Academy,Wetterhahn served three tours during the Vietnam War flying fighters in both the U.S. Air Force and Navy, and is credited with downing one MiG-21.  He flew 180 combat missions in the F-4C Phantom and A-7E Corsair, made 144 carrier landings, and was awarded the Silver Star, Distinguished Flying Cross, and 19 Air Medals. He now spends his time working his seven gold claims in Northern California.  

In 1967, when I was in Undergraduate Pilot Training (UPT) at Laughlin Air Force Base, I devoured everything I could read about flying, like every other student pilot. The UPT leadership helped us by providing a variety of flying periodicals in the magazine racks on the inside of every lavatory stall - Flying, Plane and Pilot, Private Pilot, the works. Early in our careers we learned about multi-tasking! In one of the magazines, I can't remember which, I read an article titled "The Box Canyon Maneuver". A box canyon is a formation in which there is no room to perform a normal 180-degree turn, which has sides too high for the airplane to outclimb. The maneuver is basically a hammerhead turn, in which the pilot pulls the airplane up to vertical, remaining unloaded to avoid a stall, and then steps on a rudder to bring the airplane to a nose-down attitude facing the other direction. I was fascinated, and I practiced the maneuver whenever I had the chance during solo flight. I became reasonably proficient at it. A little over a year later, I was flying the O-2A in Vietnam. In addition to combat flying, I flew Functional Check Flights (FCFs), where I would test all the systems of the airplane following maintenance. The FCF had to be conducted in visual flight conditions. On this particular day I was scheduled for FCF duty, but the weather at DaNang Air Base was lousy. Drizzle and low clouds, and it looked like it would stay that way all day. Certainly not conducive for an FCF. I convinced our Operations Officer that I could climb out through the overcast on a heading of East, over the ocean, until I got into the clear to conduct the FCF.  I took off to the North on Runway 35 Right and immediately turned East. At about 300 feet I was in clouds, flying entirely on instruments, holding steady on a heading of 090 degrees. As a new pilot, I had never flown in solid clouds, and I was pretty proud of myself, feeling like a real pilot.  I was in the clouds, flying over the ocean as I climbed out. Nothing to look at out the windscreen, but for some reason I had the urge to look straight ahead. Suddenly, through the windscreen, I saw the jungle rushing up at me at 100 knots! I instinctively pulled up to vertical, unloaded, and stepped on the left rudder. When the airplane was headed downhill I pulled up to level flight and looked at my heading indicator. Now it showed I was heading West. Then I looked at the Standby Compass, sometimes called the Whiskey Compass. It showed I was heading South! Finally, I realized what had happened. My heading indicator had precessed 90 degrees to the left, so that shortly after entering the clouds I had slowly turned to North, directly toward Monkey Mountain. I discontinued the FCF and obtained a gyro-out Ground Controlled Approach (GCA).  I've had a lot of close calls in combat, but this was the closest I ever came to unquestionably losing my life. Every day since then has been on borrowed time. https://youtu.be/fqH4tujxuTA 

Mike is a curator of modern military aircraft at the Smithsonian National Air & Space Museum, focusing on the history of the US Air Force. He is a former Assistant Professor of Strategy at the USAF Air Command and Staff College eSchool of Graduate PME, and a former instructor of military history at the USAF Academy. He completed his PhD in history at Kansas State University in 2018. Mike specializes in military history and the history of technology, with a special interest in air power history. He received his Masters from the University of North Texas in 2013. His current research focuses on the cultural influences on the technological development of Cold War military aircraft, especially the F-15 Eagle and F-16 Fighting Falcon fighters.   Mike has published peer-reviewed work in the Air Power History journal, as well as contributed to several encyclopedias, conference proceedings, and academic websites. He has presented at many academic conferences, including the American Historical Association, Society for Military History, and Society for the History of Technology.   In addition to teaching military history, he has taught courses at Kansas State University in World History, American Air Power, and a course on Comic Books in American History. He has a minor field in public history and has worked as a researcher in the curatorial department of the Marianna Kistler Beach Museum of Art, conducting archival and non-archival research on artists and the historical and cultural context of their work, in addition to co-curating work combing historical artwork and artifacts, including multi-media audio, visual, and digital elements. 

The Wright Brothers Master Pilot Award is the most prestigious award the FAA issues to pilots certified under Title 14 of the Code of Federal Regulations (14 CFR) part 61. This award is named after the Wright Brothers, the first US pilots, to recognize individuals who have exhibited professionalism, skill, and aviation expertise for at least 50 years while piloting aircraft as "Master Pilots". A distinctive certificate and lapel pin is issued after application review and eligibility requirements have been met. Upon request, a stickpin similar in design to the lapel pin is also provided to the award recipient's spouse in recognition of his or her support to the recipient's aviation career. Once the award has been issued, the recipient's name, city and state will be added to a published "Roll of Honor" located at https://www.faasafety.gov/content/MasterPilot/RecipientList.aspx. Eligibility To be eligible for the Wright Brothers MPA, nominees must meet the following criteria: Hold a U.S. Civil Aviation Authority (CAA) or Federal Aviation Administration (FAA) pilot certificate. Have 50 or more years of civil and military flying experience. Up to 20 years of the required 50 years may be U.S. military experience. The effective start date for the 50 years is the date of the nominee's first solo flight or military equivalent. The 50 years may be computed consecutively or non-consecutively. Be a U.S. citizen. Note: Revocation of any airman certificate will disqualify a nominee for this award. Any person who meets the eligibility requirements, or a sponsor on behalf of the eligible person, may apply for the award by submitting a nomination package to the FAASTeam Program Manager (FPM) at the nearest Flight Standards District Office (FSDO).  The nomination package must consist of the following documents: ·  A completed Wright Brothers MPA Nomination Form o The Wright Brothers MPA Nomination Form can be found in electronic form at https://www.FAASafety.gov/content/MasterPilot/. ·  Nominee’s flying history o Can be a detailed description, resume, or company records. ·  Three (3) letters of recommendation o Must be from holders of FAA pilot certificates who can attest to the nominee’s 50 years or more of U.S. piloting experience.  A FAASTeam Program Manager (FPM) will verify the nomination is complete and that the applicant meets the eligibility requirements listed within this document.  Verification of eligibility is performed by obtaining initial certification information through the FAA Airman Certification Branch (AFS-760), in the form of a Blue Ribbon package, and reviewing the enforcement investigation database. Additional information or an interview by the FPM may be necessary to verify a nominee’s qualifications.  If there is any question as to whether the nominee qualifies for the award, the FAASTeam National Manager shall be the final authority. Additional notes on nomination acceptance: ·         A current flight review or medical certificate is not required at the time of nomination. ·         Prior accident history is not necessarily disqualifying but will be reviewed on a case by case basis. ·         Prior enforcement actions (excluding revocation) are not necessarily disqualifying but will be reviewed on a case by case basis. ·         The award may be presented to a nominee up to 3 years posthumously if the nominee has acquired 50 years of U.S. piloting experience prior to passing away. ·         Nominations will take a minimum of 60 days to be accepted. Presentation - The FPM will contact the applicant or sponsor to schedule the award presentation. The FPM will make every effort to arrange a public presentation at a suitable FAA or industry function.  An appropriate FAA representative shall present the award to the nominee at the event. Roll of Honor – The nominee’s name, city and state of residence plus the month and year of the Master Pilot Award presentation will be posted to the electronic Roll of Honor after the award has been presented.  The Roll of Honor can be found at https://www.FAASafety.gov/content/MasterPilot/RecipientList.aspx.

Captain Linda Pauwels is an airline pilot. For over three decades she has flown thousands of hours, on many types of big airplanes, all over the world. Linda even counts some aviation “firsts” attached to her name. At present, she instructs and evaluates pilots as a check airman on the Boeing 787 for American Airlines. Linda was born in San Pedro, Buenos Aires, Argentina. She came to the United States at age six, after the death of her father. Having experienced adversity early on in life, she grew to understand and appreciate the value of resilience. Linda integrates intuition and sensitivity, along with a graduate academic preparation in education, in her professional life. In the mid-2000s, Linda wrote a regular column, titled From the Cockpit, for the Orange County Register. She has been secretly writing poetry for a while. Unfortunately, that cat is now out of the bag. Linda has been married to Frederick, also a pilot, for almost forty years. They have two adult children, Nathalie and Patrick, domestic animals, and an Asian garden with a bird feeder. The family has a primary base in North Texas, near DFW airport, and a secondary base in South Florida, near MIA.

When a project is highly successful, it might be as a result of luck or as a result of good planning. You just don't know what does not work. but if you fail, you now know, precisely, what does NOT work. In his efforts to invent the light bulb, Thomas Edison famously said, "I have not failed. I just found 10,000 ways that don't work". A failure I had on the FAA Airline Transport Pilot Written Exam was the basis for numerous subsequent professional successes. In this podcast, I share how this monumental failure changed my life.

Dr. Kenneth Byrnes is the Assistant Dean for the College of Aviation at Embry-Riddle Aeronautical University’s Daytona Beach campus. In addition, Dr. Byrnes is an Associate Professor of Aeronautical Science and the Chairman of the Flight Training Department. As Chairman of the Flight Department, Dr. Byrnes is responsible for leading over 1300 flight students, over 200 Certified Flight Instructors, 30 A&P mechanics, and 35 additional support staff members. Dr. Byrnes is an expert in all aspects associated with flight training and his academic teaching responsibilities include Instructional Design in Aviation, Aviation Legislation, Private Pilot Knowledge, and Commercial Pilot Knowledge courses. He holds a Bachelor’s Degree in Aeronautical Science, a Master’s Degree in Business Administration in Aviation, and a PhD in Business with a dual specialization in Airline Management and Management of Engineering and Technology. His dissertation research investigated the relationship between organizational safety culture/climate and pilot decision making. Dr. Byrnes is also a Six Sigma Green Belt and has completed research on important aviation topics such as Flight Instructor training methods, organizational safety culture, aviation professionalism, ADS-B equipage motivation of the general aviation community, Flight Instructor Quality Assurance (FIQA), the pilot shortage, pilot motivations to join the airline industry, and Safety Management Systems (SMS). In addition, he has significant experience as a Certified Flight Instructor and holds a Multi-Engine Airline Transport Pilot Certificate, a Single-Engine Commercial Pilot Certificate, and Instrument Ratings. He has over 20 years of leadership experience within Part 141 and 142 flight training organizations and is well respected in the flight training industry. https://youtu.be/tV5wpXPS7wM

On 22 November 2003, shortly after takeoff from Baghdad, Iraq, an Airbus A300B4-200F cargo plane, registered OO-DLL and owned by European Air Transport (doing business as DHL Express), was struck on the left wing by a surface-to-air missile while on a scheduled flight to Muharraq, Bahrain. Severe wing damage resulted in a fire and complete loss of hydraulic flight control systems. Because outboard left wing fuel tank 1A was full at takeoff, there was no fuel-air vapor explosion. Liquid jet fuel dropped away as 1A disintegrated. Inboard fuel tank 1 was pierced and leaking. Returning to Baghdad, the three-man crew made an injury-free landing of the seriously damaged A300, using differential engine thrust as the only pilot input. This is despite major damage to a wing, total loss of hydraulic control, a faster than safe landing speed and a ground path which veered off the runway surface and onto unprepared ground. Paris Match reporter Claudine Vernier-Palliez accompanied a Fedayeen unit on their strike mission against the DHL aircraft. Sara Daniel, a French weekly newsmagazine journalist, claimed receipt, from an unknown source, of a video that showed insurgents, faces concealed, firing a missile at the DHL A300. Daniel was researching a feature about Iraqi resistance groups but she denied any specific knowledge of the people who carried out the attack, despite being present at the moment of attack. The aircraft took off from Baghdad International Airport en route to Bahrain International Airport at 06:30 UTC with an experienced crew of three: two Belgians, 38-year-old Captain Éric Gennotte and 29-year-old First Officer Steeve Michielsen, and a Scotsman, 54-year-old flight engineer Mario Rofail. The captain had 3,300 total flight hours, more than half of them logged in the A300. The first officer had 1,275 hours of flight experience and the flight engineer had 13,400 hours of flight experience. To reduce exposure to ground attack, the aircraft was executing a rapid climbout. At about 8,000 feet (2,450 metres), a 9K34 Strela-3 (SA-14 Gremlin) surface-to-air missile struck the rear of the left wing between the engine and the wing tip. The warhead damaged trailing-edge surfaces of the wing structure and caused a fire. All three hydraulic systems lost pressure, and flight controls were disabled. The aircraft pitched rapidly up and down in a roller-coaster phugoid, oscillating between a nose-up and a nose-down position. As in the case of the 1989 United Airlines Flight 232 disaster in the United States, Captain Genotte could only use thrust to modify pitch, speed and altitude and vary throttles asymmetrically to control yaw and turn the aircraft. Flight engineer Mario Rofail executed a gravity drop to extend the landing gear, a procedure normally accomplished with hydraulic power. Early deployment of the gear was critical to a safe outcome because increased drag helped reduce speed and stabilize the aircraft. In about 10 minutes of experimentation, the crew learned to manage turns, climbs and descents. After a meandering trajectory, they executed a right turn and initiated a descent path to Baghdad International Airport. Because of left wing damage and fuel loss, Rofail had to monitor the engine closely – if fuel flow was lost from the left side, he would have to feed fuel from a right tank to maintain thrust. Survival was dependent on accurate power control of each jet engine. Genotte and Michielsen set up for a final approach to runway 33R. The aircraft drifted to the right of the intended course, so Genotte chose the shorter 33L runway. Visibility was excellent and the pilots managed a controlled descent. They knew that, counter-intuitively, they could not retard throttles before touchdown without risking the nose or a wing smashing disastrously into the ground. At about 400 feet (120 meters) turbulence upset the aircraft balance and the right wing dipped. With thrust adjustments, the roll was controlled but the aircraft touched down off the runway centerline. Rofail immediately deployed full reverse thrust but the aircraft veered off the paved runway. The aircraft ran through rough soft ground, throwing up a plume of sand and dragging a razor wire barrier, and halted after about 1,000 meters (3,300 ft). The Honourable Company of Air Pilots jointly honoured crewmembers with the Hugh Gordon-Burge Memorial Award. This is awarded to flight crew whose action contributed outstandingly by saving their aircraft or passengers, or made a significant contribution to future air safety. This annual award is made only if a nomination is considered to be of significant merit. The Flight Safety Foundation's FSF Professionalism Award in Flight Safety was presented to the crewmembers for their "extraordinary piloting skills in flying their aircraft to a safe landing after a missile strike following takeoff from Baghdad, Iraq". In May 2006, Captain Éric Genotte, together with Armand Jacob, an Airbus experimental test pilot, gave a presentation to the Toulouse branch of the Royal Aeronautical Society titled "Landing an A300 Successfully Without Flight Controls". In addition to severe wing and undercarriage damage, both jet engines suffered ruinous abuse by ingesting debris. The already aging aircraft did not fly again. In November 2004 the aircraft was repaired and re-registered as N1452, and put up for sale but not sold in 2005. The aircraft has since been scrapped.    

Howard Putnam was raised on an Iowa farm and learned to fly out of a pasture in his Father’s J-3 Piper Cub. He entered the airline business as a baggage handler at Midway Airport in Chicago for Capital Airlines at age 17. Capital was soon merged into United and Howard held thirteen different positions in sales, services and staff assignments in several cities, before being named Group Vice President of Marketing for United Airlines, the world’s largest airline, in 1976. In 1978 he was recruited to become President and CEO of fledgling Southwest Airlines in Dallas, TX. While at Southwest Howard and his team tripled the revenues and tripled profitability in three years. They also successfully guided Southwest through airline deregulation and Southwest was the first air carrier to order the Boeing 737-300, which later became the largest selling aircraft ever for Boeing. Howard led the visioning process at Southwest as well as further developing the “fun” culture and excellent customer service that Southwest is still known for today.  Southwest has been profitable every year for over thirty years, a record unsurpassed by any other airline. In 1981, Howard was recruited by the board of directors of Braniff International to come aboard as CEO and save and/or restructure the financially failing airline. He was the first airline CEO to successfully take a major carrier into, through and out of chapter 11. Braniff flew again in 1984. He is the author of “The Winds of Turbulence” on leadership and ethics. Harvard University wrote a case study on his experiences at Braniff, “The Ethics of Bankruptcy” as a model as to how to handle stakeholders in crisis. He has also been an entrepreneur, serving as Chairman of a startup investment company and two small manufacturing and distribution companies. Howard and Krista have two children, Michael, a commercial airline captain and Sue, in public relations and marketing.

An outbreak aboard a September flight from Dubai to New Zealand offers researchers, and airlines, an opportunity to study in-transit contagion. In an effort to reassure, the airlines have updated and adjusted their requirements for travelers, with patchwork results. Some airlines work to maintain social distance, both at the gate and at boarding; others are less vigilant. Mask-wearing is dependent on passenger compliance, and not predictable; nor, increasingly, is flight capacity, which can range from 20 percent to nearly full. Given the variables, infectious disease specialists have had a hard time determining the risks of flying. But a study published on Wednesday provides some clarity. After an 18-hour flight from Dubai landed in Auckland, New Zealand, in September, local health authorities discovered evidence of an outbreak that most likely occurred during the trip. Using seat maps and genetic analysis, the new study determined that one passenger initiated a chain of infection that spread to four others en route. Previous research on apparent in-flight outbreaks focused on flights that occurred last spring, when few travelers wore masks, planes were running near capacity and the value of preventive measures was not broadly understood. The new report, of a largely empty flight in the fall, details what can happen even when airlines and passengers are aware and more cautious about the risks. The findings deliver a clear warning to both airlines and passengers, experts said. “The key message here is that you have to have multiple layers of prevention — requiring testing before boarding, social distancing on the flight, and masks,” said Dr. Abraar Karan, an internal medicine physician at Brigham and Women’s Hospital and Harvard Medical School who was not part of the study team. “Those things all went wrong in different ways on this flight, and if they’d just tested properly, this wouldn’t have happened.” The new infections were detected after the plane landed in New Zealand; the country requires incoming travelers to quarantine for 14 days before entering the community. The analysis, led by researchers at the New Zealand Ministry of Health, found that seven of the 86 passengers on board tested positive during their quarantine and that at least four were newly infected on the flight. The aircraft, a Boeing 777-300ER, with a capacity of nearly 400 passengers, was only one-quarter full. These seven passengers came from five countries, and they were seated within four rows of one another for the 18-hour duration of the flight. Two acknowledged that they did not wear masks, and the airline did not require mask-wearing in the lobby before boarding. Nor did it require preflight testing, although five of the seven passengers who later tested positive had taken a test, and received a negative result, in the days before boarding. The versions of the coronavirus that all seven carried were virtually identical genetically — strongly suggesting that one person among them initiated the outbreak. That person, whom the report calls Passenger A, had in fact tested negative four or five days before boarding, the researchers found. “Four or five days is a long time,” Dr. Karan said. “You should be asking for results of rapid tests done hours before the flight, ideally.” Even restrictive “Covid-free” flights, international bookings that require a negative result to board, give people a day or two before departure to get a test. The findings are not definitive, cautioned the authors, led by Dr. Tara Swadi, an adviser with New Zealand’s Health Ministry. But results “underscore the value of considering all international passengers arriving in New Zealand as being potentially infected, even if pre-departure testing was undertaken, social distancing and spacing were followed, and personal protective equipment was used in-flight,” the researchers concluded. Previous studies of infection risk during air travel did not clearly quantify the risk, and onboard air filtration systems are thought to reduce the infection risk among passengers even when a flight includes one or more infected people. But at least two recent reports strongly suggest that in-flight outbreaks are a risk: one of a flight from Boston to Hong Kong in March; the other of a flight from London to Hanoi, Vietnam, also in March. On the Hong Kong flight, the analysis suggested that two passengers who boarded in Boston infected two flight attendants. On the Hanoi flight, researchers found that 12 of 16 people who later tested positive were sitting in business class, and that proximity to the infectious person strongly predicted infection risk. Airline policies vary widely, depending on the flight and the carrier. During the first months of the pandemic, most U.S. airlines had a policy of blocking off seats, or allowing passengers to reschedule if a flight was near 70 percent full. But by the holidays those policies were largely phased out, said Scott Mayerowitz, executive editor at The Points Guy, a website that covers the industry. All carriers have a mask policy, for passengers and crew — although passengers are not always compliant. “Even before the pandemic, passengers weren’t always the best at following rules on airplanes,” Mr. Mayerowitz said. “Something about air travel brings out the worse in people, whether it’s fighting over reclined seats, or overhead bin space, or wearing a mask properly.” Temperature checks are uncommon and are less than reliable as an indicator of infectiousness. And coronavirus tests are not needed for boarding, at least on domestic flights. Some international flights are “Covid tested”: to fly from New York to Rome on Alitalia, for example, passengers must have received a negative test result within 48 hours of boarding. They are tested again on arrival in Rome. Dr. Karan said that, unless all preventive measures are in place, there will be some risk of infection on almost any flight. “It is surprising and not surprising, on an 18-hour flight, that an outbreak would occur,” Dr. Karan said. “It’s more than likely that more than just those two people took off their mask at some point,” and every such lapse increases the likelihood of spread.

Growing up in a community similar to the Amish, I’d been programmed to follow the same path my ancestors had followed for hundreds of years. Church members could only drive black cars, and the women all wore white caps, black bonnets, and long dark dresses exactly alike. Forbidden to own a television, go to the movies, wear makeup, serve in the military, or even press charges when someone robbed our home, we lived a life cut off from the mainstream. Having friends outside the church was discouraged, as they invited corruption. To leave the church was to be excommunicated and shunned by everyone near and dear. In some ways, the simplicity and isolation made it idyllic, even if it was also repressive. For men, only a handful of paths were acceptable. Allowable occupations were mainly confined to farming, business, or mechanical jobs to avoid becoming “worldly,” and college was discouraged for the same reason. And for women? Only one path was permissible: enter the church, marry only a member of that church, obey my husband, and have many children.   And then . . . destiny intervened early in the way it sometimes does . . . After being catapulted out of the only world I knew as a child, I heard the Call of my Wild Soul. I followed. I acted. It took me places I never could have imagined or orchestrated. After obtaining my private pilot’s license in high school, followed by an appointment to the US Air Force Academy, I became an Air Force pilot, an aircraft commander in war, an international airline captain responsible for hundreds of lives, a life coach, and a medical qigong practitioner. The little girl who at a very young age began preparing for her expected future by learning to bake bread, sew clothes, cook for a large family, garden, can and freeze food, and be extremely obedient wouldn’t recognize this life.  I’ve come to see over and over that the Universe always begins with the end in mind. It’s a far better travel agent with far more information at its fingertips than I have. It whispers an invitation to your personal path of transformation, beckoning you toward greater freedom and power—and especially toward the evolution of your soul. All you need do is listen and summon the courage to follow. Every transformational adventure in my life has arisen out of a quiet voice that said, “Go here,” “Try this,” “Persevere,” “Leave,” “Revise this belief,” “Let it go,” etc. Sometimes it was an inner voice and sometimes an outer one. Often the path didn’t unfold in a logical manner, go as I planned, or lead   where I thought it would—or should. And yet it always led to more freedom and deeper contentment. Many of my journeys were incredibly arduous. Had I understood how difficult they would be, I probably wouldn’t have agreed to go, yet I don’t regret any of them. I’m awestruck by the magic of this process, and it has led me to call myself by a term many people haven't heard before—the title of "practical mystic."

The Yerkes–Dodson law is an empirical relationship between pressure and performance, originally developed by psychologists Robert M. Yerkes and John Dillingham Dodson in 1908. The law dictates that performance increases with physiological or mental arousal, but only up to a point. When levels of arousal become too high, performance decreases. The process is often illustrated graphically as a bell-shaped curve which increases and then decreases with higher levels of arousal. The original paper (a study of Japanese dancing mice) was only referenced ten times over the next half century, yet in four of the citing articles, these findings were described as a psychological "law". Researchers have found that different tasks require different levels of arousal for optimal performance. For example, difficult or intellectually demanding tasks may require a lower level of arousal (to facilitate concentration), whereas tasks demanding stamina or persistence may be performed better with higher levels of arousal (to increase motivation). Because of task differences, the shape of the curve can be highly variable. For simple or well-learned tasks, the relationship is monotonic, and performance improves as arousal increases. For complex, unfamiliar, or difficult tasks, the relationship between arousal and performance reverses after a point, and performance thereafter declines as arousal increases. The effect of task difficulty led to the hypothesis that the Yerkes–Dodson Law can be decomposed into two distinct factors as in a bathtub curve. The upward part of the inverted U can be thought of as the energizing effect of arousal. The downward part is caused by negative effects of arousal (or stress) on cognitive processes like attention (e.g., "tunnel vision"), memory, and problem-solving.

Hope2Others International is a 501c3 nonprofit organization dedicated to bringing clean water to those in need throughout the world. Our primary work is centered on offering individual families or groups of families the ability to own their own well, which creates not only dignity but long term sustainability and self-sufficiency.  We are dedicated to employing and empowering locals to bring this goal to fruition. By manually drilling our wells and designing our pumps from locally available parts, we provide a family a source of clean, safe water on their own compound for less than $200.  The family pays a small fee, according to their ability, to support our drillers and helps in the drilling process. Once drilling is complete, H2O donates the materials to case the borehole and create a hand pump.  This pump provides readily accessible water for drinking, cleaning and irrigation of a garden to provide a year round food source.

Coronavirus has almost all of us grounded, so it’s probably been a while since you’ve heard a preflight safety briefing, and longer since you gave it any attention. As we fantasize about getting on a plane again, we at TPG thought it’d be a good time to look under the hood of that once-familiar speech. For starters, have you ever wondered why every airline seems to do theirs slightly differently? From Southwest’s folksy approach to American’s video demonstration that commands flyers to “buckle those belts,” each airline’s safety briefing might seem distinct. And, it’s true – most airlines have their own style. But, beyond that, there actually is a structure that all U.S. airlines must meet to have their briefings approved by the Federal Aviation Administration. To get the details on what’s needed, TPG asked Sara Nelson, president of the Association of Flight Attendants (AFA), which represents cabin crew members from 20 airlines, and AFA spokeswoman Taylor Garland, to walk us through the most common elements of the briefing and explain their purpose. “In general, a passenger who listens to the safety briefing is a safer passenger,” Nelson said. Every airline’s safety briefing is slightly different, but they are all reviewed by the FAA, which also dictates what the videos or announcements must cover. That’s why they all contain the same basic elements. If you’ve ever wondered why some things are included, here’s everything you need to know There’s a reason they’re displayed so prominently at every row and in other locations on planes, according to Garland. Fire, she said, “is one of the most dangerous things that can happen on an aircraft.” That’s also why airplane lavatories still have ashtrays — cabin crews need a safe place to snuff out the butts of inflight lawbreakers. Fire is also the main reason why battery-powered devices are increasingly being banned from checked bags. If it’s not in the cabin, Garland said, “fire is harder to recognize as quickly and deal with.” Even in the cabin, fire can be dangerous, and that’s why it’s important to be careful with your electronics. Flight attendants increasingly make announcements about not adjusting your seat if you drop your phone or tablet, and that’s because, if you accidentally crack your device in the process, it has a higher chance of igniting.  the key elements of the briefings, and an explanation of why they’re brought to your attention before every flight. Sit back, relax and enjoy your primer. Posted signs and placards Signs and placards give important, often legally binding info to passengers, and none is more familiar to travelers than the no smoking sign. There’s a reason they’re displayed so prominently at every row and in other locations on planes, according to Garland. Fire, she said, “is one of the most dangerous things that can happen on an aircraft.” That’s also why airplane lavatories still have ashtrays — cabin crews need a safe place to snuff out the butts of inflight lawbreakers. Fire is also the main reason why battery-powered devices are increasingly being banned from checked bags. If it’s not in the cabin, Garland said, “fire is harder to recognize as quickly and deal with.” Even in the cabin, fire can be dangerous, and that’s why it’s important to be careful with your electronics. Flight attendants increasingly make announcements about not adjusting your seat if you drop your phone or tablet, and that’s because, if you accidentally crack your device in the process, it has a higher chance of igniting. Seat belts “When the seat belt sign is on, you need to be in your seat. Some people think that’s a suggestion. It’s not, it is a federal regulation,” Garland said. In turbulence, “you yourself can become a projectile if you are not restrained.” While pilots often get advanced warnings from their instruments and other pilots about bumps in the air, airplanes do sometimes encounter unforeseen “clear-air” turbulence. That’s especially dangerous because passengers are less likely to be strapped in when it happens. Turbulence-related incidents are becoming more common as a result of climate change, and that’s why it’s so important to stay buckled in as much as possible. Garland said taking your seat belt off at cruising altitude is just like unfastening while speeding down the highway in your car. “You would never in your life think, ‘oh, I’m in the middle of this drive, let me unbuckle my seat belt,’” she said. “It’s the same thought process there. Yes, you’re dealing with turbulence on a plane versus other cars or things on the road,” but the danger of unexpected, serious injury is similar in both situations. As for why passengers still need to be told how their seat belt works, Garland said there are two main reasons. “We have first time passengers all the time. Car seat belts don’t operate like airplane seatbelts, and people are confused,” she said in an email. “Plus it’s a reminder that you have to wear them — you wouldn’t believe the number of people who don’t wear the seat belt!” Loss of pressure and the oxygen mask Parents, we know the temptation is to help your kids (or your pets) first — my mom always swore she’d make sure my mask was on in an emergency before hers — but that’s a bad idea. There really is a reason you need to put your mask on before helping your travel companions. “Depending on the type of decompression and how quickly it happens and what altitude you’re at, you can become incapacitated in seconds,” Garland said. “You need to put your oxygen mask on first before even having a chance of helping others,” she added. “In the time it may take for you to help your child put on their oxygen mask, you can become incapacitated.” It’s also important that the mask fully cover your nose and mouth, because you may not get sufficient oxygen in a depressurized cabin otherwise. Oxygen masks received renewed attention in the aftermath of Southwest flight 1380, a plane that made an emergency landing in 2018, when passengers posted selfies while wearing the equipment improperly. Exits “Flight attendants are onboard to help get you off that plane in 90 seconds or less in the event of an emergency, and you knowing where those exits are is an important part of doing that quickly,” Garland said. She added that for passengers seated in the exit row, knowing how to operate the door and help others evacuate can literally be the difference between life and death for you and your fellow travelers. Above all, if there’s an emergency, do not bring your luggage off the plane with you, Garland said. Aside from possibly slowing down the evacuation, baggage and other items can damage slides and rafts so much that they could become unusable. High-heeled shoes can cause similar damage during an evacuation, so travelers — even drag queens — should consider wearing flats whenever they fly. Life vests “They’ve found over the course of several accidents that it wasn’t necessarily intuitive on how to put those on and how they function,” Garland said. The instruction about not inflating the life vest before exiting the plane is particularly important because a fully-inflated life vest can impede the evacuation, and may prevent people from getting to the nearest door — especially if parts of the cabin are already submerged. Seats and tray tables: upright and locked “It’s about giving everyone on board the best shot for minimal injury and survival in an accident,” Garland said. Reclined seats and lowered tray tables can block other passengers from evacuating in an emergency. Also, seats are crash-tested in the upright position, so they’re designed to absorb the most impact when they aren’t reclined. Improperly stowed carry-on bags can also block people during an evacuation. Large items like laptops or unsecured bags can become projectiles during a crash, which could cause serious injury to passengers or members of the cabin crew. “Oftentimes this can be some of the pushback that we get. We go through the cabin and do our final safety checks and tell people to put their tray tables away and get their seat in — some will joke — the most uncomfortable position, and make sure their bags are stowed, and it’s all for a reason, there are actual safety reasons behind that,” Nelson, the AFA president, said. Next time you get on a plane, it likely will have been a while since you heard the safety briefing. Now you’ll know why it has the information it does, and hopefully, you’ll understand why it’s important to listen to it every time you fly, even when hearing it starts to feel much more routine again.  

Hi, I’m Chris Roy, founder and president of Doobert.  I’m a technology guy in my “day” job and I use my experience to create Doobert.com which is an online software platform custom-built for animal rescuers.  It’s like a combination of Match.com specifically for animal shelters and rescues to find new partners, and then a volunteer Uber for getting the animals where they need to go.  But it’s also the ONLY Foster home management solution out there and the ONLY solution that allows you to get videos back easily.   I enjoy helping provide technology solutions to some of the biggest challenges in animal rescue and I am always looking for new ways to help animals and the people that care for them.  Personally, I’m supported by my amazing wife Daphne, and together we have 5 furkids:  4 cats and 1 dog.   I’ve built Doobert to be a transparent, supportive organization.  We always welcome suggestions, ideas, complaints, as it helps us to make the software even better. Thank you for what you do for the animals.  We are proud to support you.

How to Set a Goal First consider what you want to achieve, and then commit to it. Set SMART (specific, measureable, attainable, relevant and time-bound) goals that motivate you and write them down to make them feel tangible. Then plan the steps you must take to realize your goal, and cross off each one as you work through them. Goal setting is a powerful process for thinking about your ideal future, and for motivating yourself to turn your vision of this future into reality. The process of setting goals helps you choose where you want to go in life. By knowing precisely what you want to achieve, you know where you have to concentrate your efforts. You'll also quickly spot the distractions that can, so easily, lead you astray. Why Set Goals? Top-level athletes, successful businesspeople and achievers in all fields all set goals. Setting goals gives you long-term vision and short-term motivation . It focuses your acquisition of knowledge, and helps you to organize your time and your resources so that you can make the most of your life. By setting sharp, clearly defined goals, you can measure and take pride in the achievement of those goals, and you'll see forward progress in what might previously have seemed a long pointless grind. You will also raise your self-confidence , as you recognize your own ability and competence in achieving the goals that you've set. Starting to Set Personal Goals You set your goals on a number of levels: First you create your "big picture" of what you want to do with your life (or over, say, the next 10 years), and identify the large-scale goals that you want to achieve. Then, you break these down into the smaller and smaller targets that you must hit to reach your lifetime goals. Finally, once you have your plan, you start working on it to achieve these goals. This is why we start the process of setting goals by looking at your lifetime goals. Then, we work down to the things that you can do in, say, the next five years, then next year, next month, next week, and today, to start moving towards them. Step 1: Setting Lifetime Goals The first step in setting personal goals is to consider what you want to achieve in your lifetime (or at least, by a significant and distant age in the future). Setting lifetime goals gives you the overall perspective that shapes all other aspects of your decision making. To give a broad, balanced coverage of all important areas in your life, try to set goals in some of the following categories (or in other categories of your own, where these are important to you): Career – What level do you want to reach in your career, or what do you want to achieve? Financial – How much do you want to earn, by what stage? How is this related to your career goals? Education – Is there any knowledge you want to acquire in particular? What information and skills will you need to have in order to achieve other goals? Family – Do you want to be a parent? If so, how are you going to be a good parent? How do you want to be seen by a partner or by members of your extended family? Artistic – Do you want to achieve any artistic goals? Attitude – Is any part of your mindset holding you back? Is there any part of the way that you behave that upsets you? (If so, set a goal to improve your behavior or find a solution to the problem.) Physical – Are there any athletic goals that you want to achieve, or do you want good health deep into old age? What steps are you going to take to achieve this? Pleasure – How do you want to enjoy yourself? (You should ensure that some of your life is for you!) Public Service – Do you want to make the world a better place? If so, how? Spend some time brainstorming  these things, and then select one or more goals in each category that best reflect what you want to do. Then consider trimming again so that you have a small number of really significant goals that you can focus on. As you do this, make sure that the goals that you have set are ones that you genuinely want to achieve, not ones that your parents, family, or employers might want. (If you have a partner, you probably want to consider what he or she wants – however, make sure that you also remain true to yourself!) Step 2: Setting Smaller Goals Once you have set your lifetime goals, set a five-year plan of smaller goals that you need to complete if you are to reach your lifetime plan. Then create a one-year plan, six-month plan, and a one-month plan of progressively smaller goals that you should reach to achieve your lifetime goals. Each of these should be based on the previous plan. Then create a daily To-Do List  of things that you should do today to work towards your lifetime goals. At an early stage, your smaller goals might be to read books and gather information on the achievement of your higher level goals. This will help you to improve the quality and realism of your goal setting. Finally, review your plans, and make sure that they fit the way in which you want to live your life. Staying on Course Once you've decided on your first set of goals, keep the process going by reviewing and updating your To-Do List on a daily basis. Periodically review the longer term plans, and modify them to reflect your changing priorities and experience. (A good way of doing this is to schedule regular, repeating reviews using a computer-based diary.) SMART Goals A useful way of making goals more powerful is to use the SMART  mnemonic. While there are plenty of variants (some of which we've included in parenthesis), SMART usually stands for: S – Specific (or Significant). M – Measurable (or Meaningful). A – Attainable (or Action-Oriented). R – Relevant (or Rewarding). T – Time-bound (or Trackable). For example, instead of having "to sail around the world" as a goal, it's more powerful to use the SMART goal "To have completed my trip around the world by December 31, 2027." Obviously, this will only be attainable if a lot of preparation has been completed beforehand! Further Tips for Setting Your Goals The following broad guidelines will help you to set effective, achievable goals: State each goal as a positive statement – Express your goals positively – "Execute this technique well" is a much better goal than "Don't make this stupid mistake." Be precise – Set precise goals, putting in dates, times and amounts so that you can measure achievement. If you do this, you'll know exactly when you have achieved the goal, and can take complete satisfaction from having achieved it. Set priorities – When you have several goals, give each a priority. This helps you to avoid feeling overwhelmed by having too many goals, and helps to direct your attention to the most important ones. Write goals down – This crystallizes them and gives them more force. Keep operational goals small – Keep the low-level goals that you're working towards small and achievable. If a goal is too large, then it can seem that you are not making progress towards it. Keeping goals small and incremental gives more opportunities for reward. Set performance goals, not outcome goals – You should take care to set goals over which you have as much control as possible. It can be quite dispiriting to fail to achieve a personal goal for reasons beyond your control!In business, these reasons could be bad business environments or unexpected effects of government policy. In sport, they could include poor judging, bad weather, injury, or just plain bad luck.If you base your goals on personal performance, then you can keep control over the achievement of your goals, and draw satisfaction from them. Set realistic goals – It's important to set goals that you can achieve. All sorts of people (for example, employers, parents, media, or society) can set unrealistic goals for you. They will often do this in ignorance of your own desires and ambitions.It's also possible to set goals that are too difficult because you might not appreciate either the obstacles in the way, or understand quite how much skill you need to develop to achieve a particular level of performance. Achieving Goals When you've achieved a goal, take the time to enjoy the satisfaction of having done so. Absorb the implications of the goal achievement, and observe the progress that you've made towards other goals. If the goal was a significant one, reward yourself appropriately. All of this helps you build the self-confidence you deserve. With the experience of having achieved this goal, review the rest of your goal plans: If you achieved the goal too easily, make your next goal harder. If the goal took a dispiriting length of time to achieve, make the next goal a little easier. If you learned something that would lead you to change other goals, do so. If you noticed a deficit in your skills despite achieving the goal, decide whether to set goals to fix this. Example Personal Goals For her New Year's Resolution, Susan has decided to think about what she really wants to do with her life. Her lifetime goals are as follows: Career – "To be managing editor of the magazine that I work for." Artistic – "To keep working on my illustration skills. Ultimately I want to have my own show in our downtown gallery." Physical – "To run a marathon." Now that Susan has listed her lifetime goals, she then breaks down each one into smaller, more manageable goals. Let's take a closer look at how she might break down her lifetime career goal – becoming managing editor of her magazine: Five-year goal: "Become deputy editor." One-year goal: "Volunteer for projects that the current Managing Editor is heading up." Six-month goal: "Go back to school and finish my journalism degree." One-month goal: "Talk to the current managing editor to determine what skills are needed to do the job." One-week goal: "Book the meeting with the Managing Editor." As you can see from this example, breaking big goals down into smaller, more manageable goals makes it far easier to see how the goal will get accomplished. Key Points Goal setting is an important method for: Deciding what you want to achieve in your life. Separating what's important from what's irrelevant, or a distraction. Motivating yourself. Building your self-confidence, based on successful achievement of goals. Set your lifetime goals first. Then, set a five-year plan of smaller goals that you need to complete if you are to reach your lifetime plan. Keep the process going by regularly reviewing and updating your goals. And remember to take time to enjoy the satisfaction of achieving your goals when you do so. If you don't already set goals, do so, starting now. As you make this technique part of your life, you'll find your career accelerating, and you'll wonder how you did without it!

Ace Beall entered the Air Force with over 200 hours flying experience, with a goal of becoming an airline pilot. He was commissioned through the "90-day wonder" program, and excelled in Undergraduate Pilot Training. Upon graduation he selected an assignment as a T-38 Instructor Pilot (IP). After that assignment, he flew C-141s at McCord Air Force Base for four years. He had hoped to get an airline job, but instead flew a King Air for an oil company, which promptly went out of business. On a lark, he interviewed with National Aeronautics and Space Administration (NASA) and was hired as a T-38 pilot. In this role, he trained astronauts in the T-38, and was offered the opportunity to apply to be an astronaut, but chose to remain as a research pilot. As a research pilot, he was flying five different types of airplanes, and eventually became the pilot of the shuttle carrier aircraft, the B747 that carried the space shuttle. He also flew the famous "vomit comet". Ace now flies for NASA as a SOFIA pilot.

“Well, that fixes the pilot shortage.” This has been the “word on the street” since the Covid-19 crisis hit in mid-March. Since then, thousands of airline pilots have taken early retirement packages and extended leaves of absence.   The good news? Private charter flights are more in demand and first-time aircraft buyers are entering the market. While those factors might generate pilot demand, there aren’t enough positions to employ every furloughed airline pilot. And even if there were, many operators are leery of making the investment in them. Temporary Relief According to global management consulting firm McKinsey & Company, it might take up to four years for airline demand to come back to pre-pandemic levels. In the meantime, airlines have “solved” for this by offering early retirements, halting the natural progression of pilots through the ranks. But the strategy has produced the same effect as when the FAA raised the retirement age to 65. And that decision, as we know, fueled the pilot shortage. When a vaccine is readily available and business and leisure travelers start flying again, will the airlines be ready? Many fear that they won’t be because furloughs and early retirements have gone so deep. As we know, retraining takes time. So how will we be ready when travelers return? Especially when we’ll have a core of middle-to-late active career pilots and a surplus of out-of-currency pilots, many of whom just started their careers. Will these younger pilots leave the industry altogether?  While I don’t have a crystal ball, it’s likely that the resurgence of travel and the start of additional age 65 retirements could occur simultaneously. Thus, another “perfect storm” looms, where demand for talent outstrips supply. And another pilot shortage begins. So now, temporarily, we do have some relief. But not for long. It will return, and when it does, I fear it will come with a vengeance! Don’t Let Up on the Gas In business aviation, we’ve made tremendous progress with regard to becoming competitive against the airlines. Most business aviation operators have realigned compensation and addressed headcount to help with work/life balance. Despite Covid, most of the pilots in this segment remain safely employed. More than ever, the industry is proving that being a business aviation pilot is an outstanding, stable career. At present, it’s important to support our current retention strategies. Also, let’s not allow the flood of unemployed pilots to give us a false sense of security. Because when pilots return to the airlines, there likely won’t be enough. Thus, the pull on business aviation could possibly be even more extreme than it was in the first quarter of this year. Is it worth becoming a pilot today? I would say “YES,” resoundingly. The public will travel again, and whether it’s with the airlines or on a private jet, we’ll need pilots! This is the business aviation industry’s time to shine and for the next generation to understand why a piloting career in this segment is so wonderful. Let’s not lose critical ground by kicking the proverbial can down the road. Despite an industry slump that has seen mass pilot lay-offs, the global civil aviation industry will still require an estimated 27,000 new pilots from the end of 2021, or 264,000 over the coming decade. That forecast comes from Canadian training and simulator provider CAE, which on 9 November released its latest prediction covering the demand and availability of pilots through 2029. This year, the number of active pilots has declined year on year by around 87,000 to about 300,000, but will bump up to an estimated 374,000 by the end of 2021, says CAE. Though still less than 2019 levels, by the end of next year “age-based retirements and attrition” will leave the industry short 27,000 flightcrew, says the study. That figure will balloon over 10 years to a requirement for more than 264,000 new pilots, CAE says. “Despite the short-term decline in the number of active pilots due to the impact of Covid-19, the civil aviation industry is expected to require more than 260,000 new pilots over the next decade,” CAE says. “Fundamental factors influencing pilot demand prior to the Covid-19 outbreak remain unchanged. Age-based retirement and fleet growth were, and are expected to remain, the main drivers of pilot demand.” CAE predicts the civil aviation industry will require a total of 484,000 pilots in 2029: an estimated 426,000 for airlines and another 58,000 business jet crews. Of those, 167,000 pilots will be needed to replace those who are retiring or otherwise leaving the workforce, while the remainder will be needed to meet industry expansion, CAE predicts. “Thousands of pilots have been furloughed in recent months. Many of them have pivoted to other professions and might not want to resume their pilot careers,” says the report. The Asia-Pacific region will require the most new pilots – about 91,000 over 10 years, equating to about one-third of total demand. North America will need a combined 65,000 new pilots; Europe 42,000; the Middle East 25,000; South and Central America 16,000; and Africa 4,000, CAE projects.

  Kimbrell received her commission in 1998 after graduating from the USAF Academy, later she attended Undergraduate Pilot Training at Laughlin AFB, TX and was awarded her pilot wings in August 1999. She then completed Introduction to Fighter Fundamental training at Randolph AFB, TX in November 1999. In August 2000, she graduated from her initial F-16 training at Luke AFB, Arizona, becoming the first African American female fighter pilot in the USAF.   She was assigned to the 13th Fighter Squadron, Misawa, Japan for her first operational assignment. During this time she was deployed to Turkey and Saudi Arabia in support of Operation Northern and Southern Watch. Her flights in Operation Northern Watch marked her as the first female pilot to fly combat missions for Misawa's 35th Fighter Wing. Additionally, during Operation Northern Watch she became the first African American female pilot to employ ordnance in combat.   In July 2004, she graduated from the Joint Fire Control Course and was assigned to the 15th Air Support Operations Squadron. Later she deployed as the 2nd Brigade Air Liaison Officer in support of Operation Iraqi Freedom.   In June 2007, Kimbrell was assigned to the 31st Fighter Wing, Aviano AB Italy where she served as Assistant Director of Operations for the 555 Fighter Squadron.   In 2009, Kimbrell relocated to 6th Combat Training Squadron, Nellis AFB where she served as the Course Manager for the Air Liaison Officer Qualification Course and an instructor. From this assignment she separated from active duty Air Force and transitioned to the Air Force Reserves in Oct 2013.   Beginning October 2013, Kimbrell served as an MQ-9 Pilot and Mission Commander for the 78th Attack Squadron out of Creech Air Force Base, Nevada.

Furloughs in the airline industry are forcing pilots to find new work in other aspects of aviation, including flying privately-owned aircraft. Private aviation is in the midst of an expansion that's seeing aircraft operators invest in more planes to bring in a new market of first-time private flyers who are abandoning first class thanks to the pandemic. A fleet of new planes requires more pilots to fly them and as the airlines contract during the downturn, private firms are looking to hire former airline pilots with plenty of experience. It may seem like an easy transition since flying a plane is the same whether it be for an airliner or private charter company, but the workload and lifestyle couldn't be any more different. Instead of flying a plane full of passengers, a private aviation pilot caters solely to the wealthy and powerful, and that's just the tip of the iceberg. It's a challenging job that requires a pilot to go above and beyond, at times, according to Sean Scialfa, a 31-year airline pilot who has spent time on both sides of the industry. Unlike the airlines, private aircraft pilots deal with problems head-on and face to face instead of from behind a locked cockpit door and through a public announcement system. Here's how flying private aircraft is different than flying for the airlines. 1. Wearing many hats Pilots on this side of the industry are very much the face of the operation and frequently interact with guests, which is why private aviation CEOs look for pilots with personality and a customer-service oriented attitude. It's not a job where pilots can show up a few minutes before boarding and not speak to a passenger the entire flight. When an airline pilot shows up at the airport, the expectation is not to greet passengers in the gate area before a flight, scan their tickets, and load their bags for them. All that is done by the army of support staff that airlines employ to service any given flight. But those tasks are routinely performed by a private aircraft pilot who typically arrives at the airport about an hour before their flight to prep the aircraft, which can include getting it fueled, stocked, catered, and cleaned. Once the passengers arrive at the plane, it's the pilot's responsibility to cross-check their identification with the manifest, load their bags, and even give the safety briefing if there is no cabin attendant for that flight. 2. The cockpit door is always open Access to the cockpit on a commercial airliner became highly restricted after September 11, 2001. Cockpit doors were reinforced and locked to prevent any undue entry and only opened if the crew needed to use the restroom or receive their meals with no passenger access to the flight deck on most flights. On the private side, however, the cockpit doors are normally left open. Passengers can see everything that's going on and come visit during the flight. Some private aircraft don't even have cockpit doors with most light and propeller aircraft, namely, having open environments and little to no boundaries between the passenger cabin and cockpit. The problem isn't the threat of a hijacking with these aircraft but passengers having direct contact with pilots can lead to stressful or pressure-filled situations that could make pilots behave differently. For example, if an aircraft was late to arrive at an airport that is dangerous to access at night, Scialfa said, being pressured by passengers could lead to the pilot to make a fatal mistake by giving in instead of making the safe choice. 3. A different lifestyle, for better or worse The wealthy often go to extremes when they travel and often visit exclusive and exciting locales that may make a pilot's life seem like one long vacation in between flights. Holiday weekends in the winter, for example, can see pilots flying to Aspen, Colorado; Jackson Hole, Wyoming; or Sun Valley, Idaho, then off to Europe or South America for weeks at a time in the summer. But that lifestyle also means being away from home for long stretches, more so than at the airlines. Pilots working for a charter operation can be on-call or on the road for weeks at a time. Airlines trips are typically only a few days, with periods of time off in between, but private aircraft pilots often have a certain number of weeks on-call followed by hard days off. According to Scialfa, pilots that can't keep up with that lifestyle will often ask themselves: "Is this better than working in Home Depot, or is it not?" 4. Living local Private aircraft pilots often have to live within a certain radius of their home airport since flights can pop-up at a moment's notice, especially with on-demand charter flights. Some companies require pilots to live less than 90 minutes from the airport to be able to pick up what is known as an "ASAP" trip while some will allow commutes upwards of three hours. Airline pilots don't need to live near the airports out of which they're based and will fly in and out around their work schedule. A New York City-based American Airlines pilot can live in Los Angeles, for example, and commute the day before the first flight of his trip and back as soon as he lands back in New York since pilots are given flight benefits on nearly any commercial airline. "With the airlines, you know, you're not going to be gone for more than four to six days," said Scialfa. "And then, depending on where you live, you drive home or you jump in an airplane and commute to Ohio or wherever you may live." 5. Arriving early and leaving late Private aircraft pilots are often required to arrive at the airport at least an hour before every flight to allow enough time to prepare for passenger arrival. During this time, the pilot will order fuel for the plane, perform pre-flight procedures, file the flight plan, check the route weather, stage the catering order if one was placed, and await passenger arrival, according to Scialfa. Once the aircraft has arrived, the pilot has to stick around the button up the plane by checking the cabin for any issues, removing any trash, inspecting the exterior, and sometimes placing coverings on the engines and important gauges. If the plane is leaving early the next morning for a flight, the pilot will often stick around to see it fueled and ready to go for the early departure. Airline pilots often show up a few minutes before boarding and perform all of the pre-flight checks while passengers are getting on the plane. But wealthy passengers expect to depart as soon as they arrive so that isn't an option on a private aircraft. 6. Moving to a smaller pond Private aircraft operators are often family-like environments where all the pilots know each other and can fly in pairs based on experience. The same two pilots can be paired together for months at a time, especially if both assigned to the same owner, so there's less variety when it comes to the cockpit crew. That also applies to the passengers with repeat-business very common in the private aviation world, especially with the owner of the aircraft. Pilots have to maintain relationships with passengers they fly as it will directly influence whether they fly with that company or flight crew again. 8. Making the most out of a bad situation Private aircraft often have more flexibility in getting passengers from point A to B than airliners do thanks to the unscheduled nature of the business. If bad weather delays all flights into New York, for example, a pilot can file a flight plan for Boston and then request a diversion in mid-air since it's less likely to be turned down or directly ask passengers if they want to leave earlier to beat the storm. And not all aircraft need to follow flight plans, with smaller aircraft often operating under visual flight rules restrictions that allow them to fly more direct routes and avoid certain types of delays. It's often done with shorter flights since visual flight rules can only be used under 18,000 feet. Pilots can also depart under those rules to avoid ground delays with instrument flight plans and then request clearance to pick up a normal flight plan once they depart. 9. Working the holidays To paraphrase the famous saying, private aircraft pilots follow the calendar of the elites. That means more trips over the holidays and especially long holiday weekends when the kids are off from school or when the office is closed. The Thanksgiving and Christmas holiday periods, as well as the Fourth of July, are peak travel times. Some companies will allow pilots to fly home between flights but it's at the discretion of the company. 10. Max duty days The longest workday for a private aircraft pilot is 14 hours and passengers will often seek to make the most of that timeframe. Early morning flights and late-night returns are very common and can occur back to back with only as little as 10 hours of rest in between. Private aviation executives are predicting more day trips for business travelers as they seek to reduce exposure while on the road. 11. A more relaxed environment Pilots coming from the airlines may be taken aback by the informal nature of private flying, according to Scialfa, especially when it comes to executing procedures. Airlines have a more regimented training program while the private side may not be as stringent, with multiple ways to accomplish a task in the latter compared to only one way in the former, according to Scialfa. "It's hard for an airline guy to go, 'what do you mean there's three different ways to do that?'" Scialfa said.  

Every day over 2,000 healthy dogs and cats are euthanized in our nations shelters— the result of too many animals and too few homes.   We are working to reduce euthanasia rates by transporting animals from places with overcrowded shelters to adoption centers in other geographic regions where loving families are waiting to adopt them. DIMC flies as many animals as possible in a single flight to maximize efficiency.  DIMC does not charge our partners organizations for our transport services.  As opposed to long-distance ground transportation or the red tape of commercial flights, transporting animals via private aircraft is efficient and affordable — just $64 per animal, per flight. But resources are always in demand and DIMC looks to the public to keep flying. Since its founding, DIMC has grown from saving a few hundred lives a year to more than 2,500 annually. DIMC’s success is due also to its dedicated team of organizers and contributors. Peter, “The Pilot”, is an East Coast refugee, who always believed that he was switched at birth with a kid from New Jersey. After working his way through medical school as a pilot, he practiced Orthopedic Surgery for more than thirty years. Instead of retiring to a golf course, he has returned to the skies as our Chief Pilot. Peter holds an Airline Transport Pilot rating and is qualified to fly single and multiengine aircraft as well as seaplanes. He is also a certified flight instructor. Transporting animals to forever homes in a Cessna Turbo Cessna 206 Stationair and Cessna Grand Caravan, he says that the view from his new office beats any other.

From First Flight Society: December 17, 1928, the 25th Anniversary of the world’s first powered flight, the Kill Devil Hills Memorial Association held a special ceremony commemorating those historic flights at the birthplace of aviation. The ceremony included the dedication of the boulder marking the site of the first flight and the laying of the cornerstone atop Kill Devil Hill for the Wright Memorial. Construction of the memorial atop Kill Devil Hill began in the spring of 1931 and was finished and dedicated November 19, 1932. Orville Wright was guest of honor at the dedication. The inscription around the base of the monument is a reminder to us of the incredible accomplishments of the brothers: “In commemoration of the conquest of the air by the brothers Wilbur and Orville Wright. Conceived by genius and achieved by dauntless resolution and unconquerable faith.” Today, First Flight Society still serves its founding mission – and much more. Membership, programs, educational outreach, publications and scholarships were added over the years to serve the Society’s mission of cultivating support, education and understanding of the Wright Brothers Legacy. Each year, FFS provides countless service hours to preserve, protect, inspire and teach. By supporting the society, you join a dedicated decades old community that shares in the wonder of aviation and this national treasure – Wright Brothers National Memorial for future generations. Thank you!

Tammie Jo Shults was accepted by the Navy for Aviation Officer Candidate School at Naval Air Station Pensacola. After completing the twelve-week course and receiving her commission as an Ensign on June 21, 1985, Shults attended flight training, also at NAS Pensacola, where she trained and qualified for her pilot's wings in the T-34 . After Pensacola, Shults was stationed at Naval Air Station Chase Field as a flight instructor for the T-2 Buckeye. She later qualified in the A-7 Corsair II with training (RAG) squadron VA-122 at Naval Air Station Lemoore. Her next assignment was VAQ-34, a Tactical Electronic Warfare Squadron at the Pacific Missile Test Center located at Point Mugu, California. When the squadron relocated to NAS Lemoore in 1991, Shults became an instructor under the command of CAPT Rosemary Mariner, the first woman to command an operational air squadron. Shults became one of the first female naval aviators to qualify in the F/A-18 Hornet when the squadron transitioned from the EA-6B Prowler. During Operation Desert Storm, the combat exclusion policy at that time prevented women from flying combat sorties, so Shults flew training missions as an instructor aggressor pilot for naval aviators. She finished her tour of duty in March 1993. In December 1995, she was promoted to Lieutenant Commander (LCDR), then transitioned to the Navy Reserve, where she flew the F/A-18 Hornet and EA-6B Prowler until August 2001.  After leaving the Navy, Shults joined Southwest Airlines as a pilot, flying a part-time schedule of 8–10 days per month so that she could also raise a family following her marriage to fellow naval aviator Dean Shults. On April 17, 2018, while Shults was captain in command of Flight 1380 from New York to Dallas, an engine fan blade on the Boeing 737 failed and flying debris damaged the left side of the fuselage and one side window; the window failed, causing the plane to decompress. One passenger was partially sucked through the damaged window and was later pronounced dead at the hospital. Shults made an emergency descent and landed in Philadelphia. Her actions, calm demeanor, and competence during the emergency were noted by Southwest Airlines officials and passengers as well as Chesley Sullenberger, another commercial airline and former military pilot who controlled a similar situation in 2009 on US Airways Flight 1549. Shults later revealed that she had not intended to be the pilot of that flight, but had swapped the shift with her husband. In 1994, she married Dean Shults, at the time a fellow naval aviator in the A-7 Corsair II, who also joined Southwest Airlines as a pilot that year. Together, they have two children. The couple lives in Boerne, Texas. Shults is a devout Christian who teaches Sunday school, and helps the needy, such as internally displaced persons from Hurricane Rita. Shults wrote a book about Southwest Airlines flight 1380, Nerves of Steel, which was released in the United States on October 8, 2019.    

If you read my blog post My Love/Hate Relationship With Oxygen Masks, you know I have some great experiences in flight where the ever-present oxygen mask saved the day. If you're on LinkedIn you may have seen my recent video "Lights Out At Kadena", where having an oxygen mask was instrumental in my safely completing an Air Force mission. I had another Air Force mission where the absence of an oxygen mask had the potential to end very badly. I was flying an O-2A aircraft (military version of the Cessna 337) on a local training mission out of Patrick Air Force Base, Florida. During the flight, the standby magnetic compass, sometimes called the "whiskey compass", started leaking.  The liquid inside the whiskey compass is highly corrosive and the fumes can cause permanent neurological effects. And the O-2A does NOT have an oxygen mask! Fortunately, before the fumes could cause a problem, I came up with a solution: I retrieved an air sickness "barf bag" from my flight suit pocket and wrapped it around the leaking compass. Problem solved, but at the time I sure missed having an oxygen mask to protect me from the fumes. But not all of my oxygen mask stories are pleasant. It was late 2004, and I was flying a B777 from Seoul, Korea to Narita, Japan. Halfway across the Yellow Sea, my flying partner Nick Hinch had to leave the flight deck to use the lavatory. We called a Flight Attendant up to the flight deck and, in keeping with FAA regulations, I donned my oxygen mask while I was the only pilot in a control seat. After my Nick returned, I stowed my oxygen mask, but I felt like something was wrong. My face itched, and I felt like I had been breathing dust. I carefully looked at my oxygen mask, and it was filthy with dust. Apparently, it hadn't been used in some time (I'll give all the previous crews the benefit of the doubt and ASSUME that no one ever left the flight deck on their flights!). I felt grubby the rest of the flight. Let me digress. I had been in training to participate in the" Pump and Run" event in the 2005 Arnold Classic, a fitness contest in which contestants first bench press their body weight as many times as they can, up to a maximum of 30 reps, and then run a 5K. Every rep on the bench press subtracts 30 seconds from their 5K time, up to a max of 15 minute reduction in time. I had been running religiously, and was on track to run a 21-minute race.  And I had an edge. Competitors over age 60 only had to bench press 70 percent of their body weight. And because I would be over age 60 when the 2005 Arnold Classic was held, I would only have to press 115 pounds, not my 160-pound body weight. I can press that for 30 reps any day of the week. So, I was on track to have a 5K score of about 6 minutes, good enough to be second or third place. But when I returned to the hotel in Narita and went out for my daily run, where I'd been consistently cutting a few seconds off my time every time, I was out of breath and couldn't even finish my run! When I got home I got on my treadmill and had the same experience - I couldn't run at my normal pace, and I couldn't finish my normal distance. In fact, when I tried pushing myself I started getting chest pains. I went to my primary care physician, and he put me through some tests, and then sent me to see a Pulmonologist, who did more tests.  "You've got asthma," the doc said, "You got it from the dust in the oxygen mask." I was dumbfounded. "You can't CATCH asthma," I protested. " Tell that to all the people who caught it from the Haman Fire (the largest wildfire in Colorado history)."  "How long will I have it," I asked. "Just the rest of your life." So, obviously I didn't compete in the Arnold Classic, and to this day I can't really run any significant distance. And I still have asthma. So, that's my love/hate oxygen mask story. I probably should have filed for Workman's Comp, but that ship sailed more than 15 years ago.

Dianna started flying in a J-3 Cub at six weeks old, flying with her airline pilot father. She learned to fly as a teenager with her father as her CFI, and soloed before she got her driver's license. Mark started flying as a teenager and paid for his lessons working at the Golden Corral. Both Mark and Dianna attended Embry-Riddle Aeronautical University and entered the Air Force after graduation. Dianna flew C-5s for the Reserves at Dover, then transferred to the Air National Guard. Mark was a FAIP (First Assignment Instructor Pilot) in the T-38 after Undergraduate Pilot Training, then flew the F-16 at Shaw Air Force Base. While there, he picked up the call sign Genghis. While in Korea, he was re-named Rush. Most of Mark's flying in combat was at night. Dianna picked up the nickname "80's Baby". Her first flight into Iraq was totally blacked out. In addition to Air Force flying, she was hired by a legacy airline, first flying the B-737, then the B-787. She also served in the Chief Pilot's Office as a management pilot. After finishing his active duty flying, Mark was hired by a different legacy airline and also transitioned to the Reserves. In 2010 they purchased a Cessna 170 from a friend, and have enjoyed owning it for the past ten years. They had the airplane through four moves. Dianna recently took a "Zero-G" flight, riding on a parabolic flight path. She also recently entered a beauty pageant, and was named Mrs. America-Nevada.

If you're like most Americans, you've resigned yourself to gaining a few pounds over the holidays, then plan to spend the next 11 months trying to lose the weight.  But now, with the pandemic approaching 10 months, it gets worse, as many of us are stuck at home, unable (or forbidden!) to go to the gym. So naturally, we sit in front of the computer or television, and we don't get that "10,000 steps each day" exercise that we plan on completing. Here's my story: in the year 2000, at age 55, I had gotten to the point that I was putting on a pound a month as a wide-body (pun intended!) Captain. I weighed in at 182 pounds and my waist was 36 inches. And I had tried a lot of fad diets, failed, and resigned myself to being a fat old man. There's an expression "when the student is ready, the teacher appears". During recurrent training I was introduced to a fitness program, Body-for-LIFE, that changed my life forever. And I learned how to control my weight, fitness and health for the past 20 years. It's kind of like learning how to perform a magic trick. I currently weigh five pounds less than when I wrestled in high school!

Jim attended the University of Kansas and enrolled in Navy ROTC. Although he was promised an assignment as a pilot, he was initially assigned as a Naval Flight Officer (back seater). He flew the EA-6B Prowler out of Whidbey Island, WA. In the EA-6B, he flew combat missions in Bosnia.  After his assignment, he finally got his slot to pilot training. As a pilot, he flew the EC-3, and electronic version of the P-3. He followed that assignment as a T-34 instructor in the Naval Training Command at Corpus Christi, TX. He flew 700 hours per year. He loved being an instructor, and decided that would be his future. He flew as an instructor for 15 years, amassing 3600 hours in the aircraft. After the Navy, Jim worked for an aerospace engineering company in Corpus Christi and flew for the Reserves. He enjoyed the environment at the engineering company, but missed full-time flying. For a short time he flew for JetBlue Airlines, but after a short time he had to leave for a family emergency. After JetBlue, he went to Iraq as a volunteer Individual Augmentee in the reserves. He was embedded with the army looking for Improvised Explosive Devices (IEDs).  After Iraq, he flew 10 2-month tours in Afghanistan as a contractor flying King Air aircraft. He became an instructor almost immediately. Finally, Jim was hired by a legacy airline, where he now flies. Jim has written his autobiography, Plans That Make God Laugh.

In Ready For Takeoff Podcast Episode 413 we discussed safe air travel during this COVID-19 pandemic. I'm not going to repeat all of the information from that podcast, but want to discuss some additional information that may be useful to you if you plan to travel by air this holiday season. Some airlines are now administering COVID tests to passengers.  Bring your own food and drink. Consider using a security bin bag liner Bin Bag Bring an extra N95 mask. Use eyelash adhesive. Avoid getting close to strangers. Choose window seat, preferably in last row. Check out your airline's safety rating.  On your return post-Thanksgiving flight, there is an increased risk that your seat-mate will be an asymptomatic carrier. According to the Washington Post, "At the county level nationwide, the average estimated risk of running into a coronavirus-positive person at a 10-person gathering is just a hair under 40 percent. That’s a pretty high number — if you take five of next week’s Thanksgiving gatherings, you can expect that a coronavirus-positive person will be at two of them."

After flying planes around the world together for years, married couple Joe and Margrit Fahan co-piloted their last flight on August 13. The Fahans have both been pilots for more than 30 years and have been co-pilots on a Delta Airbus A330-300 aircraft for the past six years. The couple met while they were flying for the same commuter airline in New Jersey in the early 1980s. At the time, both Joe and Margrit were married to other spouses. Years later, when they were both single, they ran into each other again. The Fahans got married in 1992 and had two sons, both of whom went on to become pilots. The pilot couple met in the early '80s.  When the coronavirus pandemic impacted travel in the US earlier in the year, their once-busy flight schedule was almost entirely grounded. They flew just a handful of flights after mid-March. "When COVID hit, everything shut down. It just really came to a screeching halt, especially international travel," Joe told Insider. In July, the couple accepted an offer made by Delta Air Lines to retire early due to the lack of flights. Joe, 63, was nearing the required commercial airline pilot retirement age of 65, but Margrit, 60, still had a few years left in the career. "I still might do something else. I am enjoying a little bit of time off here and there, but I'm looking for other opportunities," Margrit said. The Fahans can look back on many years of co-piloting memories and stories.  The couple started their @flyingfahans Instagram account a few years ago to document their experience as married pilots. They recently posted a video marking their retirement.   In the video, the couple documented the experience of receiving a water salute, an aviation tradition to honor airline service in which fire hoses spray arcs of water over the plane. Some people have asked the Fahans how they managed to work together as a married couple. "We do get some people saying, 'I could never work with my spouse,'" Joe said. "My usual answer to them is: 'One day you're gonna be retired, and you'll have to get along with them then.'" The couple is enjoying retirement but said they are open to future opportunities in aviation.

In 1970, the US had identified the names of over 500 American POWs who were being held by the North Vietnamese. Sources reported that these prisoners were being held in atrocious conditions and were being cruelly treated by their captors. That June, the Chairman of the Joint Chiefs of Staff, General Earle G. Wheeler, authorized the formation a fifteen-member planning group to address the issue. Operating under the codename Polar Circle, this group studied the possibility of conducting a night raid on a North Vietnamese POW camp and found that an attack on the camp at Son Tay was feasible and should be attempted. Son Tay Raid Training Two months later, Operation Ivory Coast commenced to organize, plan, and train for the mission. Overall command was given to Air Force Brigadier General LeRoy J. Manor, with Special Forces Colonel Arthur "Bull" Simons leading the raid itself. While Manor assembled a planning staff, Simons recruited 103 volunteers from the 6th and 7th Special Forces Groups. Based at Eglin Air Force Base, FL, and working under the name "Joint Contingency Task Group," Simons' men began studying models of the camp and rehearsing the attack on a full-size replica. While Simons' men were training, the planners identified two windows, October 21 to 25 and November 21 to 25, which possessed the ideal moonlight and weather conditions for the raid. Manor and Simons also met with Admiral Fred Bardshar to set up a diversionary mission to be flown by naval aircraft. After 170 rehearsals at Eglin, Manor informed the Secretary of Defense, Melvin Laird, that all was ready for the October attack window. Following a meeting at the White House with National Security Advisor Henry Kissinger, the raid was delayed until November. Son Tay Raid Planning After using the extra time for further training, JCTG moved to its forward bases in Thailand. For the raid, Simons selected 56 Green Berets from his pool of 103. These men were divided into three groups each with a different mission. The first was the 14-man assault group, "Blueboy," which was to land inside the camp compound. This would be supported by the 22-man command group, "Greenleaf," which would land outside, then blow a hole in the compound wall and support Blueboy. These were supported by the 20-man "Redwine" which was to provide security against North Vietnamese reaction forces. Son Tay Raid Execution The raiders were to approach the camp by air aboard helicopters with fighter cover above to deal with any North Vietnamese MiGs. All told, 29 aircraft played a direct role in the mission. Due to the impending approach of Typhoon Patsy, the mission was moved up one day to November 20. Departing their base in Thailand at 11:25 PM on November 20, the raiders had an uneventful flight to the camp as the Navy's diversionary raid had achieved its purpose. At 2:18 AM, the helicopter carrying Blueboy successfully crash landed inside the compound at Son Tay. Racing from the helicopter, Captain Richard J. Meadows led the assault team in eliminating the guards and securing the compound. Three minutes later, Col. Simons landed with Greenleaf approximately a quarter mile from their intended LZ. After attacking a nearby North Vietnamese barracks and killing between 100 to 200, Greenleaf re-embarked and flew to the compound. In Greenleaf's absence, Redwine, led by Lieutenant Colonel Elliott P. “Bud” Sydnor, landed outside Son Tay and executed Greenleaf's mission as per the operation's contingency plans. After conducting a thorough search of the camp, Meadows radioed "Negative Items" to the command group signaling that no POWs were present. At 2:36, the first group departed by helicopter, followed by the second nine minutes later. The raiders arrived back in Thailand at 4:28, approximately five hours after departing, having spent a total of twenty-seven minutes on the ground.

Jeff became a USAF fighter pilot flying the venerable A-10 Thunderbolt, also known as the “Warthog”. He was stationed with the 18th Tactical Fighter Squadron at Eilson AFB in Fairbanks, Alaska. While there, he qualified as one of the youngest 4-ship flight leaders in the entire squadron. He served as an instructor and was also combat search and rescue qualified. He won numerous Top Gun awards for air-to-ground bombing and gunnery. Due to Jeff’s outgoing, personable, always smiling, eager to please personality, his squadron mates quickly gave him his callsign “Odie” aptly named after the popular cartoon Garfield’s sidekick. Now, few people know Jeff by his first name…but simply call him “ODIE.” After 6 years of dedicated service in the Air Force, Odie decided to fulfill another lifelong dream by becoming an airline pilot. He began his career with Delta Air Lines in 1992, where he currently flies international routes out of Atlanta, GA. Amid his tenure as an airline pilot, Odie also flew a 1943 T-6 “Texan ” on the airshow circuit. A tragic accident took the life of his brother, as well as the life of the pilot. This significant event in Odie’s life ignited the spark that helped create what TargetLeadership is today. Odie has three children whom he is immensely proud of, a daughter two sons.

  At the Academy, she was the first woman to command basic training and the first woman Vice Wing Commander. She graduated in 1982 as a Distinguished Graduate (magna cum laude equivalent). Wilson earned a Rhodes Scholarship to study at the University of Oxford and continued her education at Jesus College, earning an M.Phil. and D.Phil. in international relations by 1985. In 1990, Oxford University Press published her book, International Law and the Use of Force by National Liberation Movements,[20] which won the 1988 Paul Reuter Prize of the International Committee of the Red Cross. An Air Force officer for seven years, Wilson was a negotiator and political adviser to the U.S. Air Force in the United Kingdom, and a defense planning officer for NATO in Belgium, where her work included arms control negotiations. She is the 24th Secretary of the Air Force and in this position responsible for the matters of the Air Force Department, including the organization, training, equipping and supplying 685,000 active, guard, reserve and civilian personnel and their families. She supervises the Air Force’s yearly budget of more than $ 138 billion and leads strategy and policy development, risk management, weapons procurement, technology investments and human resources management within a global enterprise.   Wilson is an instrument rated private pilot. She is married to Jay Hone, an attorney and retired Air National Guard Colonel. They have three adult children.

Craig Pope was inspired to fly from his father's example - his father waas the pilot for his state's governor. He attended Embry-Riddle Aeronautical University, then joined the Air National Guard, flying F-4's, then F-16s. He's been a pilot with a legacy airline for 30 years. He was hired in 1991, starting out as a DC-8 Flight Engineer, and progressed through the fleets and seats, and now flies as a Captain on the Airbus. In addition to his airline flying, Pontiff is the curator of the River Rat Museum in Louisville. Pontiff has been active in the River Rats. Pontiff also designs challenge coins, and has created more than 50 different coins.

Elizabeth “Liz” Ruth is a research pilot at NASA’s Armstrong Flight Research Center at Edwards Air Force Base in California. She flies the Stratospheric Observatory for Infrared Astronomy (SOFIA), a modified Boeing 747SP with the world’s largest airborne astronomical observatory. Prior to joining Armstrong’s flight operations in 2016, Ruth was a legislative assistant for San Luis Obispo County in California from 2013 to 2015. In Ruth’s earlier career, she was a United Airlines flight officer on the B737-300, B757, B767 and B777 aircraft. She also worked for the company as a simulator and academic instructor for the B737-300 and was on the development team for the B737-300 Fleet Computer Based Training and Advanced Qualification Training Program. Before joining United, Ruth was an active duty pilot of the U.S. Air Force, where she served as instructor pilot, check pilot and aircraft commander for the T-38 and T-43 from 1981 to1989. She concluded her military career with the rank of captain. Ruth earned a Bachelor of Science in business administration from the University of Southern California, Los Angeles. She also earned a Master of Aeronautical Science from Embry-Riddle Aeronautical University where she attended classes at McClellan Air Force Base in Sacramento, California.

Kerry McCauley’s life of adventure started out in the Minnesota National Guard as a UH-1H “Huey” crew chief and winter survival instructor. He then moved on to becoming an international ferry pilot, professional skydiver and corporate jet pilot. His career as a ferry pilot has taken him to 60 countries, over three oceans and six continents. Kerry is frequently invited to speak about his adventures as a ferry pilot and his starring role in two seasons of the Discovery Channel’s series Dangerous Flights. He’s flown almost 50 different types of aircraft, has 9000 hours of flight time and 20,000 skydives. Kerry currently lives in Wisconsin with his wife Cathy. They own and operate a skydiving school along with their children, Claire and Connor. Kerry McCauley has the job most pilots can only dream of: delivering small used aircraft to locations around the world. In his 30 years as an international ferry pilot, Kerry has delivered almost every kind of airplane you can name to almost every location you can think of. In his long career Kerry battled fuel system malfunctions over the Atlantic, a total electrical failure at night over the Sahara, getting lost over Africa and getting struck by lightning off the coast of Portugal. Not to mention losing his engine and having to fly dead stick in a thunderstorm. Kerry's almost insatiable, reckless quest for danger and adventure also led to putting international smuggler and bank robber on his resume. Kerry found the answer to the question "What could possibly go wrong?" time and time again. But his skill, ingenuity and a heavy dose of luck were what allowed him to survive the countless mishaps, catastrophes, close calls and a nearly fatal plane crash. While Ferry Pilot is a riveting account of one man's crazy thirst for thrills and adventure, it's also a portrait of a brave and devoted family man who lost many close friends, including his first wife, to the dangerous skies.

In Ready For Takeoff Podcast Episode 175 we discussed airline drug testing, and now we're going to learn about WHY airline employees are tested for drugs. An airline accident in 1988 was a major factor in requiring drug testing for pilots. Trans Colorado Airlines flight 2286 crashed during an approach to Durango, Colorado, and investigators learned that the captain had ingested cocaine prior to the flight. In the accident report the Safety Board stated "The NTSB believes that reasonable cause testing (triggered by any of a wide range of potentially safety-related errors), combined with effective management supervision of employees, post-accident/incident testing, pre-employment testing, periodic (medical) testing, and competent drug/alcohol education and treatment, are essential components of an effective anti-drug/alcohol abuse program." From Test Country: When President Ronald Reagan signed an Executive Order requiring federal agencies to create an employee drug testing program, the Department of Transportation (DOT) responded by developing a comprehensive program and cascading it down to all DOT administrations, including the Federal Aviation Administration (FAA) to cover pilots and air traffic controllers. Today, drug screening is done for most occupations related to the transport and aviation industry from mechanics to baggage handlers. Extensive studies indicate that drug use is actually uncommon among pilots, but because of the high level of performance needed for flight, drug use in aviation is closely monitored. On top of the FAA regulations, most airlines implement their own drug abuse policies. Under these policies, employees with substance abuse violations are removed from safety-sensitive operations and given the choice to go on a treatment program after which they are allowed back to full duty. A second violation will result in disciplinary action or termination. Background Screening & Drug Testing in Aviation and Airline Companies Under Section 120 of the Federal Aviation Regulations, employers shall conduct drug testing in accordance with the DOT’s “Procedures for Transportation Workplace Drug Testing Programs” as follows: Pre-employment Drug Testing No employer may hire any person for a safety-sensitive function or transfer any person from a non-safety sensitive function to a safety-sensitive function without having first conducted a pre-employment drug test and have received a negative result for the same. This rule applies to transfers if more than 180 days have elapsed from the time of the original hiring/pre-employment drug test. The substances to be tested for are: Marijuana Cocaine Opiates Phencyclidine (PCP) Amphetamines A metabolite of the above-mentioned substances A DOT 10 Panel Drug Test can be conducted in a laboratory setting ensuring all qualifications are met under The Department of Transportation. Corporate laboratory drug testing is best used while screening candidates for employment. After employment, however, instant drug test kits can be useful tools. Random drug testing This test shall be done on 50% of covered employees selected at random and without warning. Post-accident/post-incident drug testing This test is to be done on an employee whose performance contributed to an accident, no later than 32 hours after the accident Reasonable-cause drug testing If it is reasonably suspected that an employee in a security and safety-sensitive function used a prohibited substance as demonstrated by physical, behavioral and performance indicators. Return to duty drug testing This test is given to an employee after previously testing positive or refusing to submit to testing (and was therefore removed from work) before being allowed back to work. Follow-up drug testing This test is for employees who have previously passed a return-to-duty test. Most DOT programs require 6 follow-up tests the first year from returning to duty, to continue for up to 5 years. The Federal Aviation Administration’s Drug and Alcohol Testing Rules The Federal Aviation Administration (FAA) has a drug and alcohol testing program to make sure that the company provides a safe and healthy environment for both employees and those they serve. The administration follows The Department of Transportation’s (DOT) drug and alcohol testing policy. Both agencies work together to define and implement the coverage of the substance abuse program. Here are some of the most common questions and answers about DOT’s drug and alcohol testing rules for FAA: Who are covered by the DOT – FAA drug and alcohol testing rules? According to DOT, all employees who perform safety-sensitive functions are subject to employee drug testing. These are: Air traffic control Aircraft dispatchers Aircraft maintenance and preventive maintenance Aviation screening Flight attendants Flight crewmembers Flight instruction Ground security When are covered employees tested? As per DOT, covered employees are tested during pre-employment and during random testing. Employees are also subject to testing during circumstances like post-accident, reasonable suspicion, return-to-duty, and follow-up testing. What are drug and alcohol prohibitions as per DOT testing rules? DOT drug testing rules require FAA employers to test their employees for the following drugs: Marijuana, Opiates, PCP, Cocaine, and Amphetamines. For DOT Alcohol Testing, the prohibited alcohol concentration for FAA employees is 0.04% or greater. Instant tests can monitor the Breath Alcohol Concentration of drivers, immediately. Employees who are caught violating these prohibitions must be immediately removed from performing safety-sensitive functions until management decides on their applicable consequences. Who performs the drug and alcohol testing procedures? For drug testing, a DOT urinalysis procedure must be followed. Only certified collectors are allowed to perform the collection of urine samples from employees. They are trained to perform the testing procedure that meets DOT’s drug testing requirements, making sure that all samples reach the laboratory without signs of tampering. For DOT alcohol screening, only a screening test technician (STT) and breath alcohol technician (BAT) are allowed to perform the alcohol test. DOT Alcohol Testing requires 2 tests: a screening and confirmation test. STTs are only allowed to perform screening tests, while BATs are allowed to perform both tests. They are trained to guarantee accurate test results. FAA Random Drug Testing Requirements for Pilots Like most drivers who drive vehicles that require special education and certification, pilots too are subject to the regulations of the DOT Alcohol Testing and Drug Testing Policy. These regulations are designed to maintain the safety of all passengers and aircraft crew who depend on their pilot to be able to transport them from one location to another without incident. This means that the pilot must be able to be on guard at all times for the varying situations that could occur during the course of taking off, flying and landing the airplane under their control. A pilot more than any other major transportation operator needs to have a clear mind and an ability to focus to maintain the safety and well-being of those he transports. These abilities are delayed, limited or severely impaired by the abuse of illegal substances. Pilots are subject to random, unannounced drug testing which is generally conducted during working hours. Those who are chosen are given a notice shortly before testing which tells them where they must go to submit their sample. They must submit a sample for testing once they’re done doing the safety-sensitive job they are doing and arrive at the testing site. If the pilot doesn’t arrive at the appointed time or is thought to be tampering with the drug testing process they are considered to have refused to test. If the pilot has done anything that constitutes a refusal or outright refuses to submit a sample they will not be able to fly or do any other job which is considered safety sensitive until they’ve completed a drug test with a negative result. Getting a positive result on a random drug test also requires the pilot to achieve a negative test result on retest before they can return to safety-sensitive work. Pilots who failed a drug test will also be asked to submit to at least 6 random follow up drug screenings (which are observed) over the course of the next 12 months to verify their sobriety is being maintained. Pilots who received a negative result are referred to a Substance Abuse Professional who will determine the rate and frequency of follow-up drug testing (which may continue for up to 5 years after the failed test) as well as what substances the pilot will be tested for. The FAA random drug testing program (like other DOT-regulated substance abuse programs) also offers those with substance abuse problems opportunities to report their addiction to a counselor so that they may pursue treatment without facing censure from their employer. Education about substance abuse and prevention is also an integral part of the drug testing process as they help employees to better understand the role that drugs take on in their lives. If these pilots feel that they work in an environment that is willing to help them succeed and remove the negative effects of substance abuse from their work and public lives they’ll be much more invested in maintaining the requirements.

Steven Giordano is an entrepreneur and former airline pilot with over 20 years of experience in aircraft flight operations, logistics, air-carrier management, aircraft trading, and aircraft modification. Giordano is a co-founder and Managing Director of Jet Test & Transport as well as the non-profit NGO the Humanitarian Lift Project (HLP).   Steven’s aviation experience is rooted in aircraft flight operations and operations management. After attending the Arizona State University and Embry Riddle Aeronautical University and serving in the USMC Reserve, Giordano embarked on a career as a commercial airline pilot. He has held various flight operations positions as a line pilot with four airlines including 10 years as a Captain with Allegiant Air. He holds an FAA Airline Transport Pilot Certificate with Pilot-in-command type ratings on the B737, B757, 767, B777, A320, A330, A340, DC-9/MD-80, CE500, and DHC-8. Giordano has logged over 18,000 flight hours operating worldwide both under contract privately and with scheduled airlines.   In 2006, Giordano cofounded Jet Test and Transport, an aircraft crew leasing and ops logistics provider to the Airline and Aircraft Leasing Industry, where he conducts flight operations while implementing business development strategies and initiatives, expanding the company's scope of capabilities, expanding the customer base, and forging alliances within the industry. Giordano also serves as the Director of JTOMS, a subsidiary of Jet Test which establishes and operates special ops oriented AOCs to serve a variety of special flight operations missions globally. In 2014 Giordano founded 30 West Inc. 30 West specialized in the trading of mid-life aircraft assets with a concentration on passenger-to-freighter conversions. Giordano also co-founded, and sits on the BOD for the Humanitarian Lift Project; a 501(c)3 aviation oriented non-profit that provides free/at-cost airlift to support relief operations worldwide.       Giordano resides in Southern NJ with his wife and 4 sons. Living and breathing aviation 24/7, Giordano owns and operates an Aerostar 600 and is active in General Aviation.   

LIMON, Colo. (KDVR) — The sign that greets you on the edge of this Eastern Plains town promises that Limon is “open for business.” That includes a small petroleum company on the west edge of town, now in its 74th year, with the same boss today as the day the business started. Don Morrison is 95 years old. But you’ll still find him behind his desk at D-J Petroleum, Inc., running the company as president. It’s the kind of leadership he may have first learned way back in World War II, where he was the nose gunner on a B-17 Flying Fortress, carrying out bombing missions over Germany. He was part of the United States Army Air Corps 447th Bombardment Group. “We flew into Brandenburg, Germany toward the end of the war, and we were just bombarded from every direction. I don’t know how we ever got out of there,” Morrison told FOX31. He was just a teenager when he left Limon to serve his country. When he returned, he started his petroleum company. A few years later, he started a life with his wife Helen. They’ve been married 70 years. “And we’ve just had a very happy marriage,” Helen Morrison told FOX31. Most everyone in this town of 2,000 knows Don, and many know about his heroics during World War II. Last year, one of Morrison’s employees decided to pay tribute to him. They reached out to a group of local artists called “Some Girls and a Mural,” and commissioned a painting on one of D-J Petroleum’s large white fuel tanks on the edge of town. “(The employee) approached us when we were working on another mural, and asked us to do a surprise mural for Don, and he was telling us the story of Don’s mission, and it just, immediately we gravitated toward it and we thought this would be a fun one to bring alive. And just share a piece of his history with the community,” said Kayla Ravenkamp, one of the artists who completed the painting. Now, every time you drive into town, you see that painting of a cloudy sky over Germany, and a fleet of B-17 aircraft helping save the day. The mural spells out Morrison’s name and dates of service.  To this town, Don has always been a hero. To his wife, same thing. “And I’m proud of his career, he’s been very successful,” said Helen Morrison.

Brig. Gen. Paul W. Tibbets IV is Deputy Commander, Air Force Global Strike Command and Deputy Commander, Air Forces Strategic-Air, U.S. Strategic Command, Barksdale Air Force Base, Louisiana. AFGSC provides strategic deterrence, global strike and combat support to USSTRATCOM and other geographic combatant commands. The command comprises more than 33,700 professionals operating at two numbered air forces; 11 active duty, Air National Guard and Air Force Reserve wings, the Joint Global Strike Operations Center and the Nuclear Command, Control and Communications Center. Weapons systems assigned to AFGSC include all U.S. Air Force Intercontinental Ballistic Missiles and bomber aircraft, UH-1N helicopters, E-4B National Airborne Operations Center aircraft and the U.S. Air Force NC3 weapons system. The command organizes, trains, equips and maintains combat-ready forces that provide strategic deterrence, global strike and combat support to USSTRATCOM and other geographic combatant commands. The command is comprised of more than 33,700 professionals operating at two Numbered Air Forces and 11 active-duty, Air National Guard and Air Force Reserve wings. Weapons systems assigned to the command include Minuteman III Intercontinental Ballistic Missiles, B-1, B-2 and B-52 bombers, UH-1N helicopters, the E-4B National Airborne Operations Center aircraft and the Nuclear Command, Control and Communications systems. General Tibbets received his commission through the U.S. Air Force Academy in 1989. Following graduation, he served in a variety of operational assignments as a B-1 pilot, and subsequently as a B-2 pilot. The general has commanded at the squadron and wing levels, and flew combat missions in support of operations in Southwest Asia, the Balkans and Afghanistan. His staff assignments include Executive Officer to the Commander, Eighth Air Force, Chief of the Nuclear and CBRN Defense Policy Branch at NATO Headquarters, Deputy Director of Operations for AFGSC and Deputy Director for Nuclear Operations at U.S. Strategic Command. Prior to his current assignment, he served as the Commander of the 509th Bomb Wing at Whiteman AFB, Missouri. General Tibbets is a command pilot with more than 4,000 flying hours. 

Camila Turrieta currently works as an airline pilot with Jetblue Airways flying the Airbus 320/321. She holds a variety of FAA certifications to include an Airline Transport Certificate with Type Ratings on the Airbus 320, Boeing 737 and Embraer 170/190. She is also a Certified Flight Instructor, Aircraft Dispatcher and, Unmanned Aerial Systems Pilot. Camila pursued her undergraduate studies at Vaughn College, where she obtained a Bachelor of Science degree specializing in Aircraft operations. Camila also holds a Master's Degree from Embry Riddle Aeronautical University with specializations in Aircraft Accident Investigation and Human Factors. She is currently pursuing a Doctor of Education degree focusing on Higher Education and Adult Learning from Walden University. Camila is an active volunteer with a variety of aviation organizations such as Women in Aviation, Organization of Black Aerospace Professionals (OBAP), and the Latino Pilots Associations. Her work and mission within these organizations are to mentor the future leaders of the aviation industry. Camila is also a member of the Air Line Pilots Association serving as the very first Chair for the President’s Committee for Diversity & Inclusion representing over 59,000 members at 34 different airlines. Camila is also a member of the Critical Incident Response Program, the Professional Standards Committee and Pilot Peer Support Committee. Her community service extends well beyond the flight deck, as she is also a spokesperson for organ donation throughout the United States, raising awareness on the importance of organ donation and giving the gift of life to others. Camila's efforts in her community and volunteerism have been recognized nationally, and she has been a two-time recipient of the President's Call to Service Award. This award is given to an individual who has completed over 4,000 hours of community service in their lifetime. This award was presented to her by President George W Bush and President Barack Obama. Camila currently lives in Queens, NY with her family.

Upon completion of two tours in Iraq and leaving the military, Vernice launched VAI Consulting and Training, LLC. By applying the Zero to Breakthrough™ Success Model to her own company, Vernice produced over six-figures in revenue within the first 12 months and over a million in the first 5 years! Her passion is helping others create similar results. As featured on Oprah Winfrey, CNN, Tavis Smiley, NPR and others, Vernice Armour’s fresh style and presentation methods have inspired hundreds of organizations and individuals. Vernice ultimately impacts organizations and individuals with an understanding of the passion and leadership required to excel. Through her keynotes, executive and group coaching, seminars and executive retreats, Vernice conveys messages of Zero to Breakthrough™ through her unique insight and life strategy: “You HAVE permission to Engage!” Vernice travels extensively in order to create a global movement based on the Breakthrough Mentality mindset. In order for us to change the current conditions we are going to need to think and execute differently. We are going to need leaders to step up, lead and Get Gutsy. Our society and global community needs people to take personal responsibility and accountability. We win or lose together. One Mission, One Goal, One Team™. Her signature book, Zero to BreakthroughTM (Penguin 2011) chronicles the process she utilized to transition from beat cop to America’s First African American Female Combat Pilot. She is an internationally recognized inspirational leadership keynote speaker for premier leadership conferences and Fortune 500 companies. Vernice has two honorary doctorates, been featured extensively in the media to include Oprah Winfrey, CNN, MSNBC and the View and is a member of the COMCAST/NBCUniversal Joint Diversity Council. She has also received awards as a pioneering pilot, to include her commanding role in Science, Technology, Engineering and Mathematics (STEM). She was the Marine Corps’ first African American Female pilot, first African American woman on the Nashville Police Department’s motorcycle squad, Camp Pendleton’s 2001 Female Athlete of the Year, two-time titleholder in Camp Pendleton’s annual Strongest Warrior Competition, and a running back for the San Diego Sunfire women’s professional football team.

Manny Montez used to watch planes fly overhead from his childhood home in Cuba, dreaming of some day becoming a pilot. When he was 13 his family immigrated to the United States with four suitcases and $50 cash, not speaking a word of English. Ten years later Manny had learned English, become a U.S. citizen, and was a pilot in the Air Force, flying combat missions in Vietnam as a Forward Air Controller (FAC) in an OV-10. Following Vietnam he instructed in the supersonic T-38, then left the service for an airline career at American Airlines. At the same time, he flew O-2A and F-100 aircraft in the Air National Guard. During a downturn when pilots were being furloughed, Manny volunteered to take a leave of absence and flew a private B-727 based in Saudi Arabia, operating all over the world. After his return to American, he rose to B777 Captain. After age-60 retirement, Manny continued to fly and instruct in simulators, and currently flies the Emb-300 as a contract pilot.

Erin Miller is the granddaughter of WASP WWII pilot Elaine Danforth Harmon. Erin has a J.D. from the University of Maryland School of Law, a Master's in international studies from the University of Leeds (UK), and a B.A. in history from the University of California, San Diego. She is a licensed attorney in Maryland, where she lives with her two Shiba Inus. Erin has become an ambassador for the Women Airforce Service Pilots (WASP) of World War II by sharing her own story of honoring her grandmother who wanted to ensure future generations learn about the history of these trailblazing pilots. She documented her fight for WASP recognition in Final Flight Final Fight.

Shreenand Sadhale was working in India when, at age 26, he came across a Singapore Airlines advertisement for their cadet program. Singapore Airlines wold pay for the pilot training and pay the cadets a salary, and there would be a seven year commitment. Shreenand jumped at the chance. He requested the cargo route because he wanted to fly the Boeing 747, and Singapore was already phasing out the B747 in passenger operations. He attended training in both Singapore and in Perth, Australia. His training included flights in the Lear 45. When he started flying at Singapore Airlines, he was assigned to the Boeing 777, and was flying in the right seat on passenger flights with a total of 275 hours! He started with Singapore in 2007, and in 2012 Singapore started a low-cost operation, called Scoot. Shreenand volunteered to transition to Scoot, and was removed from the Singapore seniority list. In the process he became a Captain on the B787 and flew all over the world. Unfortunately, due to COVID-19, Scoot went out of business. Shreenand also owns a Stearman aircraft in the United States.

Col. (Ret.) Vic Vizcarra, a 24 year Air Force veteran, was commissioned through the ROTC program upon graduation from Loyola University of Los Angeles in 1960. A high ranking in his pilot training class allowed him to choose the F-100 from the list of available assignments. After completing F-100 training, he was assigned to the 31st TFW, 309th TFS at Homestead AFB, FL where he flew the "Hun" for 16 months. In 1963, he transitioned to the F-105 and served in Japan from where he participated in three deployments to Southeast Asia and flew 59 combat missions in the F-105D.  During his third deployment, he was forced to eject from his disabled F-105D over North Vietnam and spent two hours on the ground evading capture before being rescued by a U.S. Navy helicopter. He later returned to fly 120 combat missions in the F-100D/F with the 35th TFW, 352nd TFS, at Phan Rang AB, Republic of Vietnam. In addition to the F-100 and F-105, Col. Vizcarra flew the F-5E and F-4E in follow-on assignments. Promoted to Colonel in 1981, he served as the 35th TFW Deputy Commander of Maintenance in his final assignment. Hun Pilot is the author's second publication and is a companion to his first book, Thud Pilot.   Speed & Angels Productions makes films that honor those who served. Award-winning filmmaker, Mark Vizcarra founded the production company to bring a fresh and unique perspective in producing entertaining content. His thousands of hours of flying the world’s most sophisticated fighters and landing aboard nine different aircraft carriers while serving in the United States Navy brings a level authenticity to a niche piece of commercially viable storytelling.  Speed & Angels Productions’ slate of untold stories delivers spectacular aerial cinematography and dramatic story arcs that tap into a market yearning for aviation and historical content. Captain Michael A. Vizcarra, first commissioned by the Navy in 1984, assumed command of MU’s Reserve Officers Training Corp Unit in August. Prior to being assigned to the post, he served as Commander of Fleet Activities in Okinawa, Japan. “I am a Florida state resident but we’ve actually lived in Japan three times,” he said of his family’s many moves. “We wanted a small college town and we wanted a place where we could experience all four seasons. Not ever having lived anywhere in the Midwest, my wife Sherri looked online for information about Columbia, and everything she read about it, she really liked. “Our kids are in high school, and I had a chance to look at the schools when I was here,” he said, adding that he liked what he saw. “Every person I talked to about Columbia said they came here, not necessarily intending to stay, but that it’s a great place and the people are great too. We haven’t looked back.” Vizcarra became a Naval Flight Officer in 1986 and in his steady climb through the Navy’s ranks, he has accumulated over 3,600 flight hours piloting F-14s and F-18s with nearly 1,000 carrier take-offs and landings. “I’m glad I did it,” he said, “but I’m definitely glad to be spending time with my family now. I miss flying a little bit, but this way I can teach my kids to drive. I’m a family guy.” He wholeheartedly believes that throughout his 30-year connection to the Navy he has been presented with great opportunities and that his experiences have led him to this job, serving as a mentor for young men and women starting down the same path.

Lieutenant Colonel Robert “Buzz” Patterson, United States Air Force (Retired), is a military combat pilot, distinguished White House military aide, bestselling author, leadership consultant, popular public speaker and former commercial airline pilot.  Among Patterson’s literary efforts include two New York Times best sellers, Dereliction of Duty and Reckless Disregard.     His most recent books include War Crimes and Conduct Unbecoming.       Patterson was born in Chapel Hill, North Carolina and earned a bachelor's degree in political science from Virginia Tech and a master's degree in business administration from Webster University. Patterson served 20 years as a pilot on active duty in the United States Air Force and saw tours of duty world-wide including combat operations in Bosnia, the Persian Gulf, Somalia, Rwanda, and Haiti.. From 1996 to 1998, Colonel Patterson was the Senior Military Aide to President Bill Clinton. During that time he was responsible for the President's Emergency Satchel. He retired in 2001 to pursue a career as a writer, conservative political commentator and commercial airline pilot. He retired from Delta Airlines and is currently a candidate for Congress, running in the California 07 District. His website is Buzz4Congress.com.

As one of only a handful of women who have earned the Distinguished Flying Cross, Melissa “SHOCK” May, a career Air Force F-16 pilot, was also in the first wave of women to fly fighter aircraft straight from Undergraduate Pilot Training.  Her Air Force career got its start because her outstanding abilities as a competitive swimmer. Melissa was recruited to swim on the US Air Force Academy (USAFA) Intercollegiate team, which ultimately culminated in her induction into the USAFA Athletic Hall of Fame. Until her junior year at USAFA, the Combat Exclusion Law was in effect and women were not allowed to fly Air Force fighter aircraft, so the plan of becoming a fighter pilot was not even on the table.   Upon graduation, she went on to pilot training in Del Rio, TX and she learned then that a fighter was a possibility, but she would have to finish high enough among her peers to earn one. Melissa graduated first in her class and earned the Distinguished Graduate Award, the Flying Training award and the Air Education and Training Commander’s Award. After pilot training she went on to fly the F-16 and her assignments included bases in Korea, Japan, Italy, and two assignments as an Instructor Pilot at the F-16 schoolhouse in Arizona. She also returned to the US Air Force Academy as a Commander of a Cadet Squadron.   Melissa earned her combat time in Iraq in Operations Southern Watch and Iraqi Freedom, and in Libya in Operations Unified Protector and Odyssey Dawn. Her Distinguished Flying Cross was awarded during a night mission over Baghdad where her flight of 4 was under heavy fire from anti-aircraft artillery and guided missiles. The weather was extremely poor and her flight was tasked to bomb missile sites that were actively targeting them. At her side that night was one of the youngest wingman in the squadron.  SHOCK was also a founding member of the Chick Fighter Pilot Association, a group she and a few fellow F-16 pilots started when they realized the importance of female friendship and mentorship in a male-dominated career.  SHOCK served in the Air Force for 20 years and upon retirement, she joined a major airline where she now flies Boeing 737’s based out of Denver. Her husband of 21 years, also a retired Air Force F-16 pilot, flies at a major airline as well.  They have two children and they are striving for a balance of work and maximum family time. If she’s not flying the friendly skies and bouncing around a new city or country, you can find her on the golf course, a hiking trail, mountain biking, or snowboarding in the winter. 

National POW/MIA Recognition Day was established in 1979 through a proclamation signed by President Jimmy Carter. Since then, each subsequent president has issued an annual proclamation commemorating the third Friday in September as National POW/MIA Recognition Day. A national-level ceremony is held on every National POW/MIA Recognition Day. Traditionally held at the Pentagon, it features members from each branch of military service and participation from high-ranking officials. In addition to the national-level ceremony, observances of National POW/MIA Recognition Day are held across the country on military installations, ships at sea, state capitols, schools and veterans' facilities. No matter where they are held, these National POW/MIA Recognition Day ceremonies share the common purpose of honoring those who were held captive and returned, as well as those who remain missing. Since 1999, the POW/MIA Accounting community has created a poster commemorating National POW/MIA Recognition Day.  The 2020 edition of the poster, continues to honor this tradition.  Staff Sergeant Jon Cavaiani received the Medal of Honor for his actions in Vietnam War. After his platoon came under intense attack and organized his unit’s defense. During evacuation by helicopter, Cavaiani voluntarily stayed on the ground to direct the large evacuation effort. In the morning, there was another enemy attack where he ordered and helped provide cover for the remaining small group of men to escape. He was then captured and spent the next two years as a prisoner of war until his release in 1973 during Operation Homecoming. He remained in the Army until 1990, completing over 5,000 jumps from all over the world. Colonel Donald Cook posthumously received the Medal of Honor for his actions in Vietnam. He was wounded and captured by the enemy in December 1964. He was held as a prisoner of war where he assumed the role as the senior prisoner, even though he wasn’t. He volunteered to give other men his medicine and unselfishly put the overall health and wellbeing of his other prisoners above his health. He died from malaria three years later. George “Bud” Day received the Medal of Honor for his actions in Vietnam. He was a prisoner of war, not once but twice. He was forced to eject from his aircraft where he was immediately captured, interrogated and tortured. Day eventually escaped into the jungle, surviving on berries and frogs. After swimming across a river, he wandered aimlessly for days, lost. He was ambushed, recaptured and suffered from gunshot wounds. Day was placed back in his original prisoner of war camp and several near Hanoi, where he was beaten, starved and tortured. He shared a cell with future senator and presidential candidate John McCain. After five years and seven months as a North Vietnamese prisoner of war, he was released on March 14, 1973. He is the only person to be awarded both the Medal of Honor and the Air Force Cross. Sergeant William Port posthumously received the Medal of Honor for his actions in Vietnam. He rescued a wounded soldier and then used his body to smother the blast of an enemy grenade, protecting his fellow soldiers. After surviving the blast, he was captured by the enemy. Ten months later he died while a prisoner of war. Captain Lance Sijan posthumously received the Medal of Honor for his actions in Vietnam. Sijan was forced to eject from his aircraft and evaded capture by enemy soldiers for more than six weeks. Seriously injured, suffering from shock and severe weight loss, Sijan was captured by enemy soldiers. He was able to overpower one of his guards and crawl into the jungle, however, he was recaptured after a few hours. He was then transferred to another prisoner of war camp where he was held in solitary confinement, tortured and interrogated. He never complained to any fellow prisoners or divulged any information to his captors. He died as a prisoner of war at ‘Hanoi Hilton’. Commander James Stockdale received the Medal of Honor for his actions in Vietnam. His plane was struck by enemy fire, forcing him to eject over North Vietnam where he was captured as a prisoner and beaten. He was held at the ‘Hanoi Hilton’ for the next seven and a half years and was one of the main organizers for prisoner resistance and was known as one of the eleven members of the ‘Alcatraz Gang’ and placed in solitary confinement. Stockdale’s wife, Sybil, formed The League of American Families of POWs and MIAs, where she personally made demands known to acknowledge the mistreatment of POWs at the Paris Peace Talks. Lieutenant Colonel Leo Thorsness received the Medal of Honor for his actions in Vietnam. While on a suppression mission, Thorsness engaged in a heroic air mission involving destroying multiple enemy cluster bombs and engaging the enemy in a turning dogfight. Eleven days after his Medal of Honor actions, he was on his 93rd mission and was forced to eject from his aircraft. He was captured as a prisoner of war and spent over six years as a prisoner, spending time in solitary confinement and enduring severe torture. He was released during Operation Homecoming. Captain Humbert Roque “Rocky” Versace received the Medal of Honor for his actions while a prisoner of war in Vietnam. With less than two weeks left of his volunteered tour extension, Versace’s unit was ambushed, he was wounded and captured in the process. The enemy separated Versace from the other prisoners and the last time they heard his voice, he was loudly singing ‘God Bless America’. He was later executed, and his remains have never been found.

Brig. Gen. Chad T. Manske is the 30th Commandant of the National War College, Fort Lesley J. McNair, Washington, D.C. The mission of the National War College is to prepare future leaders of the armed forces, Department of State, foreign military officers and other civilian agencies for high-level policy command and staff responsibilities by conducting a senior-level course of study with emphasis on the formulation and implementation of national security strategy and policy. As the commandant, Brig. Gen. Manske is responsible for formulating academic policies, supervising curriculum planning, preparation and ensuring excellence in classroom teaching. Prior to assuming his current position, Brig. Gen. Manske was the Deputy Commander, Canadian North American Aerospace Defense Region and Deputy Combined/Joint Force Air Component Commander for 1 Canadian Air Division, Winnipeg, Manitoba, Canada. Brig. Gen. Manske was commissioned in 1989 following his graduation from Michigan State University and has commanded at the squadron, group and wing levels. Additionally, he has deployed in support of ongoing operations in Central and Southwest Asia as an Air Expeditionary Group Commander, the Deputy Director and Director of the U.S. Central Command’s Deployment and Distribution Operations Center and as an Air Expeditionary Wing Commander for operations Odyssey Dawn and Unified Protector.

Over the past few months, the airline industry has gone from pilot and mechanic shortages to extreme overstaffing. This turnaround was sharp and dramatic. Pilots, flight attendants and A&Ps are facing a harsh, undeserved reality. Their colleagues, or even themselves, may be furloughed.   A furlough can be an emotional rollercoaster. When being furloughed, it might feel as if your world were collapsing. Besides the loss of stability, structure, lifestyle, and colleagues, the sense of social utility and identity can be strongly affected. When dealing with grief, feelings of anger, sadness and frustration are common. Everyone experiences loss in their own way.   Grief is a term often linked to the loss of a loved one, but it is equally applicable to losing a job. The different stages of grief in the Kubler-Ross grief cycle can also be experienced when it comes to important life changes, such as a furlough. Understanding and applying the stages of grief on oneself, colleague, or spouse can help process the emotions that come with a furlough.   The following are the Kubler-Ross five stages of grief:  Stage 1: Denial During the first phase, denial, it is difficult for one to face the dismissal. Denial can be the conscious or unconscious refusal to face reality. It is a natural form of self-protection. It helps determine at what rate the grief is allowed. This phase usually manifests itself through avoidance, confusion, shock, and fear.  Stage 2: Anger When the truth is faced, anger occurs. In this phase, these angry feelings may be projected onto the boss or company who have failed them. It is also possible that the blame is passed onto colleagues. Anger helps in the grieving process since the feelings of guilt and grief are suppressed by focusing on the anger that comes with blame. Feelings of anxiety, frustration, irritation, and thoughts of revenge can occur during this phase. Stage 3: Bargaining  At this stage, attempts are made to negotiate. One can try to deal with the loss of work by setting goals or making promises. For example, bargaining can be done by applying for myriad jobs or setting extremely high personal goals. During this phase, it might be difficult to find meaning, and it is particularly important to reach out to others for support. Stage 4: Depression When reality sets in, some may go into depression or show symptoms of stress. When one begins to accept reality, feelings of sadness, regret, fear, and insecurity emerge. Losses from the past resurface and one may need to express their sadness repeatedly. Underneath the sadness, feelings of anger remain. Suppressed anger is often a crucial cause of depression. Other feelings that might occur during this phase are helplessness, overwhelmedness and hostility.  Stage 5: Acceptance Having had enough time to process the loss and go through the mentioned stages, it is possible to start accepting reality. It is time to let go. Letting go is not the same as forgetting. It is giving the loss a place in life and moving on. Only after acceptance can come a new perspective, actively moving forward, exploring options, and making new plans.

Dr. Eileen A. Bjorkman, a member of the Senior Executive Service, is Executive Director, Air Force Test Center, Edwards Air Force Base, California. She serves as principal deputy to the AFTC Commander on all matters under the cognizance of the Commander. She has extensive authority for broad management, policy development, decision-making and effective program execution of the AFTC’s developmental test and evaluation mission. Her role as an Executive Director involves long and short-range planning, policy development, the determination of program and center goals, including those involving scientific and technical matters, and the overall management of the AFTC enterprise. Dr. Bjorkman was commissioned through Officer Training School in 1980 and served nearly 30 years in the Air Force, retiring as a colonel. During her military career, she served as a Flight Test Engineer, Instructor and Test Squadron Commander. She was a Senior Non-rated Aircrew Member and flew more than 700 hours as a Flight Test Engineer in more than 25 different aircraft, primarily the F-4 Phantom II, F-16 Fighting Falcon, C-130 Hercules and C-141 Starlifter. She also held multiple staff and director positions involving modeling, simulation, analysis and joint testing, retiring from active duty as the Chief of the Modeling and Simulation Policy Division, Warfighter Systems Integration and Deployment. Dr. Bjorkman was appointed as a Senior Leader Executive in January 2010, and entered the Senior Executive Service in 2015.

Shannon Huffman Polson writes about courage and grit in her nonfiction and fiction. Her first book, the memoir North of Hope, was released spring 2013 by Zondervan/Harper Collins. She released a short book of essays, The Way the Wild gets Inside, in December 2015. Her essays and articles have won recognition including honorable mention in the 2015 VanderMey Nonfiction Prize, and appear in River Teeth Journal, Ruminate Journal, Huffington Post, High Country News, Seattle and Alaska Magazines, as well as other literary magazines and periodicals. Her work is anthologized in “The Road Ahead,” “More Than 85 Broads” and “Be There Now: Travel Stories From Around the World.” Polson’s business writing has appeared in Huffington Post and Forbes, and in 2016 she published three books profiling outstanding military women with a focus on leadership and grit (available on Kindle). Those profiles and others are available at Medium.com/@aborderlife, where Polson is a Top Leadership Writer. After a childhood in Alaska, Polson studied English Literature and art history at Duke University. At graduation she was commissioned as a 2LT in Army Aviation and became one of the first women to fly Apache helicopters, serving on three continents and leading two flight platoons and a line company. In the midst of school and flying came skydiving, scuba diving, big-mountain climbing and long-course triathlons. To turn all that into something practical, she earned her MBA at the Tuck School at Dartmouth, and worked with some excellent people in the corporate jungle for a few years in the medical devices industry and technology. She then started an MDiv (part-time), and decided not to pursue it, returning to her love of words with an MFA. Polson describes her writing as a way of wrestling with life by way of words to find its beauty and possibility. Current published and pending work is in non-fiction and some fiction, both journalistic and creative, but one day soon she hopes to start sharing work in poetry as well. Polson is a leadership speaker, focusing on leadership and grit based on her years wearing the uniform and speaks to thousands of people in audiences around the country every year. She leads the board of the Friends of the Winthrop Public Library, working to cultivate community through a shared love of literacy and learning. She and her husband are co-founders of Methow Episcopal. Occasionally she procrastinates by reading, painting, classical choral performance, playing piano or heading out in the mountains with the greatest adventure of her life, her husband Peter and two young boys. In 2009 Polson was awarded the Trailblazer Woman of Valor award by Senator Maria Cantwell. Her websites are www.thegritinstitute.com and www.shannonpolson.com.

Brig. Gen. Novotny was commissioned in 1992 upon graduating from the U.S. Air Force Academy and earned his wings at Laughlin AFB, Texas. He completed six operational F-15 assignments with extensive test and combat experience, in addition to serving as an action officer at a major command, a fighter squadron commander, and a test and evaluation group commander. He was a Distinguished Graduate from Undergraduate Pilot Training, the U.S. Air Force Weapons School and the Naval Command & Staff College. He has also attended the School of Advanced Air & Space Studies and the National War College. Brig. Gen. Novotny is a command pilot with more than 2,800 flight hours in 12 different aircraft, primarily in the F-15C/D/E and more than 540 combat hours. Prior to his current assignment, he served as the Deputy Director, Plans, Programs, Requirements, Headquarters Air Combat Command, Joint Base Langley-Eustis, Virginia.

In case you got the impression from Episode RFT 423 that I was hired for every job when I was interviewed, I want to set the record straight. When I was a Standards Captain on the B727 at United, the current Fleet Captain – they guy I worked for – was leaving the Training Center and returning to line flying, and his job was going to be open. I applied for the position of B727 Fleet Captain, and had an interview with the head of the narrow-body fleets (the Fleet Captain’s boss) and a lady from the Personnel department. I was wearing my best interview suit, cufflinks and all, and I felt like a had a great interview. But I didn’t get the job. Someone else got it, and I ended up back as a Standards Captain, working for the person who got the job. So I obviously hadn’t done well enough in the interview. THEN, new Assistant Fleet Captain positions (2) were added. I interviewed for one of these positions. I didn’t get it. About six months before my scheduled retirement from United, I was on a layover at Narita, Japan. I met some American pilots who worked for a major Japanese auto company, flying their Gulfstream V. They told me about working for this company, flying out of California. I applied and was interviewed. I didn’t get the job. Several years ago I had lunch with a retired United pilot who was now working for a major aerospace company in Denver. He said they were looking for some people with my qualifications. I sent him my resume, and was never called for an interview. Two years ago I applied for a management position with United, in a non-flying role. I was a finalist, and they wanted me to submit a video in which I answered several interview questions. I didn’t get the job. Finally, I applied for various positions at the Air Force Academy, seven times in total. My resume demonstrated that I am HIGHLY qualified for each of the positions. I was never even interviewed. So, failure and being turned down is something everyone will at one time or another experience.

Alan Worthy was a midshipman at George Washington University, and at the time had no interest in aviation. A friend talked him into going to an aviation physical, and was an opportunity for him to be excused from Physics class, so he went. And that started his journey into aviation. While in flight school, he fell in love with flying. After training in Pensacola, he attended H-46 helicopter training, his first choice. The primary mission for the H-46 was logistics service for the fleet. Among his numerous deployments, he was Officer In Charge (OIC) of a naval unit in Iraq. He had four back-to-back cockpit tours, then became the Aide-de-Camp to the Chief of Naval Operations. Alan had numerous staff tours, including being in Ukraine during the time of the Russian invasion of Crimea. He currently Director, Aviation Safety at Commander, Naval Air Force, Pacific. He has two Master's Degrees: Military Studies and Global Leadership.

If you are in the job market (and you definitely will some day be in the job market!) you will discover that sending out resumes and using the "shotgun approach" will probably not work very well. Virtually every job I've ever had, other than the Air Force, was obtained through networking: Networking with Bill Arnott got me my interview with Clay Lacy Aviation Networking with Bill Arnott got me my interview with United Networking with Gordie Cohen got me my interview with Lockheed I got my job teaching at Metro by walking in to the Aviation Department and chatting with the Department Head. No networking. But I got my job (at the same time) teaching for Embry-Riddle through networking with Jim Savard, who had used my B727 training videos and recommended me. I got my job interview at FlightSafety International by networking with my friend Harv LaFollett. I suspect someone recommended me for my job at Jet Airways. I got my job interview as an IOSA auditor with ARGUS Pros through networking with former Denver Chief Pilot Joe Swenson. I got my interview at Boeing through a former Jet Airways pilot who hand-carried in my resume. I got my telephone interview at Omni Air International through the recommendation of another Boeing instructor. I got my interview with United (this time) through networking with former RFT guest Nick Hinch, who works at United.    

Custodio earned a Bachelor of Arts degree from the University of Puerto Rico and worked for various industries before landing a job in the accounting department of Prinair (Puerto Rico International Airlines). There she met Edwin Custodio, with whom she would eventually have two children. She later worked for the US Department of Defense (DoD) in Panama. With the support of her husband, she presented herself before Headquarters, Air Force Military Personnel Center (AFMPC) to apply for the United States Air Force Officer Training School. Upon admission, Custodio was accepted as a pilot candidate to become a United States Air Force pilot. She entered the Flight Screening Pilot Officer Training School in January 1980. After successful completion of Flight Screening she entered Officer Training School and was commissioned a Second Lieutenant. She qualified for Undergraduate Pilot Training (UPT) at Laughlin Air Force Base in Texas and graduated the following year, thus becoming the first Latina to complete the U.S. Air Force military pilot training. Her first military assignment was that of instructor pilot at Laughlin AFB. She was the first female to become a Northrop T-38 Talon (T-38) UPT flight instructor at that base. The T-38 Talon is the Air Force’s two-seat, supersonic jet trainer. On one occasion a bird struck the engine of her plane in bad weather while she was in flight. She was able to overcome the emergency and safely land her plane. Because of this she was recognized by the Air Force, and awarded the HQ AETC Aviation Safety Award for superior airmanship. Custodio was later assigned to Randolph Air Force Base where she was also the first female T-38 Instructor Pilot. During her career she also served as Pilot Instructor Training; T-41 Flight Screening – Operations Officer and Check Pilot. Custodio retired from the Air Force with the rank of lieutenant colonel in October 2003, after serving in the military for 23 years and 10 months. Her last assignment as an Air Force Reserve officer was that of accountability and readiness the Directorate of Personnel, HQ USAF. In June 1988, while she was serving in the US Air Force Reserve, she was hired by American Airlines as a commercial pilot. Custodio became one of the first Latina commercial airline captains. During her years with American, she flew various types of aircraft. She piloted the Boeing 727, Fokker 100, Boeing 757 and Boeing 767 to various countries in Europe, the Caribbean, Central America and South America. She also flew to Mexico, Canada and to various cities in the United States. Custodio retired from American Airlines in February 2008, with over 11,000 flight hours. Custodio retired from the military after 24 years of service and lives in San Antonio, Texas, with her husband. There she founded “Dragonfly Productions LLC,” a production company that creates personal film documentaries. In 1992, she founded the Ballet Folklorico Borikèn, the Puerto Rican folk ballet. Custodio is a Trustee of the Order of Daedalians Foundation, a Board Member and Treasurer for the Women in Aviation Alamo City Chapter and Board Member for the Dee Howard Foundation. Custodio also serves as vice president of the Hispanic Association of Aviation and Aerospace Professionals (HAAAP). These organizations inspire young students in the San Antonio and surrounding areas to seek civilian and military aviation careers. They hosts students to tour various airplanes and control towers and also speak to students in all grades to present career opportunities in aviation and aerospace.

From Associated Press , August 14, 1986: ATLANTA (AP) _ Relatives of an American who was freed from a Vietnamese prison after an attempt to smuggle out two Vietnamese women said Thursday they feared he had been killed by China Sea pirates. Robert Schwab Jr. of Atlanta said his son called Thursday from Bangkok, Thailand, after a 16-month disappearance. Robert Schwab III, 43, was taken to Thailand after being released by Vietnamese officials, said White House spokesman Larry Speakes. ″It seemed like a dream. I had been so convinced I would never see him again,″ the elder Schwab said at his home in an affluent Atlanta neighborhood. ″We had a rather brief conversation,″ he said as his eyes filled with tears. ″He said ‘How are you?’ and I said ‘Great, but how are you?’ He said he was going to be perfectly OK.″ Another White House spokesman, Dan Howard, said Schwab left Vietnam without the two women. It was not known when he would return to the U.S. The younger Schwab, called Robbie, also is the son of Mrs. Robert Davis of Atlanta. The elder Schwab said Richard Childress, director of Asian affairs for the National Security Council, had telephoned Wednesday with the news that his son had been released. Schwab and his sister, Nan Pendergrast, said he had sailed for Vietnam in an 18-foot boat from the Philippines on April 19, 1985, in an attempt to smuggle out a Vietnamese woman named Mai and another family member. Investigators discovered that Schwab had left for Vietnam by himself, and the trail disappeared in the China Sea. ″It’s a 1,000-mile journey across the China Sea to Vietnam, and he’s a lousy sailor,″ Mrs. Pendergrast said. ″We checked and found there were no typhoons in that period, but the China Sea is full of pirates. We thought a lone man on a sailboat might be easy prey.″ Schwab became friends with the women’s family while living in the Southeast Asian nation during the Vietnam War and later working for the U.S. Embassy. There was no romantic involvement between the two, Schwab’s father said. However, the younger Schwab’s friends identified the women he sought as his fiancee and a child he believe was his. The friends also identified the woman as Trai. ″He had been one of the last Americans to be airlifted from the embassy when Saigon fell,″ Schwab said of his son. ″He had thought about taking the girl out then, but decided she should stay with her family. I think it had bothered him ever since, especially when refugees told him they knew the girl was very unhappy.″ The elder Schwab said his son had no contact with the Vietnamese family during his incarceration, and that Vietnamese police had questioned the girl about Schwab. ″I’m sure they thought he was a spy,″ the elder Schwab said. ″As to why he did such an outlandish thing, he hoped that such an open attempt to come to Vietnam, with the assumption he would be taken into custody, would lead the Vietnamese government to make a grand gesture.″ Ms. Pendergrast said her nephew had written her shortly before he disappeared and told her he was going hiking in the mountains and probably would be out of touch for several months. But family members began to worry after three months passed with no word. Schwab said he contacted friends at nearby Fort McPherson, who asked the commander of Clark Air Force Base in the Philippines to search for Schwab. Navy intelligence officers joined the search, along with a private investigator hired by Schwab’s mother, he said.

Lt Col (ret.) Wendy Emminger is an Arizona native who is a 2003 graduate of the United States Air Force Academy, receiving a Bachelor of Science Degree in Biology. She was a 4-year member of the USAFA Women’s Soccer team, team captain, MVP and 4-time member of the Mountain West Conference All-Academic team. She was even on the ballot for Academic All-American. She had the opportunity to continue her soccer career after the Academy by being a 6-time member of the All Armed Forces Women’s soccer team and even got to fly her team to the Military World Games in Brazil. Wendy attended Pilot training in Columbus, MS and received her first choice to fly the KC-10 at Travis AFB, CA. She attained the highest academic average in her class, missing only 2 out of 517 questions, earning her the Academic Achievement Award. She was also awarded the prestigious Air Force Association Award. During her time in the KC-10 she was an Instructor, Evaluator, Formal Training Unit (FTU) Instructor and Functional Check Flight (FCF) Pilot. She was Distinguished Graduate of both her Aircraft Commander and Instructor Pilot upgrade as well as Squadron Officer School.  She was named Group and Squadron Instructor Pilot of the year, Squadron Aircrew of the Year and commanded the Operation’s Group Team of the Year. She deployed 7 times in support of Operation Iraqi and Enduring Freedom flying over 170 combat missions and was named as the Expeditionary Operations Group Team of the Month three times. She was then selected for a special assignment to E-3A NATO AWACS Component in Geilenkirchen, Germany where she served as the Executive Officer to the Component Commander, a 2-star General, and led a multinational staff responsible for administration of an International Headquarter of 1900+ military and civilian personnel from 16 nations. It was in Geilenkirchen that she was selected as Field Grade Officer of the year and also found out about her selection to attend the German Joint Staff College in Hamburg, Germany as well as her early promotion to Lt Col (2 BPZ), putting her among the top 1% of her peers.  After attending a year of language training in Monterey, CA, Wendy moved to Hamburg to represent the US Air Force to 89 elite officers from 15 NATO/EU states. During her first year at the Academy she found out she was selected for Command of the KC-46 Formal Training Unit in Altus, OK. Unfortunately, she was never able to take command because she was blindsided by a case of severe depression that ultimately led to her being medically retired from the military. Wendy is currently studying to become a Parayoga Instructor and will be attending the prestigious Thunderbird University in Arizona to attain an Executive Master in Global Management this summer with the hopes of opening the Emminger Leadership and Wellness Institute in the future. Her goal is host corporate retreats and fuse the lessons of leadership and resiliency she’s learned through 30 years of participating in team sports, operating as a military aviator as well as suffering through a severe mental illness with the principles of Yoga to improve corporate culture, create sustainable, diverse teams and build more empathetic and resilient leaders.

From GlobalNews: WASHINGTON — The Federal Aviation Administration (FAA) on Friday issued an emergency airworthiness directive for 2,000 U.S.-registered Boeing 737 NG and Classic aircraft that have been in storage, warning they could have corrosion that could lead to a dual-engine failure. The directive covers planes not operated for seven or more consecutive days. The FAA issued the directive after inspectors found compromised air check valves when bringing aircraft out of storage. From CNET.com: Craig Barton may have the most difficult parking valet job in history. As airlines around the world have grounded substantial numbers of their planes after the coronavirus pandemic decimated travel, the head of technical operations for American Airlines has spent the past two months trying to figure out where to park hundreds of planes. We’re talking aircraft like the $375 million Boeing 777-300ER, a wide-body that’s 242 feet long, with a wingspan of 212 feet. “It’s not the same as just putting your car in your garage and walking away for a month,” Barton said. “There’s not one place in the world where we could stick a few hundred airplanes.” Since January, as COVID-19 has spread across the globe and governments have ordered stay-at-home lockdowns, people have stopped flying and bookings have vanished. By the second week in May, the Federal Aviation Administration was reporting that the number of commercial flights operating in the US, both domestic and international, had dropped 71% from the same period last year. Airlines, many of which had been on years-long aircraft buying sprees, suddenly found themselves with more planes than they needed. That left them with only one option: Keep the extra planes grounded until demand for air travel returns. According to Cirium, a data and analytics firm that focuses on the travel industry, about 17,000 jets are now parked worldwide, representing about two-thirds of all commercial airliners. It’s not just a terrible financial prospect for an airline — an airplane not carrying paying passengers is a depreciating asset — it’s also billions of dollars of highly sophisticated aircraft, all needing parking spots. And it’s about more than just finding a place to wait out the pandemic, says Barton, who’s responsible for overseeing American’s fleet of 950 planes. Every airliner also needs constant attention so it’s ready to return to the sky. “We have almost daily tasks that we have to do on each one,” he said.   LOOKING FOR A PARKING SPACE What does a parking lot of planes look like? I went out to Oakland International Airport, across the bay from San Francisco, to see for myself. Out in the distant reaches of the airport, far from the terminals where they might receive fresh loads of passengers, about a dozen Alaska Airlines Boeing 737s sat silently in the spot where they’ve been parked since March. Lit by a setting sun that gave their shiny white fuselages a warm glow, the planes rested close together near a disused hangar, the Eskimo face on every tail smiling over a chain-link fence into an empty employee car park. Further out, near the bay’s shore, a dozen more 737s in the bright blue, red and yellow livery of Southwest Airlines also shimmered in the fading light. It was clear none of these airliners were going to be taking off anytime soon. The wheels on the landing gear were secured with bright yellow chocks, and the engine intakes were covered by what looked like plastic wrap. Overhead, where normally a plane would be taking off every few minutes, the sky was eerily quiet. If the fur-hooded man whose face is the logo for the 88-year-old Alaska really knew what was going on, his broad smile surely would’ve faded.   The scene at Oakland is just a small slice of the new reality being played out around the world because of COVID-19. At major hubs like Dallas-Fort Worth and Hong Kong and at sprawling airports in the deserts of the southwest specifically designed for storing aircraft, commercial planes crowd aprons and taxiways, sometimes even spilling onto runways that’ve been closed to fit them. In some places, they’re lined in neat rows. In others, they’re packed in formations so tight they look like they’d need an army to untangle. American, the largest airline in the world, is parking aircraft not just at its DFW home base, but also at airports in Tulsa, Oklahoma, and Pittsburgh, where it operates large maintenance bases, and at facilities in Mobile, Alabama; San Antonio; and Greensboro, North Carolina. Other airlines are also parking their planes in multiple locations, but with carriers everywhere the goal is to use whatever space is available. Teruel, Spain, is a popular choice for many European airlines, and faced with little room in the city-state of Singapore, the country’s flagship carrier has flown its giant Airbus A380s to remote Alice Springs, Australia. The engine inlets of the parked aircraft are covered to, among other things, prevent birds from nesting inside.Kent German/CNET Though American had monitored possible effects from the coronavirus since the first reports of the pathogen began to surface, the plane-parking efforts didn’t begin in earnest until the second week of March. “It became clear that our flying operation was going to be much smaller than the number of aircraft that we have,” Barton told me in a Zoom interview from American’s headquarters in Fort Worth, Texas. “Everything has been changing so dynamically, even within a week.” Using its network operations team, American reduced its schedule from more than 3,300 flights per day at the end of February to less than 1,000 by May. The airline has now parked 460 aircraft, which represents almost half its fleet. And for some of the planes still in service, they might be “lazy flying,” which means they make one or two trips a day, instead of a normal schedule of four or five. This level of storing airplanes is unprecedented, said Barton, who recalls when American had to park some aircraft after the Sept. 11, 2001, terrorist attacks (when US airspace was closed for two days) and during the subsequent air travel slowdown. But the airline’s effort over the last year to park its fleet of 24 Boeing 737 Max aircraft, which are still grounded worldwide following two crashes that killed 346 people, gave it a place to start. “We had some experience over the past year in what it takes to keep aircraft down for extended periods of time,” he said. “And that’s honestly helped us.”   READY TO FLY Most of American’s parked aircraft are in an “active parked state,” which means the airline can call them back into service at any time. Barton explains: “We know we’re not gonna fly for a few days, but we still have to look after it.” These are typically newer aircraft, like American’s Boeing 777s and 737s and its Airbus A319s, A320s and A321s (American is the largest operator of the narrow-body A321, which costs about $118 million). No matter how long an active parked state lasts, from a few days to several months, the process starts when a flight crew ferries the aircraft to its parking location. For two to three days after it arrives, mechanics walk around it to check the interior, pull off any catering, drain the water and seal up the engines, pitot tubes (small tubes near an aircraft’s nose that measure airspeed) and any other access points to prevent animals and anything else from getting inside. After that prep work is completed, the plane enters a short-term storage program where maintenance workers must perform set tasks every 10 days. The list includes running the engines (with the coverings off, of course), rotating the tires, running the Auxiliary Power Unit (these power an aircraft’s electrical system when the engines aren’t running), turning on the air conditioner, running the flaps systems to exercise the hydraulics, and either keeping the batteries charged or unhooking them completely. (Extra care is necessary on a Boeing 787 to keep its batteries from draining — an expensive repair.) And during this time, the plane’s existing maintenance calendar doesn’t stop, even when it’s sitting on the ground. Much like a tune-up for your car, these routine checks keep an airplane in service for decades. Every 30 days, an aircraft gets a little more care, but the schedule mostly repeats on the 10-day cycle. It’s a lot of work, but Barton said the goal is to protect American’s multimillion-dollar investment by making sure the aircraft still function. “Touching an aircraft every 10 days — you have to put about eight hours of work into it every 10 days,” he said. “So it’s more or less a person a day per airplane we park to try to manage the storage program.” Reactivating a plane for service, which takes about three days, basically reverses the storage intake process. Mechanics take off the coverings; restore and purify the water systems; check the fuel tanks and lines to clear any algae; and finish any maintenance checks still on the aircraft’s calendar. “If you’ve stored it properly, you’ve validated throughout the whole process that the aircraft systems still work,” Barton said. “So it’s not like you’re going out and hoping that the airplane will start back up.”   INTO RETIREMENT If they expect that an airplane will be parked for a year or so, airlines prefer to store it in a desert location where drier air results in less corrosion. Barton says keeping an aircraft’s cabin free of humidity is key. “[That way] it won’t start to smell. That’s what we worry about the most.” Long-term storage locations in the US include Pinal Airpark in Marana, Arizona; Southern California Logistics Airport in Victorville, California; and Roswell International Air Center in New Mexico. These are also aviation “boneyards,” where airplanes long out of service waste away under the hot sun. All have arid climates and plenty of room to fit hundreds of aircraft (Roswell is more than 4,000 acres), from Boeing 747s to small regional jets. Mark Bleth, the manager and deputy director in Roswell, said demand for space from airlines ramped up quickly in March. “We could see it was inevitable planes would be coming here, ” he said. “We didn’t know the scale of it, no one did.” By the first week of May, Roswell had taken about 300 aircraft, on top of 160 that were already there. The airport has room for about 300 more, but if new planes continue to arrive at their current pace of about five per day, Roswell will run out of room by the end of June. And at Pittsburgh, a long line of Embrarer regional jets look like they’re waiting for takeoff.American Airlines The daily parking fee — between $10 and $14, depending on the aircraft’s size — is cheaper than parking in downtown San Francisco. Much higher costs come from the necessary maintenance, which involves onsite MROs, or maintenance, repair and overhaul providers. Bleth estimates it takes about 200 hours to get an aircraft into long-term storage, plus the time needed to handle any regular checks after that. The tasks here are similar to those for a plane in active storage but include installing window coverings to protect cockpits and passenger cabins from the sun and paying extra attention to the engines so they don’t corrode. I talked to Bleth via Zoom as he stood on the edge of a taxiway under a bright blue sky. Behind him, a line of United Airlines Boeing 757s stretched far into the distance. It looks like the airport could span all the way to Texas, but Bleth said they still had to close a runway temporarily to store new arrivals and move aircraft already there to remote areas. “There was quite a bit of restructuring just to start intaking the planes,” he said. “Now we’re reshuffling again to optimize everything they have.” Most of the planes arriving at facilities like Roswell are those that airlines don’t plan to use again. For American, that includes its Boeing 767s and 757s and the Embraer E190s and Airbus A330s it inherited from its 2014 acquisition of USAirways. Those aircraft were already on the books to be retired over the next couple of years, but the travel slowdown accelerated that schedule. (Roswell is also storing American’s 737 Max fleet until the planes can be recertified by the FAA to carry passengers again). Aircraft set for retirement face a variety of futures. They can be sold to other airlines, converted to freighters, an especially busy market right now, Bleth said. Or they may be scrapped completely for parts. American’s McDonnell Douglas MD-80s, which retired to Roswell last year, will most likely meet the latter fate. But with air travel nowhere close to rebounding, Bleth expects a full house in New Mexico for a long time. “We’re thinking this inventory will be here for a while, whether it’s resold or it’s still part of the airline.”   BACK TO THE SKIES Barton doesn’t know when air travel might return to “normal” — the TSA is screening about 95% fewer passengers in May than the same month last year — though he hopes July could show some improvement. When and if that point comes, American, like most other airlines, will have a leaner fleet, but the goal is to keep all parked aircraft feeling as if they’ve never stopped flying. As he put it, “the whole process is designed around ensuring that when the aircraft comes back into the operation it’s as safe and reliable as it was when it entered into that storage program.” Barton said American is putting together what it believes to be the safest way to run an operation in the postcoronavirus world. Like all major US airlines, it’s reducing onboard service, regularly “fogging” cabins with disinfectant between flights, limiting the number of seats sold and requiring the cabin crew and passengers to wear masks. Like all other airlines, its aircraft also use High-Efficiency Particulate Air filters that completely change the cabin air every two minutes while filtering out 99% of viruses and bacteria. The biggest question, of course, isn’t just when passengers will feel safe traveling again. Rather, with large-scale events like conferences, festivals and sport tournaments canceled for the rest of the year, will there be anything to travel for? Ryan Ewing, an aviation journalist and founder of AirlineGeeks.com, said the industry’s return will depend on when those business and leisure opportunities open up again. “It’s very bizarre and it’s very bleak for the outlook in the long term,” he said. “But it’s hard to predict this kinda stuff, because you never know when people might want to fly again. … People may be so tired of being in their houses, that they’ll wanna get out and travel.”

Mathieu started out as a fighter pilot in the French Air Force. He started flying General Aviation airplanes and was accepted into the French Air Force at age 18. During his flight training, he was selected into the fighter pilot track. He trained in the Alpha Jet, and then was initially assigned to fly the Mirage 2000. He flew only air-to-air missions, flying between 12-24 flights per month. As an under-contract officer, Mathieu concentrated on flying, not having administrative duties. There was no expectation to serve in headquarters assignments. In his 14 years of active duty, Mathieu flew fighters for 8 years, spending most of his time as an Instructor Pilot (IP). While in the Air Force, he bought a powered ultralight aircraft, taking his first flight solo. After leaving the Air Force, Mathieu earned his civilian pilot ratings and pursued an airline career. He was hired by a major airline after a demanding interview and simulator check. He is based in Hong Kong, and now flies the Airbus A-330 in international service. Mathieu flies with pilots from a variety of countries and backgrounds, and all operations are conducted in Aviation English. He is currently at the bottom of his company’s seniority list, but he maintains a positive outlook about the airline career. He hosts the 9G podcast, and we hope all of the Ready For Takeoff Podcast listeners will tune in, especially this episode!

The Vietnam Veterans Memorial – The Wall – has panels that list the KIA (Killed In Action) casualties in chronological order of their loss. Panel W1, the last panel, encompasses the date July 30, 1972. My name is not on that panel, because my military Brothers, J.D. Allen and the crew of Purple 28, saved my life. Forty-eight years ago today, I was Number Four in Walnut Flight, four F-4s on a strike deep into enemy territory north of Hanoi. The flight was being led by a new flight lead, Sid Fulgham, on his first mission over Hanoi, and J.D. was the deputy flight lead, Walnut Three. Enroute to the target, we faced heavy reactions. SAMs (surface-to-air missiles), AAA (anti-aircraft artillery) and MiG calls (enemy aircraft). As we egressed the target area over the Gulf of Tonkin, Sid called for a fuel check, and that was when we all realized that my fuel was significantly below the other airplanes in the flight. In fact, I wouldn’t have enough fuel to make it to the post-strike refueling point. Sid was out of ideas, and that’s when J.D. went into action. With Lead’s concurrence, he took command of the flight, sent us over to the emergency GUARD frequency, and made contact with the refueling tankers. One of them, Purple 28, volunteered to fly up into enemy territory to meet us. That crew put their airplane, their lives, and their careers on the line to save me. Back in 1972, navigation was not the GPS precision it is today. The INS (inertial navigation system) position on the F-4 could be off by as much as 10 miles for every hour of operation. The only way to roughly determine our position was radial/DME from a TACAN located on a Navy ship, far away. J.D. asked the tanker for his position from the TACAN, then gave the tanker a heading to meet up with us. Picking the tanker up on radar, J.D. told him when to begin his turn to a heading to match ours, and told him to start a descent. In the meantime, he directed me to start a half-nozzle descent. My WSO and I were running through the Preparation For Ejection checklist, and I was periodically reporting my fuel state. The last reading I recall seeing was 0 on the tape and 0030 on the counter. About two minutes fuel. With fuel gauge tolerance, perhaps a bit more, perhaps less. Up until this time I had simply been flying the headings, speeds and altitudes J.D. had assigned. I was pretty much operating on mental autopilot. The next thing I knew, I looked up and saw the refueling boom of the tanker directly above me, ready to plug in. I opened up my refueling door and immediately heard the rush of JP-4 entering my aircraft. And I knew I wouldn’t need to step over the side on this mission. I think of J.D., the tanker crew, and Sid and silently thank them every time I hold my wife, my kids, my grandkids. If they hadn’t stepped up to the plate when they did, I’m fairly certain I wouldn’t have made it home. When you pull the ejection handle over shark-infested enemy-controlled water, there are a thousand things that can happen to prevent a happy outcome. So on this anniversary, July 30th, I want to once again thank my Brothers, the brave tanker crew, J.D. Allen, and Sid Fulgham.    

Skip grew up in a house that had an “airplane room”, replete with models and pictures. His father was a pilot, and was a part-owner in a Beech Sundowner airplane. On his 10th birthday, Skip got to fly in the seat and control an airplane for the first time. Skip was recruited to the United States Air Force Academy to play soccer, and majored in physics, attending while his high school friend Robert “Cujo” Teschner was also a cadet. When he was cut from the soccer team, his grades dramatically improved, which enabled him to receive one of the limited slots for pilot training. As a cadet, he broke his arm during a parachute failure while skydiving. Skip attended pilot training at Reese Air Force Base, and was ranked high enough to select a fighter, and received an F-15C. He attended fighter fundamentals training in San Antonio, and was then assigned to the 54th Fighter Squadron in Anchorage, Alaska. His squadron was the first to utilize night vision goggles (NVGs) in dogfights at night. After his Alaska tour, Skip was assigned to be a T-37 IP at Laughlin Air Force Base, Texas. After Laughlin, he was assigned to Lakenheath Air Base, England. Skip eventually became the commander of an F-15 squadron in Lakenheath. In that capacity, he led his squadron throughout Europe in exercises. After retiring from the Air Force, Skip became a CFI for five years, and was later hired by a legacy airline, and currently instructs on the B737.

“It was very cold up there and the missions were tiring because they were quite long. They lasted anywhere from five to six-and-a-half hours, and when we got back to the base all we could think of doing was hitting the sack and getting some rest and being prepared for the next day’s mission,” the retired lieutenant colonel said.  Being shot down and captured was not an option. The black Tuskegee Airmen were showing the world bigotry didn’t belong — except down below. On April 1, 1945, hate showed its face once again. “There were seven of us and we were going after targets of opportunity in Austria,” he said of the day his squad got into a dogfight with German fighter pilots. “Three of us got shot down. One was able to make it back to friendly territory before he crash-landed, one was killed outright when he was shot down and the third one, his plane was damaged so badly that he had to bail out,” said Stewart. That pilot was captured and lynched three days later by an angry mob. “The crowd, after being agitated by the SS troops, they broke into the jail and took this downed pilot out and they beat him badly first and then hung him from a lamppost. His name was Walter Manning,” Stewart said. “He was a very dynamic person. He was, I remember, a great swimmer. Lord knows what he would have done had he been able to survive the war.” Stewart — one of the Heroes of a Generation the Herald is chronicling — almost faced the same fate that day over Austria. “I realized (as tracer bullets whizzed by him) somebody was shooting at me. A German fighter plane was on my tail and I thought sure that I had had it,” Stewart said. He dove for the ground, pulling up at the last second as the German fighter on his tail crashed nose-first in a ball of flames. “Somebody was with me. I guess it was God as my co-pilot there because that guy should have had me,” he added. “I was about to give up the ghost.” Stewart lives in Michigan now but once trained in Massachusetts at Westover Air Force base in Chicopee and flew with fellow pilots from all over New England. He has a book coming out next week about his days as a Tuskegee Airman. It’s called “Soaring to Glory.” It’s a fascinating tale of a teenage boy in a segregated America defying the odds and proving himself 30,000 feet above the Earth as the world was at war. “I subdued those feelings that I might have had about racial prejudice and committed to the mission,” he said of escorting bombers. “There were 10 lives on board each of those bombers that we were protecting. So anytime we intercepted an enemy fighter and stopped them from shooting the bomber down, we potentially saved 10 lives, and that was 10 American lives, fellow Americans and I was not thinking about some of the segregation that was going on at the time back in the states.” As the story goes, the men on those bombers quickly came to love seeing the Red Tails pull alongside. “We were like their guardian angels,” Stewart said. Those long missions, he added, were exercises in perseverance — a shared trait of all the Tuskegee Airmen. “It was cold … maybe 50 to 60 degrees below zero. … And you’re trapped in the cockpit and you cannot really move,” Stewart said of his single-seat Mustang. “Sometimes coming back from a mission … I would invert the plane, turn it over on its back then so actually I was hanging by my safety strap. “That was such a relief, to go ahead and hang from the safe strap. It was like somebody rubbing your back,” he said, remembering like it was yesterday. “I couldn’t stay in that position for too long, it was only for a second and then turn the plane back over upright again.” Stewart is retired now from his mechanical engineering job with a pipeline company. He was recently invited back to Austria, where the townsfolk of Linz honored the memory of his fellow Tuskegee Airman. “They wanted to make amends for what had happened, what the civilians had done to Walter Manning, and they were doing a commemoration and setting up a very nice memorial for him,” Stewart said. “It was very inspirational.” His days as a Tuskegee Airman come back to Stewart in a dream, he said. But he’s most proud that he showed the world that patriotism transcends race. The book about his life, Soaring To Glory, is available on Amazon.

Nick had his first flight at age 18 in a Stearman, and had repeatedly tried to get into the Air Force Academy, but eventually attended the Military Academy at West Point. He always wanted to go into aviation, and he accepted a position as an aviation officer. He attended pilot training at Fort Rucker, and received an assignment to fly Blackhawk attack helicopters. He was initially assigned to Hunter Army Airfield, then deployed to Iraq as a maintenance officer and downed aircraft recovery officer. He supervised or performed eight recoveries of crashed aircraft, usually recovering human remains and injured crew members. He then flew counter-narcotics missions in South America, intercepting boats and aircraft. Most of these missions were conducted at night, using night vision goggles (NVGs). In addition, he performed humanitarian missions. After nine years, Nick left the Army when he did not received his desired assignment as an instructor at West Point, and transferred to the Air Force. He immediately attended Air Force Undergraduate Pilot Training (UPT), and was assigned to fly the KC-135. Nick has owned a 1948 Navion for eight years. His wife is also a pilot, flying the C-130 in the California Air National Guard. Nick became involved in warbird flying and is currently in training in the Boeing KC-135.

Now more than ever, preparation is key. Conditions changing day by day. Reminds me of how we improvised securing the cockpit post 9/11. If you are in the high-risk group (over 65, asthma, heart disease, other underlying disease) don’t fly. Research your destination. Don’t fly if you have a cold. TSA bins probably filthy You may be sitting next to a total stranger – not all airlines block middle seats. Clothing: no shorts or flip-flops! I recommend long pants for women as well as men, and no high-heel shoes for women  I will discuss evacuation shortly Face mask – actually TWO face masks (in case head band breaks) carbon filter n95 aerotoxic syndrome – only B787 does not use bleed air from pneumatic system Anti-bacterial wipes Hand sanitizer Take your temperature before leaving home If it’s above 100 you may not be allowed on the airplane Put ALL medications into hand-carried bags fanny pack even better Wash hands after TSA screening Bring empty water bottle – fill at filling station, not water fountain Stay hydrated!  airline cabins have very low humidity low humidity makes it harder for your body to fight off viruses some aircraft, such as A350 and B787, have humidification systems. Don’t drink alcohol cabin typically at 8000 feet already party hypoxic being drunk is a type of hypoxia easier to get drunk at altitude Bring up to 12 ounces of sanitizer – possibly screening delay Bring reading material, computer or kindle – DO NOT touch inflight magazine (if it exists) Disinfect ALL seat surroundings seat belt buckle armrests air vent safety information card tray table Direct air vent onto yourself Pay attention to FA safety briefing Lavatories – disinfect EVERYTHING you touch! flush handle faucet handles door handle faucet will not give you 20 seconds to wash hands AND water may not be safe! – use hand sanitizer instead disinfect everything again when you return to seat, including hands Evac – Keep your shoes on for takeoff and landing All occupants must be able to evacuate thru half exits in 90 seconds One FA per 50 pax, more if needed to pass evac test DO NOT bring bags with you –  loss of life for other pax open overhead bins pose head risk to passengers British Airways 2276 Las Vegas American Airlines 383 Chicago photo Jose Castillo Emirates 521 Dubai Aeroflot SU 1492 Moscow

From Flightcast Podcast: Chris Palmer is the host of the Aviatorcast Podcast, the Angle of Attack show, and isn’t your average flight instructor. Chris is on a mission to make better pilots. Whether it’s in the cockpit, on the ground, or on YouTube, Chris’s passion is to give new pilots the skills they need to fly safely and have fun. Join us as he shares in his love of flying and what bumps in the road he encountered along the way.

From We Are The Mighty: The final day of work comes upon everyone. Some people take a long lunch with coworkers to hand out gifts and going away mementos. Others choose to quietly go out as they either prepare for retirement or moving on to their next job. Their emotional last day at a unit isn’t just celebrated like a last day at an office. Pilots stick to a tradition that’s as old as the Air Force itself: the final flight, known widely amongst aircrew members as the ‘fini flight.’ The tradition was initially celebrated to accompany milestones in the career of Airmen of all ranks and positions. To find the first documented fini flight, one would have to reach back in history as far as Vietnam, when an aircrew commemorated the completion of 100 missions. Since then, the way final flights have been celebrated has changed, but the sentiments have remained. “Traditions such as this are great examples of esprit de corps throughout the Air Force community,” said Steven Frank, 27th Special Operations Wing historian. “It can also help create strong bonds of camaraderie and teamwork among past, current, and future generations of Airmen.” Today, these final flights are celebrated not for one Airman’s accomplishments but an entire crew’s across the Air Force. They’re used for all ranks and positions to honor their contributions to the unit. Once the plane lands, it is acknowledged with a formal water salute, where two firetrucks shoot water over the plane creating an arch with plumes of water collapsing down on the plane as it taxis in. Upon halting the plane, the pilot exits to an immediate barrage of water as their family, friends, and coworkers douse them with fire hoses. Celebratory champagne follows soon after (or whenever their peers decide they had enough water) and thus gives them time to reflect with friends and loved ones on the time they’ve had together at that unit. Frank says it’s one of the many examples of military cultural institutions that Airmen are proud to participate in. “Fini flights are just one example of over a hundred years of Air Force traditions and heritage that honors the sacrifices and victories previous generations of Airmen have made to secure our freedoms,” Frank said. “Every Air Force organization continues to make contributions to the Air Force story and the exploration and awareness of each unit’s past can help encourage a sense of increased pride and respect for every Airman’s career field and organization.” Whether they’re pilots who’ve tallied thousands of hours in a particular aircraft or crew who man weapons that deliver air power, fini flights are a longstanding tradition that remain one of the most exhilarating ways to recognize the very best amongst the Air Force’s ranks.

Jim Ferrari has been a CFI for over 45 years. He fascination with flying started when he was nine years old, taking his first flight on a B-707 and getting an inflight tour of the cockpit. His father’s employment with NASA gave him the opportunity to see actual mission flight plans and activities. Jim wanted to fly in the military, but bad eyes kept him out, so he worked throughout high school to earn money for flying lessons. He received his Private Pilot certificate while still in high school, and earned the rest of his certificates (CFI. Inst, MEI) in college. After graduation he got a job flying in night single-pilot operations in the Beech-18, then moved up to twin Otters and Shorts 330 at Metro Airlines. Finally, he was hired by United Airlines. In 1985, when he was hired, he became a member of the famous “Class of 570”, where the class was hired to be strike-breakers, but they refused to cross the picket line and were subsequently fired. They were finally re-hired after almost a year of unemployment. When he finally came back to United, he became a Flight Engineer on the DC-10. It took five years for the Class of 570 to obtain restored seniority. Jim eventually became a B737-300 instructor at the United Airlines Flight Training Center, then worked his way up (through B767, Airbus, and B777) to B787 Captain. Jim recently retired, and plans to continue as a CFI.

It takes a special type of person to be an aviation spouse. The pilot will only be working when he/she is away from home. It seems most household emergencies occur during this time. Unlike normal office jobs, pilots frequently commute to their places of work, putting them away from home for even longer periods. And, unlike most office jobs, pilots (especially military pilots) relocate a lot. Every relocation means spouses must deal with everything that follows: finding new doctors, new schools for children, new job for the spouse. So let’s take a few minutes to honor aviation spouses this holiday period. My military Permanent Change of Station (PCS) and civilian moves: USAFA to Laughlin AFB Laughlin to DaNang AB DaNang AB to Mather AFB Mather AFB to Homestead AFB Homestead AFB to Ubon RTAFB Ubon RTAFB to Kadena AB Kadena AB to Patrick AFB Patrick AFB to Denver, CO Denver, CO to San Jose, CA San Jose, CA to Patrick AFB Patrick AFB to Yokota AB Yokota AB to Denver, CO Denver, CO to Orlando, FL Orlando, FL to Castle Rock, CO The above list does not include Temporary Duty (TDY assignments, some lasting for several months.

Justin A. Schlechter is an aviation professional focused on leadership, safety, efficiency, and airmanship. He is an A319/320/321 Captain for Delta Air Lines, the Top US Airline of 2017, as recognized by The Wall Street Journal. Justin has a unique blend of airline and general aviation experience and has served in various positions with both growing aviation educational institutions as well as leading global airlines. He is an expert in airline operations, best safety practices, and crew resource management techniques. Prior to Delta Air Lines, Justin served as a Relief Commander and First Officer with Cathay Pacific Airways, flying B747-400 and B747-8F aircraft worldwide. During this time, Justin represented his peers as a Member of the General Counsel of the Hong Kong Aircrew Officer’s Association. In this role, Justin was responsible for representing the interests of his fellow airmen and was directly involved in the collection, analysis, and presentation of industry wide pilot compensation data for use in negotiations with upper level management. Justin is passionate about aviation education, and has been an active Flight Instructor for over seventeen years. He has taught aviation coursework as an Adjunct Professor of Aeronautics at Jacksonville University, where he was also a Flight Instructor and Standards Pilot. In addition, he was responsible for the development and implementation of the first Safety Management System put into use in the Aviation Department at Farmingdale State College in New York. Since 2003, Justin has served as a volunteer educational consultant with Barry Tech and the Nassau County Board of Cooperative Educational Services Aeronautics Program. Through this role Justin serves as a mentor to high school students pursuing careers in aviation as well as providing lifelong guidance and mentorship for graduates of the program as well. Justin holds a BS in Aviation Operations and Management from Jacksonville University.

Will the future of travel be new airline seats spaced out with hygienic barriers, or saddle-style standing seats to cram more passengers on a flight? Cleaning and social distancing have turned from health necessity to lifestyle trends, and companies are seizing the moment – but not the logic. The latest is conceptual passenger seats for airlines in a post-COVID world. The proposals are different from any economy class offering today. Janus seat concept from Aviointeriors AVIOINTERIORS The Janus (above) wants to introduce quasi-isolation by proposing every middle seat face backwards with shields installed between seats. The Glassafe seat (below) proposes installing a transparent plastic hood around each economy seat to limit germ flow. Glassafe proposal from Aviointeriors AVIOINTERIORS Don’t expect either seat to be on a plane. They appeal to current impulses but not long-term needs. These attention-getting concepts are the norm for their designer, Aviointeriors. It’s the same company that proposed the below “SkyRider” saddle-style standing seats, which garnered global attention but not a single sale. There are doubts if regulators will even permit them on an aircraft. As a smaller vendor, publicity raises awareness for Aviointeriors’ more ordinary seats: slim padding, little legroom, and no head rest or TV screen.   Airlines like Air Niugini and defunct Transaero use seats from Aviointeriors while Alaska Airlines, Lufthansa, Qatar Airways and others select seats from Recaro, which also makes car seats and baby strollers. The aviation industry jokes that the German manufacturer is so in demand that airlines don’t choose Recaro – Recaro chooses them. Safran is another common supplier. They skip whimsical concepts for practical developments: lighter but stronger metal alloys, new cushion materials, and better lighting. Less radical concepts have failed to catch on. Air New Zealand’s “Skycouch” only found one other buyer, China Airlines, which later discontinued it. Delta Air Lines DAL was going to install the “Cozy Suite” on dozens of 767s and 777s, but cancelled the idea. It put the prototype seats up for sale last year. Even if these new concepts were to be on an aircraft, it surely wouldn’t be before 2022. Aircraft seats have to undergo rigours strength and flammability testing to ensure they can protect passengers in a crash and withstand fire. That testing could raise problems with the seat concepts. New aircraft seats have to withstand a 16g dynamic force. A roller coaster has forces about 4g and a Formula One car 6g. The plastic barriers have to be strong enough to remain intact, but not so hard they could cause injury if a passenger’s head suddenly crashes into it. The barriers also add what airlines and seat manufactures always want to reduce: weight. Even a lightweight barrier adds costs when multiplied across hundreds of seats on hundreds of planes. The barriers could impede an emergency evacuation. Regulators require passengers be able to get out of an aircraft in under 90 seconds in darkness. There are practical problems. Will oxygen masks be harder to reach in an emergency? Germs can move over and under barriers. Face masks are arguably more effective. Aircraft already have better circulation than is commonly thought. Airflow on an aircraft is vertical, reducing the number of people it comes into contact with, unlike a typical air conditioner that blows air horizontally across many people, picking up and moving their germs along the way. Airlines have a poor track record cleaning the small tray table. Will they sufficiently and regularly clean all of the new surface area the barrier introduces? The reversed middle seat is supposed to create privacy, but passengers will face each other and there will surely be awkward eye contact, a complaint of British Airways’ former “ying-yang” business class layout.  

From Wikipedia: A native of The Bronx, New York, Tengesdal is a graduate from the University of New Haven with a Science Degree in electrical engineering. She was one of three women to make it through the program. After Officer Candidate School commissioning, she began a career as a Naval Aviator by flying the SH-60B Seahawk Helicopter at Naval Station Mayport, Florida. During that time, she deployed on two long cruises and multiple short cruises to the Middle East, South America and the Caribbean. After a three-year sea tour in helicopters, Colonel Tengesdal went on to become a T-34C and T-6A Instructor Pilot. After completing T-6A Instructor Training, she became one of four Navy T-6A Instructors to train Navy and Air Force students at Joint Student Undergraduate Pilot Training (JSUPT) at Moody Air Force Base, GA. Her former Navy flight instructor, Commander Ron Robinson, has said that Merryl David (maiden name) “was one of my best flight students, and it doesn’t surprise me that she’s doing so well.” Once she completed her Navy obligation, she continued her military career by transferring over to the Air Force to fly the Lockheed U-2S Dragon Lady at Beale Air Force Base in Northern California. Tengesdal was deployed to multiple locations in support of Operations OLIVE HARVEST, ENDURING FREEDOM, IRAQI FREEDOM and HORN OF AFRICA. While stationed at Beale AFB the first time, she held the positions of 9th Reconnaissance Wing (9th RW) Chief of Flight Safety and 9th Physiological Support Squadron Director of Operations. After her tour at Beale AFB, Tengesdal continued her career by becoming the Detachment Commander of Detachment 2 WR/ALC Palmdale, California where she was in charge of flight test and Program Depot Maintenance for the U-2S aircraft. Thereafter, Tengesdal worked at the North American Aerospace Defense Command (NORAD) and U.S. Northern Command (NORTHCOM) J8 staff. As Chief of Studies and Assessments Branch, she was responsible for developing the Command’s position on capability gap assessment(s), development and integration for senior-level documents submitted to the Joint Staff. Colonel Tengesdal returned to Beale and held the positions of Deputy Operations Group Commander and Inspector General, 9th RW, Beale AFB, CA. Tengesdal’s final duty was as the Director of Inspections for The Inspector General (TIG) of the Air Force, Office of the Secretary of the Air Force, Pentagon, Washington DC. The Inspections Directorate develops, revises, coordinates, and implements Air Force inspection policy, and provides oversight and reporting of inspection programs to TIG, Chief of Staff of the Air Force, and Secretary of the Air Force on the readiness, economy, efficiency, compliance and state of discipline of the Air Force. Tengesdal is also the Executive Secretary of the Air Force Inspection System Council. In 2017, Tengesdal retired from Air Force as a Colonel.  

On the Ready For Takeoff Podcast web page for free videos, we are offering a great selection of FAA-produced videos, which normally sell for $24.95. These videos are available for free streaming, not just for the duration of the COVID pandemic, but FOREVER! Medical Facts for Pilots Aviation Physiology, Part I Aviation Physiology, Part II Aviation Physiology, Part III Aviation Threats, Part I Aviation Threats, Part II

Steve planned to be a professional baseball officer, but met a navy recruiter and was recruited to be an anti-submarine officer on the P-3 aircraft. After four years as an enlisted crew member, he was commissioned and attended training in Pensacola, flying EA-6Bs. In 2012, Steve was the Chief of Staff of a Naval Strike Group, with 33 years in the navy, and then became a teacher after his retirement. He also remained as a navy instructor in graduate school. He also had two tours of duty in the Unmanned Aircraft System (UAS) environment, working alongside air force personnel. Steve now serves as an electronic warfare Subject Matter Expert (SME) at Nellis Air Force Base.

This week we continue with our offer of FREE aviation videos. Here you will find videos that will help you prepare for a career in aviation or help you prepare for your airline checkride. These normally sell for $49.95 and, once again, you can stream these for free for the duration of the pandemic. The subjects are How to Get an Airline Job Airline Interview Power Successful Simulator Training Supercharge Your Scan Turbojet Systems Made Easy B737-300 Checkride Maneuvers B727 Practice Oral B727 Checkride Maneuvers On to another subject: the topic of RACE, especially as it applies to African-Americans, is occupying the news. According to OBAP, African-Americans are 13 percent of the American population but only account for 3 percent of professional pilots. Of the approximately 200 aviation professionals interviewed on the Ready For Takeoff Podcast, 18 of my guests have been African-American. That comes out to 9 percent. It’s less than 13 percent, but a LOT more than 3 percent, and I feel really blessed to have connected with these professionals. Here’s the list of the episodes, which include 2 Tuskegee Airmen. 374 Christina Thumper Hopper 366 Walter Watson 298 Keith Reeves 292 Gregory Poole 267 Beth Powell 266 Jason Harris 259 LeRoy Homer Foundation 241 Frank Macon 240 Willie Daniels 190 George Hardy 139 Otis Hooper 109 Todd Curtis 099 Lawrence Chambers 073 Brian Settles 068.5 Karl Minter 045 Dick Toliver 017 Donnie Cochran 015 Brenda Robinson These are some amazing people, who in many cases overcame extreme prejudice and hardship. Do me, and yourself, a favor and pick one or two of these episodes to listen to this week. If you want to reach out to any of them, you can send an email to george@readyfortakeoffpodcast.com and I’ll forward it for you. Here’s a link to what should be an excellent town hall at 1500 Eastern Standard Time today.      

Having the desire to fly fighter jets since seeing the movie “Top Gun,” Chandra Beckman became part of the elite group of women who have flown United States Air Force fighter jets.  Chandra started her AF career in ROTC in 1993, the same year the Department of Defense lifted the ban on women flying combat missions, which opened the door for women to fly fighter jets. She graduated with a Bachelor’s Degree in Mathematics from Arizona State University in 1998. After a delay due to an unexpected pregnancy, she attended USAF Pilot Training where she earned an assignment to fly the F-15C Eagle, and was the first woman to fly that aircraft as a mother. During her time flying the F-15C, Chandra supported the defense of the homeland through Operation NOBLE EAGLE and flew combat missions during the opening weeks of Operation IRAQI FREEDOM.  Following three years flying the F-15C, she was one of only 3 women assigned to fly the first stealth fighter aircraft, the F-117A Nighthawk. During her time flying that aircraft, she deployed in support of security operations to the Korean peninsula, coordinated with media groups to showcase the final F-117 RED FLAG, and mentored school children and Airmen of all ranks. Taking a break from flying, Chandra was stationed in the Republic of Korea where she was assigned to the Combined Air Operations Center. While there she developed and implemented the first Operations Center training program for new personnel and worked jobs in both offensive and defensive combat training roles. Chandra then went on to be an Instructor Pilot at the Euro-NATO Joint Jet Pilot Training Program. However, health challenges that had begun while she was stationed in the Republic of Korea finally grounded her from flying.  From 2009-2017, she earned a Master’s Degree in Aeronautical Science and held multiple jobs which included: Director of Staff for the 82 Training Wing, an organization with a permanent staff of over 3,000 people worldwide serving a student population of almost 80,000 annually; and Director of Operations for RED FLAG, the organization responsible for establishing the framework to train US and coalition nation members in the world’s most realistic air combat scenarios. Retired from active duty, Chandra enjoys having the freedom to travel the world with her husband and be available for her children whenever and wherever they need her to be. She is a member of the Veteran Advisory Team for the National Foundation for Integrative Medicine and looks forward to helping others in that capacity.

After finishing my second combat tour in Vietnam, I left the service to become an airline pilot.  By 1979, I was a Systems Instructor for United Airlines with an underground following for my teaching style. With the introduction of the home VCR and video camera, one of my students approached me with the idea of creating Systems Reviews for pilots to help them through ground school — a first of its kind.  This was the genesis of the Aviation Training Video Industry. What started as a small ad in the back of Air Line Pilot Magazine grew into a million dollar company within the span of a few years. The courses ranged from Systems Reviews, to Test Preparation, to How to Get an Airline Job — all created on the latest video technology from 1979 to 1983. The Nolly Productions Systems Review Courses are now available free of charge during this global pandemic. These courses normally retail for $79.95, but I am offering them for FREE streaming for the duration of this pandemic. You can stream aircraft systems courses for: B727 B737-300 B757/767 Lear 35/C-21 B777

Erik Lindbergh, a commercial pilot and certified flight instructor, is the grandson of Charles and Anne Lindbergh and son of Jon Lindbergh and Barbara Robbins. As 2002 marks the 75th anniversary of his grandfather’s Spirit of St. Louis transatlantic flight, Erik Lindbergh will recreate this 1927 milestone, illustrating the human spirit’s ability to dream, innovate and achieve one’s goals against many odds.   Though he leads an active lifestyle, Erik also suffers from rheumatoid arthritis (RA), a progressive autoimmune disease marked by pain, tenderness, and inflammation of the joints, that nearly caused him to give up his passion for aviation when he was diagnosed at the young age of 21. RA crippled Erik for 15 years and only recently has he been active again. During his worst years with RA, Erik was forced to use a cane due to the severe pain that made it almost impossible for him to walk. Today, with the help of a breakthrough biotech drug, Enbrel, Erik has his life back and is in pursuit of his dreams. Using his experience with RA, he now serves as a spokesperson for the Arthritis Foundation, working to educate others about RA.   A graduate of Emery Aviation College where he received his Aeronautical Science degree, Erik serves as a Trustee and Vice President of the X PRIZE Foundation, a non-profit organization that stimulates the creation of a new generation of launch vehicles designed to carry passengers into space. The X PRIZE is fashioned after the Orteig Prize, the aviation incentive prize won by Charles Lindbergh’s transatlantic flight in 1927, which created the now $250 billion aviation industry.   Erik is also a Director of the Lindbergh Foundation, a non-profit organization dedicated to furthering his grandparents belief in creating a balance between technological advancement and environmental preservation. The Foundation promotes gives grants, does educational programs and gives the Lindbergh award each year for work dedicated to “Balance” concept. Aside from aviation, Erik is an artist and owner of Lindbergh Woodworks, which creates unique furniture and wood sculptures. He is known for his sculptures of rustic planets, spacecraft and aircraft within the community of astronomy and aviation.

Though nothing can bring back the hour Of splendour in the grass, of glory in the flower; We will grieve not, rather find Strength in what remains behind:   Many of us have faced, or will soon face, employment disruptions, layoffs and job insecurity. No one can forecast what the aviation industry will look like in the future. In the short-term it will undoubtedly be different. It may be that airlines and employers go out of business, and your dream job no longer exists. At this critical juncture, don't lose sight of what is important in your life. Your loved ones will stand by you long after your employer has cast you aside. If you are considering suicide, please call the National Suicide Hotline 1-800-273-8255. If you are a veteran considering suicide, visit here. It takes an entire crew to get an airplane aloft. Don't handle this alone.          

Judy helps coach pilots as they transition in their airline career paths. She has been successfully conducting interview preparation services for 17 years, including 10 years as Lead Interview Preparation Coach and Vice President, Global Strategies at FAPA.aero. For over 40 years Judy has worked as an aviation consultant, writer and speaker specializing in the field of pilot selection and recruitment. Her career started with a American Airlines where she was responsible for facilitating the hiring of over 7,100 airline pilots. From AA, she was employed for six years as the President of a wholly-owned subsidiary of the Air Line Pilots Assn. (Universal Pilot Application Service). Since that time, she has consulted with several major air carriers along with government and industry aviation associations. She has been on two FAA Aviation Rule Making committees on pilot selection and has presented before organizations such as the NTSB, FAA, DOD and DOJ. Author of Expert Witness: Wrongful Death and  Flight Plan to the Flight Deck:  Strategies for a Pilot Career and several magazine articles that have appeared in Aviation for Women, Flight Training, Air Line Pilot and Airline Pilot Careers.

Armed Forces Code of Conduct: Article I: I am an American, fighting in the forces which guard my country and our way of life. I am prepared to give my life in their defense. Article II: I will never surrender of my own free will. If in command, I will never surrender the members of my command while they still have the means to resist. Article III: If I am captured I will continue to resist by all means available. I will make every effort to escape and aid others to escape. I will accept neither parole nor special favors from the enemy. Article IV: If I become a prisoner of war, I will keep faith with my fellow prisoners. I will give no information or take part in any action which might be harmful to my comrades. If I am senior, I will take command. If not, I will obey the lawful orders of those appointed over me and will back them up in every way. Article V: When questioned, should I become a prisoner of war, I am required to give name, rank, service number and date of birth. I will evade answering further questions to the utmost of my ability. I will make no oral or written statements disloyal to my country and its allies or harmful to their cause. Article VI: I will never forget that I am an American, fighting for freedom, responsible for my actions, and dedicated to the principles which made my country free. I will trust in my God and in the United States of America. From https://www.almanac.com/content/when-memorial-day: On both Memorial Day and Veterans Day, it’s customary to spend time remembering and honoring the countless veterans who have served the United States throughout the country’s history. However, there is a distinction between the two holidays: Memorial Day commemorates the men and women who died while in the military service of their country, particularly those who died in battle or as a result of wounds sustained in battle. In other words, the purpose of Memorial Day is to memorialize the veterans who made the ultimate sacrifice for their country.  We spend time remembering those who lost their lives and could not come home, reflecting on their service and why we have the luxury and freedom that we enjoy today. We might consider how we can support and safeguard their grieving families and loved ones who are left behind.   Veterans Day is the day set aside to thank and honor ALL who served—in wartime or peacetime—regardless of whether they died or survived. Veterans Day is always observed officially on November 11, regardless of the day of the week on which it falls. Read more about Veterans Day.  

Five thousand feet up, pilots are flying some very important cargo across the country. It’s not people or packages these men and women have loaded into the back of their planes: It’s puppies – squirmy, soft and sometimes sad homeless animals who need a new leash on life. In recent years, rescue-pilot programs have taken off in the South and Northeast. Pilots, almost all of them volunteers who give their time and money to the cause on the weekends, shepherd homeless animals from high-kill shelters in states where adoption rates are usually low, like Alabama and South Carolina, and fly them miles away to animal rescues in the northeast or Central Florida. The animals, many of them young dogs, are adopted or fostered in places where more people are looking to find a furry friend to take home.click to enlarge Given their wings and the selfless mission to save lives, it might seem apt to compare these pilots to angels. But Michael Young, an Orlando rescue pilot who’s been transporting dogs via plane for the past seven years, says it’s all in a day’s work. “It’s a chain of people working together and us pilots are just one cog in the big wheel,” Young says. “We’re not the angels. We’re just the bus drivers. The angels are the people who pull the dogs and the people who foster the dogs and put them up for adoption.” Young has transported almost 1,000 dogs as a volunteer, flying the animals from Alabama to rescues around Florida. It’s a labor of love – one that doesn’t come cheap. Pilots usually end up spending $10,000 to $12,000 a year maintaining their planes, and Young says it costs around a dollar a mile to fly due to fuel costs, although many of the expenses are tax-deductible because of the charitable cause. Despite the cost, Young says it’s worth it to save the lives of animals who might otherwise not have a chance. Young says he even adopted two of the dogs he’s flown. It’s this type of dedication that Kate Quinn, executive director of Pilots N Paws, a South Carolina-based organization that connects pilots with shelters looking for volunteers to transport animals, says she sees in all her pilots. “These people are huge animal lovers. They’re so concerned with the animals and making sure they’re comfortable,” Quinn says. “We’ve learned that pilots are looking for a meaning to their flights. They’re looking for a reason to fly.” Saving the lives of 4 to 6 million animals that would otherwise be euthanized every year sounds like a pretty good reason. Quinn says that without the planes swooping in to pick up the animals at the 11th hour, many of them would have to be put down. There’s also an advantage to using planes as opposed to ground transportation to move the animals. When there are no pilots to help, dogs must be transported in car relays, constantly switching drivers and traveling in crates. On the planes, many pilots allow the dogs to roam freely. The trip by plane is much more consistent and comfortable for them. “The animals do really well,” Quinn says. “People are surprised to hear how well they do in the plane. The sound of the engine seems to lull them to sleep.” While the plane experience is better for the animals, the trips do present their own unique challenges, especially in Florida. “Flying in thunderstorms during the summer here is a challenge. It’s like Florida has the measles if you look at the weather radar, with all the red pimples,” Young says. “But I’ve learned to do it. The best analogy is like a soccer field full of snapping turtles. … We go fast. We go around it. We don’t go through them.” That’s not the only obstacle to getting the job done. Quinn points out that it takes a lot of hours and a lot of people working together just to save one dog. To improve the process, Milwaukee rescue pilot Chris Roy invented a software platform to connect animal rescues with volunteers. Doobert, named after Roy’s cat, includes a smartphone app to connect ground and airborne volunteers. “The idea came to me because it was so difficult to keep track of which transport requests I was involved with, which animals were on which transport, and who to contact,” he says. “I kept thinking there has to be a better way to do this, and so I decided to create it.” Even though he also works during the week as an IT project manager, Roy says that there is a major reason he and the other pilots give up their free time for this cause – to spread the puppy love. “The pilots and ground volunteers donate their time, vehicles and gas because they know that these animals deserve a chance at a better life,” he says. “They don’t ask for anything in return.” Young and Roy agree that the joy in the job comes from the love they receive from the animals they’ve saved. The thanks they get is spoken in the universal language of a wagging tail or a slobbery grin. “Many people may think I’m crazy, but these animals in a rescue-relay transport know you are saving them and bringing them to a better place,” Roy says. “You can see the look of relief in their eyes, and see the smiles on their face when they meet you.

Many have called her a vanguard as one of the first women fighter pilots for the United States Air Force and the first woman to fly in the elite USAF Air Demonstration Squadron, better known as the “Thunderbirds”. Titles and accolades aside, Nicole Malachowski has lived life according to a simple mantra – “Live an unscripted life.” Throughout her career ranging from combat fighter pilot to commander, to White House Fellow, and duty as a personal advisor to the First Lady concerning military service members, veterans and military families, Nicole sought opportunities that she had passion for, rather than ones that followed the expected progression in her career field. While that passionate, adventurous us spirit yielded a successful military career, Nicole’s flight path was not always smooth. Along the way, she learned how to use undaunted determination to overcome adversity, break some barriers, and live with a higher compassion for humanity. Sometimes you have to yield to a big obstacle in order to be able to overcome it. Nicole is a leader, an igniter of passion and purpose. She is an advocate for those who have chosen to serve their country and for those who have endured personal challenges, to include complex medical journeys. In this new chapter of her life, as a retired Colonel from the U.S. Air Force, Nicole looks to share her stories and what she has learned, to help others find and ignite their own unstoppable spirits in order to succeed far beyond what they had dreamed.

When you apply for a medical certificate, you are required to complete FAA Form 8500-8. Falsifying any information on this form can subject you to a five of $250,000 and five years in prison. If you have concerns about your ability to obtain a medical certificate, I recommend consulting an advisor before applying for your medical. One such advisor is David Hale, who you met in RFT 364. There are several situations in which a pilot can find himself/herself without a medical certificate. One such case could be where the pilot has simply allowed his/her medical certificate to lapse. Another case could be where the pilot applies for a certificate and is denied due to a medical issue that the FAA considers disqualifying. In that case, the pilot may not use any of the other strategies, such as BasicMed or Sport Pilot medical. Even with a denial, the pilot may continue to fly with a certificated pilot acting as Pilot In Command (PIC), as long as the aircraft does not require a copilot. The pilot may operate the controls, from either seat, but the pilot without a medical is officially a passenger. Many aircraft owners who have lost their medicals use this strategy. If there has not been a denial from the FAA, there are other avenues available to General Aviation (GA) pilots. The pilot may operate as a Sport Pilot, flying a Light Sport Aircraft (LSA). An LSA is an aircraft that: Has a maximum gross takeoff weight of 1,320 lbs. Has a maximum stall speed of 51 mph (45 knots) Has a maximum speed in level flight of 130 mph (120 knots) Has two-place maximum seating Has single, non-turbine engine, fixed propeller, fixed landing gear. With a Sport Pilot certificate, the pilot may use his/her driver’s license in place of a medical certificate. See more at https://www.flysportusa.com/med_cert.php. One step up from the Sport Pilot medical is BasicMed. Under BasicMed, pilots can get an authorization from their personal medical providers rather than from FAA Airman Medical Examiners (AMEs). The pilot completes a BasicMed Comprehensive Medical Examination Checklistand gets a physical exam with a state-licensed physician. The pilot then completes a BasicMed Online Course. That’s it – nothing else required. Under BasicMed, the pilot may operate an aircraft with: a maximum gross weight of 6000 lbs up to 6 seats capable of flying at a maximum speed of 250 knots maximum altitude 18,000 feet VFR or IFR Using BasicMed, the pilot cannot operate for compensation or hire. One additional avenue for a pilot is to fly a glider, since no medical is required to fly a glider. Above all, common sense should prevail – if you’re not healthy enough to fly (whether or not you have a medical), don’t fly!

Captain Pamela Carel, a Dallas, TX, native, graduated from the University of Texas, Austin, in 1986 with a B.S. in Aerospace Engineering. Commissioned in December 1986, she was designated a Naval Aviator in 1988. She holds a MBA of Business and Management from Webster University, St. Louis, MO., and a M.A. in National Security and Strategic Studies from Naval War College, Newport, R.I. She completed Joint Professional Military Education (JPME) I with distinction through the Marine Corps Command and Staff College, 2008, and JPME-II at the Naval War College, 2011.   Captain Carel completed her first assignment as a Selectively Retained Graduate (SERGRAD) Instructor Pilot with Training Squadron (VT) 23. Her next two operational assignments were with Electronic Attack Squadron (VAQ) 34 and Strike Fighter Squadron (VFA) 22, flying the A-7E and F/A-18C, becoming the first female to qualify in combat in the F/A-18C. Operational tours included deployments in USS Abraham Lincoln (CVN 72) and USS Kitty Hawk(CV 63)  for combat Operation Southern Watch.   Captain Carel served two shore tours as a flight instructor. She transitioned to Selected Reserves in 2001, serving tours in Mine Counter Measures Squadrons (MCMRON) One and Two and as Officer in Charge (OIC) of Naval Information Bureau Detachment 310. She returned to active duty for Commander, Navy Region South (CNRS) as OIC and Battle Watch Captain in support of JTF KATRINA and HURRICANE RITA (2005), subsequently serving as Commanding Officer (CO) of CNRSE ROC (West), 2006. She reported to NR COMSEVENTHFLT (C7F) where she served as OIC of Manpower and Readiness; OIC, Intelligence and Information Operations, and directly supported C7F as Maritime Operations Center (MOC) Chief in USS Blueridge (LCC-19) 2007-2010. Captain Carel completed her in-residence Master’s degree at the U.S. Naval War College, Newport, R.I. Captain Carel then served as Chief Staff Officer of Naval Reserve Naval Mine and Anti-submarine Warfare Command 0194 in San Diego, CA. 2011-2014. In her final assignment, she served as MOC Chief for COMPACFLT, Pearl Harbor, HI. Captain Carel retired 1 January, 2017.   Captain Carel accumulated over 3400 flight hours and 352 carrier landings in Navy aircraft. Her awards include the Meritorious Service Medal (3), Combat Strike Air Medal (2) and Navy Commendation Medal (2).

Leeham Co LLC was formed by Scott Hamilton in 1999 after the sale of the company he co-founded, Linkraven Ltd. Linkraven was formed in 1989 and published Commercial Aviation Report and Commercial Aviation Value Report and produced global conferences under the name Commercial Aviation Events. Commercial Aviation Report quickly became a leading source of news in airline and aircraft finance while Value Report brought to the forefront the world of aircraft appraisals. Events produced 60 conferences in 10 years, including the first aviation finance conference in Eastern Europe following the fall of the Iron Curtain; the first in Moscow; and the first in Beijing. Leeham is a globally recognized expert in aerospace issues, focused on the Big Four airframe Original Equipment Manufacturers (Airbus, Boeing, Bombardier and Embraer) and the engine OEMs. Leeham provides aviation consulting focusing on business strategy, competitive intelligence. Clients seek industry trends and forecast for their strategic planning. The Washington State Dept. of Commerce retained Leeham in 2009 to create an aerospace policy. Leeham Co. services only the aerospace industry. Hamilton was on the Board of Directors for the Pacific Northwest Aerospace Alliance, Seattle, from 2010-2013. PNAA is a supplier trade group servicing Washington, Oregon, Idaho, Montana, British Columbia and Alberta. Hamilton created PNAA's first Business Plan that enabled the group to increase its revenues and cash position by 1,000 percent in three years and position the association to employ its first executive director. The annual conference attendance increased by 300%. Leeham Co. (www.leeham.net) also publishes Leeham News and Comment (www.leehamnews.com).  

When Jessica was born, both of her parents were shocked to find out that their baby did not have arms. They had no idea that she would be born differently because the pregnancy tests all showed average results. With the shock and unexpected news, Jessica’s mother Inez had a tough time accepting the truth and became quietly anxious about Jessica’s future. Jessica’s parents decided to integrate her into a regular environment as much as possible. She was enrolled in a public school, not a private or special needs school. Never thinking she was different, she did whatever the other children would do. But on the playground during recess, Jessica felt limited as people around her were overprotective and prevented her from climbing up the slide. In anger and frustration, Jessica sat on the swings dreaming of flying. Jessica graduated from the University of Arizona with a degree in Psychology and Communication. From the challenges she has overcome, she became an inspiration to many. Jessica realized her words and experience are a natural source of encouragement and optimism for many, which gave rise to her motivational speaking business. Around the same time, she decided to pursue flight lessons to overcome her greatest fear: flying. After an arduous three years, Jessica became a certified pilot, earning the title of the first woman to fly an airplane with her feet. For almost 20 years, Jessica has initiated many inspirational connections with people with disabilities, especially children, through one-on-one mentoring and more recently through her YouTube show Toe Talks. To date, Jessica has personally mentored over 100 children with disabilities and touched more than half a million people with Toe Talks. In January 2017, the US government legally recognized her efforts with the approval of Rightfooted Foundation International (RFI) as a 501(c)(3) nonprofit headquartered in Tucson, Arizona.

The aviation environment is now flying in uncharted territory. Many airlines are flying empty airplanes and losing millions of dollars every day. Some will go out of business, and at others may enter bankruptcy. The airline landscape will surely look different this time next year.   During the past year, airline hiring was going gangbusters. Many of these same new-hires will find themselves receiving furlough notices. At the same time, pilots are retiring at record numbers. this will result in numerous upgrades at the airlines that survive.   General Aviation(GA) flight training has dried up as student pilots are either sheltering at home or social distancing, which precludes sitting shoulder-to-shoulder in a GA airplane. Flight Instructors are finding themselves without students, and without anyone to train they have no income.   These are tough times. And it's going to be stressful for a lot of us in the aviation community.   In 1967, Holmes and Rahe developed a Table of Life Stress Values. The table attempts to assign numerical values to potential life events, with higher numbers representing greater stress. For example "death of a spouse" is 100 points. If you look at the table in our Show Notes you will see numerous potential stressors for people in the Aviation industry.   If you get furloughed, you will get 47 stress points for losing your job (item 8). Additionally, you will probably be "changing to a different line of work" (item 18) for 36 points. There's a good chance you will have a "major change in living conditions" (item 28) for 25 points and "major changes in working hours or conditions (item 31) for 20 points. Look through the table and you may find other stressors.

In 1979, I left the Air Force and was teaching at a major U.S. airline when a student approached me to create a home video ground school. At that time, traditional ground schools cost an arm and a leg and took a month of your time. The release of 727 Systems Review spawned the beginning of the Aviation Video Industry. This current pandemic has forced us to re-evaluate the Aviation industry business model. There will be layoffs. There will be cutbacks. Robust skillsets become valuable commodities for businesses that are forced to take on fewer employees. I have decided to release the entire archive of Nolly Productions training videos at no cost during this crisis. These videos were created between 1979 and 1991. Video technology has changed a lot in the last 40 years, but the fundamentals of Aviation are still the same. I will be releasing three series of courses in the coming weeks at Ready For Takeoff Podcast. Today, I will be releasing our Career Path videos (originally $49.95 each), which will cover how to enter the Airline Industry and take your first career steps. Next week, I will be releasing the FAA Collection (originally $39.95 each), which will cover General Aviation knowledge from how weather affects flying conditions, to how altitude affects response time. And finally, starting in May, you can access our highly-acclaimed Systems Review Videos (originally $74.95 each), which offer much more comprehensive training for jumping into new equipment or preparing for your Proficiency Check. These videos will be available to stream at your own pace for the duration of this crisis. In times like these, staying safe and investing in your education is the best way to prepare for the future.

Colonel Scott C. Campbell is the Assistant, Manpower and Operations, Headquarters, United States Air Force Academy where he assists in the oversight of aviation and summer programs, cadet assignments and course of instruction development.   Prior to assuming his current assignment, he served as Commander of the 355th Fighter Wing, Davis-Monthan Air Force Base, Arizona. He was responsible for one of the largest installations and flying operations in the United States Air Force, with more than 7,500 Airmen, 3,000 civilians, and more than 100 aircraft. He was responsible for organizing, training, and equipping a wing comprised of 20 squadrons, two of which were fighter squadrons. The wing provided A-10C aircraft for close air support and forward air control, combat support, and medical forces for combatant commander requirements worldwide. The 355th Fighter Wing was also responsible for training A-10C pilots for the entire Total Force and was the Air Combat Command executive agent for Intermediate Range Nuclear Forces and Strategic Arms Reduction Treaty compliance.    Colonel Campbell earned his commission in 1995 from the U.S. Air Force Academy, Colorado Springs, Colorado.  He has commanded at the group and squadron level, and served as an Aide-de-Camp and weapons school instructor. Colonel Campbell served as the Afghanistan Country Director in the Office of the Undersecretary of Defense for Policy.   Colonel Campbell is a command pilot with more than 3,400 hours in the T-34, T-38, A-10 and MQ-9. He has flown in support of Operations SOUTHERN WATCH, ENDURING FREEDOM and IRAQI FREEDOM.

If you plan on having a career in Aviation, it would be a wise move to have an alternate way of generating income, a Plan B. In this episode, General Borling shares an aviation story of his Plan B during a challenging overwater flight. One possible avenue of additional income is through the SOS America program of County Chairmen. General Borling explains how the program works and describes the potential for an additional source of income.

Linda Maloney is an award winning author, business owner, leadership development professional, speaker and former military aviator and officer. She spent 20 years in the Navy, first as an enlisted air traffic controller and then as a Naval Flight Officer, flying both the A-6 “Intruder” and EA-6B “Prowler.” She was one of the first women in U.S. history to join a combat military flying squadron and received numerous military awards, including the distinguished air medal for combat, awarded for flights flown over Southern Iraq in support of the no-fly zone during her deployment to the Arabian Gulf. She also was the first woman to eject from a Martin Baker ejection seat from her A-6 aircraft in 1991 over the Atlantic Ocean. Linda speaks throughout the country on topics such as Passing Down a Legacy, Leadership & Women, Women & Non-traditional Careers, Margin & Life Balance, Transitioning from Military Leadership to Business Leadership, and Aviation for K-12 Groups. Linda established Women Veteran Speakers in December 2015, inviting exclusively women military veterans – speakers, coaches, trainers, and facilitators—from emerging up-and-comers to polished experts, covering a wide array of business, corporate, military and defense expertise. Linda’s award winning book—Military Fly Moms ~ Sharing Memories, Building Legacies, Inspiring Hope [Tannenbaum Publishing], was published in 2012, and is a biographical collection of the inspiring true stories and photographs of seventy women who shared the same two dreams—becoming aviators in the military, and being moms.

SOS America (Service over Self) is a patriotic, membership organization that supports a military service program for our young adults. It will require broad public support (polling is very encouraging). Congressional legislation (previous draft legislation died in committee) and Executive Branch support are required. The plans for 2019 address all these matters. Increasingly, the high costs of the All Volunteer Force (AVF) raise legitimate questions as to shortages in many career fields and the need to have such highly qualified people in the many support roles. SOS America contends that a specialized one-year enlistment program can be of great benefit to our young adults and the nation. Designed to augment the AVF, it would have these characteristics: Its name is: The United States Military Service Corps (USMSC) It will take advantage of small unit identity and loyalty.  Volunteer recruits will enlist, train and serve together in small units. The Units (roughly 100 recruits) will be led by 6 active duty personnel–2 officers and 4 experienced sergeants. Open to recruits ages 18-25–the units will mix geography, ages, economic and educational backgrounds. Physical and Mental requirements are based on the ability to ‘take care of (look after) oneself’ vs current AVF requirements that eliminate an estimated 85% of our young adults. Yearly recruit numbers will be based “on demand.” The Services, Guard and Reserve plus Federal and State Agencies will forecast their needs to allow for planning and accession. Proposed legislation will identify the Department of Defense as the executive/responsible agency. The selective service system will be used, in part, to help administer the program The program is highly encouraged but voluntary for young men and women (18-25). The costs of the program, part of the Defense budget, will return 3 to 4 times program cost investment in a given year. Recruits will be subject to the Uniformed Code of Military Justice. Recruit remuneration will be at a basic enlistment rate. An educational (mustering out) stipend will be awarded upon honorable completion of the year of service. The honorable year of service should also secure citizenship (if needed), expunge police records, ensure English language and GED or better achievement and like benefits. These program characteristics are essential elements of the proposed program and legislation.

Neil Hansen began his aviation career as a pilot for Teamster boss Jimmy Hoffa. He spent more than a decade in Southeast Asia during the Vietnam War era as a captain for Air America, the CIA's airline that operated there during the Vietnam era and the 'Secret War' in Laos. Neil reveled in the risky flying that fed his adrenaline addiction.  Upon returning to the States, ultimately unable to find work and unable to let go of the Air America exhilaration rush, he saw the profession he loved come to an end when his trajectory veered off course.   Neil Hansen's engrossing memoir FLIGHT avoids the standard pilot cliches -- there is nothing stereotypical about the exciting "war stories" deftly recounted in this book.  Hansen's riveting prose describes his adventures as an Air America civilian pilot for the CIA's clandestine Southeast Asia airline during the 1950--76 "secret air war" in Laos and Cambodia -- officially neutral countries, but the scene of countless U.S. covert operations. There is "an allure so mystical it borders on madness for those who play the game of war with abandon," he writes.  "Machismo propelled those whose existence was spurred by the bursts of excitement that pushed life to its apex." Hansen flew for Air America from 1964 to 1975, logging 29,000 hours (9,000 of those dodging anti-aircraft fire in the secret combat zone).  He was nicknamed "Weird" by fellow pilots for his bizarre behavior (although in the cockpit Hansen was "all business, all the time"), and his irreverent memoir certainly validates that sobriquet. Co-authored by veteran aviation writer Luann Grosscup, FLIGHT offers readers Weird's detailed page turning account of flying undercover "spook" missions with "a motley crew of aviators in Southeast Asia. "FLIGHT also recounts Hansen's "descent" as he struggled to return to "normalcy" in the States.  He couldn't cope with the sudden lack of his daily adrenaline fix.  "I didn't learn about the idea of adrenaline addiction until much later, when the damage had already been done." FLIGHT is a wonderful slice-of-life book, filled with dark humor that allows us to psychologically endure bad things that happen, mundane and boring bits we put up with, and the moments of stark terror that confront us.  Some 240 Air America pilots and crews died in the secret war in Indochina.  Hansen's memoir is a tribute to all those civilians who fought on the war's "spook side" in now-forgotten places our government prefers to ignore.

Major General John L. Borling is the chief of staff, Headquarters Allied Forces North Europe, Stavanger, Norway. As the principal architect for this new tri-service and integrated North Atlantic Treaty Organization (NATO) and Norwegian National Command, he is responsible for assets in excess of $500 million and 600 people. He also serves as the senior United States military officer in Scandinavia and NATO's Northwest Region. Born in Chicago, General Borling studied at the University of Illinois and Augustana College prior to graduating from the U.S. Air Force Academy in 1963. He received his pilot wings in August 1964, then completed F-4 fighter training. In 1966, after 97 combat missions in Southeast Asia, he was shot down by ground fire northeast of Hanoi, North Vietnam. Seriously injured, he was captured and spent 6 1/2 years as a prisoner of war. He returned to the United States and resumed his military career to include command of fighter, bomber, tanker, missile and support units at squadron, group and division level. He is a command pilot and has flown many different aircraft. High level staff experience includes the White House, the Pentagon, Strategic Air Command as director of operations for the conflicts in Panama and Iraq, and Supreme Headquarters Allied Powers Europe (SHAPE).

John Borling was a fighter pilot during the Vietnam War, where he was shot down by ground fire. Seriously injured in his crash, Captain Borling still attempted to commandeer a Vietnamese supply truck for his escape. He was able to gain control of a supply truck, but the truck was carrying Vietnamese regulars.[3] Borling was soon overpowered by the soldiers and would spend the next 6½ years as a prisoner of war in Hanoi.[2] John Borling was released on February 12, 1973. Subsequent to his return, Borling was an F-15 Eagle fighter pilot and commander of the "Hat in the Ring" squadron. He was an Air Division commander at Minot AFB, and Head of Operations for Strategic Air Command (SAC) in Omaha. In that position, he directed SAC's support of hostilities in the first Gulf War and Panama and was charged with execution responsibilities for the nation's nuclear war plan. At the Pentagon, he led CHECKMATE, a highly classified war fighting think tank and was Director of Air Force Operational Requirements helping initiate a new family of guided weapons. In Germany, he commanded the largest fighter and support base outside the United States and later served at NATO's Supreme Headquarters in Belgium working directly for the Supreme Commander and Chief of Staff. He was central to the creation of HQ North in Norway and served as Chief of Staff of that integrated NATO/National command.

Major General John Borling shares his thoughts about resilience and dealing with adversity, based on his experiences as a Prisoner of War (POW) in North Vietnam. His views help put our current situation in perspective. As a POW, he composed (and memorized) poems, which have now been published in his book, Taps on the Walls.

Major Lee has 9 years of experience flying both the F-16 and F-35. In 2016, he was selected as the 'Top Instructor Pilot of the Year' for the Air Force's largest F-16 Combat Wing. In 2017, he returned from Afghanistan where his squadron dropped the most ordnance since the opening days of the war. He's flown 82 combat missions and has 4 Air Medals. ​ He also hosts a '2019 Top Podcast' called "The Professionals Playbook" where he interviews world-class experts on their keys to success. Major Lee also speaks on human-performance, decision-making, mental-toughness, and how to debrief.

Major General John Borling has flown the f-4, F-16, SR-71, U-2, B-52 and B-2. In this episode, General Borling shares another hangar flying story you're going to love!

Interview expert Kirsty Ferguson is a dynamic business writer and inspiring interview coach. She was awarded the 2005 Telstra Micro Business Award for her work in Recruitment. In 2000 Kirsty created Pinstripe Solutions solely to support job seekers. She brings a diverse business background in advertising, publishing, recruitment and in a much earlier life as a government employee. Her first client was a 23-year old pilot with zero interview experience who struggled to string a sentence together. His interview was with elite airline, Cathay Pacific. Yes, with her help he got in!  From there she became a specialist in aviation, but quickly expanded the business to support Professionals from diverse industries; Finance, School Leavers, Emergency Services, Government, ADF and Pharmacy candidates, to name a few. Her ability to build confidence, finesse communication skills, develop unforgettable CV’s and propel candidates into the employers spotlight has to be experienced to be believed.

Major General John Borling has flown the f-4, F-16, SR-71, U-2, B-52 and B-2. In this episode, General Borling shares a hangar flying story you're going to love!

Tom Carlin started his aviation career as an Air Force navigator, flying KC-135 airborne refueling tanker aircraft. On his own, he obtained a Private Pilot certificate and bought an airplane.   Often, his commander needed tom’s assistance with air transportation issues that oould not be accommodated with Air Force aircraft, and he quickly became the “hero” of the unit. this visibility was instrumental in his getting an assignment to Undergraduate Pilot Training (UPT).   Following UPT, he remained as an Instructor Pilot, then became an Aircraft Commander in the C-141. He had numerous missions that involved air refueling and extended crew duty times, sometimes exceeding 24 hours.   Later, he flew the RC-135, again on extended missions.   After Air Force retirement, he started his airline career with a major airline, and purchased another airplane, this time a retired Air Force T-41 Mescalero trainer. It turns out this is the EXACT airplane your humble podcast host flew as a student pilot in Air Force UPT at Laughlin Air Force Base in 1967!

World Health Organization designates COVID-19 a pandemic.   Stock market tanks, enters bear market territory.   Tom Hanks and wife Rita Wilson test positive for COVID-19.   A passenger on a JetBlue flight tested positive for COVID-19, and fellow travelers were not quarantined!   NBA suspends season after one player tests positive.   Schools closing.   Colleges transitioning to online only.   All travel from Europe suspended for 30 days.   Some airlines canceling new-hire classes until Summer.   Unrelated: oil prices tank.

Juan Browne started his flying career as a teenager. He bought his first airplane when he was 15 years old, and has bought and sold dozens of airplanes since.   He earned his A&P license right after graduating high school, then attended college on a ROTC scholarship. After graduation, he was commissioned in the Air Force and attended Undergraduate Pilot Training (UPT) at Williams Air Force Base.   After UPT, Juan became a T-37 Instructor Pilot at Mather Air Force Base. His next assignment was flying the C-141, and he quickly rose to Aircraft Commander, flying all over the world, nonstop using air refueling.   He next flew C-130 aircraft with the Reno Air National Guard, and finally secured a job as an airline pilot.   Juan hosts the Blancolirio YouTube channel, with over 1000 videos uploaded.

The B737 has an interesting stabilizer trim system, which operates at four different speeds.   Main Electric Trim    Flaps Up: .2 units per second    Flaps Down: .4 units per second    Autopilot Trim    Flaps Up: .09 units per second    Flaps Down: .27 units per second   On the -300 and later models, there is a system called Speed Trim, which provides trim inputs during low speed operations with low gross weight, and aft center of gravity. It is most frequently observed during takeoffs and go-arounds. Conditions for the system to operate are:     Airspeed 100-300 KIAS   10 seconds after liftoff     5 seconds following release of trim switches     N1 above 60%     Autopilot not on     Sensing of trim requirement

Christina “Thumper” Hopper grew up in an Air Force family where both of her parents enlisted and served.  Her parents’ interracial marriage encountered harsh discrimination and Thumper experienced the demoralizing effects of racism on her first day of kindergarten. The shame and rejection she felt from this left a mark on her life that forever changed her.  She could have become bitter, depressed, and victimized, but instead through the wisdom, support and love of her parents, she developed a deep faith in God and the power of love, joy and purpose to overcome great obstacles.   When the opportunity to fly combat fighter aircraft opened for women, Thumper was in college.  She had never considered an aviation career and didn’t think it was an option for her, but her ROTC Commander encouraged her to apply for a pilot slot.  After having a vivid dream about flying, Thumper took a step of faith and applied to pilot training where she earned an assignment to the F-16 Fighting Falcon and blazed a historic trail for women in aviation. She was among the first generation of women in fighters, one of only two black female fighter pilots in the Air Force, the first black female fighter pilot in a major war and the first black female fighter instructor pilot.  She served in combat during Operation Iraqi Freedom and earned 4 Air Medals. Her story appeared in multiple media venues including the Harry Connick Jr. Show, 700 Club, and Good Housekeeping, Glamour, and Ebony magazines. She was also featured in Family Circle magazine as one of the Top 20 Most Influential Moms of 2018.   Sport also played a huge role in shaping Thumper’s life.  At a young age, she took up competitive swimming and developed a strong sense of self worth, drive and discipline through competition.  Her success in swimming enabled her to compete at the collegiate level and set the stage for her ongoing competitive endeavors. After having three children, Thumper took up long distance running and triathlon at age 34.  She completed the Boston marathon twice, conquered IRONMAN Kona and the half-IRONMAN World Championships, and she currently competes as part of the Air Force triathlon team.  Through sport, Thumper learned to do hard things, overcome adversity, and make “impossible” things possible.  Today, Thumper continues to inspire the next generation of fighter pilots as a Reserve T-38 Instructor Pilot.  She also flies for a major airline and raises three beautiful children with her husband Aaron, a retired Air Force F-16 pilot and airline pilot.  Doing hard things pervades every aspect of the Hoppers lives including their efforts to balance work, life, sport and giving back to the community.   She also volunteers for Sisters of the Skies.

From CNN Travel:   A woman who's become an icon in the debate over whether it's OK to recline your airplane seat said she was "scared to death" by how a flight attendant handled her painful ordeal.Wendi Williams, who said she's a teacher in Virginia Beach, tweeted footage of a man repeatedly hitting the back of her reclined seat with his fist during an American Airlines flight in January.But what viewers saw in the video wasn't even the worst of it, Williams told CNN's "New Day.” A passenger filmed a man repeatedly pushing her reclined seat with his fist. Who's wrong here? Before she started shooting, the man behind her "started punching me in the back, hard," Williams said Tuesday."I tried to get the flight attendants' attention. They were not paying attention, so I started videoing him. That was the only thing that I could think of to get him to stop."Earlier in the flight from New Orleans to Charlotte, Williams said the man behind her asked "with an attitude" to return her seat to the upright position so he could eat from the tray table, she said.She obliged and moved her seat back up. But when the man was done eating, Williams said she reclined her seat once again.That's when he started "hammering away," she said. "He was angry that I reclined my seat and punched it about 9 times - HARD," Williams tweeted.   She also tweeted that she was injured, and that the incident caused pain."I have 1 cervical disk left that isn't fused," she wrote."I've lost time at work, had to visit a doctor, got X-rays, and have has [sic] horrible headaches for a week."After she started filming the man, "he did stop punching as hard," she told CNN. "So it did work to a certain degree."But Williams said she was stunned by what happened when she tried to get a flight attendant to help.She said she tried to alert a flight attendant as soon as the punching started. But the employee "rolled her eyes" at Williams and offered the man she accused of hitting her seat some complimentary rum, Williams tweeted.The great reclining debate: Is it OK to push your seat back?After that, the flight attendant handed her a stern form letter, titled "Passenger Disturbance Notice.""Notice: YOUR BEHAVIOR MAY BE IN VIOLATION OF FEDERAL LAW," the letter reads."You should immediately cease if you wish to avoid prosecution and your removal from this aircraft at the next point of arrival.""It was shocking," Williams told CNN."I think the more calm I remained, (the flight attendant) got angrier and more aggravated. So she said, 'I'm not talking to you anymore. I'm done with you,' or 'I'm done with this,' something to that effect, and then handed me this passenger disturbance notice."After that, the flight attendant told her, "'I will have you escorted off the plane if you say anything else. Delete the video,'" Williams said. "And I was scared to death."She said she's looking into possible legal action.In a statement to CNN, American Airlines said it was aware of the January 31 "customer dispute" aboard American Eagle flight 4392, operated by Republic Airways. "The safety and comfort of our customers and team members is our top priority, and our team is looking into the issue," American said. Airline passengers are entitled to "fly rights," outlined by the US Department of Transportation, when they buy a plane ticket. Those ensure airlines will do things like provide passengers with water when delayed on the tarmac or, if overbooked, ask passengers for volunteers before others are bumped off involuntarily.But comfort and personal space are not among those rights.Air travel dos and don'ts are wildly divisive and regularly broken. Everything from who has ownership over the armrest (etiquette experts told CNN in 2014 the passenger in the middle seat gets both) to which animals qualify as "emotional support" creatures (a new federal proposal would ban ESAs like peacocks, potbelly pigs and iguanas from flights) have ignited fierce debate.Still, there's an expectation that when you fly, you'll respect other passengers and make the best of your cramped surroundings.Punching the back of a passenger's seat is impolite, according to many of the people who responded on Williams' Twitter feed. But was Williams in the wrong, too, for encroaching on the man's already limited personal space?Lilit Marcus, CNN Travel's Hong Kong-based editor, wrote in November that reclining should be reserved for "special occasions.""Reclining is a way of asserting that your travel needs, and only yours, matter," she wrote. "People are fine with doing it, but no one likes it when it happens to them.”   Delta CEO gives advice on seat reclining. Several of them told CNN in December that reclining is rude, particularly for passengers seated in economy class who already have restricted leg room. One reader said that because of her body type, if the passenger in front of her reclines their seat, she loses the ability to use the tray table to work while flying. Even Delta Air Lines' CEO has weighed in. In April 2019, Delta retrofitted many of its jets to reduce how far the coach and first-class seats could recline. A spokeswoman told CNN it was part of the airline's "continued efforts to make the in-flight experience more enjoyable." "It's all about protecting customers' personal space and minimizing disruptions to multitasking in-flight," the spokesperson said at the time. In an appearance on CNBC, company CEO Ed Bastian said while he doesn't recline his seat in the sky, people should have the right to -- as long as they ask permission."If you're going to recline into somebody, you ask if it's OK first," Bastian said. "I never recline, because I don't think it's something as CEO I should be doing, and I never say anything if someone reclines into me."

From Pasadena Now:   United States Air Force Lt. Col. Nicola “Rogue” Polidor makes history in Pasadena on New Year’s Day as the first female pilot ever to fly the B2 Stealth bomber over the opening of the Rose Parade. The 8:03 a.m. B-2 flyover kicks off the Parade and Pasadena’s first day of a new decade.       Polidor told Pasadena Now she and her crew “are honored to conduct these flyovers and we will remember it for the rest of our lives.” Her career achievements embody the theme of the 2020 Rose Parade, “Power of Hope.” The B-2 flyover has become a 15-year annual highlight as the Rose Parade steps off. This year’s 8 a.m. “Opening Spectacular” performance featuring Latin Grammy winner Ally Brooke of Fifth Harmony, and Puerto Rican singer-songwriter Farruko, along with 19-time Grammy winner Emilio Estefan and the Chino Hills High School drumline, will be followed by the flyover. The 509th Bomb Wing, based at Whiteman Air Force Base in Missouri, announced Polidor will be piloting the B-2 with Maj. Justin “Rocky” Spencer.     Chelsea Ecklebe, Chief of Command Information said, the B-2 takes off from Whiteman and flies over Pasadena twice today, once for the parade at 8:03 a.m. and then at 2:04 p.m. for the game. “We will fly the B-2 for a 13-hour mission in order to conduct the two flyovers,” Ecklebe confirmed. A California native, Polidor, who goes by the call sign “Rogue,” became an aviator in 2004 a few months after graduating from the U.S. Air Force Academy. In 2011, she became the sixth woman to pilot the B-2 bomber, the world’s most advanced aircraft. Polidor recalled that she wanted to fly since she was a little girl. When she was 12 years old, her and her mother toured Edwards Air Force Base. “I was captivated when I saw the SR-71. It was such a unique airplane that represented technology and speed. When the B-2 was designed it was on the cutting edge of technology. It is very exciting to be part of a team that combines that with combat capabilities at the tip of the spear.” Polidor started taking a serious interest in flying as a teenager, and had hundreds of magazine cutouts taped all over her bedroom walls – not of boy bands or heartthrobs from popular TV shows, but of airplanes! She had pictures of small, big, commercial, military, all types of aircraft, she recalls. “The fast, elusive military jets really captivated me,” she said in a profile statement released by her unit. She actually started flying lessons at 14, and was soon flying a Cessna, taking instructions from a Finnish woman who was an Alaskan bush pilot by trade. “She had a profound influence on me,” Polidor says. “I’ll never forget being able to solo a Cessna because of her guidance. The fact that she was a female, professional pilot, especially given her generation, was an unspoken, subtle inspiration that I could do anything I wanted.” Throughout the B-2 bomber’s 30-year history, only 498 pilots have qualified to fly the long-range stealth aircraft. Only 10 of those pilots have been female, from the first, retired Lt. Col. Jennifer “Wonder” Avery, who was the 278th pilot to qualify and the only female to have flown the stealth bomber in combat, to Capt. Lauren Kram, who graduated from Initial Qualification Training in October. Lt. Col. Polidor is currently Commander of Detachment 5, 29th Training Systems Squadron at Whiteman AFB. Three other women who are B-2 pilots are assigned to the 393rd Bomb Squadron at Whiteman, making this the highest number of female B-2 pilots that have been assigned to Whiteman AFB at one time. There are several ways to become a B-2 pilot, Polidor pointed out, but generally speaking, it takes about 2 years to qualify in the B-2, including Air Force pilot training, Whiteman T-38 training, and B-2 initial qualification training. Every B-2 pilot is a graduate of a rigorous six-month training program. The Initial Qualification Training program includes 266 hours of academics, 30 exams, 46 simulator missions and 10 flights in the B-2 Spirit. After graduation, the newly minted stealth pilots continue with Mission Qualification Training, a program designed to train aviators in tactically employing the aircraft. When she first began flying, Nicky Polidor said she just tried to fit in. Today, she is treated like any other pilot, but she is more aware of workforce dynamics and the role gender plays when it comes to policies, pay and retention. “I am encouraged to think that society is evolving, and one day soon the reaction to me saying, ‘I fly the B2’ isn’t ‘They let women do that?!’ anymore,” Polidor said. Aside from the B-2 bomber, Polidor has also flown the DA-20 light aircraft while training at the Air Force Academy, and later the T-37 and T-38 jets. She has also flown the B-52 Stratofortress at the time she was assigned to the 96th Bomb Squadron at Barksdale Air Force Base in Louisiana. Not including her cadet training time, Polidor has accumulated over 1,500 flying hours among these different aircraft types. Looking towards the future, Polidor said, “I am personally very interested in space flight and working at JPL would be wonderful!” In 2015, Lt. Col. Polidor was selected as an Olmsted Scholar where she earned a Master of Social Sciences in China and Asia Pacific Studies in Kaohsiung, Taiwan. In her last assignment, she served as Chief of Safety for the 509th Bomb Wing at Whiteman AFB. When Polidor’s B-2 flies over the Rose Parade and the Rose Bowl Game, a team of officers from the Pasadena Police Department’s Air Operations Unit coordinate with the pilots and the U.S. Air Force ground crew to make sure communications are working and the airspace above the parade and the game is “de-conflicted,” meaning the space is clear from all other aircraft. “This has been the procedure for several years,” Pasadena Police Lt. Bill Grisafe said. “Additionally, a Temporary Flight Restriction (TFR) has been put into place above both events so as to assist in securing the airspace.” Speaking during the International Women’s Day celebration on March 8, Nicky Polidor said: “What I would like to pass on to my daughter is that she can accomplish anything she sets her mind to, much like my mother taught me. My children see both of their parents put on flight suits every day and go to work. I want them to grow up in a world where that is normal and that they can accomplish whatever they strive for.”

The CI is the ratio of the time-related cost of an airplane operation and the cost of fuel. The value of the CI reflects the relative effects of fuel cost on overall trip cost as compared to time-related direct operating costs. In equation form: CI = Time cost ~ $/hr Fuel cost ~ cents/lb.. The flight crew enters the company calculated CI into the control display unit (CDU) of the FMC. The FMC then uses this number and other performance parameters to calculate economy (ECON) climb, cruise, and descent speeds. For all models, entering zero for the CI results in maximum range airspeed and minimum trip fuel. This speed schedule ignores the cost of time. Conversely, if the maximum value for CI is entered, the FMC uses a minimum time speed schedule. This speed schedule calls for maximum flight envelope speeds, and ignores the cost of fuel.   In practice, neither of the extreme CI values is used; instead, many operators use values based on their specific cost structure, modified if necessary for individual route requirements. As a result, CI will typically vary among models, and may also vary for individual routes. Clearly, a low CI should be used when fuel costs are high compared to other operating costs. The FMC calculates coordinated ECON climb, cruise, and descent speeds from the entered CI. To comply with Air Traffic Control require­ments, the airspeed used during descent tends to be the most restricted of the three flight phases. The descent may be planned at ECON Mach/Calibrated Air Speed (CAS) (based on the CI) or a manually entered Mach/CAS. Vertical Navigation (VNAV) limits the maximum target speed as follows: n 737-300/-400/-500/-600/-700/-800/-900: The maximum airspeed is velocity maximum operating/Mach maximum operating (VMO/MMO) (340 CAS/.82 Mach). The FMC-generated speed targets are limited to 330 CAS in descent to provide margins to VMO. The VMO value of 340 CAS may be entered by the pilot to eliminate this margin. n 747-400: 349 knots (VMO/MMO minus 16 knots) or a pilot-entered speed greater than 354 knots (VMO/MMO minus 11 knots). n 757: 334 knots (VMO/MMO minus 16 knots) or a pilot-entered speed greater than 339 knots (VMO/MMO minus 11 knots). n 767: 344 knots (VMO/MMO minus 16 knots) or a pilot-entered speed greater than 349 knots (VMO/MMO minus 11 knots). n 777: 314 knots (VMO/MMO minus 16 knots) or a pilot-entered speed greater than 319 knots (VMO/MMO minus 11 knots). FMCs also limit target speeds appropriately for initial buffet and limit thrust. Figure 3 illustrates the values for a typical 757 flight. Factors Affecting Cost index As stated earlier, entering a CI of zero in the FMC and flying that profile would result in a minimum fuel flight and entering a maximum CI in the FMC and flying that profile would result in a minimum time flight. However, in practice, the CI used by an operator for a particular flight falls within these two extremes. Factors affecting the CI include timerelated direct operating costs and fuel costs.   The numerator of the CI is often called time-related direct operating cost (minus the cost of fuel). Items such as flight crew wages can have an hourly cost associated with them, or they may be a fixed cost and have no variation with flying time. Engines, auxiliary power units, and airplanes can be leased by the hour or owned, and maintenance costs can be accounted for on airplanes by the hour, by the calendar, or by cycles. As a result, each of these items may have a direct hourly cost or a fixed cost over a calendar period with limited or no correlation to flying time. In the case of high direct time costs, the airline may choose to use a larger CI to minimize time and thus cost. In the case where most costs are fixed, the CI is potentially very low because the airline is primarily trying to minimize fuel cost. Pilots can easily understand minimizing fuel consumption, but it is more difficult to understand minimizing cost when something other than fuel dominates.   The cost of fuel is the denominator of the CI ratio. Although this seems straightforward, issues such as highly variable fuel prices among the operating locations, fuel tankering, and fuel hedging can make this calculation complicated. A recent evaluation at an airline yielded some very interesting results. A rigorous study was made of the optimal CI for the 737 and MD-80 fleets for this par­ticular operator. The optimal CI was determined to be 12 for all 737 models, and 22 for the MD-80. The potential annual savings to the airline of changing the CI is between US$4 million and $5 million a year with a negligible effect on schedule.   CI can be an extremely useful way to manage operating costs. Because CI is a function of both fuel and nonfuel costs, it is important to use it appropriately to gain the greatest benefit. Appro­priate use varies with each airline, and perhaps for each flight. Boeing Flight Operations Engineering assists airlines’ flight operations departments in computing an accurate CI that will enable them to minimize costs on their routes. 

Captain Charlie Plumb has lived what he believes to be the American Dream. As a farm kid from Kansas, he fantasized about airplanes, although he felt certain he would never have the opportunity to pilot one. It would be the United States Navy who afforded Plumb the opportunity to live out that dream. After graduating from the Naval Academy, Plumb completed Navy Flight Training and reported to Miramar Naval Air Station in San Diego where he flew the first adversarial flights in the development of what would be called The Navy Fighter Weapons School, currently known as “TOP GUN.” The next year, Plumb’s squadron the Aardvarks launched on the Aircraft Carrier USS Kitty Hawk with Fighter Squadron 114 to fly the Navy’s hottest airplane, the F-4 Phantom Jet. Code named “Plumber,” Charlie Plumb flew 74 successful combat missions over North Vietnam and made over 100 carrier landings. On his 75th mission, just five days before the end of his tour, Plumb was shot down over Hanoi, taken prisoner, tortured, and spent the next 2,103 days in an 8-by-8 foot cell as a Prisoner Of War. During his nearly six years of captivity, Plumb distinguished himself as a pro in underground communications. He was a great inspiration to all the other POWs and served as chaplain for two years. Following his repatriation, Plumb continued his Navy flying career in Reserve Squadrons where he flew A-4 Sky Hawks, A-7 Corsairs and FA-18 Hornets. His last two commands as a Naval Reservist were on the Aircraft Carrier Corral Sea and at a Fighter Air Wing in California. He retired from the United States Navy after 28 years of service. Since his return home, Plumb has captivated more than 5,000 audiences in almost every industry around the world with stories that parallel his POW experience with the challenges of everyday life. To this day, Captain Plumb continues to fly left seat at every opportunity. The most treasured plane he owns and flies is a WWII PT-19 Open-Cockpit antique which is currently on loan to the Commemorative Airforce Museum in Camarillo, CA. He also owns a Rutan-designed experimental single-engine Long-Eze.

Be sure to listen in on my interview on the 21Five Podcast! On two separate recent occasions, A-350 aircraft have experienced engine failures following liquid spills on the cockpit pedestal. In another case, an aircraft had to divert from an oceanic flight due to a liquid spill. This is not a new problem. It was described in Ernest K. Gann's novel Fate Is The Hunter, and dramatized in the 1964 movie of the same name (below). https://youtu.be/srgOhqzOssQ I experienced a similar situation when I was a B737-200 First Officer. The flight attendant brought up two cups of coffee on a night flight to New Orleans, and handed them to us over the pedestal. I carefully carried my cup to the cup-holder next to the sliding window. The Captain was not so lucky. As he turned to thank the flight attendant, he spilled the entire cup of coffee onto the pedestal. The flight attendant brought up some napkins, and we dried up the mess. A few minutes later, the number one VHF navigation receiver failed. We were in instrument conditions, and fortunately the other navigation receiver continued to operate. Back then, cockpit cups were not provided with lids. Today they are. To avoid cockpit spills, adhere to some common-sense rules: Instruct flight attendants to always put lids on cups. Instruct flight attendants to never pass liquids over the pedestal or any "glass cockpit" controls. Secure all beverages away from instruments during periods of turbulence.

Sharon “Betty” Preszler was hand-picked as one member of the initial cadre of women fighter pilots in the United Stated Air Force.  She was the first woman to fly the F-16 (a single seat, single engine fighter), the first woman to fly combat missions and instruct in the F-16.  Betty has over 1300 hours in the F-16, including over 50 combat hours in Iraq and one ejection, due to electrical failure. In her 20+ years of service in the US Air Force she was also a navigator, piloted a Lear Jet, and spent time in North American Aerospace Defense Command writing our homeland defense plans after the terrorist attacks on 9/11, plans that are still in use today.   After retiring from the Air Force, Betty went to work for Southwest Airlines, where she has flown over 8,000 hours in a Boeing-737.  When she isn’t flying, Betty is traveling or scuba diving with her husband and son, volunteering at a local animal shelter, or hanging out at home with her two dogs.

Corona Virus is affecting expat employment. Cathay Pacific airlines is asking 27,000 employees to take up to three weeks of unpaid leave. In the mean-time, 10,000 Americans have died from influenza this season. With Corona Virus captivating the news, it's worth taking a look at travel health. Whether you're traveling to Asia (where most cases of Corona Virus currently are reported) or some other part of the world, including domestic, you should take reasonable precautions to safeguard your health while traveling. Buy some alcohol wipes. You can buy a 4-pack of 80-count Lysol wipes for $15. If you want individually-packed wipes, you can buy 16-count alcohol wipe packs for $1 each at DollarTree! When you travel, wipe down everything you touch! On the airplane, that means the seat belt buckle, the arm rests, the tray table, the air vent, the safety information card, the magazines in the seat pocket, everything! Don't shake hands with anyone - use a "knuckle-bump" instead. When you get to your hotel, wipe down everything in your room: the telephone, the remote control, the toilet flush handle, all surfaces, and all items you plan to hold.

Colonel Walter Watson USAF (Retired) was born in Columbia, South Carolina. He is the oldest of four children of the late Walter L. Watson, Sr. and Mildred Platt Watson. He attended public schools in Richland School District One and graduated from C. A. Johnson High School and Howard University in Washington, DC. At Howard, he earned a Mechanical Engineering degree and commission as an Air Force Officer via the ROTC program. Colonel Watson is the Senior Aerospace Science Instructor (SASI) of the C. A. Johnson Preparatory ROTC unit (SC-065). He entered the Air Force as an avionics maintenance officer. However, in 1973, he was selected for aviation training. This began a journey on a very diverse and distinguished flying career in the Air Force. He became a flight instructor, flight examiner, and flight commander in tactical fighter and strategic reconnaissance squadrons that flew F-4C/D/E, F-111D, and SR-71 aircraft. Colonel Watson’s distinctive and unique aviation accomplishment is that he was the first and only African American to qualify as a crew member in the SR-71, a super secret aircraft that set altitude and speed records that still stand today. The SR-71 routinely cruised at altitudes in excess of 80,000 feet at speeds over Mach 3 (2,100 mph). After his flying career, he continued to impact the Air Force in officer production and training. As Commander and Professor of Aerospace Studies at North Carolina A&T State University, his leadership helped his unit to achieve the following production milestones: 1) 20% of all African American Second Lieutenant pilots, 2) 50% of all African American Second Lieutenant navigators, and 3) 25% of African American female commissionees in 1993. These accomplishments led to assignments to a number of leadership positions at HQ Air Force Reserve Officers Training Corps (AFROTC at Maxwell AFB, AL). As the Chief of the AFROTC Scholarship branch, he supervised all scholarships for over 5,000 students across the nation with a budget exceeding $22 million annually. While at Maxwell AFB, Colonel Watson was a key decision-maker for Air Force relations with the Historically Black Colleges and Universities (HBCO). He created scholarships aimed specially for HBCUs Science Instuctor (SASI). In 1999 Colonel Watson developed a student award program for the Tuskegee Airmen Inc. The Tuskegee Airmen Inc award recognizes superior student performance for AFJROTC cadets and impacts 744 AFJROTC unitsand 104,000 students aroung the globe. In 1998 Colonel Watson was selected Teacher of the Year for C. A. Johnson Preparatory Academy. Additionally he was twice designated by Headquarters Air Force JROTC as an Outstanding Instructor (1998-1999 and 2001-2002). The Columbia Housing Authority selected him for the Wall of Fame induction in April of 2003 because of his distinguished military service and sustained contributions to his community. In August 2003, the Tuskegee Airmen, Inc. awarded him their highest award, the Noel F. Parrish Award. This award recognizes outstanding endeavors to enhance access to knowledge, skills, and opportunities. In addition to his Howard University engineering degree, Colonel Watson holds a Masters degree from Chapman College of Orange, CA, in Organizational Behavior and Human Resource Management. He is married to Joice P. Middleton Watson. They have a daughter, Major (Select) Alexandria R. Watson, son, Walter III, and a grandson, Isaiah S. Watson. Colonel Watson has received numerous awards, including the Meritorious Service Medal with two oak leaf clusters, Air Force Commendation Medal, Armed Forces Expeditionary Medal with two oak leaf clusters, Humanitarian Service Medal with one oak leaf cluster, and the Legion of Merit Medal.  

Executive Director David Hale has over 20 years of experience in aviation and aerospace medicine.  He is an exercise physiologist, commercial pilot, licensed skydiver and he has served as a member of several aviation advocacy organizations including: the National Business Aviation Association (NBAA), the Aircraft Owners and Pilots (AOPA) and the Experimental Aircraft Association (EAA). David Hale received his undergraduate degree at the University of Oklahoma and accomplished his internship with Carolina’s Medical Center in Charlotte North Carolina. He completed post-graduate studies and certification with the American College of Sports Medicine. He served as an Exercise Physiologist in the cardiology department at Cedars Sinai Medical Center in Beverly Hills, California, and as a Registered Physical Testing and Evaluation Specialist for the California Department of Justice. He has completed extensive aeromedical training including ongoing training provided by the Aerospace Medical Association, The Civil Aviation Medical Association and the FAA. He has attended several basic and advanced courses such as the HIMS Basic & Advanced training for those who evaluate, supervise or sponsor airmen who are in chemical dependency or on antidepressants. David Hale is a corporate member of the Civil Aviation Medical Association. He is a committee member of the Aerospace Medical Association, served on the advisory board for Spartan School of Aeronautics and he is a contributing author to several publications including: Aviation, Space, and Environmental Medicine, The Federal Air Surgeons Medical Bulletin and Twin and Turbine Magazine.

The FAA sent a letter on December 17 warning charter broker BlackBird Air that pilots using the company’s online platform and app to fly passengers under Part 91 “are holding out and thus are engaged in common carriage.” The agency said it is planning to investigate BlackBird’s activities and possibly also pilots flying for BlackBird. In response, BlackBird has “paused” this feature of its offerings.   San Francisco-based BlackBird Air is primarily a charter broker, but also offers customers the option to hire a commercial pilot and lease an airplane to travel to a destination, all under Part 91. According to Crunchbase, BlackBird has raised $15 million in venture capital funding. BlackBird’s website homepage advertises: “Defy Gravity. Rent a plane and go anywhere. How it works: BlackBird helps you fly over traffic by connecting you with planes and pilots, bringing you true freedom of flight.”   The FAA doesn’t agree with BlackBird that this kind of operation is not a charter, and it said that the company and/or pilots must obtain a Part 119 certificate to transport people or property for hire or compensation.   According to an FAA spokesman, “We haven’t taken actions in relation to BlackBird per se, but we alerted pilots that they could be violating the regulations if they’re not operating under a certificate issued under Part 119.”   In the letter sent to BlackBird attorney Roy Goldberg, the agency’s Office of the Chief Counsel, Enforcement Division made a case that BlackBird’s pilot-hire and airplane-lease operation under Part 91 fits all the criteria that make an operation subject to requiring a Part 119 certificate and operating under Part 135 charter regulations.   For its part, BlackBird had sent a letter on June 10 to the FAA outlining its business plan, explaining that it facilitates its customers with “leasing an aircraft and…separately hiring a commercial pilot to fly the aircraft the user has leased.” Because, BlackBird wrote, it doesn’t “own, manage, or maintain the aircraft and does not employ pilots…” and the customer selects the aircraft and pilot separately, “operational control of the aircraft remains with the user at all times.” In the FAA letter, the agency wrote that “BlackBird represents that it only facilitates the agreements, processes payments, and provides customer support to all three parties (user, i.e., person leasing the aircraft and hiring the pilot; pilot; and aircraft lessee).”   According to the FAA, BlackBird, itself, outlined the agency's criteria for determining whether an operator must hold Part 119 certification. From the December 17 FAA letter: “As BlackBird noted in its [June 10] letter, to determine whether common carriage is present, the FAA assesses whether there is: (1) a holding out of a willingness to (2) transport persons or property (3) from place to place (4) for compensation.”   The FAA explained that BlackBird easily met the last three criteria, but “holding out” was subject to more discussion. The FAA letter went on: “We have little trouble concluding that the pilots listed on BlackBird’s pilot database selected by the user are transporting persons or property, from place to place, for compensation. Despite BlackBird’s assertion that the pilots are not transporting persons or property, it is clear that they are being hired for that very purpose. In addition, as BlackBird concedes, the pilots are being compensated for the flight service (whether the money comes directly from the lessee or through the BlackBird platform). That leaves only the issue of holding out.”   That BlackBird and its pilots are holding out is supported, the FAA claimed, by two legal interpretations involving aviation ride-sharing providers AirPooler and FlyteNow.   Essentially, because BlackBird’s online and app platform is available to anyone and pilots on the platform [from the FAA letter] “are available and willing to transport passengers who solicit pilot services through the platform…A pilot's participation in the BlackBird platform amounts to holding out a willingness to transport persons from place to place for compensation and requires certification under part 119 prior to conducting the operation.”   BlackBird doesn’t agree with the FAA’s interpretation. In its June 10 letter, the company had explained its operation thusly: “[u]nlike air carriers, BlackBird is not building an operation based on crews, aircraft, or routes. BlackBird is building an infrastructure that supports all of general aviation, which includes air carriers and operators." In the December 17 letter, the FAA elaborated, "BlackBird manages two databases: one for aircraft available for lease and a second one for commercial pilots (described as ‘independent person[s] with a specific skill set [pilot]).’ BlackBird uses the databases as part of a marketplace service that serves as an aggregator of information and connects third-party service providers (the pilots) with users seeking to charter an aircraft or purchase a ticket on a direct air carrier. BlackBird asserts, ‘the ultimate business goal is to create an online platform that surfaces the many options available to users; [and] NOT to provide air transportation.’”   Asked about the FAA’s warning in the December 17 letter, BlackBird founder and CEO Rudd Davis told AIN that the company is pausing its Part 91 pilot-hire, airplane-lease operations. Davis sent this statement to  AIN: “We disagree with the FAA’s interpretation and look forward to continued discussions on this topic, given that their guidance isn’t law. BlackBird is the largest digital aviation marketplace in the world and the one place travelers can find and instantly book all private flight options. [Part] 91 operations are the minority of our business and for the moment we will pause that aspect of the marketplace and continue to provide charter flights and individual seats on private [Part 135] aircraft.”   The National Air Transportation Association has focused increasingly on the illegal charter issue, and NATA COO Timothy Obitts sent this statement to AIN: “We thank the Federal Aviation Administration’s Office of General Counsel, Enforcement Division for the well thought out and articulate letter to BlackBird Air regarding non-part 135 operators' use of their platform. This letter is clear guidance from the FAA and confirms NATA’s understanding of the regulations. We hope that pilots pay heed to the FAA’s guidance. NATA, along with its Illegal Charter Task Force, will continue to work with the FAA on this very important safety issue.”   The FAA letter concluded that BlackBird pilots are holding out and “engaged in common carriage. Because these operations are subject to Part 119 certification, a pilot who holds an airline transport pilot or commercial pilot certificate must obtain and hold a certificate issued under part 135 or the pilot must be employed by a company operating the flight that is certificated under part 119. Accordingly, please expect further investigative activity into BlackBird's operations, particularly regarding its pilot database. In addition, we would be interested in learning of any action you intend to take in view of the jeopardy facing pilots who participate in BlackBird’s service.”   The BlackBird website no longer promotes the original pilot-hire, airplane-lease concept and now offers potential customers the opportunity to book flights with certified Part 135 providers, to “... fly over traffic by connecting you with charter operators.”

Laser attacks against aircraft are a major problem. There were over 7000 laser strikes against aircraft in the past year. Increasing the threat is the easy availability of hand-held lasers and the increased power of modern lasers. Laser strikes have the potential to distract and blind pilots, and a solution is essential to aviation safety. Dr. George Palikaras is a scientist who saw the need to protect pilots' eyes from laser illumination. His company, Metameterial Technologies, has developed a solution, and protection is available now.

There's a famous expression, "When one door closes, another one opens". That's certainly been my experience, although it didn't always look rosy when I was in the middle of a situation. I was furloughed from United on April 1, 1981 (April Fool's Day). It was just after midnight, and I turned in my cockpit key, my company ID, and my flight manuals, and I was unemployed. Job prospects were miserable. The only pilots who had gotten work were the ones who were furloughed first. We had to sell our home, and moved out on our wedding anniversary. It was tough. A door had closed. Through networking, I had gotten in touch with another furloughed pilot and heard that Lockheed was hiring. I interviewed and was hired for a job no one could tell me about until I had a security clearance. So I dutifully went into work every day and sat in a processing office waiting for my security clearance to come through. And I waited. Although I was getting paid - about the same as what I made at United - I hated the one-hour drive in California traffic, and I missed flying. One day I came across an article in the Air Force Times about the Palace Recall Program, and I called the number listed. I told the person that I had left the Air Force almost four years earlier, and I was interested in geetting back in. He said, "You're not going to get in unless you're a fighter pilot". I said I was, and he let me apply. A total of 246 officers applied for the program, and 13 were accepted. I was one of them. I ended up flying for the entire time I was furloughed, earned the Tactical Air Command Instructor Pilot of the Year Award, and eventually became a Squadron Commander. It was great, and it wouldn't have happened if I hadn't been furloughed. A door had opened. I've found this "door closes-door opens" numerous times in my career.

Hello APG fans! I am Captain Dana and would like to share a bit of my background with all of you. My first logged flight was on my seventeenth birthday in August 1987. Ever since I can remember as a child I always loved airplanes and flying. I graduated with my degree in aviation management from a small college in southeastern Massachusetts with a fairly large aviation program. While going to school I was hired by ACME JR in Boston as a customer service agent, eventually moving up to a supervisory role. Then I was offered a position with ACME and have worked in baggage service, ticketing, gates, reservations, ramp operations, supervisor, customer service operations instructor and Mad Dog systems instructor. While working full time I completed all my flight training all the way through flight instructor and started teaching on the side, bought a partnership in a PA28-161 (Piper Warrior), flew parachute jumpers and eventually became a corporate pilot earning my type rating in a Cessna Citation. I then took a position with ACME JR ATL leaving my career at ACME behind to fly the EMB120 and the CRJ200. Now I am fortunate to be back at ACME as a Mad Dawg pilot, which was my goal, since it is the aircraft I spent 3 years teaching and with the company I’ve spent most of my career. I have logged time over my flying career in 31 different civilian aircraft. I still currently hold a CFI/II and love to share my wisdom, experience and knowledge of my aviation career with anyone who listens. Thank you all for supporting Jeff, the APG crew and APG community. Fly safe.

Nigeria Airways Flight 2120 was a chartered passenger flight from Jeddah, Saudi Arabia, to Sokoto, Nigeria on 11 July 1991, which caught fire shortly after takeoff from King Abdulaziz International Airport and crashed while attempting to return for an emergency landing, killing all 247 passengers and 14 crew members on board. The aircraft was a Douglas DC-8 operated by Nationair for Nigeria Airways. Flight 2120 is the deadliest accident involving a DC-8 and remains the deadliest aviation disaster involving a Canadian airline. The aircraft departed King Abdulaziz International Airport bound for Sadiq Abubakar III International Airport in Sokoto, but problems were reported shortly after takeoff. Unknown to the crew, the aircraft had caught fire during departure, and though the fire itself was not obvious since it started in an area without fire warning systems, the effects were numerous. Pressurization failed quickly, and the crew was deluged with nonsensical warnings caused by fire-related circuit failures. In response to the pressurization failure, Allan decided to remain at 610 metres (2,000 ft), but the flight was cleared to 910 metres (2,990 ft) as a result of the controller mistaking Flight 2120 for a Saudia flight that was also reporting pressurization problems due to Captain Allan mistakenly identifying as "Nationair 2120" rather than "Nigerian 2120", a mix-up that lasted for three minutes but was ultimately found not to have had any effect on the outcome. Amidst this, First Officer Davidge, who had been flying C-GMXQ out, reported that he was losing hydraulics. The crew only became aware of the fire when a flight attendant rushed into the cockpit reporting "smoke in the back ... real bad". Shortly afterwards, Davidge reported that he had lost ailerons, forcing Allan to take control; as Allan took over, the cockpit voice recorder failed. At this moment, the air traffic controller realized that Flight 2120 was not the Saudia flight and was in trouble, and directed them towards the runway. Allan subsequently contacted air traffic control multiple times, among his pre-mortem communications being a request for emergency vehicles. When the aircraft was about 18 kilometres (11 mi; 9.7 nmi) from the airport and at an altitude of 671 metres (2,201 ft), a point where the landing gear could conceivably have been lowered, it began to experience an inflight breakup and a number of bodies fell from it, indicating that the fire by that time had consumed, at least partially, the cabin floor. Just 2,875 metres (9,432 ft) short of the runway, the melting aircraft finally became uncontrollable and crashed, killing whatever portion of the 261 occupants on board—including 247 passengers—had not already suffocated or fallen out of the aircraft. Nine of the fourteen crew were identified, but "no attempt was made to identify the passengers".

Last year found me teaching at Metro State and working on my podcast and my script. It was actually a fairly fun schedule, with interviews for each Monday episode and educational information for each mid-week episode. Whenever I interviewed someone who had written a book, I would read the book before interviewing them. Altogether, I read about 30 books in 2019. In 2019 I started doing some speaking engagements. So far, all of the appearances have been pro bono, but I'm hoping to start expanding to paid venues. My topics are "Air Combat Lessons in Leadership and Life", "Layover Security for Travelers" and "Airline Safety Improvements From Accident Investigations". In 2019 I started writing and revising books to accompany those presentations. Podcast guests Jason Harris and Lee Ellis have been incredibly helpful in guiding me on my journey. I met up with Jason at a local Denver meeting of the National Speakers Association, and Lee and I got together later in the year when he made a speaking appearance in Denver. Lee has been incredibly helpful in referring podcast guests to me, and his presentation left he huge audience mesmerized. In February Nick Hinch told me that United was hiring ground instructors, and I applied. I was accepted, and started Basic Indoctrination training, along with 40 new-hire pilots, at the beginning of April. I was put on the B737 fleet, and my job is to be a Groundschool Instructor, teaching systems and procedures on the B737 NG. Although I initially had hoped to go to the B777, I am thrilled on be on the 737. I get to work with new-hire pilots and new Captains, and I get to influence these pilots for the rest of their careers. United, it turned out, is a fantastic airline, totally changed from the toxic environment that existed in 2004. I attribute this change to the leadership under CEO Oscar Munoz, who is a breath of fresh air compared to the previous CEOs. At United, I'm working full-time, so it's sometimes a bit of a challenge deconflicting my United schedule with my Metro teaching schedule. But I love both jobs. In May the WGF Veterans Writing Group invited me to "pitch" my screenplay to eight Hollywood producers. The outstanding mentoring I had received throughout the previous year had really helped me refine my script to something I could be proud of. It was a fun experience, but I didn't get any nibbles at that time. But my son Steve met another producer at the Austin Film Festival and mentioned my script, and the producer said he'd like to read it. So, hope springs eternal - Steve helped me put a final polish on the script and I sent it off shortly before Christmas. I'll be totally honest: it's not GOOD, it's GREAT! Steve came out to Colorado in July and directed and produced the audio version of my book, Hamfist Over The Trail. He also produced the audiobook cover. I did the narration, and it was certainly not a walk in the park! Altogether we spent five days recording, and then Steve spent a lot of time editing the file. He removed every audible breath and glitch and equalized the audio files. I think we ended up with a really great product. The audiobook is now being reviewed for release at ACX, and we hope to have it available to the public very soon.

As we start a new decade, I'd like to share my experiences of the last decade with you. As I've mentioned in episode 300, my employment with Jet Airways in India ended toward the end of 2009. The Indian pilots were fully up to speed, and it was time for us expat pilots to leave. So there I was, 64 years old, unemployed, and no pension. I filed to start drawing Social Security payments and started looking for work. As so many of our podcast guests have advised, networking is the key to finding employment. In my case, I recalled reading an update from a former United pilot in our retiree newsletter. He had mentioned that he had a job performing airline audits, and I contacted him to learn more. He put me in touch with the company he worked for, ARG/US Pros. Toward the end of 2009 I visited them for an interview, and they hired me. https://youtu.be/Xxk3IIdJ7MU In January 2010 I attended Auditor Training, and then went on my first assignment, to Japan, in February. One of the reasons the company sent me to Japan for a month - four audits - was because I mentioned in the interview that I spoke Japanese. Each audit was five days long, and our team of five auditors (plus myself) would look at every area of an airline's operations, and debrief the airline CEO at the end of each day. On the weekends between each audit our team would work on our post-audit report and prepare for the next audit. During the first audit I mostly was observing, although toward the end I performed a lot of the auditing duties. For the last audit, I was "cleared solo" and operated by myself. The audit process is called IOSA - IATA Operational Safety Audit - and during an audit the team uses an IATA (International Air Transport Association) checklist to look at everything an airline does, to determine if the airline conforms to the ISARPs (IATA Standards and Recommended Practices). There are over 1000 ISARPs the team examines. It's hard work. For the next two years, I performed about an audit each month, and eventually became an audit team leader. Since I had studied Russian some 40 years earlier, I led a team to Moscow for a few weeks. By the end of the visit I was able to conduct the debriefs in Russian. Leading the team entailed planning for each audit and writing a detailed audit report at the end of each audit. It was a great experience, but I wanted to get a bit closer to airplanes. In 2012, through networking with some of my former Jet Airways pilots, I heard that Boeing was looking for instructor pilots (IPs), and I applied. I went out to Seattle and interviewed, and was hired to be an IP on the new B787. I started as a contract employee on the anniversary of my United new-hire date, October 16th. I went through the 787 course as a student, took a check ride and received another type rating: B787. Then I went back through the course again as an instructor-trainee. Since the 787 was not yet flying, Boeing didn't have any real airline students, so three of us instructors would practice our teaching on each other. Two of us would play student while the other instructor would go over the planned lesson in the simulator, then we would each trade places. Finally the 787 was cleared to fly and we started getting real airline students. I really enjoyed being back in a cockpit environment, but wasn't crazy about always being away from home. One day, a Boeing check airman told me that Omni Air International was looking for B777 IPs, and they were using the United simulators in Denver for their training. I applied to Omni, had a telephone interview with the Chief Pilot and the Director of Training, and was hired on a contract basis. So now I had two contract jobs: Boeing and Omni. Omni was great with scheduling, giving me work assignments a month in advance. Boeing operated a bit differently. Typically, I would get a call saying I had a work assignment in two more days. Sometimes I could accept the assignment, but often it conflicted with my Omni commitment. After I turned down several assignments, Boeing advised me I was no longer a contract employee. So I was all-in on Omni. Unfortunately, the United Training Center in Denver was getting busy with internal training, so Omni had to look elsewhere for simulators. Eventually, all of the Omni training was conducted at the Delta Airlines training center in Atlanta or in the Boeing training facility in Miami. In 2016, again through networking, I heard that a training company in Tennessee, ARCS Aviation, was looking for a B777 Subject Matter Expert (SME) for some software development. I contacted the owner, and he drove up to Atlanta to meet me when I had finished an Omni simulator period. We hit it off, and I started doing consulting work for ARCS. After a few years, Omni decided to use only their line pilots as simulator instructors, so we parted ways, and I spent all of my time as an SME, first on the B777, then the B787, then the B747. It was a great job that I could do at home, on my computer. Finally, the software programs were complete, and my work for ARCS was over. In 2016 I started the Ready For Takeoff Podcast at the urging of an Omni pilot, Phil Pagoria, and my son Steve. Phil became one of my first guests on the podcast, and will make an appearance again soon! Steve walked me through everything I needed to do to produce a podcast, and has been my go-to person every time I need help. In 2018 I heard from a friend, Nick Hinch (former RFT guest) that Wheels Up was looking for pilots. I hadn't flown in nine years, but had stayed current in simulators, and figured this would be my last chance to be employed as a pilot again. But, of course, my medical certificate had expired. So I made an appointment with my Aviation Medical Examiner (AME). And I did something really stupid. For over 30 years, I had gone to the same AME, and every time on my application I had listed all of my visits to healthcare professionals since my previous visit (6 months earlier). And for some reason, I don't know why, I simply did the same thing. I listed all of my doctor visits since seeing him last. This is important: the form only asks for doctor visits in the last three years. But I foolishly listed all of them, and some from five, six or seven years earlier, were no one else's business, certainly not the FAA's. My AME said he needed to send my information to the FAA, and the FAA Medical Department wanted some tests. Expensive tests, over $10,000 worth of tests. I saw the Wheels Up job disappearing, and asked the FAA if I could change my application from First Class medical to Third Class. No can do. Once you apply for a medical certificate, it must be either Approved or Denied. After many exchanges of letters, mine was Denied. After a Denial, an airman cannot get ANY medical certificate, including the new BasicMed. So, the only solo flying I can legally perform is in a glider, which does not require a medical certificate. One of my first jobs when I had retired from United in 2005 had been teaching at Metropolitan State College of Denver, in their Aviation Department. In 2018 I visited them, now renamed Metropolitan State University of Denver, to see if they needed a classroom instructor. My timing was perfect, and I started teaching Fundamentals of Aviation and Basic Instrument Flight, two days each week, as a contract employee. Eventually, I became a full-time employee with the title of Lecturer, and I still teach courses two days every week. In 2018 I was accepted to the Writers Guild of America Veterans Writing Project, and started working on a screenplay adaptation of my Hamfist novel series. (That's my son Steve sitting next to me in the first picture that comes up on that website). In the next RFT episode I'll visit the year 2019. Have a GREAT 2020!

spacewalks to install the centerpiece of the International Space Station, the American Destiny laboratory. He has spent fifty-three days working and living in space. After graduation from the Air Force Academy, Tom piloted B-52D strategic bombers, earned a doctorate in planetary sciences from the University of Arizona, studied asteroids for NASA, engineered intelligence-gathering systems for the CIA, and helped NASA develop advanced mission concepts to explore the solar system. Tom is the author of several space and aviation books: Ask the Astronaut, Planetology, (written with Ellen Stofan), Hell Hawks! The Untold Story of the American Fliers Who Savaged Hitler's Wehrmacht (with Robert F. Dorr), and Sky Walking: An Astronaut's Memoir. The Wall Street Journal named Sky Walking one if its “Five Best” books on space. Dr. Jones' awards include the NASA Distinguished Service Medal, four NASA Space Flight Medals, the NASA Exceptional Service award, the NASA Outstanding Leadership Medal, the NASA Exceptional Public Service award, Phi Beta Kappa, the Air Force Commendation Medal, and Distinguished Eagle Scout. The Main Belt asteroid 1082 TomJones is named in his honor. In 2018, Tom was inducted into the U.S. Astronaut Hall of Fame. Tom served on the NASA Advisory Council and the board of the Association of Space Explorers and is a board member for the Astronauts Memorial Foundation. As an aerospace and science consultant, he focuses on the future direction of human space exploration, uses of asteroid and space resources, and planetary defense. A frequent public speaker, he appears often on TV and radio with expert commentary on science and space flight.

From AOPA: When ground and sim training are complete, it’s finally time to fly the airplane! Back in the day, the first step was to get some landings in an actual airplane, usually conducted in the middle of the night at a small outstation under the guidance of a specially trained pilot. Those days are largely gone because of cost and safety concerns (mostly cost). Simulators are now so good that the airlines and the FAA agree that “familiarization flights” are no longer needed. Initial operating experience (IOE) is the term used to describe your first trip of several in an airplane under the watchful eye of a check airman (sometimes called a line check airman, or LCA). IOE is an exciting yet nerve-wracking experience. You’ll go to the airport, find the crew room, and go through the entire preflight routine. It will feel like you have no time at all to get everything you need to do done, but in no time you’ll be able to do it all with time to spare. The LCA will be talking a mile a minute, trying to teach you as much as possible in as short a time as possible. At the gate, you’ll do a supervised walk-around, and then get in the cockpit and do your routine as you’ve trained for it in the sim. However, now you’ll be bombarded by other distractions that you didn’t have before, such as flight attendants who want to say hello or need you to order something they’re missing in the cabin. Mechanics may be nosing around, and ticket agents usually come down to see if you’re ready. It doesn’t help that you still haven’t perfected the routine, and you feel as if you’re running in mud. Meanwhile, the LCA keeps talking, and he’ll take over a lot of the little stuff to try to achieve an on-time departure. You’ll be thinking about the fact that you’ll be flying the airplane for the first time with a cabin full of passengers who have no idea that you’ve never actually flown this airplane, but you can’t dwell on it. Time will feel very compressed as you’re dealing with ATC, busy frequencies, and weather you don’t see in the sim (especially good weather). Your first night in the hotel will probably be one of the best nights of sleep you’ve ever had, thanks to the exhaustion. IOE is a lot of fun in addition to being a steep learning curve. You’re putting all of the pieces together and realizing the culmination of your dreams. At times it’s frustrating because you don’t realize going into it how much you still have to learn, and landing the airplane is totally different than the sim. But over a few trips, with several LCAs, it starts to fall into place. And no matter how many times you go through IOE in the future, it will never be as overwhelming as the first time. Nor will it be as fun.

Hey, we’re Dylan and Max. We met at flight school many years ago and have remained friends while navigating our careers as professional pilots. If you know a pilot, then you know they love to talk about aviation (probably a little too much). We both love radio and podcasts and are huge fans of some of the real pros in the business: Howard Stern, Joe Rogan and Bill Simmons, just to name a few. We saw an opportunity to create something that professional pilots would enjoy, and we're striving to produce a show that’s interesting, informative, and doesn’t take itself too seriously. Because we both have varied backgrounds in business aviation and the airlines (plus our days as CFIs), we offer an interesting perspective to our listeners. Whether you’re a new instructor, a line pilot at a 121 carrier, or a 135 charter road warrior, our hope is that you'll find the show engaging. As for the name? 21.Five refers to the emergency frequency, 121.5 - a place where pilots go for assistance or lend a hand to a fellow airman in need...and of course get a laugh at the guard police and meows. Is it the best name ever? No, but here we are anyway.

An emotional support animal (ESA) is a type of assistance animal that alleviates a symptom or effect of a person's disability. An emotional support animal is not a pet and is generally not restricted by species. An emotional support animal differs from a service animal. Service animals are trained to perform specific tasks (such as helping a blind person navigate), while emotional support animals receive no specific training, nor even, necessarily, any training at all. (It therefore stands that in the setting of mental illness, whether or not the animal is a "service animal" vs. an emotional support animal would hinge on whether or not it is formally trained to do something specific to mitigate the mental illness.) Any animal that provides support, well-being, comfort, or aid, to an individual through companionship, unconditional positive regard, and affection may be regarded as an emotional support animal. In the U.S., people with emotional or mental disabilities can be exempted from certain federal housing and travel rules if they own an emotional support animal. To receive that exemption, they must meet the federal definition of disabled, and they must present a letter from a certified healthcare provider, stating that the animal provides emotional support that alleviates one or more of the symptoms or effects of the disability. Emotional support animals are typically cats and dogs, but may be members of other animal species. In relation to whether or not an emotional support animal should be allowed in a rental property, it is thus necessary to perform an individualized assessment of the specific assistance animal to determine if it poses a direct threat of harm or would cause substantial property damage, and not to assume that an animal is excluded based upon breed or species. Although a wild or exotic animal that poses an increase risk of disease or potential attack upon other people may potentially be excluded, courts have recognized species including guinea pigs and miniature horses as emotional support animals. Laws and regulations that allow service animals to be taken into businesses or onto aircraft may give the service provider discretion to deny admission to unusual service animals. For example, under the Air Carrier Access Act, airlines are never required to accommodate unusual animals such as ferrets, rodents, snakes and other reptiles, or spiders within the passenger cabin of an airplane. In 2018, Delta Air Lines banned pit bulls and similar breeds of dogs from the passenger compartment of their aircraft as emotional support animals, after a pit bull traveling as an emotional support animal bit two employees. Most airlines will allow emotional support animals, with proper documentation from a veterinarian and/or mental health counselor, and small animals such as cats and dogs can be held on the passenger's lap during the flight. There is no requirement under federal law for emotional support animals to wear a tag, harness, or clothing of any type indicating they are emotional support animals. Emotional support animals do not need to have any special training. There are no training requirements for emotional support animals. Emotional support animals typically have no training beyond what would be expected for the same type of animal. Emotional support animals need not perform any tasks other than what a pet of the same species would perform, and may display unwanted behaviors, such as defecating or urinating in inappropriate places, growling and barking at people, or biting them. Both poorly trained emotional support animals and poorly trained pets that are being fraudulently passed off as emotional support animals represent a threat to the health, safety, and function of both people and trained service animals. To qualify for an emotional support animal in the US, its owner must have an emotional or mental disability that is certified by a mental health professional such as a psychiatrist, psychologist, or other licensed mental health care provider. These may be invisible disabilities. The owner's mental health impairment must be substantial enough to produce disability, rather than discomfort or a desire to have a pet. Furthermore, for the provider to certify the animal, non-fraudulently, the emotional support animal's presence must provide a significant benefit, that makes the difference between the person functioning adequately and not. An emotional support animal letter, or an ESA letter, is a document that qualifies people to be accompanied by a support animal in contexts in which pets might not be permitted, such as in rental housing or mass transportation. The letter must be issued by a psychiatrist, qualified mental health professional, or physician. The professional who issues an ESA letter need not be the recipient's primary care physician, and some doctors may refer patients who are seeking an ESA to psychologists or other professionals. Under US Department of Transportation, rules, the doctor or mental health professional who issues the letter must be currently providing treatment to the passenger. Airlines are not obligated to accept certificates or letters that are more than one year old, and may require that the certification be provided on the letterhead of a licensed mental health professional or doctor who is specifically treating the passenger's mental or emotional disability. ESA owners are currently permitted to have their animals with them on commercial flights in the US, with the proper papers saying they are under the care. While there do not seem to be any cases dealing with the issue of multiple emotional support animals, the basic requirements for this accommodation would be the same. Thus, if a disabled person claimed to need multiple emotional support animals, he or she would need documentation supporting this claim from his or her psychologist or other licensed healthcare professional. The practitioner would need to provide documentation that each support animal alleviated some symptom of the disability. As of 2018, Delta Air Lines limits free travel for emotional support animals to one animal per ticketed passenger. The ability to avoid extra costs, such as paying damage deposits for pets in a rental apartment or extra baggage fees for taking an animal on an airplane, has resulted in some people misrepresenting their pets as ESAs. Following a 2018 incident in which a woman tried to board a flight with her peacock, airlines have tightened their requirements for flying with an ESA. In some US states, providing a letter, registry, or certificate to a person who is not disabled is a crime. Many states have made it a criminal misdemeanor to make false claims stating that their animal is an assistance animal or to say they are a handler training an assistance animal. States that have passed laws criminalizing the misrepresentation of service and assistance animals include Alabama, Arizona,California, Colorado, Florida, Idaho, Iowa, Kansas, Maine, Michigan, Minnesota, Missouri, Nebraska, Nevada, New Hampshire, New Jersey, New Mexico, New York, North Carolina, Texas, Utah, Virginia, and Washington State.

Tim Donohue attended college on a naval ROTC scholarship and earned his ratings and worked his way through college as a CFI. After college, he attended pilot training at Pensacola, then flew the A-4s at Miramar. Following four years in the A-4, Tim went to Pensacola as a flight instructor, this time flying T-39s. After the Navy, Tim interviewed with several airlines and was hired by Eastern Airlines. At Eastern, he started out as a B727 Flight Engineer. It took six years for him to be promoted to Copilot. When Eastern Airlines went out of business, Tim was hired by United Airlines, starting over as a new-hire. He became a Captain after six years, and retired in 2014. He stayed active in aviation after retirement, and kept his CFI current. He still flies, and recently was awarded the Wright Brothers Master Pilot Award.

Always adhere to the IMSAFE checklist: I - Ilness S - Stress A - Alcohol F - Fatigue E - Eating/Emotion

Bob Shumaker was born in New Castle, Pennsylvania in 1933.  His father was a lawyer and his mother a writer.   After graduating from public schools he attended Northwestern University for a year and then the United States Naval Academy where he was a boxer, a cross-country runner and a scholar.  After flight training he joined VF-32, a fighter squadron in Jacksonville, Florida flying F8 Crusaders.  He was a finalist in the Apollo astronaut selection, but a temporary physical ailment prevented his selection.  In 1964 he earned a masters degree in aeronautical engineering and then joined VF-154 in San Diego, California.  About this time he married Lorraine Shaw of Montreal.  In February 1965 he was shot down on a mission over North Vietnam and spent the next eight years as a POW.  After eight years of imprisonment and having suffered multiple tortures and solitary confinement, he was repatriated and returned to school to earn a doctorate degree in electrical engineering.  As a Captain he was the government project manager for tactical missiles such as HARM, HELLFIRE and MAVERICK.  In 1983 he was promoted to the rank of Commodore and became the head of the Naval Postgraduate School.  At the Pentagon, as a Real Admiral, he was responsible for coordinating the research efforts of the Navy’s air, surface, electronics and space activities.  He retired from the Navy in 1989 and became an assistant dean at the George Washington University and later served as an associate dean at the University of North Dakota.  He retired in 1991 and then built an experimental aircraft which he’s flown to Alaska and other exotic locations. Admiral Shumaker’s military awards include the Distinguished Service Medal, two Silver Stars, four Legions of Merit, the Distinguished Flying Cross, a Bronze Star and two Purple Hearts.  In 2011 he was honored with the Distinguished Graduate Award from the United States Naval Academy.  In 2016 he was awarded the Lone Sailor Award along with Senator John Glenn.  His POW experience has been documented in a book entitled “Defiant” by Alvin Townley.  He and his wife Lorraine live in Fairfax Station, Virginia where his hobbies are golfing and flying.  

Bob Shumaker was born in New Castle, Pennsylvania in 1933.  His father was a lawyer and his mother a writer.   After graduating from public schools he attended Northwestern University for a year and then the United States Naval Academy where he was a boxer, a cross-country runner and a scholar.  After flight training he joined VF-32, a fighter squadron in Jacksonville, Florida flying F8 Crusaders.  He was a finalist in the Apollo astronaut selection, but a temporary physical ailment prevented his selection.  In 1964 he earned a masters degree in aeronautical engineering and then joined VF-154 in San Diego, California.  About this time he married Lorraine Shaw of Montreal.  In February 1965 he was shot down on a mission over North Vietnam and spent the next eight years as a POW.  After eight years of imprisonment and having suffered multiple tortures and solitary confinement, he was repatriated and returned to school to earn a doctorate degree in electrical engineering.  As a Captain he was the government project manager for tactical missiles such as HARM, HELLFIRE and MAVERICK.  In 1983 he was promoted to the rank of Commodore and became the head of the Naval Postgraduate School.  At the Pentagon, as a Real Admiral, he was responsible for coordinating the research efforts of the Navy’s air, surface, electronics and space activities.  He retired from the Navy in 1989 and became an assistant dean at the George Washington University and later served as an associate dean at the University of North Dakota.  He retired in 1991 and then built an experimental aircraft which he’s flown to Alaska and other exotic locations.

From Wikipedia: Deicing fluids come in a variety of types, and are typically composed of ethylene glycol (EG) or propylene glycol (PG), along with other ingredients such as thickening agents, surfactants (wetting agents), corrosion inhibitors, colors, and UV-sensitive dye. Propylene glycol-based fluid is more common due to the fact that it is less toxic than ethylene glycol. Type I fluids have a low viscosity, and are considered "unthickened". They provide only short term protection because they quickly flow off surfaces after use. They are typically sprayed on hot (130–180 °F, 55–80 °C) at high pressure to remove snow, ice, and frost. Usually they are dyed orange to aid in identification and application. Type II fluids are pseudoplastic, which means they contain a polymeric thickening agent to prevent their immediate flow off aircraft surfaces. Typically the fluid film will remain in place until the aircraft attains 100 knots (190 km/h) or so, at which point the viscosity breaks down due to shear stress. The high speeds required for viscosity breakdown means that this type of fluid is useful only for larger aircraft. The use of Type II fluids is diminishing in favor of Type IV. Type II fluids are generally clear in color. Type III fluids can be thought of as a compromise between Type I and Type II fluids. They are intended for use on slower aircraft, with a rotation speed of less than 100 knots. Type III fluids are generally bright yellow in color. Type IV fluids meet the same AMS standards as Type II fluids, but they provide a longer holdover time. They are typically dyed green to aid in the application of a consistent layer of fluid.   From NASA: There are four standard aircraft de-icing and anti-icing fluid types: Type I, II, III, and IV. Type I fluids are the thinnest of fluids. As such, they can be used on any aircraft, as they shear/blow off even at low speeds. They also have the shortest hold-over times (HOT) or estimated times of protection in active frost or freezing precipitation. Type II and IV fluids add thickening agents to increase viscosity. The thickeners allow fluid to remain on the aircraft longer to absorb and melt the frost or freezing precipitation. This translates to longer HOT, but it also means a higher speed is required to shear off the fluid. Type III fluids are relatively new and have properties in between Type I and Type II/IV fluids. Type III fluids also contain thickening agents and offer longer HOTs than Type I, but are formulated to shear off at lower speeds. They are designed specifically for small commuter-type aircraft, but work as well for larger aircraft. *Note: Holdover Times (HOT) are published in a range to account for variations in precipitation intensity: shorter time for heavier intensity, longer time for lighter intensit Type I fluids are always applied heated and diluted. For de-icing, it is the heat and hydraulic force that accomplish the task. For anti-icing, it is primarily the heat imparted to the airframe that accomplishes the task. Caution: Type I fluids have the shortest HOT. When a Type I fluid fails, it fails suddenly. Type II and IV fluids may be applied heated or cold, and diluted or full strength. In North America, typically Type IV fluids are applied cold, and only for anti-icing. In the UK, typically Type II or IV fluids are applied heated to accomplish de-icing as well as anti-icing.

Richard Kolodey grew up near a small airport in Dallas, Texas, and had taken numerous flights in general aviation aircraft. He signed up for the marines at age 17 as soon as he graduated high school, five months after the attacks on Pearl Harbor. He attended training in San Diego, and was one of only two recruits selected for flying. In this podcast, he describes his training as a gunner. His actual firing from an aircraft didn't occur until he was overseas. His first combat mission occurred over Guadalcanal in August of 1943, bombing a landing strip to allow the navy CBs to repair the strips for American forces. His aircraft was escorted by F-4U aircraft. His group shot down 10 planes and sunk 35 ships. He served on the TBM, which had a crew of three - pilot and two gunners. During his overseas tour, his aircraft took numerous hits, but he never had to bail out. His mission was to island-hop through the Solomon Islands, securing the islands for American planes to get close enough to Japan to launch missions. After he returned from overseas, he attended flight training to become a pilot when the war ended.

TWA 514 crashed into terrain while attempting to land at Washington Dulles International Airport. from Wikipedia: "The flight was being vectored for a non-precision instrument approach to runway 12 at Dulles. Air traffic controllers cleared the flight down to 7,000 feet (2,130 m) before clearing them for the approach while not on a published segment. The jetliner began a descent to 1,800 feet (550 m), shown on the first checkpoint for the published approach. The cockpit voice recorder later indicated there was some confusion in the cockpit over whether they were still under a radar-controlled approach segment which would allow them to descend safely. After reaching 1,800 feet (550 m) there were some 100-to-200-foot (30 to 60 m) altitude deviations which the flight crew discussed as encountering heavy downdrafts and reduced visibility in snow. The plane impacted the west slope of Mount Weather at 1,670 feet (510 m) above sea level at approximately 230 knots (265 mph; 425 km/h). The wreckage was contained within an area about 900 by 200 feet (275 by 60 m). The evidence of first impact were trees sheared off about 70 feet (20 m) above the ground; the elevation at the base of the trees was 1,650 feet (505 m). The wreckage path was oriented along a line 118 degrees magnetic. Calculations indicated that the left wing went down about six degrees as the aircraft passed through the trees and the aircraft was descending at an angle of about one degree. After about five hundred feet (150 m) of travel through the trees, it struck a rock outcropping at an elevation of about 1,675 feet (510 m). Numerous heavy components of the aircraft were thrown forward of the outcropping, and numerous intense post-impact fires broke out which were later extinguished. The mountain's summit is at 1,754 feet (535 m) above sea level." As a result of this accident, air traffic controllers now assign an altitude to fly until intercepting a segment of a published approach.   Northwest 6231 crashed after encountering an aerodynamic stall. From Wikipedia: "The flight was chartered to pick up the Baltimore Colts in Buffalo after the aircraft originally earmarked to transport the team was grounded by a snowstorm in Detroit. The Boeing 727-251, registration N274US, departed New York City's John F. Kennedy International Airport at 19:14 for a ferry flight to Buffalo. As the craft climbed past 16,000 feet (4,900 m), the overspeed warning horn sounded, followed 10 seconds later by a stick shaker stall warning. The aircraft leveled at 24,800 feet (7,600 m) until it started to descend out of control in a spin, reaching a vertical acceleration of +5g. At about 3,500 feet (1,100 m), a large portion of the aircraft's horizontal stabilizer separated due to the high G-forces, making recovery impossible. Flight 6231 struck the ground in a slightly nose down and right wing-down attitude twelve minutes after take-off, at 19:26." The accident board determined that the pitot heat had been inadvertently turned OFF prior to takeoff, and as the aircraft climbed through clouds the pitot tubes froze, causing altimeter effect on the airspeed indicator, in which an increase in altitude will cause indicated airspeed to increase. On many aircraft today, the pitot heat will automatically be turned ON when the aircraft is airborne.

Mike "Sooch" Masucci has over 9000 hours in 70 different aircraft. He was accepted into the Air Force Academy, and took flying lessons while at the Academy and earned his Private Pilot certificate, and majored in Astronautics. After graduation, he attended Undergraduate Pilot Training at Vance Air Force Base and then remained there as a T-38 instructor pilot as a First Assignment Instructor Pilot (FAIP). After three years as a FAIP, Mike was selected to fly the U-2 high-altitude long-endurance airplane in the special duty assignment. He eventually became in an instructor in the U-2 as well as the T-38, while still being serving in deployments. His longest mission was 12 hours (13 hours in a space suit). After 3 years he was selected to attend Test Pilot School, and then became a U-2 test pilot. After a few years as a U-2 test pilot during major aircraft upgrades, he returned to Test Pilot School, this time as an instructor. In that role he flew the T-38, the F-16, gliders and glider tow ships. He again served in the U-2 and retired from the Air Force in that role. He owned a 1946 Cessna 120 while in pilot training but - in Sooch's words - traded it in for an engagement ring. He now owns a 1964 Beechcraft Travel Air. After the Air Force he flew a Citation X for several years, accumulating 750 hours every year in Part 135 operations. He did that for several years, then received a call from Virgin Galactic and was invited to apply. He is multi-current, flying the White Knight as well as the space ship. Both aircraft have identical cockpit designs. Mike was selected to fly the second mission into space, and earned astronaut wings on February 22, 2019.

What is a Runway Incursion? Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft. What is a Surface Incident? A surface incident is an unauthorized or unapproved movement within the designated movement area (excluding runway incursions) or an occurrence in that same area associated with the operation of an aircraft that affects or could affect the safety of flight. There are four categories of runway incursions: Category A is a serious incident in which a collision was narrowly avoided. Category B is an incident in which separation decreases and there is a significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision. Category C is an incident characterized by ample time and/or distance to avoid a collision. Category D is an incident that meets the definition of runway incursion such as incorrect presence of a single vehicle/person/aircraft on the protected area of a surface designated for the landing and take-off of aircraft but with no immediate safety consequences.

Juan Serrato came from an aviation family, and was immersed in flying from an early age. His father was a Vietnam era helicopter pilot, and took him flying often. Juan attended a school as a teenager where aviation was part of the academic curriculum, and earned his Private Pilot certificate. After high school Juan attended A&P school, and then was hired servicing airplanes. He then entered an ab-initio program with Mesa Airlines, barely making the cutoff because he had 148 hours and the limit was 150 hours. While attending the program, he worked as a mechanic on aircraft. He became a first officer on the Beech 1900 with Mesa as a US Air Express copilot. He flew as many as 13 legs per day. He flew the 1900 for a little over a year, then became a first officer in the RJ (regional jet). He flew the RJ for two years, then became an EMB 145 captain, flying his first trip on September 11, 2001. He was inflight when all aircraft were ordered to land immediately due to the national emergency. He landed at Raleigh, NC. He was stuck there for three days, until his girlfriend drove down to pick him up. At Mesa, he became an accident investigator, on scene for a fatal accident investigation for the powerplant division. He also became a simulator instructor and line check airman. After nine years at Mesa, he was hired by Gemini Air Cargo on the MD-11, flying all over the world. After about a year, the airline went out of business, and Juan was hired by Southern Air on the B747 as a first officer, flying freighters. He flew a lot of trips out of Ethiopia on a 20-on, 10-off schedule. After two years, he was furloughed as a pilot, but worked in their headquarters on documentation. After five years with Southern, he was hired by Atlas Air, flying several versions of the 747, including the LCF (large cargo freighter). He was at Atlas for four years, then was hired by a legacy carrier, where he works now as a flight instructor on the B737.

A single personal electronic device with a lithium battery that overheats and catches fire in the cargo hold could potentially down a commercial airliner. That’s what the US Federal Aviation Administration found in its latest research. Regulators had originally thought that the fire suppressant systems in cargo holds would be able to extinguish flames if they were to arise from an overheated lithium-battery-operated device. However, the most recent study has shown that the systems don’t actually have the power to put out the flames caused by an overheated lithium battery, commonly found in laptops, cell phones and a wide range of other devices, when combined with other flammable substances, such as gas in an aerosol can or cosmetics. “That could then cause an issue that would compromise the aircraft,” said Duane Pfund, international program coordinator at the US Pipeline and Hazardous Materials Safety Administration. The FAA forbids passengers from checking spare (uninstalled) lithium metal batteries, requiring them to be carried on. In addition, the FAA says that “all spare lithium batteries must be removed from the bag and kept with the passenger in the aircraft cabin,” when a carry-on bag is gate checked. Lithium batteries are a type of rechargeable battery most commonly found in cell phones and laptops. Carrying them on board and in carry-on luggage doesn’t pose the same threat as if they were to be checked in the cargo hold. In the hold, bags — and therefore the potential fire — is not reachable, however, experience has shown that they can be extinguished with water, according to Bloomberg, and therefore, they’re more safe when flying in the cabin. Bulk shipments of rechargeable lithium batteries are banned from passenger planes. However, the FAA hasn’t imposed any new restrictions on what passengers are allowed to check in their bags. In a notice to airlines in 2017, the FAA said they should consider conducting safety checks to determine what else could be done to prevent battery fires in the cargo hold. “One way or another, we have to deal with these hazards,” said Scott Schwartz, director of the Air Line Pilots Association’s hazardous goods program. The last few years have seen a string of incidents with batteries exploding in aircraft or near airports — including on a Delta aircraft, in a TSA checkpoint line and China Southern flight.

Smitty Harris was born in 1929 in Parkersburg, West Virginia. He enlisted in the U.S. Air Force on January 2, 1951, and made Sgt before entering the Aviation Cadet Program on August 10, 1952. Harris was commissioned a 2d Lt and awarded his pilot wings in September 1953, and then completed advanced flight training in the T-33 Shooting Star and F-84 Thunderjet. His first operational assignment was as an F-86F Sabre pilot with the 45th Day Fighter Squadron at Sidi Slimane AB, French Morocco, followed by service as an instructor pilot at Greenville AFB and then with the 3306th Pilot Training Group at Bainbridge AFB, Georgia, from January 1956 to August 1960. Capt Harris then served as Chief of the Promotions and Flying Status Branch at Headquarters Air Training Command, Randolph AFB, Texas, from August 1960 to November 1962. His next assignment was flying F-100 Super Sabres and then F-105 Thunderchiefs with the 561st Tactical Fighter Squadron at McConnell AFB, Kansas, from November 1962 to November 1964. Capt Harris transferred to the 67th Tactical Fighter Squadron at Kadena AB, Okinawa, in December 1964, and began flying combat missions in Southeast Asia in March 1965. He was forced to eject over North Vietnam while flying his 6th combat mission on April 4, 1965, and was immediately captured and taken as a Prisoner of War. After spending 2,871 days in captivity, he was released during Operation Homecoming on February 12, 1973. Col Harris was briefly hospitalized to recover from his injuries at Maxwell AFB, Alabama, and then he remained at Maxwell to attend the Air War College there from August 1973 to August 1974. He remained on the faculty as Chief of Curriculum Planning until his retirement from the Air Force on July 31, 1979. After retiring from the Air Force, Smitty completed law school and joined the Mississippi Bar in December 1981. He and his wife Louise have three children. Smitty Harris was the 3rd Air Force pilot shot down and taken as a Prisoner of War during the Vietnam War. His 2nd Silver Star Citation reads: For the Period March 1968: This officer distinguished himself by gallantry and intrepidity in action in connection with military operations against an opposing armed force during the above period while a Prisoner of War in North VIetnam. Ignoring international agreements on treatment of prisoners of war, the enemy resorted to mental and physical cruelties to obtain information, confessions, and propaganda materials. This individual resisted their demands by calling upon his deepest inner strengths in a manner which reflected his devotion to duty and great credit upon himself and the United States Air Force.

It has been estimated that 4-7% of civil aviation incidents and accidents can be attributed to fatigued pilots. "In the last 16 years, fatigue has been associated with 250 fatalities in air carrier accidents." Robert Sumwalt, NTSB vice chairman, said at an FAA symposium in July. Symptoms associated with fatigue include slower reaction times, difficulty concentrating on tasks resulting in procedural mistakes, lapses in attention, inability to anticipate events, higher toleration for risk, forgetfulness, and reduced decision-making ability. The magnitude of these effects are correlated to the circadian rhythm and length of time awake. Performance is affected the most, when there is a combination of extended wakefulness and circadian influences. A Federal Aviation Administration (FAA) study of 55 human-factor aviation accidents from 1978 to 1999, concluded accidents increased proportionally to the amount of time the captain had been on duty. The accident proportion relative to exposure proportion rose from 0.79 (1–3 hours on duty) to 5.62 ( more than 13 hours on duty). This means that "5.62% of human factors accidents occurred to pilots who had been on duty for 13 or more hours, where only 1% of pilot duty hours occur during that time."  In another study by Wilson, Caldwell and Russell, participants were given three different tasks that simulated the pilot's environment. The tasks included reacting to warning lights, managing simulated cockpit scenarios, and conducting a simulated UAV mission. The subjects' performance was tested in a well-rested state and again after being sleep deprived. In the tasks that were not as complex, such as reacting to warning lights and responding to automated alerts, it was found that there was a significant decrease in performance during the sleep deprived stage. The reaction times to warning lights increased from 1.5 to 2.5 seconds, and the number of errors doubled in the cockpit. However, tasks that were engaging and required more concentration were found to not be significantly affected by sleep deprivation. The study concluded that "...fatigue effects can produce impaired performance. The degree of performance impairment seems to be a function of the numbers of hours awake and the 'engagement' value of the task."  One United States Air Forces study found significant discrepancies regarding how fatigue affects different individuals. It tracked the performance of ten F-117 pilots on a high-fidelity flight simulator. The subjects were sleep deprived for 38 hours and their performance was monitored over the final 24 hours. After baseline correction, the systematic individual differences varied by 50% and concluded that fatigue's effect on performance varied drastically among individuals. The first step to understanding the critical impact fatigue can have on flight safety is to quantify it within the airline environment. An airline's management often struggles to balance rest with duty periods because it strives for maximum crew productivity. However, fatigue comes as a limitation needing increasing consideration. A study by Reis et al. investigated the prevalence of fatigue on a group of Portuguese airline pilots. 1500 active airline pilots who had all flown within the past six months received a questionnaire. Out of the population, 456 reliable responses were received. A pretest was conducted to determine the viability of the fatigue scale adopted during the test, called Fatigue Severity Scale (FSS). The purpose of the validation survey was to set a benchmark (i.e. FSS=4) on an acceptable level of fatigue for the Portuguese culture. The scale ranged from 1 meaning no fatigue to 7 being high. Participants had one month and a half to respond to the inquiry. Results on physical fatigue found that 93% of short/medium haul pilots scored higher than 4 on the FSS while 84% of long-haul pilots scored greater than 4. Mental fatigue found short/medium haul at 96% and long haul at 92%. The Questionnaire also asked: "Do you feel so tired that you shouldn’t be at the controls?". 13% of pilots said that this never happened. 51% of all participants said it happened a few times. Limitations of the study were: fatigue levels are subjective and research did not attempt to control the number of times pilots had available to respond to the questionnaires. Overall the study establishes that pilots are subject to high levels of fatigue on the job. Levels of fatigue collected were also compared with a validation test conducted on multiple sclerosis patients in Switzerland. These patients showed average fatigue levels of 4.6 while pilots in the Portuguese study scored an average of 5.3. High prevalence of fatigue was also revealed in a study by Jackson and Earl investigating prevalence among short haul pilots. The study consisted of a questionnaire that was posted on a website, Professional Pilot’s Rumour network (PPRUNE) and was able to obtain 162 respondents. Of the 162, all being short haul pilots, 75% were classified to have experienced severe fatigue. Based on questionnaire results, the study also demonstrated that pilots who were highly concerned about their level of fatigue during the flight often scored higher on the fatigue scale and thus were likely to experience more fatigue. Not only this, operational factors, for example a change in flights, or from flight into discretionary time often cause the pilot to experience greater fatigue. On the other hand, research by Samen, Wegmann, and Vejvoda investigated the variation of fatigue among long-haul pilots. 50 pilots all from German airlines participated in the research. As participants, pilots were subject to physiological measures pre-departure and during flight and filled out routine logs recording their times of sleep and awakening. Pilots also completed two questionnaires. The first reflecting feelings of fatigue before and after the flight, recorded before departure, 1-hour intervals during the flight and then immediately after landing. The second questionnaire was the NASA task load index. The second questionnaire also administered during flight, assessed different dimensions including mental, physical and temporal demand as well as performance. Key findings from the study conveyed that: outgoing flights from the home base were rated as less stressful and night flights were rated as the most stressful. The physiological measures found that microsleeps recorded by the EEGs increased progressively with flight duty. Microsleeps are recordings of alpha wave activity and they occur during wakeful relaxation often resulting in loss of attention. They are considered microsleeps if they last less than thirty seconds. Microsleep cases for pilots on outgoing flights were half compared to the number on incoming flights back to the home base showing that fatigue is more prevalent on flights returning home. Pilots are more prone to microsleeps during the cruise phase of the flight while they are more alert and less likely to experience microsleeps during the take-off, approach and landing phases of the flight. Findings also show that fatigue was greater during night flights because pilots had already been awake for more than 12 hours and would begin duty by the time they were due to go to sleep. Pilots often have to rely on self-assessment in order to decide if they are fit to fly. The IMSAFE checklist is an example of self-assessment. Another measure that a pilot can employ to more accurately determine his level of fatigue is the Samn- Perelli Seven Point Fatigue Scale (SPS). The evaluation has a scale of 1-7, 1 described as “Fully, Alert and Wide Awake” while 7 “Completely exhausted, unable to function effectively”. All levels in between have descriptions aiding the pilot with his decision. Another example of self-assessment is simply a visual and analogue scale. The test is represented by a line with No Fatigue and Fatigue labeled on two ends. The pilot will then draw a mark where he feels to be. Advantages of self-assessment include that they are quick and easy to administer, can be added to routine checklists and being more descriptive allow pilot to make a better decision. Disadvantages include that it is easy for the pilot to cheat and are often hard to disprove. Between 2010 and 2012, more than 6.000 European pilots have been asked to self-assess the level of fatigue they are experiencing. These surveys revealed that well over 50% of the surveyed pilots experience fatigue as impairing their ability to perform well while on flight duty. The polls show that e.g. 92% of the pilots in Germany report they have felt too tired or unfit for duty while on flight deck at least once in the past three years. Yet, fearing disciplinary actions or stigmatization by the employer or colleagues, 70-80% of fatigued pilots would not file a fatigue report or declare to be unfit to fly. Only 20-30% will report unfit for duty or file a report under such an occurrence. Since the 1930s, airlines have been aware of the impact of fatigue on pilot's cognitive abilities and decision making. Nowadays prevalence of fatigue draws greater attention because of boom in air travel and because the problem can be addressed with new solutions and countermeasures. Cockpit napping: A forty-minute nap after a long period of wakefulness can be extremely beneficial. As demonstrated in the Rosekind study, pilots who took a forty-minute nap were much more alert during the last 90 minutes of the flight and they also responded better on the psychomotor vigilance test (PVT) showing faster response rates and fewer lapses. The control group who had not taken a nap showed lapses during the approach and landing phases of the flight. In-seat cockpit napping is a risk-management tool for controlling fatigue. The FAA still has not adopted the cockpit napping strategy, however it is being utilized by Airlines such as British Airways, Air Canada, Emirates, Air New Zealand, Qantas. Activity breaks are another measure found to be most beneficial when a pilot is experiencing partial sleep loss or high levels of fatigue. High fatigue coincides with the circadian trough where the human body experiences its lowest body temperature. Studies demonstrated that sleepiness was significantly higher for fatigued pilots who had not taken any walking breaks. Bunk sleeping is another effective in-flight strategy. Based on the time zone pilots take-off from, they can determine which times during the flight they will feel inadvertently drowsy. Humans usually feel drowsier mid-morning and then mid-afternoon. In-flight rostering involves assigning the crew to specific tasks at specific times during the flight so that other members of the crew have time for activity breaks and bunk sleep. This allows well-rested crew members to be used during the critical phases of flight. Further research will need to show the optimal number of crew members sufficient for a well rested operating crew to operate the flight safely. Proper cockpit lighting is paramount in reducing fatigue since it inhibits the production of melatonin. Studies have shown that simply increasing lighting level to 100-200 lux improves alertness in the cockpit. 100 lux level is the same as room lighting and, therefore, would not affect a pilot’s night vision. Although pilots are often given layovers with ample time to rest, the environment itself may not be favorable to achieve full recovery. The temperature may be too warm, the place noisy or the time zone change may not facilitate biological sleep. As a result, the use of over-the-counter drugs may be effective. Zolpidem is a well tested pharmaceutical compound with a half-life of two and a half hours and the drug is fully metabolized within 10 hours. It can be used to initiate sleep to help obtain a good rest. It must not be combined with any cockpit-naps. The drug also has no side effects, improving sleep quality without causing insomnia or any detrimental effects on next-day alertness. As pilots know, they must not have any amount of a drug present in their systems at the time they begin duty. Implementation of a personal checklist to rate fatigue before a flight can aid the decision of whether a pilot feels he is fit to fly. The Samn-Perelli checklist is a good measure with a scale of 1 to 7, with 1 meaning "fully alert" and 7 meaning "completely exhausted and unable to function." Implementation of fatigue prediction models, such as the Sleep, Activity, Fatigue, and Task Effectiveness model, optimize scheduling by being able to predict pilot fatigue at any point in time. Although the mathematical model is limited by individual pilot differences it is the most accurate existing prediction because it takes into account time-zone changes, time awake, and length of previous rest. Sleep and fatigue monitoring: Using wrist-worn sleep monitors to track sleep accurately. Traditionally, sleep is tracked through personal estimation which is inaccurate. With this technology, regulators could implement operating restrictions or cautions for pilots with less than eight hours of sleep in the previous 24 hours. In early 2007, the 201 Airlift Squadron of the District of Columbia Air National Guard (ANG), successfully integrated the Fatigue Avoidance Scheduling Tool FAST into its daily scheduling operations. This integration required the full-time attention of two pilot schedulers, but yielded valuable risk mitigation data that could be used by planners and leaders to predict and adjust critical times of fatigue in the flight schedule. In August 2007, the Air National Guard Aviation Safety Division, under the direction of Lt Col Edward Vaughan, funded a project to improve the user interface of FAST, permitting daily use by pilot schedulers and integration with automated flight scheduling software. This improved, user-responsive interface, known as Flyawake (FlyAwake.org), was conceived and managed by Captain Lynn Lee and developed by Macrosystems. The project cited empirical data collected in combat and non-combat aviation operations, and challenged the U.S. government's established policies regarding fatigue as a factor in degrading human performance.

Caroline Johnson was born and raised in Colorado Springs, CO, with her older brother, Craig and parents Marty and Nancy. Her childhood was full of skiing, hiking, biking and an array of team sports to burn her relentless energy. In high school she caught the travel bug and studied abroad in Germany, thriving in the foreign culture and absorbing as much of the experience as she could. After graduation, she traded the mountains and her skis, for the bay and a sailboat, as she embarked on the adventure of a lifetime in the Navy. She began her military career at the United States Naval Academy in 2005, bristling against the strict rules and regimented life but loving the challenge and the friends she met along the way. Upon graduating with a Bachelor of Science in Economics in 2009, she joined the elite Naval Aviation community and began flight school in Pensacola, FL. In 2011, she was awarded her wings of gold and designated a Naval Flight Officer, more specifically an F/A-18 Weapons Systems Officer. Finishing at the top of her class she was awarded the Paul F. Lawrence award as the #1 strike fighter graduate and also recognized as the overall Top Graduate. Caroline flew F/A-18 Super Hornets as a member of VFA-213 the World Famous Fighting Blacklions and she embarked on the USS George H.W. Bush, deploying for 9 months in 2014. On her historic deployment, Caroline and the Blacklions flew in support of Operation Enduring Freedom and Operation Inherent Resolve seeing action in Afghanistan, Iraq, and Syria. Her squadron employed the first weapons on ISIS in Iraq, conducted the first ever US strikes into Syria, and Caroline was the first woman to neutralize ISIS from an F/A-18. At the Blacklions, Caroline completed her SFWT level II, III, and IV qualifications, she earned her Combat Mission Commander designation, and she also graduated with honors from the University of Oklahoma with a Master of Arts in Administrative Leadership. During her final tour on active duty, Caroline returned to the United States Naval Academy, where she taught leadership and recruited the next generation of aviators as the Aviation Operations Officer. Currently in the Navy Reserves, Caroline continues her service as an advisor and liaison officer.

TWA85: 'The world's longest and most spectacular hijacking' By Roland Hughes BBC News At the high point of the 1960s spate of hijackings, a plane was held up on average once every six days in the United States. Fifty years ago this week, Raffaele Minichiello was responsible for the "longest and most spectacular" of them, as one report described it at the time. Could those on board ever forgive him? 21 August 1962 Under the hills of southern Italy, a little north-east of Naples, a fault ruptured and the earth began shaking. Those living on the surface, in one of the most earthquake-prone parts of Europe, were used to this. The 6.1-magnitude quake in the early evening was enough to frighten everyone, but it was the two powerful aftershocks that did the most damage. Twenty kilometres up from the epicentre and a few hundred metres north was where the Minichiello family lived, including 12-year-old Raffaele. By the time the third earthquake had subsided, their village of Melito Irpino was uninhabitable. The Minichiello family were left with nothing, Raffaele would later recall, and no-one in authority came to help. The damage was such that almost the entire village was evacuated, razed and rebuilt. Many families would return, but the Minichiellos decided to move to the US for a better life. What Raffaele Minichiello found instead was war, trauma and notoriety. 01:30; 31 October 1969 Dressed in camouflage, Raffaele Minichiello stepped on to the plane, a $15.50 ticket from Los Angeles to San Francisco in his hand. This was the last stop on Trans World Airlines flight 85's journey across the US, which had started several hours earlier in Baltimore before calling at St Louis and Kansas City. The crew of three in the cockpit were helped by four young female flight attendants, most of whom had been in the job for only a few months. The most experienced was Charlene Delmonico, a bob-haired 23-year-old from Missouri who had been flying with the airline for three years. Delmonico had swapped shifts to fly on TWA85 as she wanted Halloween night free. Before leaving Kansas City, captain Donald Cook, 31, had informed the flight attendants of a change in the usual practice: if they wanted to enter the cockpit, they were to ring a bell outside the door, and not knock. The flight landed in Los Angeles late at night. Passengers disembarked and others, bleary-eyed, joined the short night flight to San Francisco. The lights were dimmed so that those who had stayed on board could continue sleeping. The flight attendants checked the passengers' tickets when they boarded quietly, but Delmonico paid particular attention to one of the new arrivals, especially his bag. The tanned young man in camouflage, his wavy brown hair flattened, was nervous but polite as he boarded. A thin container protruded from his backpack. Delmonico moved towards the first-class compartment, where her colleagues Tanya Novacoff and Roberta Johnson were guiding passengers to their seats. "What was that thing sticking out of the young man's backpack?" Delmonico asked them. The answer - a fishing rod - calmed her fears and she returned to the back of the plane. The flight was far from busy. With only 40 passengers on board, there was room for everyone to spread out and seek their own row in which to sleep. Among them were the five mop-topped members of the sunshine pop group Harpers Bizarre, exhausted after a strange concert in Pasadena that night that had been temporarily halted by a man screaming from the balcony of the auditorium. It had been two years since the band's biggest hit, an adaptation of Simon & Garfunkel's The 59th Street Bridge Song (Feelin' Groovy), but they would hit the peak of their fame just a few hours later. Singer-guitarist Dick Scoppettone and drummer John Petersen settled on the left-hand side of the plane and, relaxing into their seats, they lit cigarettes. At 01:30 on Friday, 31 October 1969, TWA flight 85 left Los Angeles for San Francisco. Fifteen minutes into the flight, the hijack began. Anyone sleeping peacefully would have had their rest disturbed on take-off. To boost the plane's thrust, the Boeing 707 injected water into the engines as it took off, earning it the industry nickname the Water Wagon. The effect inside the plane was violent and noisy, producing an ominous deep rumble. Darkness fell inside the plane as the flight attendants turned the lights almost all the way down. As silence settled, Charlene Delmonico began tidying the galley in the back of the plane with Tracey Coleman, a 21-year-old languages graduate who had joined TWA only five months earlier. The nervous passenger in camouflage from earlier stepped into the galley and stood alongside them. He had an M1 rifle in his hand. Delmonico, calm and professional, responded simply: "You're not supposed to have that." He responded by handing her a 7.62mm bullet to prove the rifle was loaded, and ordered her to lead him to the cockpit to show it to the crew. Dick Scoppettone was drifting off to sleep but the movement further down the aisle roused him. Out of the corner of his eye he saw Delmonico being followed by a man who was pointing a rifle at her back. His bandmate John Petersen turned to him from a few rows in front and stared wide-eyed. "Is this really happening?" Towards the back of the plane, one of the passengers, Jim Findlay, got up to confront Minichiello. The hijacker turned around. He shouted to Delmonico: "Halt!" This man is a soldier, Delmonico thought. With Findlay ordered back to his seat, Delmonico and Minichiello moved up the cabin again. She pushed the curtain aside to enter the first-class compartment, her knees buckling under the nerves, and alerted the two flight attendants ahead of her: "There's a man behind me with a gun." They both moved quickly out of the way. Some of the passengers heard Minichiello shout at Delmonico as he became more and more agitated next to the cockpit door. For the most part he was polite, respectful and came across, in her words, as "a nice clean-cut kid", but by now paranoia was getting the better of him. Delmonico remembered the captain's instruction: don't knock to enter, ring the bell instead. But Minichiello, afraid he was being tricked, refused to let her do this. She knocked instead, and hoped this would alert the crew. The door opened, and Delmonico told the wary crew there was a man with a gun behind her. Minichiello stepped inside and pointed the rifle at each of the three men inside the cockpit: captain Cook, first officer Wenzel Williams and flight engineer Lloyd Hollrah. Minichiello appeared to be well trained and well armed, Williams thought. He knew what he wanted from the crew, and was determined to get it. After Delmonico had stepped out of the cockpit, Minichiello turned to the crew and said in heavily accented English: "Turn towards New York." The unusual sight of a man walking through the plane with a gun had not gone unnoticed by those passengers who were still awake. The members of Harpers Bizarre had all raced to sit next to one another within seconds of the gunman passing by. Their strange evening had just got stranger. They speculated how the man might have been able to sneak a rifle on to the plane. Where could they be going? Hong Kong, maybe? They'd never been to Hong Kong, that could be fun. Nearby, Judi Provance's training kicked in. An off-duty TWA flight attendant, she was returning home to San Francisco after eight days on rota flying around Asia. Every year, she and TWA staff would undertake training in how to respond during emergencies, including hijackings. The main lesson they had been taught was to stay calm. Another was to not fall in love with the hijacker - it was easy, they had been told, for hijackers to elicit sympathy from the crew. Provance quietly mentioned to those around her that she had seen someone walking down the aisle with a gun. She had been taught not to cause panic, and to help manage the situation calmly. Jim Findlay, the man who had previously tried to intervene, was a TWA pilot "deadheading" on board as a passenger. He found the hijacker's bags and went through them to look for clues to his identity, and to make sure no more weapons were on board. Only later did the passengers find rifle magazines full of bullets. Captain Cook's voice came over the loudspeaker. "We have a very nervous young man up here and we are going to take him wherever he wants to go." As the flight moved further and further from San Francisco, other messages were communicated to the passengers, or started spreading among them: they were heading to Italy, Denver, Cairo, Cuba. The crew inside the cockpit feared for their lives, but some of the passengers felt they were part of an adventure. An odd one, but an adventure nevertheless. It was only natural that people on board TWA85 thought they might be heading to Cuba. It had long been hijackers' destination of choice. From the early 1960s, a number of Americans disillusioned with their homeland and entranced by the promise of a communist ideal had fled to Cuba following Fidel Castro's revolution. As American planes did not normally fly to the island, hijacking gave people the means of getting there. And by accepting hijackers from the US, Castro could embarrass and annoy his enemy while demanding money to return the planes. A three-month period in 1961 heralded the start of the hijacking phenomenon. On 1 May, Antulio Ramirez Ortiz boarded a National Airlines flight from Miami under a false name, and seized control of the plane by threatening the captain with a steak knife. He demanded to be flown to Cuba, where he wanted to warn Castro of a plot to kill him that had been wholly imagined by Ramirez. Two more hijackings followed over the following two months, and the next 11 years saw 159 commercial flights hijacked in the United States, Brendan I Koerner writes in his book The Skies Belong To Us: Love and Terror in the Golden Age of Hijacking. Hijackings that ended in Cuba were so common, he writes, that at one point US airline captains were given maps of the Caribbean and Spanish-language guides in case they had to unexpectedly fly to Havana. A direct phone line was set up between Florida air traffic controllers and Cuba. And there was even a suggestion that a replica of Havana's airport be built in Florida, to fool hijackers into thinking they had reached Cuba. The hijackings were able to happen because of a lack of security at airports. There was simply no need to check passengers' luggage because no-one had ever caused any trouble, until the hijackings began. For years after that, the airline industry resisted introducing checks because they feared it would ruin the passenger experience and slow down the check-in process. "We lived in a different world," Jon Proctor, a gate agent with TWA at Los Angeles International Airport in the 1960s, told the BBC. "People didn't blow up airliners. If anything, they might hijack an airliner and want to go to Cuba, but they didn't try to blow up an airliner." It would later emerge that Raffaele Minichiello had disassembled his rifle and carried it on to TWA85 in a tube, before putting the gun back together in the plane's bathroom. Taking it on board would have been "very easy", Proctor says. Gate agents would only have weighed his backpack and not checked it. By the time TWA85 was held up, there had already been 54 hijackings in the US in 1969, the Associated Press reported at the time, at a rate of one every six days. But no-one had ever hijacked a plane in the US and taken it to another continent. The crew were getting mixed messages from their jittery passenger: he wanted to go to New York, or maybe Rome. If their destination was to be New York, that would be a problem: they had enough fuel to fly only to San Francisco, so would have to stop for more. And if they were heading for Rome, there would be an even bigger obstacle: nobody on board was qualified to fly internationally. Eventually, captain Cook was allowed into the cabin to talk to the passengers. "If you've made any plans in San Francisco," he said, "don't plan on keeping them. Because you're going to New York." After some negotiation, Minichiello agreed to let the captain land in Denver to take on enough fuel to reach the east coast. While over Colorado, Cook alerted air traffic control for the first time that the plane had been hijacked. The plans soon changed: Minichiello would let the 39 other passengers get off in Denver, but he insisted that one of the flight attendants stay on board. A small debate broke out about who should stay. The hijacker's preference was Delmonico, whom he had led to the cockpit at gunpoint. Cook wanted Roberta Johnson, whom he knew best of all four attendants. As Delmonico began writing a manifest of all passengers on board, Tracey Coleman went up to the cockpit with coffee for the crew. When she stepped back out, she insisted to Delmonico: "I'm gonna go." Coleman had a boyfriend in New York, she said, and could go and see him. But Delmonico knew New York would not be the final destination. "You're not going to stay in New York," she told Coleman. "He can't stay there, he'll be arrested if he gets out there. He's going somewhere else - I don't know where, but he's going somewhere else." Coleman, in an interview with TWA Skyliner magazine after the hijacking, said she knew what was at stake. "It wasn't because I just wanted to go along for the ride," she said. "But it was feared that if one of the stewardesses didn't stay aboard, he may not let the passengers off in Denver." Minichiello had demanded that the lights at Denver's Stapleton International Airport be turned off as the plane landed. He didn't want any surprises, and promised to release the passengers only if there was no trouble. His nerves apparently calming, the hijacker proved unexpectedly accommodating. While he was exiting, Jim Findlay, the deadheading TWA pilot, realised he had left behind a Halloween outfit he had bought in Hong Kong. Findlay asked Minichiello if he could return to the back of the plane to retrieve it. He politely replied: "Sure." As the passengers filed off the plane in cold, foggy weather with sunrise still two hours away, they were met by an unsmiling FBI agent in an overcoat. The relief among those allowed to leave was clear, and they were led down a darkened corridor through the terminal. At the end was a room swarming with FBI agents, who had rushed to the airport at short notice and were waiting to take statements from the 39 passengers and three flight attendants. The members of Harpers Bizarre remembered what their manager had once told them: if they were ever involved in any trouble, anything at all, they were to call him first, even before they got to a police station or hospital. As soon as they reached the terminal, they did just that, even though it was the middle of the night where he lived. The tactic paid off. When they had finished giving their statements, they stepped into another room and were greeted by the flash of camera bulbs, reporters shouting the band's name, and phones ringing as news outlets around the US hoped to hear their story. "It was the best publicity we ever had, by a mile," Dick Scoppettone told the BBC. The assembled photographers captured tired passengers slumped against walls. Other passengers smiled, bemused, as they recounted what had happened. The three flight attendants gave statements to the FBI, and Charlene Delmonico's ran to 13 handwritten pages. After a day of interviews, all the flight attendants got home to Kansas City late in the evening, as TV channels kept viewers updated as the unlikely hijack continued. Delmonico settled in at home after more than a day without sleep. Late in the evening, her telephone rang. It was the FBI, could they come around to see her? They arrived at 23:00 and handed her a photo. The image of Raffaele Minichiello looked back at her. "Yes, that's him," she said. It was a face she would encounter again almost 40 years later. The three-hour flight from Denver passed peacefully. Minichiello, stretched out in first class with the gun at his side, had calmed down. He poured himself an unusual cocktail from two miniature bottles - Canadian Club whisky and gin. Only five people remained on board TWA85 - captain Cook, first officer Wenzel Williams, flight engineer Lloyd Hollrah, flight attendant Tracey Coleman and the hijacker himself. The plane landed at John F Kennedy airport late in the morning, and was parked as far from the terminals as possible. The order from the cockpit, like in Denver, was for as few people as possible to approach the plane. But the FBI was ready, and keen to stop the hijacker before he set a dangerous precedent and took a domestic flight to another continent. Close to 100 agents were waiting for TWA85, many disguised as mechanics hoping to sneak on board. Within minutes of the landing, as refuelling was about to take place, the FBI started approaching the plane. Through the cockpit window, Cook spoke to one agent who wanted a reluctant Minichiello to come closer to the window to speak to them. "Raffaele was running up and down the aisles to make sure they weren't trying to sneak in the airplane," Wenzel Williams told the BBC 50 years on. "He felt he would be shot if he came to the window." The captain, one eye on his passenger, warned the agents to stay away from the plane. Soon afterwards, a shot rang out. The accepted version of events now is that Minichiello did not intend to shoot. In his agitated state, just outside the cockpit door, he is thought to have nudged the trigger of his rifle with his finger. The bullet pierced the ceiling and glanced off an oxygen tank, but did not penetrate it or the plane's fuselage. Had it damaged the fuselage, the plane would not have been able to fly on. Had it pierced the oxygen tank and caused an explosion, there might not have been a plane, or crew, left to fly. Even though the shot had apparently been fired by accident, it sent shivers through the crew and they were reminded that their lives were at stake. Captain Cook - who was sure the rifle had been fired on purpose - shouted at the agents through the window, chastising them and telling them the plane was leaving immediately, without refuelling. Two TWA captains of 24 years' experience who were allowed to fly internationally, Billy Williams and Richard Hastings, pushed their way through the FBI agents and onto the plane. Everyone else stayed on board. "The FBI plan was damned near a prescription for getting the entire crew killed," Cook later told the New York Times. "We sat with that boy for six hours and had seen him go from practically a raving maniac to a fairly complacent and intelligent young man with a sense of humour, and then these idiots... irresponsibly made up their own minds about how to handle this boy on the basis of no information, and the good faith we had built up for almost six hours was completely destroyed." The two new pilots, who were in no mood to humour the hijacker, took charge of the plane. Minichiello ordered everyone else to stay inside the cockpit with their hands on their heads. The plane took off quickly, with nowhere near enough fuel on board to reach its intended destination: Rome. Twenty minutes after the plane had left New York with a bullet lodged in its roof, the tension on board had eased, thanks largely to Cook convincing Minichiello that the crew had nothing to do with the chaos at Kennedy airport. The events there meant the plane had been unable to refuel, so within the hour, TWA85 landed in the north-eastern corner of the US in Bangor, Maine, where it took on enough fuel to cross the Atlantic. By now, in the early afternoon, the story of the hijacking and the drama in New York had gained the full attention of the American media. Photographers and reporters turned out en masse at Bangor's airport terminal. Close to 75 police officers ensured the press stayed as far as possible from the plane in case the gunman was provoked again. Hundreds of people had driven to the airport to get a glimpse of the action, but were kept half a mile away from the terminal. From the plane, the hijacker spotted two people watching from a nearby building. Cook, eager to leave, radioed the control tower: "You had better hurry. He says he is going to start shooting at that building unless they get a move on." The two men quickly left. On board, as the plane headed towards international airspace, a sense of solidarity had begun to develop among those who had been together for more than nine hours. But under the surface, even as they tried to keep the hijacker happy, the crew continued to fear for their lives. With the new pilots on board, Cook went to sit with Minichiello in the first-class compartment, where they swapped stories. Cook spoke of his time as an air traffic controller with the US Air Force. The rifle rested between them, but at no point did the crew try to take it, mostly out of concern over how the hijacker might react. Minichiello repeatedly asked Cook if he was married. He replied that he was, despite being a bachelor. "That seemed wiser," Cook told the New York Times later. He had assumed a jittery man with a gun would be less likely to harm married crew. "He asked how many kids I had and I said one. Then he asked about the other members of the crew and I said: 'Yeah, all of them are married.'" In fact, only one of the four original crew members was married. Tracey Coleman, too, spent time chatting to Minichiello during the transatlantic trip, the first time she had left the United States or flown for longer than four hours. He taught her card games including solitaire and he was "a very easy fellow to talk to", she would later recall. He talked about his family moving to the US and, intriguingly, said he had "had a little military trouble after coming back to the States and just wanted to go home to Italy", Coleman later told an airline industry magazine. She slept a little during the six-hour flight from Bangor to Shannon, on Ireland's west coast, where TWA85 refuelled once more in the middle of the night. Few others on board were able to sleep. "We were too keyed up for that," Wenzel Williams recalled. The only food on board was a handful of cupcakes left on the original flight from Kansas City to Los Angeles. "Food wasn't exactly much of an issue," Williams told the BBC. "Having a gun pointed at us a good bit of the time kept most other issues at bay." As TWA85 crossed time zones on its approach to Ireland, and 31 October became 1 November, Minichiello turned 20. No-one celebrated. Half an hour after landing in Ireland, TWA85 was off again, on the final stretch of its 6,900-mile (11,000km) journey to Rome. TWA85 circled Rome's Fiumicino airport early in the morning. Minichiello had one more demand: the plane was to be parked far from the terminal and he was to be met by an unarmed police official. The hijack was nearing its end, 18-and-a-half hours after it had started over the skies of central California. It was, the New York Times reported at the time, "the world's longest and most spectacular hijacking". In the last few minutes of the flight, Williams said, the hijacker offered to drive the crew to a hotel once they had landed, an offer they politely declined. Minichiello also feared the crew would be punished for not having stolen his gun when they had the opportunity. "I've given you guys an awful lot of trouble," he told Cook. "That's all right," the captain replied. "We don't take it personally." At the airport, shortly after 05:00, a lone Alfa Romeo approached the plane. Out of it emerged Pietro Guli, a deputy customs official who had volunteered to meet the hijacker. He walked up the steps to the plane with his hands up, and Minichiello emerged to meet him. "So long, Don," the hijacker told the captain as he left. "I'm sorry I caused you all this trouble." Minichiello noted Cook's address in Kansas City so he could later write to him and explain what had happened after they separated. The two men walked down the steps towards the car, Minichiello still holding his rifle, and the six people on board felt "total relief", according to first officer Wenzel Williams. They were free again. But they all hoped the next stage of the hijacking would end safely, for both Minichiello and his new hostage.   After Los Angeles, Denver, New York, Bangor, Shannon and Rome, there was only one destination now. "Take me to Naples," Minichiello ordered Pietro Guli. He was heading home. Four police cars trailed the Alfa Romeo and the officers' voices crackled over the hostage's radio. Minichiello, sitting in the back seat, switched off the radio and gave his hostage directions where to go.   In the countryside about six miles from the centre of Rome, having somehow evaded the pursuing cars, the Alfa Romeo travelled down lanes that became ever more narrow. Eventually it reached a dead end and both men stepped out of the car. Realising he had few options left, Minichiello sprinted away in panic. Twenty-three hours after TWA85 left Los Angeles, Minichiello's journey came to an end. It did so only because of the publicity the hijacking had generated. Over five hours in the hills around Rome, hundreds of police officers, some with dogs and helicopters, led the search for the hijacker. But in the end, he was found by a priest. Saturday, 1 November was All Saints Day, and the Sanctuary of Divine Love was full for morning Mass. Among the well-dressed congregation, the young man in his vest and undershorts stood out. Minichiello had sought shelter in the church after shedding his military clothes and stashing his gun in a barn. But his face was now famous and the vice-rector, Don Pasquale Silla, recognised him. When the police finally surrounded Minichiello outside the church, he expressed bemusement - interpreted by reporters as the arrogance of a young criminal - that his countrymen might want to detain him. "Paisà [my people], why are you arresting me?" he asked.   He employed the same tone hours later while speaking to reporters, his hands free of cuffs, after a brief interrogation in a Rome police station. "Why did you do it?" one reporter asked. "Why did I do it?" he replied. "I don't know." When another asked him about the hijacked plane, he replied in a perplexed tone: "What plane? I don't know what you're talking about." But in another interview, he revealed the real reasons for the hijack.   As the news of Minichiello's arrest spread around the world later that day, Otis Turner sat down for breakfast in the mess of his Marine barracks in California. The television in the corner was relaying the details of the daring hijack and the manhunt in the Italian countryside. "Then they flashed up Raffaele's picture," Turner told the BBC. "I was just floored, absolutely floored." The two men had served in the same platoon in Vietnam and become close friends before being separated in the US. "I was confused at first," Turner said, "but when I really got to thinking about it, I knew he had had some issues and it all came together." When the hijacking happened, it was four-and-a-half years since US combat forces had first landed in Vietnam and the fall of Saigon was still more than five years away. The US would leave Vietnam having completely failed in its mission, leaving more than 58,000 American service personnel and millions of Vietnamese - both combatants and civilians - dead. Opposition in the US to the war was at its peak in late 1969. An estimated two million people across the US had taken part in the Moratorium to End the War in Vietnam - reported as the biggest demonstration in American history - two weeks before the hijacking. The lottery drafting young Americans to fight was still a month away from being enforced, but many thousands of young men had already volunteered, believing back then that the cause - to fight the communists of North Vietnam - was valid. Raffaele Minichiello was one of those who volunteered.   In May 1967, the 17 year old left his home in Seattle, to where he and his family had moved after the earthquake in their Italian homeland in 1962. He travelled to San Diego to enlist in the Marine Corps, and for those who knew him - a little stubborn, a little gung-ho - this did not come as a surprise. Minichiello barely spoke English, and had been teased for his thick Neapolitan accent by his classmates before dropping out of school altogether. Doing so had brought an end to his ambitions of being a commercial pilot. But he was proud of his adopted country, and was willing to fight for it in the hope it would make him a naturalised American citizen. Otis Turner arrived in Vietnam at about the same time as Minichiello, and they served in different squads in the same Marine platoon. They were "grunts" - the men dropped on to the jungle-cloaked hills of the front line for a few months at a time to take the fight to the communist forces. "Anybody will tell you: the grunts had the toughest job in the Marine Corps," Turner, now living in Iowa, said. "We were in 120-degree (49C) weather, in monsoon season. It was terrible. We saw the worst of the worst." In 2019, Turner looks back with some shame at what they were ordered to do, and how they complied. Their mission was brutally simple: they were to enter villages and towns and kill the enemy. "From the time we joined the Marine Corps, we were basically all about kill, kill, kill," he said. "That's all they wanted us to do. They drilled that into us from the beginning."   Of those serving on the front line, Minichiello was often the one leading the charge. Doing so brought him into firefights that killed close friends, and led him to save others who were in danger. He was awarded the Cross of Gallantry, which was given out by the government of South Vietnam to those who had displayed heroic conduct in the war. The men had come to know only one mode - they were Marines, born to fight - and adjusting to daily life proved impossible. "There was no staging area to regroup or to get your mind and body back working as one unit," Turner told the BBC. "There was no period there just to break it all down and think about what you had just done, to see a professional. "There were a lot of sick people, confused people. Raffaele was in some state. All of us were confused when we left Vietnam." Turner says most members of his and Minichiello's platoon - including himself - went on to be diagnosed with post-traumatic stress disorder (PTSD). The US Department of Veterans Affairs estimates that up to 30% of all those who served in Vietnam have suffered PTSD at some point in their lives - about 810,000 people. Raffaele Minichiello would not be diagnosed until 2008. Tracked down by reporters near Naples, Minichiello's father - who was by then suffering from terminal cancer and had returned to Italy - knew immediately what had caused his son to hijack the plane. "The war must have provoked a state of shock in his mind," Luigi Minichiello said. "Before that, he was always sane." He vowed to clip him around the ear when he next saw him.   Another reason for the hijacking soon emerged. While in Vietnam, Minichiello had been sending money to a Marines savings fund. He had collected $800, but when he returned to base in Camp Pendleton, California, he noticed there was only $600 in his account. It was not enough to pay for a visit to Italy to see his dying father. Minichiello raised his concerns with his superiors, and insisted he be given the $200 he felt he was owed. His superiors didn't listen, and dismissed his complaint. And so Minichiello took matters into his own hands, albeit clumsily. One night, he broke into the store on the base to steal $200 of goods. Unfortunately for him, he did so after drinking eight beers and fell asleep inside the store. He was caught the next morning. The day before he hijacked TWA85, he had been due to appear before a court martial in Camp Pendleton but, fearing prison, he went awol and travelled up to Los Angeles. With him, he took a Chinese rifle he had registered as a war trophy in Vietnam. Against the odds, Minichiello became a folk hero in Italy, where he was portrayed not as a troubled gunman who had threatened a planeload of passengers, but as a fresh-faced Italian boy who would do anything to return to the motherland. He faced trial in Italy - the authorities there insisted on this within hours of his arrest - and would not face extradition to the US, where he could have faced the death penalty. At his trial, his lawyer Giuseppe Sotgiu portrayed Minichiello as the poor victim - the poor Italian victim - of an unconscionable foreign war. "I am sure that Italian judges will understand and forgive an act born from a civilisation of aircraft and war violence, a civilisation which overwhelmed this uncultured peasant."   He was prosecuted in Italy only for crimes committed in Italian airspace, and sentenced to seven-and-a-half years in prison. That sentence was quickly reduced on appeal, and he was released on 1 May 1971. Wearing a brown suit, the 21 year old stepped out of the Queen of Heaven prison near the Vatican to face crowds of photographers and cameramen. Occasionally overawed by the attention and breaking into a smile that flitted from nervousness to cockiness, he stopped to speak to reporters. "Are you sorry for what you did?" one asked. "Why should I be?" he replied, grinning. But after that, an array of prospects came to nothing. A nude modelling career never took off, and a promise by a film producer to turn Minichiello into a Spaghetti Western star was never kept. For years, rumours swirled that the character John Rambo was based on Minichiello - after all, Rambo was a decorated but misunderstood Vietnam veteran who had lost the plot - but the man who created Rambo has since dismissed the suggestion. In the years after prison, Minichiello settled in Rome where he worked as a bartender. He married the bar owner's daughter, Cinzia, with whom he had a son. At one point he also owned a pizza restaurant named Hijacking.   23 November 1980 The earthquake that had destroyed Raffaele Minichiello's hometown in 1962 was just a precursor. Eighteen years later, a magnitude-6.9 earthquake struck southern Italy, its epicentre barely 20 miles from the one in 1962. This was the most powerful earthquake to strike Italy in 70 years, and it caused enormous damage across the Irpinia region. Up to 4,690 people were killed and 20,000 homes - many of them in a weakened state after the 1962 quake - were destroyed.   Soon afterwards, Italians began arriving in large groups to the region east of Naples to distribute aid. Among them was Raffaele Minichiello. The 31 year old was still living in Rome at the time, but had felt compelled to make the 300-mile trip home three times in only two weeks to deliver aid. "I know all about earthquakes in Irpinia," he told an interviewer from People magazine in December 1980. "That is where I was born, and that is where all my troubles began." His distrust of authority, fostered during his time in the Marines, had stayed with him. "I mistrust institutions, so I give help personally," he said. "I know all about people who don't keep their promises." Minichiello was recognised among the snowy ruins of Irpinia, but he was not quite the minor celebrity he had been when TWA85 landed in Rome 11 years earlier. At that time, his image - slick curled hair, cigarette in his right hand, casual smirk on his face - had been on the front covers of magazines around the world.   In the post-earthquake ruins, a more repentant Minichiello began to emerge. "I'm very different now to who I was," he said. "I'm sorry for what I did to those people on the plane." Minichiello's redemption did not come with the Irpinia earthquake. And his story could have ended very differently had his plan for another attack come to fruition, although this plan was much more poorly thought-out than his hijack. In February 1985, Cinzia was pregnant with the couple's second child. After being admitted to hospital in labour, she and her newborn son died as a result of medical malpractice. Minichiello, feeling angry and let down by the authorities again, knew what he would do. He would target a prominent medical conference outside Rome, and draw attention to the negligence that had cost his wife and son their lives. He arranged, via an acquaintance, to acquire guns with which he would launch a violent revenge attack. While he plotted, Minichiello struck up a friendship with a young colleague, Tony, who sensed his distress. Tony introduced him to the Bible and read him passages out loud. Minichiello listened and, over time, decided to devote his life to God. He called off his attack.   In 1999, Minichiello decided to return to the United States for the first time since the hijack. He had learned earlier that year that there were no outstanding criminal charges against him in the US, but his decision to abscond was not entirely without consequence. Because Minichiello had fled a court martial, he was given what is known as an "other than honourable discharge" by the Marines. His former platoon comrades have been fighting to get this reduced to a general discharge, to reflect his service in Vietnam, but they remain unsuccessful to this day. "Raffaele was a great Marine, a decorated Marine," fellow platoon member Otis Turner told the BBC. "He was always the guy right out front. He would volunteer for everything. He has saved lives. What he did for this country, his part in Vietnam... you just don't throw somebody to the side like that." As his platoon worked to clear his name, Minichiello asked them to help with another mission: finding those who were on board TWA85, so he could apologise.   8 August 2009 By the summer of 2009, Charlene Delmonico had been retired for more than eight years after spending her whole 35-year career as a flight attendant with TWA. Within a year of her retirement in January 2001, the airline no longer existed after falling into bankruptcy and being taken over by American Airlines. Out of the blue, Delmonico received an invitation. Would she be willing to meet the man who had once held her up at gunpoint? The invitation had come from Otis Turner and other members of Raffaele's platoon. "I thought the idea was kind of crazy," Turner said. "But I got thinking and I thought: why not try?" Delmonico's first reaction to the invitation was shock. The hijacking had defined her life, and reshaped it. Why should she meet the man who had once put a gun against her back? Her second reaction, as a churchgoer, was different. "I was kind of surprised," she told the BBC. "And I had a strange feeling. This was something that had happened that was very scary and nerve-wracking - it really did get to me. "Then I thought: we are taught to forgive. But I didn't know how I would receive him." In August 2009, Delmonico travelled the almost 150 miles south from her home to Branson, Missouri, where Minichiello and his former platoon were holding a reunion. There she met Wenzel Williams, the first officer on TWA85, who was the only other person to accept the offer to meet Minichiello. Captain Cook had refused, a gesture that hurt the one-time hijacker who believed he had developed a bond with the captain as they had sat chatting in first class. In a side room at the Clarion Hotel, Williams and Delmonico sat at a round table with the platoon members, minus Minichiello. The former soldiers presented them with a letter, expressing what they hoped could be achieved through the meeting. Their obvious support for Minichiello convinced Delmonico that they felt this was a man worth fighting for.   After some time, Minichiello walked in and sat down. The atmosphere remained tense for a while. But as more questions flowed, and Minichiello began to explain what had happened to him, the group grew closer. Minichiello seemed different to Williams - smaller, more softly spoken. He appeared weighed down by his guilt as he relived the hijacking. But his remorse appeared sincere. "In a way, I got a little closure, saw a different viewpoint," Delmonico said. "I probably felt sorry for him. I thought he was very polite. But he was always polite." Before they left, Minichiello handed them both a copy of the New Testament. Inside, he had written: Thank you for your time, so much. I appreciate your forgiveness for my actions that put you in harm's way. Please accept this book, that has changed my life. God bless you so much, Raffaele Minichiello. Underneath, he added the words Luke 23:34. The passage reads: "Father, forgive them; for they do not know what they are doing."   What happened next? Raffaele Minichiello divides his time between Washington state and Italy, flies a home-made plane for fun and curates a YouTube feed dedicated to accordion music. His platoon is still campaigning for his discharge to be amended to an honourable one, and in August they sent several letters to President Donald Trump asking for this to happen. Unless his discharge is amended, he will remain ineligible for treatment for PTSD, and he will not receive any other veterans' benefits. He declined to be interviewed for this article as he has signed a provisional film deal about his life story. According to his obituary, TWA captain Donald Cook "made his final flight up into the wild blue yonder on September 30, 2012 after a long and valiant battle with cancer". Flight attendant Charlene Delmonico - now Charlene Delmonico Nielsen - retired from TWA on 1 January 2001 after 35 years with the company. She still lives in Missouri. Flight attendant Tracey Coleman wrote to Minichiello while he was in prison but is believed to have left her job with TWA two years after the hijacking, despite reportedly being promised a job for life. Her whereabouts are unknown. First officer Wenzel Williams is now retired and lives in Fort Worth, Texas. Harpers Bizarre broke up in the mid-1970s. Dick Scoppettone now hosts a local radio show in Santa Cruz, California. In December 1972, after hijackers demanded a ransom and threatened to fly a plane into a nuclear facility, the Nixon administration finally introduced security measures at airports, including electronic screening of all passengers. It blamed a "new breed of hijackers... unequalled in their ruthlessness".

Martin "Moose" Pier is a NASA flight crew member, airline instructor and airport owner. Moose started out in the Air Force and decided to take flying lessons at the base aero club. He was introduced to the club manager's daughter, and the rest was history - they are still married. In addition to pursuing airplane flying, Moose became interested in hang gliding, and eventually bought an airport property in Colorado, intending to become active in hang-gliding. In the process, he acquired airplanes. He now owns EIGHT at last count! Moose served in the Air Force for a full career as a flight engineer, and then became an airline flight engineer. In the process, he met the SOFIA team from NASA and was hired to fly scientific missions all over the world. In his "free" time, Moose operates a team of two mules, "Black" and "Decker" to give rides to children.

Graciela Tiscareno-Sato is a graduate of the University of California at Berkeley. She completed the Aerospace Studies program as an AFROTC (Air Force Reserve Officer Training Program) scholarship cadet while earning her degree in Architecture and Environmental Design. During her active duty career in the U.S. Air Force, she deployed to four continents and dozens of countries as aircrew member, instructor and contingency planning officer. Flying many combat sorties over Southern Iraq in the NO FLY Zone after Operation Desert Storm earned her crew the prestigious Air Medal on her first deployment. Her favorite rendezvous for aerial refueling was with the SR-71 Blackbird as it came out of its high altitude missions over the Earth at supersonic speeds. She served with a NATO Battlestaff in Vicenza, Italy, as a military liaison officer at the U.S. Embassy in Quito, Ecuador and much more. She earned a Master degree in International Management from the School of Global Commerce at Whitworth University in Spokane, Washington before leaving active service. After an international marketing management career with Siemens headquartered in Munich, Germany, she created her global marketing and publishing firm, Gracefully Global Group, LLC. In November 2010, she received Entrepreneur of the Year honors at the LATINAStyle Magazine Gala in Washington D.C. In 2014, the White House honored Graciela as a White House Champion of Change, Woman Veteran Leader for creating this book series and raising educational expectations of young Latino students. Graciela actively mentors students who need education and career roadmaps, which is a central focus of her four-time award-winning and bestselling book, "Latinnovating." As a journalist and blogger, her work has been published in the U.S. and Europe in a wide variety of media. She is a sought-after keynote speaker, workshop leader and lecturer in classrooms, business schools, corporate events and educational conferences around the nation. Graciela and her family live in the San Francisco Bay Area. Graciela's military decorations include the Air Medal, the Aerial Achievement Medal, the Air Force Commendation Medal, the Joint Service Achievement Medal, the Air Force Achievement Medal, the Joint Meritorious Unit Award, the Air Force Outstanding Unit Award, the Combat Readiness Medal, the National defense Service Medal, the Armed Forces Expeditionary Medal, the Southwest Asia Service Medal, and the Armed Forces Services Medal.

Randall Larsen is the CEO of Randall Larsen Presents, a company dedicated to bringing great stories in film and print to the American public. He also serves as the National Security Advisor at the Johns Hopkins Center for Health Security and a member of the Council on Foreign Relations. From 1998-2012, Larsen served in a variety of executive positions in national and homeland security including: Chairman, Department of Military Strategy and Operations at the National War College Founding Director, Institute for Homeland Security Senior Fellow at the Homeland Security Policy Institute at George Washington University Executive Director of the Congressional Commission on the Prevention of Weapons of Mass Destruction Proliferation and Terrorism CEO, The Bipartisan WMD Terrorism Research Center Larsen is the author of Our Own Worst Enemy: Asking the Right Questions About Security to Protect You, Your Family, and America (Grand Central, 2007).  His articles have appeared in the Washington Post, Wall Street Journal, USA Today, and Business Week. Colonel Larsen retired in July 2000 after serving in both the Army and Air Force for a combined total of 32 years of active duty military service. His flying career began as a 19-year old Cobra pilot in the 101st Airborne Division. He flew 400 combat missions in Vietnam. He is a command pilot with more than 4,000 hours and also served as military attaché at the US Embassy in Bangkok, the chief of legislative liaison at the US Transportation Command, and the commander of America’s fleet of VIP aircraft at Andrews AFB MD. His decorations include the Legion of Merit, Distinguished Flying Cross, Bronze Star, 17 awards of the Air Medal (3 with “V” Device for Valor), and the South Vietnamese Cross of Gallantry.

At thirteen years old, Beth’s heart was broken when her father died suddenly. But there was a bigger challenge ahead when doctors told her she probably had multiple sclerosis at 22 years old. Beth vowed that this new challenge would not put restrictions on her life and embarked on a lifelong dream to fly for the airlines. Starting at the small local airport, the aviation world swallowed her whole, and the next five years of her life were as turbulent as an airplane in a thunderstorm, never knowing when, how or if she would emerge. An agonizing love affair with her flight instructor, dangerous risks in the sky and flying broken airplanes for shady companies all intertwined to define her road to the airlines. She made it to her goal and was hired by Trans World Airlines in 1989. Flying Alone is told with soul-baring candor, taking readers on a suspenseful journey through the terror, romance and ultimate victory of those years.

In a Career that was 99% pure exhilarating fun balanced by 1% of pure terror the lessons of leadership, survival, faith, love, perseverance, and camaraderie were plentiful, direct, and changed his life. As a Navy Strike Fighter, Brick amassed over 4500 hours and nearly 1000 arrested carrier landings during multiple combat deployments. His tours of duty include F/A-18 Hornet Squadron Command and he also provided leadership and instruction to two of the Navy’s elite air power training organizations - the Naval Strike and Air Warfare Center and to Naval Strike Force Training Pacific. In the blink of an eye it was over as he bid farewell to his beloved Navy at his final Command, Naval Base Ventura County. ‍ From Finance to Transportation, the lessons and experience from his unique past continues to be useful to others. But if given the choice, his go to move is to Coach and Mentor young Men and Women either professionally or through his first passion – Lacrosse. And when it comes to Joy and fulfillment there is no greater force in his life then the support from, and pride in, his devoted family -  his wife Terrie and their four children Sarah, Rachel, Anna, and Bradford.

Simultaneous Close Parallel Precision Runway Monitor (PRM) Approaches are independent approaches conducted to runways with centerline spacing of less than 4300 feet (1310m) but at least 3000' (915m). PRM is an acronym for the high update rate Precision Runway Monitor surveillance system which is required to monitor the No Transgression Zone (NTZ) for specific parallel runway separations used to conduct simultaneous close parallel approaches. PRM is published in the title as part of the approach name for Instrument Approach Procedures (IAP) used to conduct Simultaneous Close Parallel approaches. “PRM” also alerts pilots that specific airborne equipment, training, and procedures are applicable. Simultaneous Close Parallel PRM Approach (Source: FAA AIM): Note that aircraft will be separated laterally or vertically prior to the beginning of the NTZ and that the NTZ monitoring continues past the missed approach point (MAP) to ensure aircraft separation in the event of simultaneous missed approaches. Requirements Simultaneous close parallel ILS PRM approaches are depicted on a separate Approach Procedure Chart titled ILS PRM Rwy XXX (Simultaneous Close Parallel). Note that one or both of the ILS PRM approaches in a simultaneous close parallel operation may be substituted with RNAV PRM or GLS PRM approaches. Because Simultaneous Close Parallel PRM approaches are independent, the NTZ and normal operating zone (NOZ) airspace between the final approach courses is monitored by two monitor controllers, one for each approach course. Simultaneous Close Parallel PRM approaches must meet all of the following requirements: specific pilot training PRM in the approach title NTZ monitoring utilizing a final monitor aid publication of an Attention All Users Page (AAUP) as part of the IAP use of a secondary PRM communication frequency One of the unique features of Simultaneous Close Parallel PRM Approaches concerns the "breakout" protocol. Because of the close proximity of aircraft on adjacent approaches, should an aircraft on approach blunder into the NTZ, it will be the aircraft on the opposite approach that will be given breakout instructions by ATC. Pilot Training Pilots must complete special training before accepting a clearance for a simultaneous close parallel ILS PRM, RNAV PRM, GLS PRM or LDA PRM approach. Operators must be approved for Simultaneous Close Parallel PRM Approach procedures by their National Aviation Authority (NAA). Commercial operators will detail the specific training requirements in their Company Operations Manual in accordance with their approved Operations Specification (Ops Spec) for PRM approaches. Non commercial operators must be familiar with the content of the FAA Aeronautical Information Manual (AIM) pertaining to PRM operations. NTZ Monitoring The final approach courses of Simultaneous Close Parallel Approaches are monitored by two monitor controllers, one for each approach course. The NTZ monitoring system consists of: high resolution ATC radar displays automated tracking software which provides aircraft identification aircraft position a ten-second projected aircraft position aircraft speed visual and aural NTZ penetration alerts Attention All Users Page (AAUP) Multiple PRM approach charts at the same airport have a single associated AAUP. This page must be referred to in preparation for conducting the approach. Bullet points are published summarising the PRM procedures which apply to each approach and these must be briefed as part of the approach briefing. The following information may be summarized in the bullet points or published in more detail in the Expanded Procedures section of the AAUP. Briefing on the Expanded Procedures is optional. Bullet points on the AAUP include: ATIS - When the ATIS broadcast advises ILS PRM approaches are in progress (or ILS PRM and LDA PRM approaches in the case of SOIA), pilots should brief to fly the ILS PRM or LDA PRM approach. If not qualified to flight PRM approaches, ATC must be advised. Dual VHF Communications Required - To avoid blocked transmissions, each runway will have two frequencies, a primary and a PRM monitor frequency. The tower controller will transmit on both frequencies. The monitor controller’s transmissions, if needed, will override both frequencies. Pilots will ONLY transmit on the tower controller’s frequency, but will listen to both frequencies. The pilots should not select the PRM monitor frequency audio only until instructed by ATC to contact the tower. The volume levels should be set about the same on both radios so that the pilots will be able to hear transmissions on at least one frequency if the other is blocked. This procedure ensures that critical breakout instructions are not missed. Breakouts - Breakouts differ from other types of abandoned approaches in that they can happen unexpectedly and at any point during the approach. A pilot that is directed by ATC to break off an approach must assume that an aircraft is blundering toward them resulting in Loss of Separation. Pilots must always initiate the breakout in response to an air traffic controller’s instruction and the breakout must be initiated immediately. The following points provide specific breakout protocols: Execution - to expedite the manoeuvre, breakout procedures must be hand flown ATC Instructions - directed breakouts will consist of a turn away from the NTZ to a specified heading and a climb or a descent to a specified altitude. A descending breakout will be directed only when there are no other reasonable options available, but in no case will the descent be below the minimum vectoring altitude (MVA) which provides at least 1,000 feet required obstruction clearance Phraseology - If an aircraft enters the no transgression zone (NTZ), the controller will breakout the threatened aircraft on the adjacent approach using the phraseology "(aircraft call sign) TURN (left/right) IMMEDIATELY, HEADING (degrees), CLIMB/ DESCEND AND MAINTAIN (altitude)" TCAS - Should a TCAS RA (resolution advisory) occur during a breakout maneuver, the pilot should react appropriately to the TCAS vertical guidance. However, in this situation, it is critical that the turn to the ATC assigned breakout heading is also executed.

During his active duty career in the U.S. Navy, Francesco “Paco” Chierici flew A-6E Intruders and F-14A Tomcats, deployed to conflict zones from Somalia to Iraq and was stationed aboard carriers including the USS Ranger, Nimitz and Kitty Hawk. Throughout his military career, Paco accumulated 3,000 tactical hours, 400 carrier landings, a Southwest Asia Service Medal with Bronze Star, and three Strike/Flight Air Medals. Unable to give up dogfighting, he flew the F-5 Tiger II for a further ten years as a Bandit.   Paco is now a pilot for a major U.S. airline.

When the aircraft arrived from London earlier that morning, the previous flight crew had reported a frozen door seal and abnormal noises coming from the right aft service door. They requested a full inspection of the door. The inspection was carried out by a ground engineer who then performed a pressurization leak check. In order to carry out this check without requiring the aircraft's engines, the pressurization system was set to "manual". However, the engineer failed to reset it to "auto" on completion of the test. After the aircraft was returned into service, the flight crew overlooked the pressurisation system state on three separate occasions: during the pre-flight procedure, the after-start check, and the after take-off check. During these checks, no one in the flight crew noticed the incorrect setting. The aircraft took off at 9:07 with the pressurization system still set to "manual", and the aft outflow valve partially open. As the aircraft climbed, the pressure inside the cabin gradually decreased. As it passed through an altitude of 12,040 feet (3,670 m), the cabin altitude warning horn sounded. The warning should have prompted the crew to stop climbing, but it was misidentified by the crew as a take-off configuration warning, which signals that the aircraft is not ready for take-off, and can only sound on the ground. In the next few minutes, several warning lights on the overhead panel in the cockpit illuminated. One or both of the equipment cooling warning lights came on to indicate low airflow through the cooling fans (a result of the decreased air density), accompanied by the master caution light. The passenger oxygen light illuminated when, at an altitude of approximately 18,000 feet (5,500 m), the oxygen masks in the passenger cabin automatically deployed. Shortly after the cabin altitude warning sounded, the captain radioed the Helios operations centre and reported "the take-off configuration warning on" and "cooling equipment normal and alternate off line". He then spoke to the ground engineer and repeatedly stated that the "cooling ventilation fan lights were off". The engineer (the one who had conducted the pressurization leak check) asked "Can you confirm that the pressurization panel is set to AUTO?" However, the captain, already experiencing the onset of hypoxia's initial symptoms, disregarded the question and instead asked in reply, "Where are my equipment cooling circuit breakers?". This was the last communication with the aircraft. The aircraft continued to climb until it leveled off at FL340, approximately 34,000 feet (10,000 m). Between 09:30 and 09:40, Nicosia ATC repeatedly attempted to contact the aircraft, without success. At 09:37, the aircraft passed from Cyprus Flight Information Region (FIR) into Athens FIR, without making contact with Athens ATC. Nineteen attempts to contact the aircraft between 10:12 and 10:50 also met with no response, and at 10:40 the aircraft entered the holding pattern for Athens Airport, at the KEA VHF omnidirectional range, still at FL340. It remained in the holding pattern, under control of the auto-pilot, for the next 70 minutes. Two F-16 fighter aircraft from the Hellenic Air Force 111th Combat Wing were scrambled from Nea Anchialos Air Base to establish visual contact. They intercepted the passenger jet at 11:24 and observed that the first officer was slumped motionless at the controls and the captain's seat was empty. They also reported that oxygen masks were dangling in the passenger cabin. At 11:49, flight attendant Andreas Prodromou entered the cockpit and sat down in the captain's seat, having remained conscious by using a portable oxygen supply. Prodromou held a UK Commercial Pilot Licence, but was not qualified to fly the Boeing 737. Crash investigators concluded that Prodromou's experience was insufficient for him to be able to gain control of the aircraft under the circumstances. Prodromou waved at the F16s very briefly, but almost as soon as he entered the cockpit, the left engine flamed out due to fuel exhaustion and the plane left the holding pattern and started to descend. Ten minutes after the loss of power from the left engine, the right engine also flamed out, and just before 12:04 the aircraft crashed into hills near Grammatiko, 40 km (25 mi; 22 nmi) from Athens, killing all 121 passengers and crew on board.

Anna Rice fell in love with aviation as a child, as she accompanied her flight attendant mother on trips to Europe. She attended Metro State College of Denver (now Metropolitan State University of Denver), majoring in Aviation, and was selected as an intern at American Airlines. After graduation, she became a CFI and then a pilot for a small airline, and was on track to become a pilot with American Airlines when the attacks of September 11th crippled the U.S. airline industry. She continued to work as a CFI until another airline job became available. THEN another career hurdle appeared, the airline pilot age limit raising from 60 to 65. That caused total stagnation in upward movement at her airline, and she was furloughed. When she had children, she saw the furlough as a blessing, as she was able to stay home to raise them, and she bypassed her recall until the children were older. She is now back at her airline as a B737 First Officer.

The introduction of the Advanced Qualification Program (AQP) in the early 1990s marks another stage in the evolution of error management. Under AQP, a voluntary program, the FAA allows air carriers to develop training programs specific to their individual needs and operations. A condition for AQP authorization is the requirement to have a CRM program that is integrated into technical training. To accomplish this objective, air carriers began to “proceduralize” CRM by incorporating desired behaviors into operational procedures and checklists. Although AQP is a voluntary program, the FAA Flight Standards Service encourages air carriers to participate. AQP provides for enhanced curriculum development and a data-driven approach to quality assurance along with the flexibility to target critical tasks during aircrew training. The AQP methodology directly supports the FAA’s goals for safety enhancement. The primary goal of AQP is to achieve the highest possible standard of individual and crew performance. In order to achieve this goal, AQP seeks to reduce the probability of crew-related errors by aligning training and evaluation requirements more closely with the known causes of human error. For example: a. Crew Performance. Most accidents are attributed to crew error. Traditional training programs focus on individual training and evaluation. Under AQP, the focus is on crew and individual performance in both training and evaluation. b. CRM. Most accidents are caused by errors of judgment, communication, and crew coordination. Traditional training programs focus primarily on flying skills and systems knowledge. Under AQP, competence in flying skills and systems knowledge are integrated with CRM skills in training and evaluation throughout the curriculum. c. Scenario-Based Training and Evaluation. Most accidents are caused by a chain of errors that build up over the course of a flight and which, if undetected or unresolved, result in a final, fatal error. Traditional training programs, with their maneuver-based training and evaluation, artificially segment simulation events in such a way as to prevent the realistic buildup of the error chain. Under AQP, both training and evaluation are scenario-based, simulating more closely the actual flight conditions known to cause most fatal carrier accidents. d. Additional Benefits. Added benefits that are expected for individual applicants will vary, but may include: (1) The ability to modify training curricula, media, and intervals. (2) Crew evaluation as well as individual assessment. (3) Improved standardization across fleets and flight personnel. (4) Shift from programmed hours to proficiency-based training. (5) Access to innovative training ideas and research. (6) Opportunity to achieve more efficient training.

Under Chairman Sumwalt’s leadership, the agency’s ranking in the Best Places to Work in the Federal Government has advanced 33 percent to the agency’s current position of Number 6 of 29 small federal agencies. He is a fierce advocate for improving safety in all modes of transportation, including teen driver safety, impaired driving, distractions in transportation, and several aviation and rail safety initiatives. Before joining the NTSB, Chairman Sumwalt was a pilot for 32 years, including 24 years with Piedmont Airlines and US Airways. He accumulated over 14,000 flight hours. During his tenure at US Airways, he worked on special assignment to the flight safety department and served on the airline’s Flight Operational Quality Assurance (FOQA) monitoring team. Following his airline career, Chairman Sumwalt managed the corporate aviation department for a Fortune 500 energy company. In other notable accomplishments, he chaired the Air Line Pilots Association’s Human Factors and Training Group and co-founded the association’s critical incident response program. He also spent eight years as a consultant to NASA’s Aviation Safety Reporting System (ASRS) and has written extensively on aviation safety matters. He has co-authored a book on aircraft accidents and has published more than 100 articles on transportation safety and aircraft accident investigation. Chairman Sumwalt earned an undergraduate degree from the University of South Carolina and a Master of Aeronautical Science (with Distinction) from Embry-Riddle Aeronautical University, with concentrations in aviation/aerospace safety systems and human factors aviation systems. In recognition of his accomplishments, he was awarded an honorary Doctor of Science degree from the University of South Carolina, and an honorary doctorate from Embry-Riddle. He is an inductee into the South Carolina Aviation Hall of Fame.

In RFT 086 we discussed Stabilized Approaches. According to AINOnline fully 96 percent of all airline flights conclude with stabilized approaches. Of the 4 percent that are not stabilized, virtually NONE of them (3%) result in a go-around! FAA recommends that approach stabilization start as far out as possible. Simply stated, a stable approach is a 3-degree glide path, executed on-speed and fully configured for landing. It's easy to calculate a 3-degree glide path - simply take half your groundspeed and multiply it by 10 to get the vertical speed to maintain the 3 degrees. Since the go-around is not performed nearly as often as a normal landing, it is essential that the crew review the procedures involved in a go-around when they brief the approach.

From LinkedIn: Chris “Elroy” Stricklin is an award-winning leadership author, a highly sought after motivational keynote speaker and a Combat-Proven Senior Military leader retiring after 23 years which culminated with CEO-Level leadership of a 7,000-person strong, $7B worldwide organization. During this time, he was responsible for 11,383 personnel, $323M Payroll, $160M Contracts, Creation of 1,891 jobs and local economic impact of $566M. His style combines the skills acquired as a combat-proven leader, mentor, author, speaker and coach integrating the fields of dynamic Leadership, followership, negotiations, positive change, public relations, public speaking and complex organizational change as a business strategist. Unique experience as a U.S.A.F. Thunderbird Solo coupled with CEO-Level duties and Pentagon-level strategic management of critical Air Force resources valued at $840B, multiple N.A.T.O. assignments, White House and DARPA fellowships, and command-experience in the United States Air Force allow his unique synthesis of speaking, following, leading, management, negotiations, continuous improvement and positive change. His acclaimed keynote reveals the secret to Teamwork…The Thunderbird Way, an insight into the success principles and training methods used by The Air Force Thunderbirds to ensure precision and success each season. A combat-decorated Fighter Pilot, Chris is also a Certified Manager with degrees in Economics, Financial Planning, Management, Real Estate, Strategic Studies and Operational Art and Science. He authored a negotiation primer subsequently published and adopted as required Air Force Pentagon new action officer orientation. He and his wife, Terri, have 4 children.  Chris's website has more information.

Secretary Rice: “I don't think anybody could have predicted that they would try to use an airplane as a missile” 1972: Southern Airways Flt 49 threatened to crash into Oak Ridge National Laboratory 1974: S. Byck attempted to hijack Delta DC-9 to crash it into White House 1993: Iran training pilots to fly into buildings 1994: Air France Flt 8969 1994: FedEx Flt 705 1994: Terror 2000 1995: Bojinka plot included crashing planes into Sears Tower, Transamerica Bldg, WTC, John Hancock Tower, U.S. Congress, White House 1996: Ethiopian Airlines Flt 961 1996: Chechen rebel threatened crash into Kremlin 1998: Kaplanicar (Turkish) attempt to crash airplane into tomb of Attaturk 1999: MI6 warned of suicide attack 1999: Research Div. of L.O.C warned of airplane attacks 1999: Keynote address at NDU warned of UAV attacks on buildings 2000: Security consultant warned “most serious threat to WTC was someone flying a plane into it” March, 2001: The Lone Gunmen – hijacked B-727 flown into WTC

  What began as one dog on an airplane several years ago has evolved into a team of over 100 volunteers who fly or drive animals from danger to safety. Founded in 2009 by pilots and friends Brad Childs and Jonathan Plesset, the organization become a recognized 501c(3) entity in 2012. Since then our teams have conducted a wide range of missions including hoarding cases, saving animals from dog fighting rings and natural disasters, and helping overcrowded shelters. We now have the capability to respond to a huge variety of rescue needs both near and far. During the devastating hurricanes in 2017, PAART made its first international journey, heading to the storm-ravaged island of Tortola in the British Virgin Islands to rescue not only 42 animals, but two rescuers who had found themselves stranded on the island for weeks. Our reach stretches from Texas to Florida and all the way up the East Coast to Massachusetts. We have conducted rescue missions as far inland as the Mississippi River. While Pittsburgh is in our name, it actually makes up less than 10% of the area we cover. Our rescue partners are many, ranging in size from large organizations like The American Society for the Prevention of Cruelty to Animals (ASPCA), and North Shore Animal League America, as well as small shelters in remote areas of West Virginia, Kentucky, Virginia and beyond. One of our newer partners is St. Hubert’s Animal Welfare Center in Madison, New Jersey. With an increasing population disparity in the northern states, St. Hubert’s serves as a hub for animals heading into New England where rescue dogs are scarce but people still want to have the fulfilling opportunity to rescue a beautiful, healthy animal who otherwise would have met a devastating fate.

mmonly known as “takeoff safety s The second segment requirement is often the most difficult one to meet. Segment two begins when the gear is up and locked and the speed is V2. This segment has the steepest climb gradient: 2.4 percent. This equates to a ballpark figure of around 300 feet per minute, and for a heavy airplane on a hot day with a failed engine, this can be a challenge. Often, when the airlines announce that a flight is weight-limited on hot summer days, this is the reason (the gate agent doesn’t know this kind of detail, and nor does she care; she just knows some people aren’t going). The magic computers we use for computing performance data figure all this out, saving us the trouble of using charts and graphs. All we know is that we can either carry the planned load or we can’t. Second segment climb ends at 400 feet, so it could take up to a minute or more to fly this segment. Think of all the obstacles that might be in the departure path in the course of 60 seconds or more. Third segment climb begins at 400 feet, and here the rules can vary. The climb gradient is now half of what it was before: 1.2 percent. However, we are also required to accelerate to a speed called VFS (final segment climb speed). In graphs and publications, the third segment of the climb is often depicted as being a flat line for the acceleration. In many turboprops, that’s exactly the way it’s flown. The airplane is leveled off (and the pilot is using a very tired leg to overcome the increasing yaw tendency via the rudder) and accelerated before the final climb begins. In jets, however, there is generally enough power in the remaining engine to avoid a level-off. If the airplane can continue to accelerate during the third segment, it may continue to climb, so long as it can do so without a decrease in speed or performance. In fact, during the climb it must continue to meet the climb gradient while accelerating to VFS. Third segment climb ends upon reaching VFS. The fourth and “final segment” begins upon reaching VFS and completing the climb configuration process. It is now permissible (and maybe necessary) to reduce thrust to a Maximum Continuous setting. The climb gradient is again 1.2 percent, and VFS must be maintained to 1,500 feet above field elevation. ore. Third segment climb begins at 400 feet, and here the rules can vary. The climb gradient is now half of what it was before: 1.2 percent. However, we are also required to accelerate to a speed called VFS (final segment climb speed). In graphs and publications, the third segment of the climb is often depicted as being a flat line for the acceleration. In many turboprops, that’s exactly the way it’s flown. The airplane is leveled off (and the pilot is using a very tired leg to overcome the increasing yaw tendency via the rudder) and accelerated before the final climb begins. In jets, however, there is generally enough power in the remaining engine to avoid a level-off. If the airplane can continue to accelerate during the third segment, it may continue to climb, so long as it can do so without a decrease in speed or performance. In fact, during the climb it must continue to meet the climb gradient while accelerating to VFS. Third segment climb ends upon reaching VFS. The fourth and “final segment” begins upon reaching VFS and completing the climb configuration process. It is now permissible (and maybe necessary) to reduce thrust to a Maximum Continuous setting. The climb gradient is again 1.2 percent, and VFS must be maintained to 1,500 feet above field elevation. From d,” but in technical terms, the speed for best climb gradient. The second segment requirement is often the most difficult one to meet. Segment two begins when the gear is up and locked and the speed is V2. This segment has the steepest climb gradient: 2.4 percent. This equates to a ballpark figure of around 300 feet per minute, and for a heavy airplane on a hot day with a failed engine, this can be a challenge. Often, when the airlines announce that a flight is weight-limited on hot summer days, this is the reason (the gate agent doesn’t know this kind of detail, and nor does she care; she just knows some people aren’t going). The magic computers we use for computing performance data figure all this out, saving us the trouble of using charts and graphs. All we know is that we can either carry the planned load or we can’t. Second segment climb ends at 400 feet, so it could take up to a minute or more to fly this segment. Think of all the obstacles that might be in the departure path in the course of 60 seconds or more. Third segment climb begins at 400 feet, and here the rules can vary. The climb gradient is now half of what it was before: 1.2 percent. However, we are also required to accelerate to a speed called VFS (final segment climb speed). In graphs and publications, the third segment of the climb is often depicted as being a flat line for the acceleration. In many turboprops, that’s exactly the way it’s flown. The airplane is leveled off (and the pilot is using a very tired leg to overcome the increasing yaw tendency via the rudder) and accelerated before the final climb begins. In jets, however, there is generally enough power in the remaining engine to avoid a level-off. If the airplane can continue to accelerate during the third segment, it may continue to climb, so long as it can do so without a decrease in speed or performance. In fact, during the climb it must continue to meet the climb gradient while accelerating to VFS. Third segment climb ends upon reaching VFS. The fourth and “final segment” begins upon reaching VFS and completing the climb configuration process. It is now permissible (and maybe necessary) to reduce thrust to a Maximum Continuous setting. The climb gradient is again 1.2 percent, and VFS must be maintained to 1,500 feet above field elevation.

This week we're having a flashback to hear Brigadier General Steve Ritchie tell his story. Steve shot down five enemy aircraft in Vietnam, making him the first (and only) Air Force pilot ace of the war. Most striking is his description of almost getting a sixth MiG, and the iron discipline involved. Before you listen to Steve Ritchie's interview, please read this passage from Hamfist Over Hanoi, based on a true story: “Now before I tell you what I consider the most important quality of a fighter pilot, and this goes for you WSOs also, I'm going to tell you a story.” “During Operation Rolling Thunder, an F-105 flight lead was in an extended engagement with a MiG. He was performing repeated high-speed yoyos, gaining on the MiG with each yoyo. One more yoyo and he would be in a firing position.” The Colonel paused and looked around the room. We were all transfixed in rapt attention. “Just as he was about to get a firing solution, his wingman called Bingo.” Bingo meant that the fuel had reached the predetermined quantity where the flight must Return To Base.  “What do you think Lead did?” Colonel West made eye contact with each of us. I was hoping he wasn't expecting any of us to answer. “Lead did what he was supposed to do,” he continued, “he disengaged by doing a quarter roll and zoom, and he RTB'd. And I'll tell you why he did it. He did it because he had flight discipline. And he had trust. He trusted that his wingman wouldn't call Bingo unless he was really at Bingo fuel. And he, the Flight Lead, had established that Bingo. He gave up his MiG because he had discipline. If he had taken one more slice, done one more yoyo, he could have had that MiG. But he would have put his wingman in jeopardy. He did the right thing. He had discipline.” “I expect, I demand, that all my pilots exhibit discipline. I don't expect anyone to be perfect in his flying. You're going to make mistakes, and you're going to learn from your mistakes. But I do expect everyone to have perfect discipline. If anyone in the flight calls Bingo, you RTB, whether you've accomplished your training or not. If anyone calls Knock It Off, you discontinue the maneuver. And if you find yourself out of control below 10,000 feet, you eject.” “Does anyone have any questions?” Nobody uttered a word.

From Skybrary: SOP is a Standard Operating Procedure. Many industries use SOP’s as a common way of ensuring tasks or operations are completed correctly, however SOP’s are essential in aviation. They ensure that aircraft are flown correctly in accordance with the manufacturers guidelines, but also it allows 2 pilots that have never met before who may be from different crew bases and different cultures or backgrounds to fly together as a flight crew team on the same aircraft fully understanding what the other pilot is expected to be doing for the whole flight. Different types of SOP’s are as follows: A memory flow of arranging switches and levers in the correct position for a particular phase of flight. For example it is normal that the PM / PNF (Pilot monitoring or Pilot not flying) will complete the before start flow and then read the before start checklist which the PF (Pilot flying) will respond to. A call or acknowledgement of an event. For example most EASA airlines have to acknowledge an automated callout of 1000ft which would be followed by PM / PNF stating whether they are stable or not for the subsequent landing. A procedure that requires completing with certain criteria. For example in visible moisture below 10 degrees pilots will be required to taxi and take off with engine anti-ice systems on. SOP’s can also be developed as time goes by to incorporate improvements based on experience, accidents, near misses or innovations from other manufacturers or operators to suit the needs of a particular organization. SOP’s should not be designed too detailed and exhaustive that the pilot does not provide any form of cognition to the process and not be too relaxed where the crew have too many options to decide between. If a pilot is not conforming to SOP’s he/she can be expected to be challenged by the other pilot. However there may be an occasion where it is preferably or vital to ignore or not carry out an SOP. This would normally be in an emergency situation. An example of this would be continuing to land the aircraft below the operating minima where the pilots had not become visual with the runway as they had an uncontrollable cabin fire.

Steve Forte got his introduction to flying by sitting next to his father in the family airplane. After seeing The High And The Mighty, he was fully bitten by the aviation bug, and took flying lessons while still in high school. Steve "paid his dues" in civilian aviation, working various jobs and finally becoming a pilot, with Cochise airlines. One of his jobs was collecting the airsick bags at the end of every flight! After serving as an air ambulance pilot and flying Metroliners, he was finally hired by United Airlines in 1979. At United, he started off as a Flight Engineer on the DC-8. Like everyone else hired during that time period, he was furloughed from United in 1981, and decided to go back to school, earning a full-ride scholarship to the University of Arizona to pursue his MBA. After recall at United, he became a flight instructor at the Denver Flight Training Center, and quickly rose up the management ranks, finally becoming Senior Vice President of Flight Operations. Steve retired from United at age 50 and became President, CEO and COO of Naverus Corporation, a pioneer in performance-based navigation technologies for air traffic management. He later became Chief Operating Officer and Director of Operations for Virgin America Airlines. After Virgin America was acquired by Alaska Airlines, Steve worked on writing his book, Takeoff, and producing a romantic comedy, Under The Eiffel Tower. Steve is now Vice President of JetBlue University, and he still flies trips as Captain on JetBlue's A-320 airplanes.

What is Obstructive Sleep Apnea? OSA affects a person’s upper airway in the area of the larynx (voice box) and the back of the throat. This area is normally held open to allow normal breathing by the surrounding muscles. When an individual is asleep, these muscles become slack, and the open area becomes smaller. In some individuals, this area becomes so small that breathing and resulting normal oxygenation of the blood is impaired. The person may actually choke. This causes some degree of arousal from normal sleep levels which the individual may or may not be aware of. These people do not get restorative sleep, and wake feeling tired. OSA has significant safety implications because it can cause excessive daytime sleepiness, personality disturbances, cardiac dysrthythmias, myocardial infarction, stroke, sudden cardiac death, and hypertension, and cognitive impairment such as decreased memory, attention, planning, problem-solving and multi-tasking. What is the background on the FAA’s actions on OSA? The FAA’s has always used the special issuance medical certification process to certificate pilots with OSA. In November 2013, the FAA proposed guidance that would have required treatment for pilots with a body mass index (BMI) of 40 or more. It would have grounded those pilots until they successfully completed treatment, if required, and they obtained a Special Issuance medical certificate from the FAA. Key aviation industry stakeholders, as well as members of Congress, expressed concern about this enhanced screening. The FAA has now revised the guidance to address those concerns. What is the new guidance?  An AME will not use BMI alone to assess whether the pilot applicant has OSA or as a basis for deferring the medical certificates (except in cases where the OSA risk is extreme). AME’s will screen for the risk for OSA using an integrated assessment of history, symptoms, and physical/clinical findings.  OSA screening will only be done by the AME at the time of the physical examination using the American Academy of Sleep Medicine (AASM) guidance provided in the AME Guide. Pilots who are at risk for OSA will be issued a medical certificate and will then, shortly thereafter, receive a letter from the FAA’s Federal Air Surgeon requesting that an OSA evaluation be completed within 90 days. The evaluation may be done by any physician (including the AME), not just a sleep medicine specialist, following AASM guidelines. If the evaluating physician determines, using the AASM guidelines, that a laboratory sleep study or home study is warranted, it should be done at that time. The pilot may continue flying during the evaluation periodand initiation of treatment, if indicated. The airman will have 90 days (or longer under special circumstances) to accomplish this, as outlined in the Federal Air Surgeon’s letter. The FAA may consider an extension in some cases. Pilots diagnosed with OSA and undergoing treatment may send documentation of effective treatment to the FAA in order to have the FAA consider them for a special issuance medical certificate. How is OSA treated? Though several types of treatment are available depending on the severity of OSA, the most effective treatment involves the use of a continuous positive airway pressure (CPAP) or Automatic Positive Airway Pressure device that is worn while sleeping. In fact, there are currently 4,917 FAA-certificated pilots who are being treated for sleep apnea and are flying with a special issuance medical certificate. When will the new guidance take affect? The FAA plans to publish the new guidance in the FAA Guide for Aviation Medical Examiners on March 2, 2015. What are the FAA’s current rules on OSA? Untreated OSA always has been and will continue to be a generally disqualifying medical condition requiring a special issuance medical certificate. AMEs are advised by the FAA to be alert for OSA and other sleep-related disorders such as insomnia, restless legsyndrome,and neuromuscular or connective tissue disorders, because they could be signs of problems that could interfere with restorative sleep, which are needed for pilots to safely perform their duties. Is the FAA changing the rules on OSA? The FAA is not changing its medical standards related to OSA. The agency is revising the screening approach to help AMEs find undiagnosed and untreated OSA. Have there been any accidents or incidents associated with OSA? The National Transportation Safety Board (NTSB) determined that OSA was a contributing factor in the February13, 2008 Mesa Airlines (operated as go!) Flight 1002 incident, in which both the captain and first officer fell asleep during the flight. They flew 26 miles past their island destination into open ocean, and did not respond to air traffic controllers for more than 18 minutes. After normal communication was resumed, all three crewmembers and 40 passengers onboard arrived safely at their destination.  The captain was found to have undiagnosed severe OSA. The NTSB has investigated accidents in all modes of passenger transportation involving operators with sleep disorders and believes OSA to be a significant safety risk. The NTSB database lists 34 accidents – 32 of which were fatal – where sleep apnea was mentioned in the pilot’s medical history, although sleep apnea was not listed as “causal” or “contributory” in those accidents. The database includes an additional 294 incidents where some type of sleep disorder was mentioned in the history.

Lorraine Morris started flying as a young child in the front seat with her father in a General Aviation airplane. She earned her Private Pilot certificate during the summer between high school and college, and continued to fly, working her way through college as a CFI. Lorraine hired on with a major legacy airline, and rose to Line Check Airman (LCA) on the B777. In addition, she started flying warbirds with the Experimental Aircraft Association (EAA) and is now an Aircraft Commander on the EAA's Boeing B-17. Lorraine resides on an airpark and owns three airplanes, as well as three projects she and her husband are restoring.

From You’ve probably heard the saying, “seniority is everything.” Well, in the airline piloting business, that’s absolutely correct. Every day you’re not on the roster is another day someone else gets above you. Surely, seniority isn’t everything, right? Yes, it pretty much is. Let’s start with pay. The sooner you get hired, the sooner you can accrue longevity pay increases. Most airlines top out at 12- to 15-year pay, and you enjoy a raise on your hire date every year until you hit the top pay rate. Although the increases aren’t staggering, they are certainly meaningful, especially as a new hire. At the same time, however, most major airlines have some sort of retirement “B fund,” which is essentially a percentage of your salary that goes into a retirement fund. This is a significant benefit. If you make $100,000 in your third year, and the retirement B fund is 15 percent, the company pumps $15,000 into your retirement for that year. The higher your pay, the more money goes toward your retirement. In the last five years or so, major airlines have been profitable, and most have some form of profit-sharing plan in place for employees. Typically, the profit-sharing payout is a percentage of your salary. Once again, seniority plays into this because the longer you’ve been on the property, the more you will take home in profit sharing. And the sooner you get hired, the quicker you progress through the ranks to become a captain, where pay rates increase substantially. So, not only do you make 40 percent more in hourly pay, for example, the company will then be doling out that much more in your retirement B fund and in profit sharing. See where this is going? If you get hired at a major airline at age 25 instead of 35, you will accrue millions more in pay and benefits by the end of your career. Then there’s the quality of life issue, and it’s a biggie. In the airline business, it’s all about people getting hired behind you, and those retiring or otherwise moving on who are ahead of you. If you get hired at the beginning of a hiring wave, you will rapidly move up the seniority ladder and get decent schedules within just a few months. Those hired at the tail end of a hiring wave will likely spend years toiling at the bottom of the seniority list, where the schedule can be brutal. With seniority, you can transfer out of the company’s smaller airplanes and move on to widebody airplanes that pay more—and have easier schedules. Or you could use your seniority to become a captain on a smaller airplane and enjoy the big raise. Vacations are also based on seniority. Want to get the Fourth of July holiday off for a family vacation? Only the senior folks in their respective seats will get that. If you’re junior, expect to only secure vacation weeks in the winter—and only during weeks that don’t have a holiday in them. For pilots with families, being gone on weekends and holidays can be a real burden on your lifestyle. In the airline world, those woes can only be solved with seniority power. So, does seniority mean everything? As you can see, it’s more than just important. Seniority drastically affects pay, retirement benefits, quality of life, and career advancement. In fact, if you’re given an opportunity to obtain an earlier hire date, jump on it any way you possibly can.   You’ve probably heard the saying, “seniority is everything.” Well, in the airline piloting business, that’s absolutely correct. Every day you’re not on the roster is another day someone else gets above you. Surely, seniority isn’t everything, right? Yes, it pretty much is. Let’s start with pay. The sooner you get hired, the sooner you can accrue longevity pay increases. Most airlines top out at 12- to 15-year pay, and you enjoy a raise on your hire date every year until you hit the top pay rate. Although the increases aren’t staggering, they are certainly meaningful, especially as a new hire. At the same time, however, most major airlines have some sort of retirement “B fund,” which is essentially a percentage of your salary that goes into a retirement fund. This is a significant benefit. If you make $100,000 in your third year, and the retirement B fund is 15 percent, the company pumps $15,000 into your retirement for that year. The higher your pay, the more money goes toward your retirement. In the last five years or so, major airlines have been profitable, and most have some form of profit-sharing plan in place for employees. Typically, the profit-sharing payout is a percentage of your salary. Once again, seniority plays into this because the longer you’ve been on the property, the more you will take home in profit sharing. And the sooner you get hired, the quicker you progress through the ranks to become a captain, where pay rates increase substantially. So, not only do you make 40 percent more in hourly pay, for example, the company will then be doling out that much more in your retirement B fund and in profit sharing. See where this is going? If you get hired at a major airline at age 25 instead of 35, you will accrue millions more in pay and benefits by the end of your career. Then there’s the quality of life issue, and it’s a biggie. In the airline business, it’s all about people getting hired behind you, and those retiring or otherwise moving on who are ahead of you. If you get hired at the beginning of a hiring wave, you will rapidly move up the seniority ladder and get decent schedules within just a few months. Those hired at the tail end of a hiring wave will likely spend years toiling at the bottom of the seniority list, where the schedule can be brutal. With seniority, you can transfer out of the company’s smaller airplanes and move on to widebody airplanes that pay more—and have easier schedules. Or you could use your seniority to become a captain on a smaller airplane and enjoy the big raise. Vacations are also based on seniority. Want to get the Fourth of July holiday off for a family vacation? Only the senior folks in their respective seats will get that. If you’re junior, expect to only secure vacation weeks in the winter—and only during weeks that don’t have a holiday in them. For pilots with families, being gone on weekends and holidays can be a real burden on your lifestyle. In the airline world, those woes can only be solved with seniority power. So, does seniority mean everything? As you can see, it’s more than just important. Seniority drastically affects pay, retirement benefits, quality of life, and career advancement. In fact, if you’re given an opportunity to obtain an earlier hire date, jump on it any way you possibly can. ward your retirement. In the last five years or so, major airlines have been profitable, and most have some form of profit-sharing plan in place for employees. Typically, the profit-sharing payout is a percentage of your salary. Once again, seniority plays into this because the longer you’ve been on the property, the more you will take home in profit sharing. And the sooner you get hired, the quicker you progress through the ranks to become a captain, where pay rates increase substantially. So, not only do you make 40 percent more in hourly pay, for example, the company will then be doling out that much more in your retirement B fund and in profit sharing. See where this is going? If you get hired at a major airline at age 25 instead of 35, you will accrue millions more in pay and benefits by the end of your career. Then there’s the quality of life issue, and it’s a biggie. In the airline business, it’s all about people getting hired behind you, and those retiring or otherwise moving on who are ahead of you. If you get hired at the beginning of a hiring wave, you will rapidly move up the seniority ladder and get decent schedules within just a few months. Those hired at the tail end of a hiring wave will likely spend years toiling at the bottom of the seniority list, where the schedule can be brutal. With seniority, you can transfer out of the company’s smaller airplanes and move on to widebody airplanes that pay more—and have easier schedules. Or you could use your seniority to become a captain on a smaller airplane and enjoy the big raise. Vacations are also based on seniority. Want to get the Fourth of July holiday off for a family vacation? Only the senior folks in their respective seats will get that. If you’re junior, expect to only secure vacation weeks in the winter—and only during weeks that don’t have a holiday in them. For pilots with families, being gone on weekends and holidays can be a real burden on your lifestyle. In the airline world, those woes can only be solved with seniority power. So, does seniority mean everything? As you can see, it’s more than just important. Seniority drastically affects pay, retirement benefits, quality of life, and career advancement. In fact, if you’re given an opportunity to obtain an earlier hire date, jump on it any way you possibly can.

Kendra is the Founder and Chair of Elevate Aviation and has been an air traffic controller for 19 years at the Edmonton ACC. Her early life did not start her down a path for success. In her adult life she took control and created her own success story. She has a passion for sharing her story and motivating others to live outside of their comfort zone in order to live a meaningful and fulfilling life. She has raised thousands of dollars for charitable causes by producing and selling calendars, and climbed Mount Kilimanjaro to raise money for charity. She was honored as a Global Woman of Vision in 2016.  She founded Elevate Aviation to inspire men and women to pursue careers in aviation. Elevate pairs young people with mentors and career advisors in all fields of aviation Kendra was recently selected as an Honorary RCAF Colonel.

Just this past week several aviator careers have been ruined by alcohol, so it may be time to review what the alcohol limits are for operating an airplane. 14 CFR § 91.17 states: (a) No person may act or attempt to act as a crewmember of a civil aircraft - (1) Within 8 hours after the consumption of any alcoholic beverage; (2) While under the influence of alcohol; (3) While using any drug that affects the person's faculties in any way contrary to safety; or (4) While having an alcohol concentration of 0.04 or greater in a blood or breath specimen. Alcohol concentration means grams of alcohol per deciliter of blood or grams of alcohol per 210 liters of breath. (b) Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft. (c) A crewmember shall do the following: (1) On request of a law enforcement officer, submit to a test to indicate the alcohol concentration in the blood or breath, when - (i) The law enforcement officer is authorized under State or local law to conduct the test or to have the test conducted; and (ii) The law enforcement officer is requesting submission to the test to investigate a suspected violation of State or local law governing the same or substantially similar conduct prohibited by paragraph (a)(1), (a)(2), or (a)(4) of this section. (2) Whenever the FAA has a reasonable basis to believe that a person may have violated paragraph (a)(1), (a)(2), or (a)(4) of this section, on request of the FAA, that person must furnish to the FAA the results, or authorize any clinic, hospital, or doctor, or other person to release to the FAA, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates an alcohol concentration in the blood or breath specimen. (d) Whenever the Administrator has a reasonable basis to believe that a person may have violated paragraph (a)(3) of this section, that person shall, upon request by the Administrator, furnish the Administrator, or authorize any clinic, hospital, doctor, or other person to release to the Administrator, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates the presence of any drugs in the body. (e) Any test information obtained by the Administrator under paragraph (c) or (d) of this section may be evaluated in determining a person's qualifications for any airman certificate or possible violations of this chapter and may be used as evidence in any legal proceeding under section 602, 609, or 901 of the Federal Aviation Act of 1958.

DURING HIS CHILDHOOD IN EL CENTRO, CALIFORNIA, SCOTT KARTVEDT (’90) WATCHED THE BLUE ANGELS NAVY FLIGHT DEMONSTRATION SQUADRON SWIRL AROUND THE SKY AS PART OF THEIR TRAINING EXERCISES. “I saw them practice while I was riding motorcycles,” says Kartvedt, now a commanding officer in the Navy’s Strike Fighter Squadron 101. Twenty-five years later, it was Kartvedt who was in the pilot’s seat, flying a few inches away from a neighboring aircraft at 800 mph while taking a six-plane vertical delta formation. “Anytime someone asks what goes through my head when I’m up there, I always say I’m just there in the moment,” explains Kartvedt, now the commanding officer of the Navy's first F-35 squadron, Strike Fighter Squadron ONE ZERO ONE (VFA-101). “There are times when you break away and you have that moment to fly, so you have that chance to take it all in or take in the crowd. It’s a rush!” Among more than 90,000 Pepperdine alumni, he is the only naval officer selected as a member of the Blue Angels. Yet without Pepperdine, Kartvedt would have never even considered enlisting in the military. Passing by Chancellor Emeritus Charlie Runnels’ office one afternoon in 1990, “I saw a naval aviation poster, which caught my eye,” he recalls. “I knocked on the door, started a conversation, and struck up a friendship from that point on. We talked a lot about naval aviation and the challenges of training, but also the joys of service.” Runnels later wrote a letter of recommendation for Kartvedt’s Navy application, which propelled his decades-long career in the military. Since then, Kartvedt has become a decorated naval commander, who has participated in 1996 Taiwanese Contingency Operations, Operations Southern Watch, and Iraqi Freedom; during Operation Enduring Freedom he commanded an F/A-18 squadron during two deployments supporting ground forces in Afghanistan. In 2010 Kartvedt assumed duties at the Pentagon as the Navy’s Joint Strike Fighter requirements officer responsible for establishing the Navy’s first stealth fighter and for training pilots and maintainers on how to operate the F-35. Ashore, Kartvedt served with Marine Strike Fighter Squadron 101 as an F/A-18 flight instructor and landing signal officer. He has also held a post as a requirements officer of the Naval Aviation Joint Strike Fighter, where he assisted the director of air warfare in the development, programming, and budgeting of war-fighting requirements for the F-35C Strike Fighter. Throughout his accomplished career, Kartvedt counts his wife Lisa (’90) as his most ardent supporter and someone who has enabled the family’s smooth transition throughout the 13 moves the Kartvedts have made since 2004. “We have always decided that we would move together,” he explains. “But the sweetest moment of any military career is the homecoming and homecoming embrace, because you spend six months thinking about it and when you finally reach that moment, it’s sweeter than anything you can imagine.”

An in-flight cabin fire is one of the most serious emergencies a crew can encounter. In my blog (Open Ocean, No Comm, On Fire) several years ago I related my experience with an in-flight fire while over the ocean out of radio contact with Air Traffic Control. In 1998, as the result of an airline accident, the FAA mandated installation of smoke goggles on air carrier aircraft. Until fairly recently, many airline aircraft provided separate smoke goggles, stored near the crew oxygen masks. This presented a conundrum: which should be donned first, the goggles or the mask? Recently, more and more operators are upgrading their equipment to smoke goggles integral to the oxygen masks. Obviously, oxygen masks are necessary in the event of a depressurization. But in the event of smoke or fire, goggles are essential, to allow the crew to continue to see the instruments, and to prevent exposure to toxic gasses. In many cases of structural aircraft fires, cyanide is present in the smoke. this cyanide can be absorbed through the eyes, so it is essential to protect the eyes. Another solution to allow crews to see the instruments is the Emergency Vision Assurance System (EVAS ).      

Lisa Marranzino was a therapist in Denver when she realized something was missing in her life. It might have been mid-life crisis. Whatever it was, she decided to explore the world and find what made people happy, both for herself and her patients. That started a five-year odyssey in which she traveled to over 40 countries, spoke to scores of strangers in intimate conversations, and tried to find a common theme to what brings people happiness in all cultures. She documented her conversations in her book, Happiness On The Blue Dot.   In this podcast, Lisa shares her experiences as a world traveler, and offers suggestions for interacting with strangers from around the world.

Operations Specifications (OPSPECS) are the specifications that the FAA assigns to airlines for such things as authorized routes, types of equipment, VFR and IFR operations, and alternate requirements. OPS Spec C055 discusses the requirement for alternate airports. From https://blog.airployment.com/common-121-takeoff-minimums-and-takeoff-alternate-questions/: One area that  is sometimes difficult for new Part 121 pilots to comprehend is the exclusivity of takeoff minimums from landing minimums. Try to picture each as completely separate from the other. Just because a particular airport is below landing minimums doesn’t (necessarily) mean you can’t depart. Instead, first attempt to consider the takeoff minimums by themselves. If the weather, airport equipment, aircraft capabilities, and FARs/Ops Specs will permit such a takeoff, nothing prevents you from departing. Only after you’ve examined the feasibility of a takeoff should you look at the landing minimums. What if the airport is below landing mins? Then you’re required to have a takeoff alternate as outlined in 14 CFR 121.617. The exact weather mins for the takeoff alternate will be specified in the Ops Specs. In nearly all cases, your company Ops Specs will state the engine-inop, still-air distance in nautical miles (NMs); thus giving you an idea of the acceptable radius for an appropriate alternate. From https://www.airlinepilotforums.com/career-questions/23959-121-takeoff-minimums-takeoff-alternate-questions.html: 121.617b says the takeoff alternate has to meet the alternate minimums in the Ops Specs. Paragraph C55 is the create your own minimums paragraph based on the available approaches. Pretty much for one approach add 400 and 1 to the mins and for 2 approaches, 200 and a half to the higher minimuns. The approaches have to be to different runways unless you're ETOPS, then they have to be to separate runways. If you're good for CAT III and the airport has dual CAT III runways you can get your alternate minimums down to 200/1800RVR. If it was down to that, I'd see about having a second alternate added to the release.

United Airlines Flight 232 was a regularly scheduled United Airlines flight from Denver to Chicago, continuing to Philadelphia. On July 19, 1989, the DC-10 (registered as N1819U) serving the flight crash-landed at Sioux City, Iowa, after suffering a catastrophic failure of its tail-mounted engine, which led to the loss of many flight controls. At the time, the aircraft was en route from Stapleton International Airport to O'Hare International Airport. Of the 296 passengers and crew on board, 111 died in the accident and 185 survived, making the crash the fifth-deadliest involving the DC-10, behind Turkish Airlines Flight 981, American Airlines Flight 191, Air New Zealand Flight 901, and UTA Flight 772. Despite the deaths, the accident is considered a prime example of successful crew resource management because of the large number of survivors and the manner in which the flight crew handled the emergency and landed the airplane without conventional control. The airplane, a McDonnell Douglas DC-10-10 (registration N1819U), was delivered in 1973 and had been owned by United Airlines since then. Before departure on the flight from Denver on July 19, 1989, the airplane had been operated for a total of 43,401 hours and 16,997 cycles (a takeoff and subsequent landing is considered an aircraft cycle). The airplane was powered by CF6-6D high-bypass-ratio turbofan engines produced by General Electric Aircraft Engines (GEAE). Captain Alfred Clair Haynes, 57, was hired by United Airlines in 1956. He had 29,967 hours of total flight time with United Airlines, of which 7,190 were in the DC-10. First Officer William Roy Records, 48, was hired by National Airlines in 1969. He subsequently worked for Pan American World Airways. He estimated that he had approximately 20,000 hours of total flight time. He had 665 hours as a DC-10 first officer. Second Officer Dudley Joseph Dvorak, 51, was hired by United Airlines in 1986. He estimated that he had approximately 15,000 hours of total flying time. He had 1,900 hours as a second officer in the Boeing 727 and 33 hours as a second officer in the DC-10. Training Check Airman Captain Dennis Edward Fitch, 46, was hired by United Airlines in 1968. He estimated that, prior to working for United, he had accrued at least 1,400 hours of flight time with the Air National Guard, with a total flight time of approximately 23,000 hours. His total DC-10 time with United was 3,079 hours, of which 2,000 hours were accrued as a second officer, 1,000 hours as a first officer, and 79 hours as a captain. He had learned of the crash of Japan Airlines Flight 123, caused by a catastrophic loss of hydraulic control, and had wondered if it was possible to control an aircraft using throttles only. He had practiced under similar conditions on a simulator. Flight 232 took off at 14:09 CDT from Stapleton International Airport, Denver, Colorado, bound for O'Hare International Airport in Chicago with continuing service to Philadelphia International Airport. At 15:16, while the plane was in a shallow right turn at 37,000 feet, the fan disk of its tail-mounted General Electric CF6-6 engine explosively disintegrated. Debris penetrated the tail in numerous places, including the horizontal stabilizer, puncturing the lines of all three hydraulic systems. The pilots felt a jolt, and the autopilot disengaged. As Records took hold of his control column, Haynes focused on the tail engine, whose instruments indicated it was malfunctioning; he found its throttle and fuel supply controls jammed. At Dvorak's suggestion, a valve cutting fuel to the tail engine was shut off. This part of the emergency took 14 seconds. Meanwhile, Records found that the plane did not respond to his control column. Even with the control column turned all the way to the left, commanding maximum left aileron, and pulled all the way back, commanding maximum up elevator – inputs that would never be used together in normal flight – the aircraft was banking to the right with the nose dropping. Haynes attempted to level the aircraft with his own control column, then both Haynes and Records tried using their control columns together, but the aircraft still did not respond. Afraid the aircraft would roll into a completely inverted position (an unrecoverable situation), the crew reduced the left wing-mounted engine to idle and applied maximum power to the right engine. This caused the airplane to slowly level out. The various gauges for all three hydraulic systems were registering zero. The three hydraulic systems were separate, so that failure of any one of them would leave the crew with full control, but lines for all three systems shared the same narrow passage through the tail where the engine debris had penetrated, and thus control surfaces were inoperative. The crew contacted United maintenance personnel via radio, but were told that, as a total loss of hydraulics on the DC-10 was considered "virtually impossible", there were no established procedures for such an event. The plane was tending to pull right, and slowly oscillated vertically in a phugoid cycle – characteristic of planes in which control surface command is lost. With each iteration of the cycle, the aircraft lost approximately 1,500 feet (460 m) of altitude. On learning that Fitch, an experienced United Airlines captain and DC-10 flight instructor, was among the passengers, the crew called him into the cockpit for assistance. Haynes asked Fitch to observe the ailerons through the passenger cabin windows to see if control inputs were having any effect. Fitch reported back that the ailerons were not moving at all. Nonetheless, the crew continued to manipulate their control columns for the remainder of the flight, hoping for at least some effect. Haynes then asked Fitch to take over control of the throttles so that Haynes could concentrate on his control column. With one throttle in each hand, Fitch was able to mitigate the phugoid cycle and make rough steering adjustments. As the crew began to prepare for arrival at Sioux City, they questioned whether they should deploy the landing gear or belly-land the aircraft with the gear retracted. They decided that having the landing gear down would provide some shock absorption on impact.The complete hydraulic failure left the landing gear lowering mechanism inoperative. Two options were available to the flight crew. The DC-10 is designed so that if hydraulic pressure to the landing gear is lost, the gear will fall down slightly and rest on the landing gear doors. Placing the regular landing gear handle in the down position will unlock the doors mechanically, and the doors and landing gear will then fall down into place and lock due to gravity. An alternative system is also available using a lever in the cockpit floor to cause the landing gear to fall into position. This lever has the added benefit of unlocking the outboard ailerons, which are not used in high-speed flight and are locked in a neutral position. The crew hoped that there might be some trapped hydraulic fluid in the outboard ailerons and that they might regain some use of flight controls by unlocking them. They elected to extend the gear with the alternative system. Although the gear deployed successfully, there was no change in the controllability of the aircraft. Landing was originally planned on the 9,000-foot (2,700 m) Runway 31. Difficulties in controlling the aircraft made lining up almost impossible. While dumping some of the excess fuel, the plane executed a series of mostly right-hand turns (it was easier to turn the plane in this direction) with the intention of lining up with Runway 31. When they came out they were instead lined up with the shorter (6,888 ft) and closed Runway 22, and had little capacity to maneuver. Fire trucks had been placed on Runway 22, anticipating a landing on nearby Runway 31, so all the vehicles were quickly moved out of the way before the plane touched down. Runway 22 had been permanently closed a year earlier. ATC also advised that I-29 ran North and South just East of the airport which they could land on if they did not think they could make the runway. The pilot opted to try for the runway instead. The plane landed askew, causing the explosion and fire seen in this still from local news station video. Fitch continued to control the aircraft's descent by adjusting engine thrust. With the loss of all hydraulics, the flaps could not be extended and since flaps control both the minimum required forward speed and sink rate, the crew were unable to control both airspeed and sink rate. On final descent, the aircraft was going 220 knots and sinking at 1,850 feet per minute (approximately 407 km/h forward and 34 km/h downward speed), while a safe landing would require 140 knots and 300 feet per minute (approximately 260 km/h and 5 km/h respectively). Fitch needed a seat for landing; Dvorak offered up his own, as it could be moved to a position behind the throttles. Dvorak sat in the cockpit's jump seat for landing. Fitch noticed the high sink rate and that the plane started to yaw right again, and pushed the throttles to full power in an attempt to mitigate the high sink rate and level the plane. There was not enough time for the flight crew to react. The tip of the right wing hit the runway first, spilling fuel, which ignited immediately. The tail section broke off from the force of the impact, and the rest of the aircraft bounced several times, shedding the landing gear and engine nacelles and breaking the fuselage into several main pieces. On the final impact, the right wing was shorn off and the main part of the aircraft skidded sideways, rolled over onto its back, and slid to a stop upside-down in a corn field to the right of Runway 22. Witnesses reported that the aircraft "cartwheeled" end-over-end, but the investigation did not confirm this. The reports were due to misinterpretation of the video of the crash that showed the flaming right wing tumbling end-over-end and the intact left wing, still attached to the fuselage, rolling up and over as the fuselage flipped over.

Tiffany Behr comes from a long line of military aviators, and was introduced to flying at an early age when she want flying with her father. She attended Kansas University and then entered Air Force Undergraduate Pilot training at Laughlin Air Force Base in Del Rio, Texas. Her initial flying assignment was to C-130s, where she deployed on combat missions in Afghanistan. Her next flying assignment was in the RC-135, OC-135 and WC-135. Following that, she was selected to fly Presidential Support missions in the 89th Military Airlift Squadron. Next, she was selected to be a speech-writer for high-ranking officers in the Middle East. After Tiffany left active duty she was hired by a major legacy airline, where she currently flies B737 NG aircraft.

A tail strike can occur during either takeoff or landing. Many air carrier aircraft have tail skids to absorb energy from a tailstrike. On some aircraft, the tail skid is a small bump on the aft underside of the airplane, while on others it is a retractable skid that extends and retracts with the landing gear. Most tail strikes are the result of pilot error, and in general, landing tail strikes cause more damage than takeoff tail strikes. In 1978, Japan Airlines flight 115 experienced a tail strike during landing that caused damage to the aft pressure bulkhead. The aircraft was repaired (although the repair was faulty) and returned to service. Seven years later, the aircraft, operating as Japan Airlines Flight 123, crashed as a result of the failure of the improperly-repaired pressure bulkhead. This Boeing document is an excellent analysis of tailstrikes. A portion of the document is reproduced below: Takeoff Risk Factors Any one of these four takeoff risk factors may precede a tail strike: Mistrimmed stabilizer. Rotation at improper speed. Excessive rotation rate. Improper use of the flight director. MISTRIMMED STABILIZER A mistrimmed stabilizer occurring during takeoff is not common but is an experience shared at least once by almost every flight crew. It usually results from using erroneous data, the wrong weights, or an incorrect center of gravity (CG). Sometimes the information presented to the flight crew is accurate, but it is entered incorrectly either to the flight management system (FMS) or to the stabilizer itself. In any case, the stabilizer is set in the wrong position. The flight crew can become aware of the error and correct the condition by challenging the reasonableness of the load sheet numbers. A flight crew that has made a few takeoffs in a given weight range knows roughly where the CG usually resides and approximately where the trim should be set. Boeing suggests testing the load sheet numbers against past experience to be sure that the numbers are reasonable. A stabilizer mistrimmed nosedown can present several problems, but tail strike usually is not one of them. However, a stabilizer mistrimmed noseup can place the tail at risk. This is because the yoke requires less pull force to initiate airplane rotation during takeoff, and the pilot flying (PF) may be surprised at how rapidly the nose comes up. With the Boeing-recommended rotation rate between 2.0 and 3.0 degrees per second (dps), depending on the model, and a normal liftoff attitude, liftoff usually occurs about four seconds after the nose starts to rise. (These figures are fairly standard for all commercial airplanes; exact values are contained in the operations and/or flight-crew training manuals for each model.) However, with the stabilizer mistrimmed noseup, the airplane can rotate 5 dps or more. With the nose rising very rapidly, the airplane does not have enough time to change its flight path before exceeding the critical attitude. Tail strike can then occur within two or three seconds of the time rotation is initiated. If the stabilizer is substantially mistrimmed noseup, the airplane may even try to fly from the runway without control input from the PF. Before reaching Vr, and possibly as early as approaching V1, the nose begins to ride light on the runway. Two or three light bounces may occur before the nose suddenly goes into the air. A faster-than-normal rotation usually follows and, when the airplane passes through the normal liftoff attitude, it lacks sufficient speed to fly and so stays on the runway. Unless the PF actively intercedes, the nose keeps coming up until the tail strike occurs, either immediately before or after liftoff. ROTATION AT IMPROPER SPEED This situation can result in a tail strike and is usually caused by one of two reasons: rotation is begun early because of some unusual situation, or the airplane is rotated at a Vr that has been computed incorrectly and is too low for the weight and flap setting. An example of an unusual situation discovered during the DPD examination was a twinjet going out at close to the maximum allowable weight. In order to make second segment climb, the crew had selected a lower-than-usual flap setting. The lower flap setting generates V speeds somewhat higher than normal and reduces tail clearance during rotation. In addition, the example situation was a runway length-limited takeoff. The PF began to lighten the nose as the airplane approached V1, which is an understandable impulse when ground speed is high and the end of the runway is near. The nose came off the runway at V1 and, with a rather aggressive rotation, the tail brushed the runway just after the airplane became airborne. An error in Vr speed recently resulted in a trijet tail strike. The load sheet numbers were accurate, but somehow the takeoff weight was entered into the FMS 100,000 lb lower than it should have been. The resulting Vr was 12 knots indicated air speed (kias) slow. When the airplane passed through a nominal 8-deg liftoff attitude, a lack of sufficient speed prevented takeoff. Rotation was allowed to continue, with takeoff and tail strike occurring at about 11 deg. Verification that the load sheet numbers were correctly entered may have prevented this incident. EXCESSIVE ROTATION RATE Flight crews operating an airplane model that is new to them, especially when transitioning from unpowered flight controls to ones with hydraulic assistance, are most vulnerable to using excessive rotation rate. The amount of control input required to achieve the proper rotation rate varies from one model to another. When transitioning to a new model, flight crews may not consciously realize that it will not respond to pitch input in exactly the same way. As simulators reproduce airplane responses with remarkable fidelity, simulator training can help flight crews learn the appropriate response. A concentrated period of takeoff practice allows students to develop a sure sense of how the new airplane feels and responds to pitch inputs. On some models, this is particularly important when the CG is loaded toward its aft limits, because an airplane in this condition is more sensitive in pitch, especially during takeoff. A normal amount of noseup elevator in an aft CG condition is likely to cause the nose to lift off the runway more rapidly and put the tail at risk. IMPROPER USE OF THE FLIGHT DIRECTOR As shown in figure 1, the flight director (FD) is designed to provide accurate pitch guidance only after the airplane is airborne, nominally passing through 35 ft (10.7 m). With the proper rotation rate, the airplane reaches 35 ft with the desired pitch attitude of about 15 deg and a speed of V2 + 10 (V2 + 15 on some models). However, an aggressive rotation into the pitch bar at takeoff is not appropriate and may rotate the tail onto the ground. Landing Risk Factors Any one of these four landing risk factors may precede a tail strike: Unstabilized approach. Holding off in the flare. Mishandling of crosswinds. Over-rotation during go-around. A tail strike on landing tends to cause more serious damage than the same event during takeoff and is more expensive and time consuming to repair. In the worst case, the tail can strike the runway before the landing gear touches down, thus absorbing large amounts of energy for which it is not designed. The aft pressure bulkhead is often damaged as a result. UNSTABILIZED APPROACH An unstabilized approach appears in one form or another in virtually every landing tail strike event. When an airplane turns on to final approach with excessive airspeed, excessive altitude, or both, the situation may not be under the control of the flight crew. The most common cause of this scenario is the sequencing of traffic in the terminal area as determined by air traffic control. Digital flight recorder data show that flight crews who continue through an unstabilized condition below 500 ft will likely never get the approach stabilized. When the airplane arrives in the flare, it invariably has either excessive or insufficient airspeed, and quite often is also long on the runway. The result is a tendency toward large power and pitch corrections in the flare, often culminating in a vigorous noseup pull at touchdown and tail strike shortly thereafter. If the nose is coming up rapidly when touchdown occurs and the ground spoilers deploy, the spoilers themselves add an additional noseup pitching force. Also, if the airplane is slow, pulling up the nose in the flare does not materially reduce the sink rate and in fact may increase it. A firm touchdown on the main gear is often preferable to a soft touchdown with the nose rising rapidly. HOLDING OFF IN THE FLARE The second most common cause of a landing tail strike is a long flare to a drop-in touchdown, a condition often precipitated by a desire to achieve an extremely smooth landing. A very soft touchdown is not essential, nor even desired, particularly if the runway is wet. Trimming the stabilizer in the flare may contribute to a tail strike. The PF may easily lose the feel of the elevator while the trim is running; too much trim can raise the nose, even when this reaction is not desired. The pitchup can cause a balloon, followed either by dropping in or pitching over and landing flat. Flight crews should trim the airplane in the approach, but not in the flare itself, and avoid "squeakers," as they waste runway and may predispose the airplane to a tail strike. MISHANDLING OF CROSSWINDS A crosswind approach and landing contains many elements that may increase the risk of tail strike, particularly in the presence of gusty conditions. Wind directions near 90 deg to the runway heading are often strong at pattern altitude, and with little headwind component, the airplane flies the final approach with a rapid rate of closure on the runway. To stay on the glidepath at that high groundspeed, descent rates of 700 to 900 ft (214 to 274 m) per minute may be required. Engine power is likely to be well back, approaching idle in some cases, to avoid accelerating the airplane. If the airplane is placed in a forward slip attitude to compensate for the wind effects, this cross-control maneuver reduces lift, increases drag, and may increase the rate of descent. If the airplane then descends into a turbulent surface layer, particularly if the wind is shifting toward the tail, the stage is set for tail strike. The combined effects of high closure rate, shifting winds with the potential for a quartering tail wind, the sudden drop in wind velocity commonly found below 100 ft (31 m), and turbulence can make the timing of the flare very difficult. The PF can best handle the situation by exercising active control of the sink rate and making sure that additional thrust is available if needed. Flight crews should clearly understand the criteria for initiating a go-around and plan to use this time-honored avoidance maneuver when needed. OVER-ROTATION DURING GO-AROUND Go-arounds initiated very late in the approach, such as during flare or after a bounce, are a common cause of tail strike. When the go-around mode is initiated, the FD immediately commands a go-around pitch attitude. If the PF abruptly rotates into the command bars, tail strike can occur before a change to the flight path is possible. Both pitch attitude and thrust are required for go-around, so if the engines are just spooling up when the PF vigorously pulls the nose up, the thrust may not yet be adequate to support the effort. The nose comes up, and the tail goes down. A contributing factor may be a strong desire of the flight crew to avoid wheel contact after initiating a late go-around, when the airplane is still over the runway. In general, the concern is not warranted because a brief contact with the tires during a late go-around does not produce adverse consequences. Airframe manufacturers have executed literally hundreds of late go-arounds during autoland certification programs with dozens of runway contacts, and no problem has ever resulted. The airplane simply flies away from the touchdown.

Lt. Commander Dominique (Nikki) Selby was a Critical Care, Trauma and Enroute Care Nurse for the US Navy. She deployed to various regions to include Haiti, Afghanistan and various countries in the Middle East as an in-flight critical care nurse, ICU, trauma and Fleet Surgical Team nurse operating in austere conditions (Role II and Role III facilities). She is currently a Course Coordinator for the Advanced Trauma Course for Nurses and a Training Site Facilitator for ACLS, and teaches classes to all military and civilian providers for the Naval Medical Center San Diego. Her current certifications are BLS-I, ACLS-I/TSF, ATCN Instructor and Course Coordinator, PALS-P, TCCC-P and TNCC-P. With 22 years in the Navy and 12 years of experience as an RN, she is certified in Emergency Nursing (CEN) and currently licensed in the states of Nevada and California.   

There are four types of Hypoxia: Hypoxia means “reduced oxygen” or “not enough oxygen.”
Although any tissue will die if deprived of oxygen long
enough, the greatest concern regarding hypoxia during
flight is lack of oxygen to the brain, since it is particularly
vulnerable to oxygen deprivation. Any reduction in mental
function while flying can result in life-threatening errors.
Hypoxia can be caused by several factors, including an
insufficient supply of oxygen, inadequate transportation of
oxygen, or the inability of the body tissues to use oxygen.
The forms of hypoxia are based on their causes:
• Hypoxic hypoxia
• Hypemic hypoxia
• Stagnant hypoxia
• Histotoxic hypoxia
Hypoxic Hypoxia
Hypoxic hypoxia is a result of insufficient oxygen available
to the body as a whole. A blocked airway and drowning
are obvious examples of how the lungs can be deprived of
oxygen, but the reduction in partial pressure of oxygen at high
altitude is an appropriate example for pilots. Although the
percentage of oxygen in the atmosphere is constant, its partial
pressure decreases proportionately as atmospheric pressure
decreases. As an aircraft ascends during flight, the percentage
of each gas in the atmosphere remains the same, but there are
fewer molecules available at the pressure required for them
to pass between the membranes in the respiratory system.
This decrease in number of oxygen molecules at sufficient
pressure can lead to hypoxic hypoxia.

Hypemic Hypoxia
Hypemic hypoxia occurs when the blood is not able to take
up and transport a sufficient amount of oxygen to the cells
in the body. Hypemic means “not enough blood.” This type
of hypoxia is a result of oxygen deficiency in the blood,
rather than a lack of inhaled oxygen, and can be caused by
a variety of factors. It may be due to reduced blood volume
(from severe bleeding), or it may result from certain blood
diseases, such as anemia. More often, hypemic hypoxia
occurs because hemoglobin, the actual blood molecule that
transports oxygen, is chemically unable to bind oxygen
molecules. The most common form of hypemic hypoxia is
CO poisoning. This is explained in greater detail later in this
chapter. Hypemic hypoxia can also be caused by the loss
of blood due to blood donation. Blood volume can require
several weeks to return to normal following a donation.
Although the effects of the blood loss are slight at ground
level, there are risks when flying during this time. 
Stagnant Hypoxia
Stagnant means “not flowing,” and stagnant hypoxia or
ischemia results when the oxygen-rich blood in the lungs
is not moving, for one reason or another, to the tissues that need it. An arm or leg “going to sleep” because the blood
flow has accidentally been shut off is one form of stagnant
hypoxia. This kind of hypoxia can also result from shock,
the heart failing to pump blood effectively, or a constricted
artery. During flight, stagnant hypoxia can occur with
excessive acceleration of gravity (Gs). Cold temperatures
can also reduce circulation and decrease the blood supplied
to extremities. 
Histotoxic Hypoxia
The inability of the cells to effectively use oxygen is defined
as histotoxic hypoxia. “Histo” refers to tissues or cells, and
“toxic” means poisonous. In this case, enough oxygen is being
transported to the cells that need it, but they are unable to make
use of it. This impairment of cellular respiration can be caused
by alcohol and other drugs, such as narcotics and poisons.
Research has shown that drinking one ounce of alcohol can
equate to an additional 2,000 feet of physiological altitude. 
Symptoms of Hypoxia
High-altitude flying can place a pilot in danger of becoming
hypoxic. Oxygen starvation causes the brain and other vital
organs to become impaired. The first symptoms of hypoxia
can include euphoria and a carefree feeling. With increased
oxygen starvation, the extremities become less responsive and
flying becomes less coordinated. The symptoms of hypoxia
vary with the individual, but common symptoms include:
• Cyanosis (blue fingernails and lips)
• Headache
• Decreased response to stimuli and increased reaction
time
• Impaired judgment
• Euphoria
• Visual impairment
• Drowsiness
• Lightheaded or dizzy sensation
• Tingling in fingers and toes
• Numbness
As hypoxia worsens, the field of vision begins to narrow and
instrument interpretation can become difficult. Even with all
these symptoms, the effects of hypoxia can cause a pilot to
have a false sense of security and be deceived into believing
everything is normal. 
Treatment of Hypoxia
Treatment for hypoxia includes flying at lower altitudes and/
or using supplemental oxygen. All pilots are susceptible
to the effects of oxygen starvation, regardless of physical
endurance or acclimatization. When flying at high altitudes,
it is paramount that oxygen be used to avoid the effects of
hypoxia. The term “time of useful consciousness” describes
the maximum time the pilot has to make rational, life-saving
decisions and carry them out at a given altitude without
supplemental oxygen. As altitude increases above 10,000
feet, the symptoms of hypoxia increase in severity, and the
time of useful consciousness rapidly decreases. [Figure 17-1]
Since symptoms of hypoxia can be different for each
individual, the ability to recognize hypoxia can be greatly
improved by experiencing and witnessing the effects of it
during an altitude chamber “flight.” The Federal Aviation
Administration (FAA) provides this opportunity through
aviation physiology training, which is conducted at the FAA
CAMI in Oklahoma City, Oklahoma, and at many military
facilities across the United States. For information about the
FAA’s one-day physiological training course with altitude
chamber and vertigo demonstrations, visit the FAA website
at www.faa.gov.

Morri Leland is the Chief Executive Officer of Patriot Mobile.  He assumed the role of CEO in 2017.   As CEO, Morri is focused on helping conservative consumers and businesses throughout the United States protect and defend their rights and liberty and ensure these freedoms remain for generations to come. For more than 30 years, Morri has led global teams to excel and exceed growth expectations.  Prior to joining Patriot Mobile, he served as Deputy Vice President for International Business at Lockheed Martin Missiles and Fire Control, headquartered in Dallas, Texas. Morri was responsible for global sales and marketing for the aerospace, defense and energy sectors that included numerous competitive global pursuits that resulted in significant international growth.  Prior to that Morri served as the Program Director for F-35 / CVF Integration with Lockheed Martin Aeronautics.  As the senior representative for the Joint Strike Fighter program in the United Kingdom (UK), he was responsible for the successful development and management of the program to integrate the F-35 air system into the design and construction of the UK Future Aircraft Carrier (CVF).   From 1983 to 2003, Morri served on active duty in the United States Navy.  After tours at NASA and as a flight instructor, he accumulated over 5,000 hours in various types of military aircraft.  With significant time in various models of the F/A-18 Hornet, he served multiple combat tours in Afghanistan, Iraq and the Balkans and commanded a squadron that garnered honors as the top Strike-Fighter squadron in the U.S. Navy.  He also served on a NATO exchange flying tour and in the Pentagon on the staff of the Chairman of the Joint Chiefs of Staff. A native of South Carolina, Morri holds a BS in Systems Engineering from the U.S. Naval Academy and a Master of Science in International Security Affairs from the U.S. Naval War College. Morri and his wife Sheila reside in Southlake, TX with their two sons.

From AVweb: Pull the mixture or condition lever and the propeller comes to a stop. Turn off the switches and what had been saturated with noise and vibration becomes still and quiet. After removing your headset and while sitting in the momentary silence that follows a flight, perhaps you’ll hear the engine ticking as heat dissipates. It’s time to pack up and leave the cockpit: Your work is done, right? No, not quite. To get the full benefit of the experience you just had, to learn from every flight, you need to spend just a few moments debriefing your flight. Your post-flight debrief doesn’t have to be detailed. Just ask yourself a few questions, and provide honest answers. Your briefing also can be very structured, with a personalized debriefing form and lists of the myriad tasks you performed or planned, plus a scoring mechanism to fairly and objectively judge your performance. The most effective way to debrief, and the most likely system that actually will get used is probably somewhere in between. Regardless of how you debrief, the objective is to review the manner in which you conducted the just-ended flight so you can learn from your actions and be even better next time you fly. Most pilot and flight instructor texts give a passing nod to the post-flight briefing. Virtually all declare it to be a highly important part of the flight-training process. Most decry the “lecture” method, in which the instructor tells the student what he or she did right and in what areas he or she needs to improve. The consensus is that better results come from asking the student to critique his or her performance, with the discussion guided, but not totally led, by the flight instructor. The biggest obstacles to making this technique work, according to the FAA’s Flight Instructor Handbook, are the student’s lack of experience and objectivity, which result in an inability to properly assess his/her performance; the fatigue state of a student after a lesson, especially in the early stages of pilot training; and an instructor’s lack of familiarity with good debriefing techniques. Another factor is the instructor or student’s unwillingness to spend the time necessary to conduct a useful post-flight debriefing. I’ve not yet found any FAA guidance on extending the concept of a post-flight briefing to a pilot who is critiquing his or her performance following a day-to-day, non-instructional flight. Yet the vast majority of our flying happens without an instructor by our side, and available to review the flight afterward. Although instructors present us the training needed to earn certificates and ratings, and occasionally provide a refresher in the form of a flight review, an instrument proficiency check (IPC) and other recurrent training, we learn most from our own experiences as pilot-in-command in real-world situations. Psychologist and flight instructor Dr. Janet Lapp is a proponent of the post-flight self-brief. “What happens during the crucial period of time immediately following a behavior, or set of behaviors, can either reinforce (make stronger), punish (eliminate temporarily), or help extinguish (aid in forgetting) that behavior,” according to her November 2008 article in AOPA’s Flight Training magazine. “The best time to learn may be in the few moments right after a flight, in an organized and controlled manner,” she wrote. “Actions completed by self, rather than by other, are more meaningful and memorable; memory traces are more indelibly etched; and content is more internalized. We become responsible for what we do…[and] we take more responsibility for our actions.” Dr. Lapp suggests we commit our debriefings to writing, building a journal of our growing experience. “If we don’t measure it,” she writes, “we can’t change it.” Lapp also says her personal research suggests that a written review makes pilots open up to the process and give self-debriefing the attention it deserves. The “central purpose [of a written review] is to increase self-correction, reflection, and tracking of attitude and behaviors. The goal is to create pilots who reflect on emerging issues immediately after every flight. The students make the entries, specify what they did well and what they could have done better, what they will work on next time, and what knowledge gaps were discovered. These are accompanied by a self-rating system that creates its own system of improvement.” Dr. Lapp makes her suggested debriefing form available to the public, and invites pilots to adopt it and customize it to their needs. It allows the pilot to identify the major areas of critique, and to answer a few broad questions that identify the overall tenor of the flight. Although Dr. Lapp’s research focused on students receiving instruction (which was, after all, when she was present to introduce the concept of the post-flight debrief and judge the results), she notes in the Flight Training article she created the form originally to reinforce her own need for post-flight debriefings as a certificated and active pilot, and has told me several times her intent is for pilots to use the form as a self-debriefing tool. Some pilots have suggested reluctance to create a written record of the mistakes they’ve made while flying an airplane. They seem to fear the journal could “fall into the wrong hands” and be used in some way against them in an FAA enforcement action or a liability lawsuit. Sad to say, they may be right. If you choose not to maintain a written record, but you find the act of writing about and scoring your flights indeed does focus your attention on continual improvement, there’s nothing to prevent you from critiquing your performance in writing and then destroying the record when you’re done with it. If you want to develop an even more detailed type of self-debriefing, you might do what I do as a result of my military experience. Back in the Bad Old Days of the Cold War, I served as a Minuteman nuclear missile launch control officer for the U.S. Air Force. The pressure-cooker environment of potential total nuclear war, 60 feet under the Missouri plains, strangely did much to prepare me for the single-pilot cockpit of an airplane. One thing the “missile business” did for me as a pilot was to teach the debriefing concept of minor, major and critical errors. Air Force missileers train and are evaluated relentlessly. At least once a month we spent four hours in “the box”—a functional simulator reproducing the hardware and operation of a missile launch control center. No less than once a year we were evaluated in the box (I personally had eight “annual” checks during a four-year tour of duty—go figure). We also were evaluated “in the field”—observed while on actual alert—much like a line check for an airline pilot. Every evaluation assumed from the beginning that the missile combat crew’s performance was perfect —earning 5.0 points on a five-point scale. Of course, from there, things can go only one direction: downhill. Certain functions, if performed incorrectly, were considered minor errors. These were items that were missed or performed incorrectly, but which did not directly impact the primary mission. Commit a minor error, and you’d have one-tenth of a point lopped off your beginning, perfect score. A major error might delay getting a missile repaired correctly, allow unauthorized access to a missile site (but no direct access to controls, boosters or warheads), or cause (by action or inaction) one component of the hardware to become inoperative. A major error cost one full point off your final score. In some cases it was possible to recover from a minor or even some major errors, and not be charged the adverse points…if you caught the error in time, and undid what you had done. A critical error in missiledom cost five points, an automatic failure of the evaluation. Examples of “crits” included attempting to launch missiles when not ordered, launching at a valid order but at the wrong time, or launching to the wrong targets, all of which are highly undesirable events (this was, of course, all in “the box”). In the field, critical error might be tuning a radio or satellite receiver incorrectly (meaning you would not receive emergency messages). Another critical error was to shut down your launch capsule when not called for, thereby degrading your squadron’s ability to launch missiles (usually, when dealing with a simulated fire in your tiny underground command center). Error points were additive. A major error and two minor errors resulted in a 3.8 score, etc. A crew was deemed qualified if its final score was 2.5 or higher. Crewmembers were awarded highly qualified (HQ) status for a 4.6 or better score (no more than four minor errors, and none of the major ones). You could “crit out” on a combination of major and minor errors. And sometimes an action that would ordinarily only be a minor error (such as setting a clock or tuning a radio) might become “major” if that act led to missing some other task, or it might even be critical if it adversely affected alert status or a simulated launch later on. Great woe fell upon the combat crew that “critted out” and had to go through the entire crew certification procedure to regain their mission-ready status. What’s this got to do with flying airplanes? Since we’re not talking nuclear Armageddon here, most pilots who “crit out” (i.e., have an accident) do so by letting minor and major errors snowball. Here’s an example from several years ago: I was flying a Beechcraft Bonanza from Wichita to Tullahoma, Tenn. This was my first long trip in the rented Beech, and I was still getting the hang of its Garmin GX60 IFR-qualified GPS. Somewhere over southwestern Missouri, I was assigned a vector around a newly hot MOA, and was told to expect direct to the Walnut Ridge VOR and then the rest of my route as filed. I made the heading change and began fiddling with the GPS. Still not fully proficient with the interface, I put the Bonanza on autopilot while I loaded the new waypoints. Satisfied, I activated the flight plan…and watched as the Bo’ turned directly toward Walnut Ridge, about five degrees to my left. Minor error! I realized my mistake and returned to my assigned heading. I never penetrated the MOA, and ATC never said a word about it. I was now flying on a “4.9” score. I made a quick note to include the event after I landed, when I’d have time to learn from it. If I’d have accidentally penetrated the MOA, or if ATC had needed to divert traffic to avoid me as a result, it would have been a “major” offense. And if I’d hit something because of my originally “minor” transgression, well…. Some examples of minor errors: missing a radio call; failure to tune backup navcoms; improper setting of altitude alerters; misprogramming or failing to confirm the autopilot’s operating modes; one dot from center on course guidance or glidepath at the missed approach point; etc. A few examples of major errors: Missing a handoff; flying a destabilized approach; deviation from your fuel management schedule; more than 100 feet off altitude; etc. In addition to actual crashes, critical errors include: busting minimums; deviations from an instrument procedure, cleared route or altitude that would result in failure of the IFR Practical Test; failing to brief for the missed approach; failure to follow an obstacle departure procedure; etc. You could list possibilities all day long. It’s easier and more effective to quickly note the transgressions in flight, then rank errors against the minor/major/critical scale after you land. The trick of flying is to minimize the minor errors and avoid the major offenses, and thereby not “crit out,” or have an accident. We will make mistakes. It’s almost always possible to recover from a minor error in the plane and keep your score in the HQ range. Even if you “pull a major,” as we said in the Air Force, you can fly the rest of the trip in perfect safety if you monitor your position, use your checklists and watch your performance. Put the emotion of making a mistake behind you, and fly the rest of the trip to HQ standards. After you land, review your in-flight notes and score yourself—to become a highly qualified pilot. Whether you answer a few brief questions or complete a detailed, point-by-point review—in your head, aloud with a fellow pilot or in writing—to fully benefit from the experience of every flight it’s extremely helpful to do a post-flight debriefing. The sooner after you land the better, because more information will be fresh in your head. Most of us shut down, get out of the airplane, and get on with our busy lives—likely the reason we flew in the first place. Taking a few moments, however, to review the lessons of every flight will help prepare you for the next ones.

Craig O'Mara didn't start out intending to be a pilot. He was a bird-watcher, and became more interested in flight as he watched the birds, and started flying as a teenager. He soloed as a 16-year old, and received his Private Pilot certificate on his 17th birthday. In 1979 he joined the Air Force Reserves as a C-9 pilot, flying air ambulance missions all over the United States, as well as overseas. He flew the C-9 for a total of 20 years. In 1985 he was hired by United Airlines, and served on the DC-10, B737, B757/767, B747 and B787. He was a Line Check Airman on many of these aircraft. In addition to his United flying, Craig flew as a pilot for NASA in the B747SP. He also flew a variety of warbirds.

Your preflight briefing will depend on what type of flight you are planning - a training flight briefing will be quite different than an airline brief. But there are some factors that will be common to all flights: Mission Objective Weather NOTAMS Aircraft Performance Aircraft Maintenance Status Route of Flight Fuel Takeoff Briefing (PF) Departure/Arrival Airports Rejected Takeoff Automation Crew Member Duties/Expectations Arrival/Approach/Missed Approach Risks Training Objective/Elements

Special thanks to Shreenand Sadhale for suggesting this episode! Cliff Notes version of my career: Air Force Academy Undergraduate Pilot Training O-2A Forward Air Controller, Danang, Vietnam B-52 copilot, Mather Air Force Base F-4 Aircraft Commander, Ubon Royal Thai Air Force Base F-4 Aircraft Commander, Kadena Air Base, Okinawa T-39 Aircraft Commander/Instructor Pilot, Kadeena Air Base, Okinawa O-2A Instructor Pilot, Patrick Air Force Base, Florida B727 Flight Operations Instructor/Flight Engineer, Unites Airlines O-2A Instructor Pilot, Patrick Air Force Base, Florida T-39/C-21 Instructor Pilot/Evaluator, Yokota Air Base, Japan B737 First Officer/Training Check Airman, United Airlines B737/B727 Captain, United Airlines B727 /B777 Standards Captain, United Airlines Adjunct Professor, Metropolitan State College of Denver/Embry-Riddle Aeronautical University C680 Flight Instructor/Evaluator, FlightSafety International B777 Senior Commander, Jet Airways, India IOSA Audit Team Leader B787 Instructor Pilot, Boeing B777 Instructor Pilot, Omni Air International Lecturer, Metropolitan State University of Denver Fleet Technical Instructor, United Airlines

FAR 91.25 refers to the NASA Aviation Safety Reporting Program, and Advisory Circular AC 00-46E Explains the program. AOPA has an excellent article about the program. The Aviation Safety Reporting System, or ASRS, is the US Federal Aviation Administration's (FAA) voluntary confidential reporting system that allows pilots and other aircraft crew members to confidentially report near misses and close calls in the interest of improving air safety. The ASRS collects, analyzes, and responds to voluntarily submitted aviation safety incident reports in order to lessen the likelihood of aviation accidents. The confidential and independent nature of the ASRS is key to its success, since reporters do not have to worry about any possible negative consequences of coming forward with safety problems. The ASRS is run by NASA, a neutral party, since it has no power in enforcement. The success of the system serves as a positive example that is often used as a model by other industries seeking to make improvements in safety. A notable feature of the ASRS is its confidentiality and immunity policy. Reporters may, but are not required to, submit their name and contact information. If the ASRS staff has questions regarding a report, it can perform a callback and request further information or clarification from the reporter. Once the staff is satisfied with the information received, the report is stripped of identifying information and assigned a report number. The part of the reporting form with contact information is detached and returned to the reporter. ASRS will issue alerts to relevant parties, such as airlines, air traffic controllers, manufacturers or airport authorities, if it feels it is necessary to improve safety. The ASRS also publishes a monthly newsletter highlighting safety issues, and now has an online database of reports that is accessible by the public. Often, reports are submitted because a rule was accidentally broken. The FAA's immunity policy encourages submission of all safety incidents and observations, especially information that could prevent a major accident. If enforcement action is taken by the FAA against an accidental rule violation that did not result in an accident, a reporter can present their ASRS form as proof that the incident was reported. The FAA views the report as evidence of a "constructive safety attitude" and will not impose a penalty.Immunity can be exercised once every five years, though an unlimited number of reports can be filed. Due to the self-selected nature of the reports to the ASRS, NASA cautions against statistical use of the data they contain. On the other hand, they do express considerable confidence in the reliability of the reports submitted: "However, the ASRS can say with certainty that its database provides definitive lower-bound estimates of the frequencies at which various types of aviation safety events actually occur. For example, 34,404 altitude overshoots were reported to the ASRS from January 1988 through December 1994. It can be confidently concluded that at least this number of overshoots occurred during the 1988-94 period--and probably many more. Often, such lower-bound estimates are all that decision makers need to determine that a problem exists and requires attention."[3] Speaking before a Flight Safety Foundation International Air Safety Seminar in Madrid in November 1966, Bobbie R. Allen, the Director of the Bureau of Safety of the U.S. Civil Aeronautics Board, referred to the vast body of accumulated aviation safety incident information as a "sleeping giant." Noting that fear of legal liability and of regulatory or disciplinary action had prevented the dissemination of this information, rendering it valueless to those who might use it to combat hazards in the aviation system, Mr. Allen commented: “In the event that the fear of exposure cannot be overcome by other means, it might be profitable if we explored a system of incident reporting which would assure a substantial flow of vital information to the computer for processing, and at the same time, would provide some method designed to effectively eliminate the personal aspect of the individual occurrences so that the information derived would be helpful to all and harmful to none.” Several years earlier, in testimony before the U.S. Senate on the legislation proposing the Federal Aviation Act of 1958, the late William A. Patterson, then President of United Airlines, touched on the need to develop accurate safety trend information. "On the positive side," said Mr. Patterson, "you take your statistics - and your records - and your exposures - and you act before the happening!“ These distinguished aviation figures were articulating an objective long-recognized, but which had frustrated all efforts at accomplishment. In the years to come, frequent references to the need for information collection and dissemination would recur. Enforcement Restrictions. The FAA considers the filing of a report with NASA concerning an incident or occurrence involving a violation of 49 U.S.C. subtitle VII or the 14 CFR to be indicative of a constructive attitude. Such an attitude will tend to prevent future violations. Accordingly, although a finding of violation may be made, neither a civil penalty nor certificate suspension will be imposed if: The violation was inadvertent and not deliberate; The violation did not involve a criminal offense, accident, or action under 49 U.S.C. §44709, which discloses a lack of qualification or competency, which is wholly excluded from this policy; The person has not been found in any prior FAA enforcement action to have committed a violation of 49 U.S.C. subtitle VII, or an regulation promulgated there for a period of 5 years prior to the date of occurrence; and The person proves that, within 10 days after the violation, or date when the person became aware or should have been aware of the violation, he or she completed and delivered or mailed a written report of the incident or occurrence to NASA.

Keith Reeves wanted to be a pilot ever since he was a child, living on base at Kadena Air Base, Japan, and hearing the local F-4s and SR-71s taking off. When the family relocated to Selfridge Air Force Base he got the chance to get close to airplanes. A friend on base took him up for a flight in a General Aviation plane, and he was hooked. He attended the United States Air Force Academy, and flew with the Academy aero club. Before Undergraduate Pilot Training, he served as an engineer at Wright-Patterson Air Force Base, then he attended pilot training at Laughlin Air Force Base. Kevin qualified for the T-38 track, then flew B-52's for 5 1/2 years, rising to the position of Instructor Pilot. While flying B-52s, he bought a Citabria, and kept it for 10 years. He applied to the B-2 program, and was accepted on his third attempt. He remained on the B-2 for the remainder of his flying career, stationed at Whiteman Air Force Base. In addition to the B-2, Keith was dual-qualified in the T-38. During Operation Iraqi Freedom, he flew a 37-hour flight. Keith now flies as a B737 first officer for a major legacy airline.

Operation Overlord was the codename for the Battle of Normandy, the Allied operation that launched the successful invasion of German-occupied Western Europe during World War II. The operation was launched on 6 June 1944 with the Normandy landings (Operation Neptune, commonly known as D-Day). A 1,200-plane airborne assault preceded an amphibious assault involving more than 5,000 vessels. Nearly 160,000 troops crossed the English Channel on 6 June, and more than two million Allied troops were in France by the end of August. The decision to undertake a cross-channel invasion in 1944 was taken at the Trident Conference in Washington in May 1943. General Dwight D. Eisenhower was appointed commander of Supreme Headquarters Allied Expeditionary Force (SHAEF), and General Bernard Montgomery was named as commander of the 21st Army Group, which comprised all the land forces involved in the invasion. The coast of Normandy of northwestern France was chosen as the site of the invasion, with the Americans assigned to land at sectors codenamed Utah and Omaha, the British at Sword and Gold, and the Canadians at Juno. To meet the conditions expected on the Normandy beachhead, special technology was developed, including two artificial ports called Mulberry harbors and an array of specialized tanks nicknamed Hobart's Funnies. In the months leading up to the invasion, the Allies conducted a substantial military deception, Operation Bodyguard, using both electronic and visual misinformation. This misled the Germans as to the date and location of the main Allied landings. Führer Adolf Hitler placed German Field Marshal Erwin Rommel in charge of developing fortifications all along Hitler's proclaimed Atlantic Wall in anticipation of an invasion. The Allies failed to accomplish their objectives for the first day, but gained a tenuous foothold that they gradually expanded when they captured the port at Cherbourg on 26 June and the city of Caen on 21 July. A failed counterattack by German forces on 8 August left 50,000 soldiers of the 7th Army trapped in the Falaise pocket. The Allies launched a second invasion from the Mediterranean Sea of southern France (code-named Operation Dragoon) on 15 August, and the Liberation of Paris followed on 25 August. German forces retreated east across the Seine on 30 August 1944, marking the close of Operation Overlord. Invasion stripes were alternating black and white bands painted on the fuselages and wings of Allied aircraft during World War II to reduce the chance that they would be attacked by friendly forces during and after the Normandy Landings. Three white and two black bands were wrapped around the rear of a fuselage just in front of the empennage (tail) and from front to back around the upper and lower wing surfaces. After a study concluded that the thousands of aircraft involved in the invasion would saturate and break down the IFF system, the marking scheme was approved on May 17, 1944, by Air Chief Marshal Sir Trafford Leigh-Mallory, commanding the Allied Expeditionary Air Force. A small-scale test exercise was flown over the OVERLORD invasion fleet on June 1, to familiarize the ships' crews with the markings, but for security reasons, orders to paint the stripes were not issued to the troop carrier units until June 3 and to the fighter and bomber units until June 4. Stripes were applied to fighters, photo-reconnaissance aircraft, troop carriers, twin-engined medium and light bombers, and some special duty aircraft, but were not painted on four-engined heavy bombers of the U.S. Eighth Air Force or RAF Bomber Command, as there was little chance of mistaken identity — few such bombers existed in the Luftwaffe and were already quite familiar to the Allies. The order affected all aircraft of the Allied Expeditionary Air Force, the Air Defense of Great Britain, gliders, and support aircraft such as Coastal Command air-sea rescue aircraft whose duties might entail their overflying Allied anti-aircraft defenses. One month after D-Day, the stripes were ordered removed from planes' upper surfaces to make them more difficult to spot on the ground at forward bases in France. They were completely removed by the end of 1944 after achieving total air supremacy over France. The stripes were five alternating black and white stripes. On single-engine aircraft each stripe was to be 18 inches (46 cm) wide, placed 6 inches (15 cm) inboard of the roundels on the wings and 18 inches (46 cm) forward of the leading edge of the tailplane on the fuselage. National markings and serial number were not to be obliterated. On twin-engine aircraft the stripes were 24 inches (61 cm) wide, placed 24 inches (61 cm) outboard of the engine nacelles on the wings, and 18 inches (46 cm) forward of the leading edge of the tailplane around the fuselage. American aircraft using the invasion stripes very commonly had some part of the added "bar" section of their post-1942 roundels overlapping the invasion strips on the wings, however. In most cases the stripes were painted on by the ground crews; with only a few hours' notice, few of the stripes were "masked". As a result, depending on the abilities of the "erks" (RAF nickname for ground crew), the stripes were often far from neat and tidy. Plans for the invasion of Normandy went through several preliminary phases throughout 1943, during which the Combined Chiefs of Staff (CCS) allocated 13½ U.S. troop carrier groups to an undefined airborne assault. The actual size, objectives, and details of the plan were not drawn up until after General Dwight D. Eisenhower became Supreme Allied Commander in January 1944. In mid-February Eisenhower received word from Headquarters U.S. Army Air Forces that the TO&E of the C-47 Skytraingroups would be increased from 52 to 64 aircraft (plus nine spares) by April 1 to meet his requirements. At the same time the commander of the U.S. First Army, Lieutenant General Omar Bradley, won approval of a plan to land two airborne divisions on the Cotentin Peninsula, one to seize the beach causeways and block the eastern half at Carentan from German reinforcements, the other to block the western corridor at La Haye-du-Puits in a second lift. The exposed and perilous nature of the La Haye de Puits mission was assigned to the veteran 82nd Airborne Division ("The All-Americans"), commanded by Major General Matthew Ridgway, while the causeway mission was given to the untested 101st Airborne Division ("The Screaming Eagles"), which received a new commander in March, Brigadier General Maxwell D. Taylor, formerly the commander of the 82nd Airborne Division Artillery who had also been temporary assistant division commander (ADC) of the 82nd Airborne Division, replacing Major General William C. Lee, who suffered a heart attack and returned to the United States. Bradley insisted that 75 per cent of the airborne assault be delivered by gliders for concentration of forces. Because it would be unsupported by naval and corps artillery, Ridgway, commanding the 82nd Airborne Division, also wanted a glider assault to deliver his organic artillery. The use of gliders was planned until April 18, when tests under realistic conditions resulted in excessive accidents and destruction of many gliders. On April 28 the plan was changed; the entire assault force would be inserted by parachute drop at night in one lift, with gliders providing reinforcement during the day.

Angel Smith started out in the Marines as an enlisted aviation radio repairman and then separated to go to college. Once out, she encountered a Marine recruiter who was trying to sign up women pilots, so she took the flight test and was hooked. After she received her undergraduate degree (she now has a masters degree and is now finishing up her doctorate) she attended Marine Officer School, then went to pilot training at Pensacola for her first flight at the controls of an airplane. She went through flight school as a single parent of two young children, and got her first choice of aircraft - the C-130 Hercules. In the C-130, she was stationed at Futenma Air Station in Okinawa. One of her first missions was refueling Navy fighters. After the flying assignment, Angel served as the aide to three different generals in three years. She became the speechwriter for the Commandant of the Marine Corps. After that, she returned to flying in the C-130 at Miramar. Angel served for a total of 23 years.

Readiness The basic needs of the learner must be satisfied before he or she is ready or capable of learning (see Chapter 1, Human Behavior). The instructor can do little to motivate the learner if these needs have not been met. This means the learner must want to learn the task being presented and must possess the requisite knowledge and skill. In SBT, the instructor attempts to make the task as meaningful as possible and to keep it within the learner’s capabilities. Students best acquire new knowledge when they see a clear reason for doing so, often show a strong interest in learning what they believe they need to know next, and tend to set aside things for which they see no immediate need. For example, beginning flight students commonly ignore the flight instructor’s suggestion to use the trim control. These students believe the control yoke is an adequate way to manipulate the aircraft’s control surfaces. Later in training, when they must divert their attention away from the controls to other tasks, they realize the importance of trim. Instructors can take two steps to keep their students in a state of readiness to learn. First, instructors should communicate a clear set of learning objectives to the student and relate each new topic to those objectives. Second, instructors should introduce topics in a logical order and leave students with a need to learn the next topic. The development and use of a well-designed curriculum accomplish this goal. Readiness to learn also involves what is called the “teachable moment” or a moment of educational opportunity when a person is particularly responsive to being taught something. One of the most important skills to develop as an instructor is the ability to recognize and capitalize on “teachable moments” in aviation training. An instructor can find or create teachable moments in flight training activity: pattern work, air work in the local practice area, cross-country, flight review, or instrument proficiency check. Teachable moments present opportunities to convey information in a way that is relevant, effective, and memorable to the student. They occur when a learner can clearly see how specific information or skills can be used in the real world. For example, while on final approach several deer cross the runway. Bill capitalizes on this teachable moment to stress the importance of always being ready to perform a go-around. Effect All learning involves the formation of connections and connections are strengthened or weakened according to the law of effect. Responses to a situation that are followed by satisfaction are strengthened; responses followed by discomfort are weakened, either strengthening or weakening the connection of learning. Thus, learning is strengthened when accompanied by a pleasant or satisfying feeling, and weakened when associated with an unpleasant feeling. Experiences that produce feelings of defeat, frustration, anger, confusion, or futility are unpleasant for the student. For example, if Bill teaches landings to Beverly during the first flight, she is likely to feel inferior and be frustrated, which weakens the learning connection. The learner needs to have success in order to have more success in the future. It is important for the instructor to create situations designed to promote success. Positive training experiences are more apt to lead to success and motivate the learner, while negative training experiences might stimulate forgetfulness or avoidance. When presented correctly, SBT provides immediate positive experiences in terms of real world applications. To keep learning pleasant and to maintain student motivation, an instructor should make positive comments about the student’s progress before discussing areas that need improving. Flight instructors have an opportunity to do this during the flight debriefing. For example, Bill praises Beverly on her aircraft control during all phases of flight, but offers constructive comments on how to better maintain the runway centerline during landings. Exercise Connections are strengthened with practice and weakened when practice is discontinued, which reflects the adage “use it or lose it.” The learner needs to practice what has been learned in order to understand and remember the learning. Practice strengthens the learning connection; disuse weakens it. Exercise is most meaningful and effective when a skill is learned within the context of a real world application. Primacy Primacy, the state of being first, often creates a strong, almost unshakable impression and underlies the reason an instructor must teach correctly the first time and the student must learn correctly the first time. For example, a maintenance student learns a faulty riveting technique. Now the instructor must correct the bad habit and reteach the correct technique. Relearning is more difficult than initial learning. Also, if the task is learned in isolation, it is not initially applied to the overall performance, or if it must be relearned, the process can be confusing and time consuming. The first experience should be positive, functional, and lay the foundation for all that is to follow. Intensity Immediate, exciting, or dramatic learning connected to a real situation teaches a learner more than a routine or boring experience. Real world applications (scenarios) that integrate procedures and tasks the learner is capable of learning make a vivid impression and he or she is least likely to forget the experience. For example, using realistic scenarios has been shown to be effective in the development of proficiency in flight maneuvers, tasks, and single-pilot resource management (SRM) skills. Recency The principle of recency states that things most recently learned are best remembered. Conversely, the further a learner is removed in time from a new fact or understanding, the more difficult it is to remember. For example, it is easy for a learner to recall a torque value used a few minutes earlier, but it is more difficult or even impossible to remember an unfamiliar one used a week earlier.

Memorial Day endures as a holiday which most businesses observe because it marks the unofficial beginning of summer. The Veterans of Foreign Wars (VFW) and Sons of Union Veterans of the Civil War (SUVCW) advocated returning to the original date, although the significance of the date is tenuous. The VFW stated in 2002: In 2000, Congress passed the National Moment of Remembrance Act, asking people to stop and remember at 3:00 PM. On Memorial Day, the flag of the United States is raised briskly to the top of the staff and then solemnly lowered to the half-staff position, where it remains only until noon. It is then raised to full-staff for the remainder of the day. The National Memorial Day Concert takes place on the west lawn of the United States Capitol. The concert is broadcast on PBS and NPR. Music is performed, and respect is paid to the men and women who gave their lives for their country. Across the United States, the central event is attending one of the thousands of parades held on Memorial Day in large and small cities. Most of these feature marching bands and an overall military theme with the Active Duty, Reserve, National Guard and Veteran service members participating along with military vehicles from various wars. During World War II, more airmen died in combat than Marines. Operation Tidal Wave was an air attack by bombers of the United States Army Air Forces (USAAF) based in Libya and Southern Italy on nine oil refineries around Ploiești, Romania on 1 August 1943, during World War II. It was a strategic bombing mission and part of the "oil campaign" to deny petroleum-based fuel to the Axis. The mission resulted in "no curtailment of overall product output." This mission was one of the costliest for the USAAF in the European Theater, with 53 aircraft and 660 air crewmen lost. It was proportionally the most costly major Allied air raid of the war and its date was later referred to as "Black Sunday". Five Medals of Honor and 56 Distinguished Service Crosses along with numerous others awards were awarded to Operation Tidal Wave crew members. Here is the story of John C. Waldron: June 4, 1942. The 15 Douglas TBD-1 Devastators of VT-8 launched from Hornet's flight deck in search of the enemy. Before takeoff, LCDR Waldron had a dispute with the Hornet's Commander, Air Group, Stanhope C. Ring, and Hornet CO Marc Mitscher about where the Japanese carriers would be found. Despite having a contact report showing the Japanese southwest of Hornet, Mitscher and Ring ordered the flight to take a course due west, in the hopes of spotting a possible trailing group of carriers. Waldron argued for a course based on the contact report, but was overruled. Once in the air, Waldron attempted to take control of the Hornet strike group by radio. Failing that, he soon split his squadron off and led his unit directly to the Japanese carrier group. Waldron, leading the first carrier planes to approach the Japanese carriers (somewhat after 9:00AM local time, over an hour before the American dive bombers would arrive), was grimly aware of the lack of fighter protection, but true to his plan of attack committed Torpedo 8 to battle. Without fighter escort, underpowered, with limited defensive armament, and forced by the unreliability of their own torpedoes to fly low and slow directly at their targets, the Hornet torpedo planes received the undivided attention of the enemy's combat air patrol of Mitsubishi Zero fighters. All 15 planes were shot down. Of the 30 men who set out that morning, only one—Ensign George H. Gay, Jr., USNR—survived. Their sacrifice, however, had not been in vain. Torpedo 8 had forced the Japanese carriers to maneuver radically, delaying the launching of the planned strike against the American carriers. After further separate attacks by the remaining two torpedo squadrons over the next hour, Japanese fighter cover and air defense coordination had become focused on low-altitude defense. This left the Japanese carriers exposed to the late-arriving SBD Dauntless dive bombers from Yorktown and Enterprise, which attacked from high altitude. The dive bombers fatally damaged three of the four Japanese carriers, changing the course of the battle.

The document that specifies the requirements of a Flight Review is AC 61-98B. From 61-98B: Under § 61.56(c) no person may act as PIC of an aircraft unless within the preceding 24 calendar-months that person has accomplished a satisfactory flight review in an aircraft for which that pilot is appropriately rated. An appropriately-rated instructor or other designated person must conduct the flight review. The purpose of the flight review is to provide for a regular evaluation of pilot skills and aeronautical knowledge. Pilots and CFIs should be aware that, under § 61.56(d), there is no requirement for pilots who have completed certain proficiency checks and ratings within the preceding 24 calendar-months to accomplish a separate flight review. These accomplishments include satisfactory completion of pilot proficiency checks conducted by the FAA, an approved pilot check airman, a Designated Pilot Examiner (DPE), or a U.S. Armed Force for a pilot certificate, rating, or operating privilege. However, the FAA recommends that pilots consider also accomplishing a review under some of the following circumstances. For example, a pilot with an Airplane Single-Engine Land (ASEL) rating may have recently obtained a glider rating, but may still wish to consider obtaining a flight review in a single-engine airplane if the appropriate 24-month period has nearly expired. Review of Maneuvers and Procedures: (1) The maneuvers and procedures covered during the review are those which, in the opinion of the CFI conducting the review, are necessary for the pilot to perform in order to demonstrate that he or she can safely exercise the privileges of his or her pilot certificate. Accordingly, the CFI should evaluate the pilot’s skills and knowledge to the extent necessary to ensure that he or she can safely operate within regulatory requirements throughout a wide range of conditions. The CFI should always include abnormal and emergency procedures applicable to the aircraft flown in the flight review. (2) The CFI may wish to prepare a preliminary plan for the flight review based on an interview or other assessment of the pilot’s qualifications and skills. The CFI should outline a sequence of maneuvers to the pilot taking the review. For example, this may include a cross-country flight to another airport with maneuvers accomplished while en route. It could also include a period of simulated instrument flight time. The CFI should request that the pilot conduct whatever preflight preparation is necessary to complete the planned flight. This preparation should include all items required in part 91, § 91.103, such as checking weather, calculating required runway lengths, calculating Weight and Balance (W&B), completing a flight log, filing a flight plan, and conducting the preflight inspection. (3) Before beginning the flight portion of the review, the CFI should discuss various operational areas with the pilot. This oral review should include, but not be limited to, areas such as aircraft systems, speeds, performance, meteorological and other hazards (e.g., windshear and wake turbulence), operations in controlled airspace, and abnormal and emergency procedures. The emphasis during this discussion should be on practical knowledge of recommended procedures and regulatory requirements. (4) Regardless of the pilot’s experience, the CFI may wish to review at least those maneuvers considered critical to safe flight, such as stalls, slow flight, and takeoffs and landings. Based on his or her in-flight assessment of the pilot’s skills, the CFI may wish to add other maneuvers from the PTS appropriate to the pilot’s grade of certificate. All reviews should include those areas within the PTS identified as “Special Emphasis.” Appendix 5 includes a list of suggested maneuvers. The FAA does not intend this list to be all-inclusive, nor does it limit a CFI’s discretion in selecting other appropriate maneuvers and procedures. To the greatest possible extent, the CFI should organize and sequence the selected maneuvers in a realistic scenario appropriate to the kind of flying normally done by the pilot. (5) The role of the CFI during the review is to provide an evaluation. However, the instructor is not limited to this role and may provide specific instruction to an airman on any areas the instructor notes as being weak. This additional instruction does not preclude the pilot’s successful completion of the review as long as the deficiencies are corrected. If the additional instruction does not correct the deficiencies, and/or it becomes apparent to the instructor that additional flights will be necessary, the CFI should discuss the situation with the pilot and proceed accordingly.

Gregory Poole is a former Coast Guard flight engineer, based in Southern California. When he was a teenager, he saw a poster of a military helicopter, and that was his inspiration to enlist. His training was in North Carolina, learning avionics, electrical, mechanical and rescue. He cross-trained in numerous fields. As an early flight engineer, he performed a rescue at the bottom of a cliff where a car had gone off the road, and he had to conduct the rescue with the rotor blades inches from the face of the cliff. His rescue helicopter was the HH-52, similar to the Sea King helicopter. As flight engineer, he performed all preflight and post-flight inspections, with special attention to hydraulics. During actual missions, he operated the night spotlight and forward-looking infra-red (FLIR), which was essential in night rescue missions. Greg also participated in law enforcement missions. Greg is also an experienced martial artist instructor. He started in Philippines martial arts, then branched in to aikido, tae kwan do, hapkido, jeet kun do and salat. He has developed his own system, and now trains youngsters.

In May of last year I was accepted into the Writers Guild Foundation Veterans Writing Project. The program accepts 50 veterans each year (I was turned down the previous year) and holds a 3-day Retreat to launch the year's activities. We were divided into groups of about 8 veterans and paired with working screen writing professionals to brainstorm our topics and refine our writing process. Then we were mentored throughout the year by more professional writers, with meetings twice each month. those of us who did not live in the Los Angeles area were able to participate via Facebook video and telephone conferences. I based my script on my Hamfist novel series. I quickly discovered that a screenplay is totally different from a novel, and my script evolved dramatically, mostly due to the feedback of my mentor, Sabrina Almeida. With her help and guidance, my script went from not-ready-for-prime-time to pretty darned good. And now the yearlong program, for me, is over, and I was invited to "pitch" my script to industry heavyweights. So, two days ago, I went to Los Angeles for the pitch-fest. Here’s the pitch: I'm Major George Nolly of the US Air Force Author of the Hamfist Novel Series, with multiple Best-sellers that have been ranked #1 Fiction in the Vietnam War - History category with over 151,000 units downloaded and paperback sales on Amazon. I teach Aviation at Metro State University, and I'm a Flight Instructor at United Airlines, where I flew for 26 years after active duty. I have two masters, and a doctorate in Homeland Security, but before that, I was a cadet at the US Air Force Academy because I wanted to be a pilot, just like my father. I did two tours in Vietnam with 198 combat missions flying an F-4 fighter jet, and let me tell you, there is nothing in this world that compares to being strapped to two J79 engines pushing 36,000 foot pounds of thrust at Mach 1 while a SAM is closing in on your ass. It was everything I hoped for and more. But before I got into my first dogfight, I had to get through my first combat tour. After pilot training, I went over as a FAC, a Forward Air Controller, in an O-2, which was a tiny, twin-prop Cessna used to fly low to the ground, and spot high-value targets in enemy territory. It was NOT what I signed up for. And that's where we meet our hero, Hamilton "Hamfist" Hancock, a hotshot pilot with the need for speed, who sabotoges his chance at a fighter assignment by shining his ass on his final flight in pilot training. He's sent to Vietnam in an O-2, one of the slowest planes in the service, where he meets SPEEDBRAKE, fellow pilot and mentor, who shows him what a FAC really does: He loiters in the area long enough to direct fighters in for an air strike. The way you do this is at night is by GOING CHRISTMAS TREE, where we would turn on all our exterior lights and light up like a christmas tree to attract enemy ground fire, so that Charlie would reveal himself to our fighters for an air strike. It's on a close call going Christmas Tree where our hero earns the call sign HAMFIST.   When the Base Commander offers winner's choice of aircraft for the pilot with the highest kill ratio, Hamfist sees a way into an F-4, that is, if he can beat his nemesis, Tank, the squadron Top Dog. However, Hamfist's relentless pursuit leads him to fly fast and loose. When his flying puts others in jeopardy, he is deemed reckless, and sent on mandatory R&R. While on R&R in Tokyo, he meets SAMANTHA - SAM, a recent Harvard Law Grad. Samantha has just signed up to join the Air Force as a JAG, and has a thing for fighter pilots. For the first time, Hamfist has dreams of something big in his life, other than flying fast. That dream is interrupted when Hamfist gets word that his Mentor SPEEDBRAKE is shot down, and Hamfist must return to Vietnam to pack up Speedbrake's things for his family. On his first mission back, distracted by how he left things with Sam, Hamfist gets shot down over the trail, and injured during his rescue. After he's patched up, he persuades the doc to clear him to fly, even though the full extent of his injuries are not yet known. The deadline arrives for the competition, and he has just enough time for one more sortie to secure his lead over TANK. However, when as he enters the target area, he hears a distress call from a downed F-4. Hamfist forfeits his target to rescue the pilot. Hamfist returns to base as a hero, however, he loses the competition to Tank, and along with that, his dreams of piloting an F-4. A medical exam reveals that his injuries were more severe than previously thought, and he also loses his Air Force Flight Clearance. Hamfist is overcome by the failure in his pursuit to follow in his father's footsteps. Unable to turn to Sam, for fear that her affections will change, now that he will never be a fighter pilot, he severs his relationship with her while she is still in Officer Training. Hamfist is given the option to leave the service at the end of his tour with an Honorable Discharge, or remain grounded for the rest of his career. When word of his heroism reaches the private sector, however, Hamfist is offered a job as a civilian test pilot... in an F-4. Assigned as the Interim Squadron Intel Officer until a replacement arrives, he witnesses the dedication of the men left behind on base while pilots flew their combat missions. - The maintenance crews that perform 20 man-hours to every one hour he was in the air. He sees how each person's contribution to the war effort is critical. Hamfist understands that the War Effort comes before his personal desires, and extends his tour in Vietnam as a Ground officer. That's when his replacement Intel Officer arrives on base, and Hamilton walks in to brief... Samantha, freshly graduated from Intel School.  

Tom Cappelletti wanted to be a pilot ever since he was a child, but his first Air Force assignment was as an engineer. Yom spent three years at Wright-Patterson Air Force Base as a Test Program Manager before getting an assignment to Undergraduate Pilot Training in the Reserves. After earning his wings, Tom flew the C-9 aeromedical evacuation aircraft, flying patients and their families to medical facilities all over the united States. He has landed virtually everywhere that has 5000 feet of concrete in the aeromedical evacuation role. Tom participated in the commissioning of a painting of the C-9 to hang at Scott Air Force Base to commemorate the aircraft. Tom became an airline pilot with a major carrier, and now flies the B737NG. His routes include Hawaii, Canada, and South America. Like every other pilot at his airline tom is ETOPS (Extended Twin Engine Operations) qualified. Tom has an eclectic collection of aviation memorabilia, books and prints, and has had many of the items personally signed.

From NCBI: Normalization of deviance is a term first coined by sociologist Diane Vaughan when reviewing the Challenger disaster. Vaughan noted that the root cause of the Challenger disaster was related to the repeated choice of NASA officials to fly the space shuttle despite a dangerous design flaw with the O-rings. Vaughan describes this phenomenon as occurring when people within an organization become so insensitive to deviant practice that it no longer feels wrong. Insensitivity occurs insidiously and sometimes over years because disaster does not happen until other critical factors line up. In clinical practice, failing to do time outs before procedures, shutting off alarms, and breaches of infection control are deviances from evidence-based practice. As in other industries, health care workers do not make these choices intending to set into motion a cascade toward disaster and harm. Deviation occurs because of barriers to using the correct process or drivers such as time, cost, and peer pressure. As in other industries, operators will often adamantly defend their actions as necessary and justified. Although many other high-risk industries have embraced the normalization of deviance concept, it is relatively new to health care. It is urgent that we explore the impact of this concept on patient harm. We can borrow this concept from other industries and also the steps these other high-risk organizations have found to prevent it.

From the Pilot’s Handbook of Aeronautical Knowledge: The stability of the atmosphere depends on its ability to resist vertical motion. A stable atmosphere makes vertical movement difficult, and small vertical disturbances dampen out and disappear. In an unstable atmosphere, small vertical air movements tend to become larger, resulting in turbulent airflow and convective activity. Instability can lead to significant turbulence, extensive vertical clouds, and severe weather. Rising air expands and cools due to the decrease in air pressure as altitude increases. The opposite is true of descending air; as atmospheric pressure increases, the temperature of descending air increases as it is compressed. Adiabatic heating and adiabatic cooling are terms used to describe this temperature change. The adiabatic process takes place in all upward and downward moving air. When air rises into an area of lower pressure, it expands to a larger volume. As the molecules of air expand, the temperature of the air lowers. As a result, when a parcel of air rises, pressure decreases, volume increases, and temperature decreases. When air descends, the opposite is true. The rate at which temperature decreases with an increase in altitude is referred to as its lapse rate. As air ascends through the atmosphere, the average rate of temperature change is 2 °C (3.5 °F) per 1,000 feet. Since water vapor is lighter than air, moisture decreases air density, causing it to rise. Conversely, as moisture decreases, air becomes denser and tends to sink. Since moist air cools at a slower rate, it is generally less stable than dry air since the moist air must rise higher before its temperature cools to that of the surrounding air. The dry adiabatic lapse rate (unsaturated air) is 3 °C (5.4 °F) per 1,000 feet. The moist adiabatic lapse rate varies from 1.1 °C to 2.8 °C (2 °F to 5 °F) per 1,000 feet. The combination of moisture and temperature determine the stability of the air and the resulting weather. Cool, dry air is very stable and resists vertical movement, which leads to good and generally clear weather. The greatest instability occurs when the air is moist and warm, as it is in the tropical regions in the summer. Typically, thunderstorms appear on a daily basis in these regions due to the instability of the surrounding air. As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke resulting in diminished visibility in the inversion layer. Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. Frontal inversions occur when warm air spreads over a layer of cooler air, or cooler air is forced under a layer of warmer air. From AC 006B: Vertical Motion Effects on an Unsaturated Air Parcel. As a bubble or parcel of air ascends (rises), it moves into an area of lower pressure (pressure decreases with height). As this occurs, the parcel expands. This requires energy, or work, which takes heat away from the parcel, so the air cools as it rises. This is called an adiabatic process. The term adiabatic means that no heat transfer occurs into, or out of, the parcel. Air has low thermal conductivity, so transfer of heat by conduction is negligibly small. The rate at which the parcel cools as it is lifted is called the lapse rate. The lapse rate of a rising, unsaturated parcel (air with relative humidity less than 100 percent) is approximately 3 °C per 1,000 feet (9.8 °C per kilometer). This is called the dry adiabatic lapse rate. This means for each 1,000-foot increase in elevation, the parcel’s temperature decreases by 3 °C. Concurrently, the dewpoint decreases approximately 0.5 °C per 1,000 feet (1.8 °C per kilometer). The parcel’s temperature-dewpoint spread decreases, while its relative humidity increases.  This process is reversible if the parcel remains unsaturated and, thus, does not lose any water vapor. A descending (subsiding) air parcel compresses as it moves into an area of higher pressure. The atmosphere surrounding the parcel does work on the parcel, and energy is added to the compressed parcel, which warms it. Thus, the temperature of a descending air parcel increases approximately 3 °C per 1,000 feet (9.8 °C per kilometer). Concurrently, the dewpoint increases approximately 0.5 °C per 1,000 feet (1.8 °C per kilometer). The parcel’s temperature-dewpoint spread increases, while its relative humidity decreases. The parcel and the surrounding environmental air temperatures are then compared. If the lifted parcel is colder than the surrounding air, it will be denser (heavier) and sink back to its original level. In this case, the parcel is stable because it resists upward displacement. If the lifted parcel is the same temperature as the surrounding air, it will be the same density and remain at the same level. In this case, the parcel is neutrally stable. If the lifted parcel is warmer and, therefore, less dense (lighter) than the surrounding air, it will continue to rise on its own until it reaches the same temperature as its environment. This final case is an example of an unstable parcel. Greater temperature differences result in greater rates of vertical motion.

Patrick McAlee is a dedicated and highly-skilled, aerobatic pilot who mixes his intense personality with his hardcore passion to produce a unique and entertaining product unlike any other. During his routine, Patrick executes his maneuvers to a choreographed music playlist all while practicing precision, professionalism and safety. Since its first inception, Pat’s dream has led him to fly shows all across the nation. He has logged over 1,000 aerobatic hours and over 10,000 hours in over thirty different aircraft. Before making the transition to airshows, Patrick flew in aerobatic competitions for 5 years; he has been performing shows for the past three. Currently Patrick strives to the best entertainer and performer for past and future generations.

In this age of flight directors, flight management computers and autopilots, it's easy to get into the mode of letting the automation do all the work. And that's good if it enhances safety. But it's really important to keep your basic stick-and-rudder skills current, and that includes flying an ILS approach without any of the bells and whistles. So let's discuss a hand-flown ILS flown WITHOUT a flight director or autopilot. The key to successfully, easily flying a manual ILS is preparation. First, study the approach chart, so you have a complete understanding of all the facilities involved. Take a look at the distance from the glide slope intercept point and the outer marker (if it's part of the approach) to the runway. Examine the glide slope angle, and note if it is OTHER than the standard 3-degrees. Now, as close to your ETE as possible, get the destination weather. Ideally, this will be right before you prepare for your approach. Now, take out your E6B computer and calculate your groundspeed and wind correction for the approach. If you can't remember how to do this, listen to episode RFT 146 and PRACTICE with your E6B until you can solve a wind problem in under 30 seconds. The only thing that makes this calculation different from what you do with the E6B for your cross-country planning planning is that you will be using only MAGNETIC winds (from ATIS), rather than winds oriented to true north. When entering your true airspeed into your E6B, you need to know your true airspeed (TAS), based on your indicated airspeed (IAS). You can use the calculator side of your E6B to determine TAS (RFT 148), but, as a guide, TAS increases 2 percent for every 1000 feet above sea level. So, if you are flying your approach at 120 KIAS at an average elevation of 6000 feet MSL, your TAS is [120 + 120(.02X6)] = 120 + 14 = 134. THAT's the number you use for TAS in your E6B. Once you have calculated your GS and WCA, calculate your descent rate and heading to keep yourself on the localizer and glide slope. Now that you have your groundspeed, you can calculate your 3-degree descent rate by multiplying HALF your groundspeed times 10. In the example above, our descent rate will be 670 feet per minute (FPM). All of this, of course is simply a guide to get you into the ballpark for an easy, stabilized approach. But if you start out with these values, you will only need minimal corrections to keep your LOC and GS centered. The only thing left to do when you get to approach minimums and visually acquire the runway is DON'T CHANGE ANYTHING. If you have a crosswind, the runway will not be DIRECTLY in front of you, it will be offset by your WCA.

From the Fighter Sweep website: Michael Rutledge is a 30 active duty year veteran with almost 12 years enlisted including a 3-year assignment as a Helicopter Rescue Swimmer, followed by 8 years as a Navy SEAL. While at SEAL Team One, he served as an M-60 gunner, Air Operations Specialist, Advanced Training Instructor and Platoon Leading Petty Officer. In 2002, Mike transferred to the U.S. Army to become a Warrant Officer Aviator. Upon graduation from flight school, he was directly assigned to the "Night Stalkers" of the 160th Special Operations Aviation Regiment (Airborne) where he served for 13 years as an MH-47G pilot. His current assignment is the Commander of the West Point Flight Detachment at the United States Military Academy. Mike is also an accomplished aviation author, consultant, speaker, and airshow pilot specializing in vintage WWII aircraft, as well as spending his summers flying crop dusters in the Midwest.

The Doolittle Raid, also known as the Tokyo Raid, on Saturday, April 18, 1942, was an air raid by the United States on the Japanese capital Tokyo and other places on the island of Honshu during World War II, the first air operation to strike the Japanese Home Islands. It demonstrated that the Japanese mainland was vulnerable to American air attack, served as retaliation for the attack on Pearl Harbor, and provided an important boost to American morale. The raid was planned and led by Lieutenant Colonel James Doolittle of the United States Army Air Forces. Sixteen B-25B Mitchell medium bombers were launched without fighter escort from the U.S. Navy's aircraft carrierUSS Hornet (CV-8) deep in the Western Pacific Ocean, each with a crew of five men. The plan called for them to bomb military targets in Japan, and to continue westward to land in China—landing a medium bomber on Hornet was impossible. The bombing raid killed about 50 people, including civilians, and injured 400. Fifteen aircraft reached China, but all crashed, while the 16th landed at Vladivostok in the Soviet Union. Of the 80 crew members, 77 initially survived the mission. Eight airmen were captured by the Japanese Army in China; three of those were later executed. The B-25 that landed in the Soviet Union was confiscated, with its crew interned for more than a year before being allowed to "escape" via Soviet-occupied Iran. Fourteen complete crews of five, except for one crewman who was killed in action, returned either to the United States, or to American forces.[ After the raid, the Japanese Army conducted a massive sweep through the eastern coastal provinces of China, in an operation now known as the Zhejiang-Jiangxi campaign, searching for the surviving American airmen and inflicting retribution on the Chinese who aided them, in an effort to prevent this part of China from being used again for an attack on Japan. The raid caused negligible material damage to Japan, but its consequences had major psychological effects. In the United States, it raised morale. In Japan, it raised doubt about the ability of military leaders to defend the home islands, but the bombing and strafing of civilians also steeled the resolve of many to gain retribution and was exploited for propaganda purposes.[ It also contributed to Admiral Isoroku Yamamoto's decision to attack Midway Island in the Central Pacific—an attack that turned into a decisive strategic defeat of the Imperial Japanese Navy (IJN) by the U.S. Navy in the Battle of Midway. The consequences were most severely felt in China, where Japanese reprisals cost an estimated 250,000 lives.[ Doolittle, who initially believed that the loss of all his aircraft would lead to his court-martial, received the Medal of Honor and was promoted two ranks to brigadier general. Doolittle and Hornet skipper Captain Marc Mitscher decided to launch the B-25s immediately—10 hours early and 170 nautical miles (310 km; 200 mi) farther from Japan than planned. After re-spotting to allow for engine start and run-ups, Doolittle's aircraft had 467 feet (142 m) of takeoff distance. Although none of the B-25 pilots, including Doolittle, had ever taken off from a carrier before, all 16 aircraft launched safely between 08:20 and 09:19. The B-25s then flew toward Japan, most in groups of two to four aircraft, before flying singly at wave-top level to avoid detection.[ The aircraft began arriving over Japan about noon Tokyo time, six hours after launch, climbed to 1,500 feet (460 m) and bombed 10 military and industrial targets in Tokyo, two in Yokohama, and one each in Yokosuka, Nagoya, Kobe, and Osaka. Although some B-25s encountered light antiaircraft fire and a few enemy fighters (made up of Ki-45s and prototype Ki-61s, the latter being mistaken for Bf 109s) over Japan, no bomber was shot down. Only the B-25 of 1st Lt. Richard O. Joyce received any battle damage, minor hits from antiaircraft fire. B-25 No. 4, piloted by 1st Lt. Everett W. Holstrom, jettisoned its bombs before reaching its target when it came under attack by fighters after its gun turret malfunctioned.[ The Americans claimed to have shot down three Japanese fighters – one by the gunners of the Whirling Dervish, piloted by 1st Lt. Harold Watson, and two by the gunners of the Hari Kari-er, piloted by 1st Lt. Ross Greening. Many targets were strafed by the bombers' nose gunners. The subterfuge of the simulated gun barrels mounted in the tail cones was described afterwards by Doolittle as effective, in that no airplane was attacked from directly behind.[ Fifteen of the 16 aircraft then proceeded southwest off the southeastern coast of Japan and across the East China Sea toward eastern China. One B-25, piloted by Captain Edward J. York, was extremely low on fuel, and headed instead for the Soviet Union rather than be forced to ditch in the middle of the East China Sea. Several fields in Zhejiang province were supposed to be ready to guide them in using homing beacons, then recover and refuel them for continuing on to Chongqing, the wartime Kuomintang capital. The primary base was at Zhuzhou, toward which all the aircraft navigated, but Halsey never sent the planned signal to alert them, apparently because of a possible threat to the task force.[ The raiders faced several unforeseen challenges during their flight to China: night was approaching, the aircraft were running low on fuel, and the weather was rapidly deteriorating. None would have reached China if not for a tail wind as they came off the target, which increased their ground speed by 25 kn (46 km/h; 29 mph) for seven hours. The crews realized they would probably not be able to reach their intended bases in China, leaving them the option of either bailing out over eastern China or crash-landing along the Chinese coast.[ All 15 aircraft reached the Chinese coast after 13 hours of flight and crash-landed or the crews bailed out. One crewman, 20-year-old Corporal Leland D. Faktor, flight engineer/gunner with 1st Lt. Robert M. Gray, was killed during his bailout attempt over China, the only man in that crew to be lost. Two crews (10 men) were missing. The 16th aircraft, commanded by Capt. Edward York (eighth off—AC #40-2242) flew to the Soviet Union and landed 40 miles (65 km) beyond Vladivostok at Vozdvizhenka, where their B-25 was confiscated and the crew interned. Although York and his crew were treated well, diplomatic attempts to return them to the United States ultimately failed, as the Soviet Union was not at war with Japan and therefore obligated under international law to intern any combatants found on its soil. Eventually, they were relocated to Ashkhabad, 20 miles (32 km) from the Iranian border, and York managed to "bribe" a smuggler, who helped them cross the border into Iran, which at the time was under British-Soviet occupation. From there, the Americans were able to reach a nearby British consulate on 11 May 1943.[ The smuggling was actually staged by the NKVD, according to declassified Soviet archives, because the Soviet government was unable to repatriate them legally in the face of the neutrality pact with Japan and unwilling to openly flout its treaty obligations with Japan in light of the fact that Vladivostok and the rest of the Soviet Far East were essentially defenseless in the face of any potential Japanese retaliation. Nevertheless, by the time of the American aircrew's "escape" from Soviet internment, Japan's armed forces were clearly on the defensive and drawing down their strength in Manchuria in order to reinforce other fronts. Meanwhile, Soviet forces had gained the strategic initiative in Europe. Even if the Americans' "escape" managed to gain significant attention in Tokyo, it was by then thought extremely unlikely that Japan would respond with any sort of military retaliation. Doolittle and his crew, after parachuting into China, received assistance from Chinese soldiers and civilians, as well as John Birch, an American missionary in China. As did the others who participated in the mission, Doolittle had to bail out, but he landed in a heap of dung (saving a previously injured ankle from breaking) in a paddy in China near Quzhou. The mission was the longest ever flown in combat by the B-25 Mitchell medium bomber, averaging about 2,250 nautical miles (4,170 km). The Doolittle Raiders held an annual reunion almost every year from the late 1940s to 2013. The high point of each reunion was a solemn, private ceremony in which the surviving Raiders performed a roll call, then toasted their fellow Raiders who had died during the previous year. Specially engraved silver goblets, one for each of the 80 Raiders, were used for this toast; the goblets of those who had died were inverted. Each Raider's name was engraved on his goblet both right side up and upside down. The Raiders drank a toast using a bottle of cognac that accompanied the goblets to each Raider reunion.[ In 2013, the remaining Raiders decided to hold their last public reunion at Fort Walton Beach, Florida, not far from Eglin Air Force Base, where they trained for the original mission. The bottle and the goblets had been maintained by the United States Air Force Academy on display in Arnold Hall, the cadet social center, until 2006. On 19 April 2006, these memorabilia were transferred to the National Museum of the United States Air Force at Wright-Patterson AFB, Ohio.[ On 18 April 2013, a final reunion for the surviving Raiders was held at Eglin Air Force Base, with Robert Hite the only survivor unable to attend.[ The "final toast to fallen comrades" by the surviving raiders took place at the NMUSAF on 9 November 2013, preceded by a B-25 flyover, and was attended by Richard Cole, Edward Saylor, and David Thatcher.

From Communities Digital News: There are those who take uncertain steps on IED-ridden battlefields, take to contested waterways, and fly unguarded skies as dangerous threats lurk below. Protecting freedom is how over a million active-duty military men and women support their families. These Brothers in Arms fight and die, for each other, and for those who can’t fight for themselves. Since the Global War on Terror began on September 11, 2001, America’s warriors have faced evil on a heightened scale and risked life and limb to quell a hate-filled enemy who does not respect human life. It was the remarkable esprit de corps, the history and its intimacy as an organization that drew Lt. Col. Stephen Mount to the Marine Corps in 1996. Mount, severely wounded in Iraq, 2004, was given command June 30th, 2016, of Wounded Warrior Battalion-West (WWBn-W), located at Camp Pendleton Calif., now in its tenth year of operation. SAN DIEGO, 2017. Lt. Col. Stephen Mount at Wounded Warrior Battalion-West  Headquarters Complex, Camp Pendleton, Calif. Photo by Jeanne McKinney for CommDigiNews There, he is committed to the successful recovery of each Marine assigned to his care. “I try to be the kind of guy who absorbs the blows and then just figures it out,” said Mount. He chooses to not make drastic decisions right away and let things kind of simmer. “Let’s just figure this out together and go forward,” he tells his Marines. Absorbing the blows of active-duty service prefaced Mount’s first historic experiences as a UH-1N (Huey) pilot with Helicopter Marine Light Attack Squadron (HMLA)-169. His first deployment in 2001, as part of the Aviation Combat Element (ACE) with the 15th Marine Expeditionary Unit (MEU), took him to Darwin, training with the Australians. After the twin towers and the Pentagon were hit and hijacked Flight 93 crashed into a Pennsylvania field, the 15th MEU was redirected to the Arabian Sea. “It was a very anxious and excitable kind of feeling that we were out in the Arabian Sea and the country had been attacked and more than likely we were going to do something about it.” He was on the flight deck of his ship, watching the first U.S. missile strikes launched in the first round of attacks. The guided-missile destroyer USS Porter (DDG 78) conducts strike operations against Syria while in the Mediterranean Sea, April 7, 2017. U.S. Navy Photo Mount’s squadron was flown into the Afghanistan desert and had to scrape out a “pseudo desert airstrip”, that Mount said, “[had] some old abandoned buildings they probably used to run drugs out of.” By end of November 2001, that pseudo desert airstrip had a name: Camp Rhino, the first U.S. Forward Operating Base (FOB) established in Afghanistan during Operation Enduring Freedom. They went in there with 1st Battalion, 1st Marines under Colonel Brett Bourne. “It wasn’t a Forward Operating Base in the traditional sense. They dug holes in the sand—that was our perimeter. Then we built ourselves fueling points.” Mount called flying into the middle of the desert in a foreign country and doing good things “fun times.” The first night he slept by the skid of his aircraft. “None of our aircraft have any gas. We don’t know what is going to happen. You’re a young man—that’s what you do … it was exciting.” A sense of finality prevailed. “I can’t get back to the ship until someone lands and gives me more gas,” said Mount. There was already fighting in the North which had fallen to the Taliban. Gas arrived on C-130’s and U.S. troops followed Hamid Karzai and his boys into Kandahar and then Lashkar Gah, Helmand Province, establishing an airfield at Kandahar. Mount explains, “The big offensive against the Taliban hadn’t started yet; not until we got there and Karzai could have some assurances that America is here to help you.” A future home for wounded warriors would come into play as the Global War on Terrorism kicked off. Operation Iraqi Freedom I, the initial invasion of Iraq, saw U.S. and Coalition Forces quickly defeat Suddam Hussein’s Army. Upheaval and more harrowing times ensued. During Operation Iraqi Freedom II, 2004, the U.S. sent troops in to support the newly-established Provisional Iraqi Government, trying to stabilize the country and protect Iraqi citizens, threatened by growing violence and complexity. The unpreparedness for the number of casualties and pace of operations going forward took a toll on the military healthcare system. For Mount and others deployed to Iraq and Afghanistan, there was no centralized operation to care for the numbers of wounded warriors too well to be kept in-patient, but not well enough to go back to their units or deploy. A charismatic yet disenchanted Shiite Muslim cleric, Muqtada al­ Sadr, spread insurrection around Iraq, in opposition to the new government. His die-hard followers formed heavily-armed militias or al-Sadr’s Mahdi Army, who rained bullets and shrapnel on U.S. and Coalition forces. Al-Sadr’s militia was battered. A conditional truce was made with him for An Najaf and al-Kufa (his home territory) that restricted Coalition forces entry. Al-Sadr used fear and oppression to reinforce control and conducted assassinations, kidnappings, and torture of police and government officials. The militia would then hide where Coalition forces could not pursue them. Mount and his flight crew deployed with Colonel Anthony M. Haslam’s 11th MEU and Lt. Col. John L. Mayer’s Landing Team, 1st Battalion, 4th Marines (1/4) in the summer of ‘04. The MEU took over the battlespace in and around An Najaf by August, in soaring desert temperatures and volatile instability. “There was an old holy cemetery [Wadi al-Salam],” said Mount, then a Captain. “They [al-Sadr’s militia] would use the crypts and catacombs to build smuggled weapons and launch attacks out to the Iraqi police forces.” Mount and his crew couldn’t fly over or attack the holy burial grounds or the Imam Ali Mosque. “There was a police station in Revolutionary Circle…they would lob mortars and shoot at us [every night]. By the time we’d get to our birds and fly over there, they’d [retreat] back to the cemetery,” said Mount. The night of August 3rd, enough was enough for MEU commanders. A Quick Reaction Force (QRF) and Combined Anti-Armor-Team (CAAT) were summoned to reinforce the police station. American forces came under attack on the main highway that runs by the cemetery, from where al-Sadr’s militia was positioned. Mount’s aircraft section suppressed the threat, allowing our forces to run through. Again, they were called out. “We spun up one Huey and two Cobras,” said Mount, who piloted the lead Huey with Co-pilot Drew Turner, Crew Chief Pat Burgess, and Gunner Lance Corporal Teodro Naranjo. Mount’s section circled, seeking to take out a mortar pit that an ‘observer’ had seen by an old gas station near the cemetery. He missed seeing it on the first “poke your head out, shoot, and get back,” attempt, but on a second circle, further out, the Huey’s number one engine and Mount got a fiery hit. “I clenched and reflexed, bringing our nose way up and lost all our air speed,” remembered Mount, crediting Turner for landing the battered helicopter right-side up instead of upside down, which would have killed them. A rifle round entered Mount’s left temple and went behind the bridge of his nose, in front of an eye through the socket and exited the right temple. “I remember Pat Burgess…dragging me off the skid behind some bricks – waiting there for the guys – a Corpsman ran up and jabbed with morphine.” “Captain Andrew Turner, ran into the [nearby medical] clinic and came out with an Iraqi physician. Mount had been holding a compress to his wound while trying to chamber a round in his pistol with his teeth. His crew chief, Staff Sergeant Patrick O. Burgess, finally gave him a needed hand in loading.”

There have been numerous air carrier accidents in which the crew attempted takeoff without the leading and trailing edge flaps extended to the takeoff position. Unlike many general aviation airplanes, large turbojet aircraft require high-lift devices (leading and trailing edge flaps and slats) for the airplane to safely get airborne. In some of these accidents, the Takeoff Warning System (TOWS) was intentionally disabled, preventing the crew from receiving a warning of incorrect airplane configuration. Here are notable accidents resulting in 746 fatalities: 1974 Lufthansa flight 540, B747, 59 fatalities 1987 Northwest 255, MD 82, 150 fatalities 1988 Delta 1411, B727-200, 14 fatalities 1999 LAPA Flight 3142, B737-200, 65 fatalities 2005 Mandala Airlines 91, B737-200, 144 fatalities 2008 Spanair 5022 - MD 82, 154 fatalities In every case, if the flight crews had performed their normal pre-takeoff checks, the accidents would have been averted. It is essential that all crew members actually confirm every item on the appropriate checklist. As an additional mnemonic, many pilots will perform a FEATS check before every takeoff: Flaps, EPRs, Airspeed bugs, Trim, Speed brake.

Scott A. Huesing is a proven combat leader. He is a retired United States Marine Corps Infantry Major with 24 years of honorable service, both enlisted and as a commissioned officer. His career spanned 10 deployments to over 60 countries worldwide. Throughout his numerous deployments to Iraq, Afghanistan, and the Horn of Africa he planned, led, and conducted hundreds of combat missions under some of the most austere and challenging conditions. Scott is a published author since 2005. His bestselling book, Echo in Ramadi, (Regnery, 2018) is a snapshot in time that changed the face of operations on the battlefield; a captivating story of Echo Company, 2d Battalion, 4th Marines during the Second Battle of Ramadi in support of the Multi National Forces Surge Strategy in 2006. His true-life account provides keen insights into what may be an unfamiliar world to readers, but very familiar to those, like Scott, who lived it and endured this historic fight. Echo in Ramadi was written to honor the sacrifices and spirit of his Marines and the families they supported. It not simply a war story—it is about the people and the power of human connection that speaks about leadership, team-building, and overcoming adversity under the toughest conditions. Scott is an expert contributor and has written articles, editorials, and scholarly pieces for USA Today, Fox News Channel, Entercom, The Marine Corps Gazette, Military Times, Townhall, and The Daily Signal. He has been an author for the U.S. Marine Corps doctrine shaping the future of training within the world’s most elite branch of service. He is the creative author for the standard operating procedures for Marine Expeditionary Units, America’s first response force, with The Lightning Press. Scott is a formally trained public speaker with 25 years of experience in both the military and private sector. He has spoken to audiences as large as 2,000 conveying his thoughts, intent, and goals to motivate listeners. Scott’s natural, outgoing style allows him to connect with audiences to share his experience. Scott dedicates his time to travel to military bases, college programs, veteran organizations, non-profit organizations, corporate leadership conferences, Gold Star Family events, and a multitude of venues to share the story of his epic journey and struggles. He is continually sought out to speak on leadership and his combat experiences—and the importance of writing about them. Scott is the Executive Director of Save the Brave, a certified non-profit that connects Veterans through outreach programs—their mission is staying proactive to the needs of the Veterans they serve. He is also the President of the 2d Battalion, 4th Marines Association, a non-profit that helps Veterans and active duty Marines.

From Wikipedia On the night of 1 July 2002, Bashkirian Airlines Flight 2937, a Tupolev Tu-154 passenger jet, and DHL Flight 611, a Boeing 757 cargo jet, collided in mid-air over Überlingen, a southern German town on Lake Constance. All 69 passengers and crew aboard the Tupolev and the two crew members of the Boeing were killed. The official investigation by the German Federal Bureau of Aircraft Accident Investigation (German: Bundesstelle für Flugunfalluntersuchung, (BFU)) identified as the main cause of the collision a number of shortcomings on the part of the Swiss air traffic control service in charge of the sector involved, and also ambiguities in the procedures regarding the use of TCAS, the on-board aircraft collision avoidance system. A year and a half after the crash, on 24 February 2004, Peter Nielsen, the air traffic controller on duty at the time of the collision, was murdered in an apparent act of revenge by Vitaly Kaloyev, a Russian citizen who had lost his wife and two children in the accident. Bashkirian Airlines Flight 2937 was a chartered flight from Moscow, Russia, to Barcelona, Spain, carrying sixty passengers and nine crew. Forty-five of the passengers were Russian schoolchildren from the city of Ufa in Bashkortostan on a school trip organised by the local UNESCO committee to the Costa Dorada area of Spain. Most of the parents of the children were high-ranking officials in Bashkortostan.[12] One of the fathers was the head of the local UNESCO committee. The aircraft, a Tupolev Tu-154M registered as RA-85816, was piloted by an experienced Russian crew: 52-year-old Captain Alexander Mihailovich Gross (Александр Михайлович Гросс) and 40-year-old First Officer Oleg Pavlovich Grigoriev (Олег Павлович Григорьев). The captain had more than 12,000 flight hours to his credit. Grigoriev, the chief pilot of Bashkirian Airlines, had 8,500 hours of flying experience and his task was to evaluate Captain Gross's performance throughout the flight. 41-year-old Murat Ahatovich Itkulov (Мурат Ахатович Иткулов), a seasoned pilot with close to 7,900 flight hours who was normally the first officer, did not officially serve on duty due to this being the captain's assessment flight. 50-year-old Sergei Gennadyevich Kharlov, a flight navigator with approximately 13,000 flight hours, and 37-year-old Flight Engineer Oleg Irikovich Valeev, who had almost 4,200 flight hours, joined the three pilots in the cockpit. DHL Flight 611, a Boeing 757-23APF cargo aircraft registered as A9C-DHL, had originated in Bahrain and was being flown by two Bahrain-based pilots, 47-year-old British Captain Paul Phillips and 34-year-old Canadian First Officer Brant Campioni. Both pilots were very experienced — the captain had logged close to 12,000 flight hours and the first officer had accumulated more than 6,600 flight hours. At the time of the accident, the aircraft was en route from Bergamo, Italy, to Brussels, Belgium. The two aircraft were flying at flight level 360 (36,000 feet, 10,973 m) on a collision course. Despite being just inside the German border, the airspace was controlled from Zürich, Switzerland, by the private Swiss airspace control company Skyguide. The only air traffic controller handling the airspace, Peter Nielsen, was working two workstations at the same time. Partly due to the added workload, and partly due to delayed radar data, he did not realize the problem in time and thus failed to keep the aircraft at a safe distance from each other. Less than a minute before the accident he realised the danger and contacted Flight 2937, instructing the pilot to descend by a thousand feet to avoid collision with crossing traffic (Flight 611). Seconds after the Russian crew initiated the descent, their traffic collision avoidance system (TCAS) instructed them to climb, while at about the same time the TCAS on Flight 611 instructed the pilots of that aircraft to descend. Had both aircraft followed those automated instructions, the collision would not have occurred. Flight 611's pilots on the Boeing jet followed the TCAS instructions and initiated a descent, but could not immediately inform Nielsen because the controller was dealing with Flight 2937. About eight seconds before the collision, Flight 611's descent rate was about 2,400 feet per minute (12 m/s), not quite as rapid as the 2,500 to 3,000 ft/min (13 to 15 m/s) range advised by that jet's TCAS; as for the Tupolev, the pilot disregarded his jet's TCAS instruction to climb, having already commenced his descent as instructed by the controller. Thus, both planes were now descending. Unaware of the TCAS-issued alerts, Nielsen repeated his instruction to Flight 2937 to descend, giving the Tupolev crew incorrect information as to the position of the DHL plane (telling them that the Boeing was to the right of the Tupolev when it was in fact to the left). The aircraft collided at 23:35:32 local time, at almost a right angle at an altitude of 34,890 feet (10,630 m), with the Boeing's vertical stabilizer slicing completely through Flight 2937's fuselage just ahead of the Tupolev's wings. The Tupolev broke into several pieces, scattering wreckage over a wide area. The nose section of the aircraft fell vertically, while the tail section with the engines continued, stalled, and fell. The crippled Boeing, now with 80% of its vertical stabilizer lost, struggled for a further seven kilomters (four miles) before crashing into a wooded area close to the village of Taisersdorf at a 70-degree downward angle. Each engine ended up several hundred meters away from the main wreckage, and the tail section was torn from the fuselage by trees just before impact. All 69 people on the Tupolev, and the two on board the Boeing, died.

From the Pilot’s Handbook of Aeronautical Knowledge: The stability of the atmosphere depends on its ability to resist vertical motion. A stable atmosphere makes vertical movement difficult, and small vertical disturbances dampen out and disappear. In an unstable atmosphere, small vertical air movements tend to become larger, resulting in turbulent airflow and convective activity. Instability can lead to significant turbulence, extensive vertical clouds, and severe weather. Rising air expands and cools due to the decrease in air pressure as altitude increases. The opposite is true of descending air; as atmospheric pressure increases, the temperature of descending air increases as it is compressed. Adiabatic heating and adiabatic cooling are terms used to describe this temperature change. The adiabatic process takes place in all upward and downward moving air. When air rises into an area of lower pressure, it expands to a larger volume. As the molecules of air expand, the temperature of the air lowers. As a result, when a parcel of air rises, pressure decreases, volume increases, and temperature decreases. When air descends, the opposite is true. The rate at which temperature decreases with an increase in altitude is referred to as its lapse rate. As air ascends through the atmosphere, the average rate of temperature change is 2 °C (3.5 °F) per 1,000 feet. Since water vapor is lighter than air, moisture decreases air density, causing it to rise. Conversely, as moisture decreases, air becomes denser and tends to sink. Since moist air cools at a slower rate, it is generally less stable than dry air since the moist air must rise higher before its temperature cools to that of the surrounding air. The dry adiabatic lapse rate (unsaturated air) is 3 °C (5.4 °F) per 1,000 feet. The moist adiabatic lapse rate varies from 1.1 °C to 2.8 °C (2 °F to 5 °F) per 1,000 feet. The combination of moisture and temperature determine the stability of the air and the resulting weather. Cool, dry air is very stable and resists vertical movement, which leads to good and generally clear weather. The greatest instability occurs when the air is moist and warm, as it is in the tropical regions in the summer. Typically, thunderstorms appear on a daily basis in these regions due to the instability of the surrounding air. As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke resulting in diminished visibility in the inversion layer. Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. Frontal inversions occur when warm air spreads over a layer of cooler air, or cooler air is forced under a layer of warmer air. From AC 006B: Vertical Motion Effects on an Unsaturated Air Parcel. As a bubble or parcel of air ascends (rises), it moves into an area of lower pressure (pressure decreases with height). As this occurs, the parcel expands. This requires energy, or work, which takes heat away from the parcel, so the air cools as it rises. This is called an adiabatic process. The term adiabatic means that no heat transfer occurs into, or out of, the parcel. Air has low thermal conductivity, so transfer of heat by conduction is negligibly small. The rate at which the parcel cools as it is lifted is called the lapse rate. The lapse rate of a rising, unsaturated parcel (air with relative humidity less than 100 percent) is approximately 3 °C per 1,000 feet (9.8 °C per kilometer). This is called the dry adiabatic lapse rate. This means for each 1,000-foot increase in elevation, the parcel’s temperature decreases by 3 °C. Concurrently, the dewpoint decreases approximately 0.5 °C per 1,000 feet (1.8 °C per kilometer). The parcel’s temperature-dewpoint spread decreases, while its relative humidity increases.  This process is reversible if the parcel remains unsaturated and, thus, does not lose any water vapor. A descending (subsiding) air parcel compresses as it moves into an area of higher pressure. The atmosphere surrounding the parcel does work on the parcel, and energy is added to the compressed parcel, which warms it. Thus, the temperature of a descending air parcel increases approximately 3 °C per 1,000 feet (9.8 °C per kilometer). Concurrently, the dewpoint increases approximately 0.5 °C per 1,000 feet (1.8 °C per kilometer). The parcel’s temperature-dewpoint spread increases, while its relative humidity decreases. The parcel and the surrounding environmental air temperatures are then compared. If the lifted parcel is colder than the surrounding air, it will be denser (heavier) and sink back to its original level. In this case, the parcel is stable because it resists upward displacement. If the lifted parcel is the same temperature as the surrounding air, it will be the same density and remain at the same level. In this case, the parcel is neutrally stable. If the lifted parcel is warmer and, therefore, less dense (lighter) than the surrounding air, it will continue to rise on its own until it reaches the same temperature as its environment. This final case is an example of an unstable parcel. Greater temperature differences result in greater rates of vertical motion.

Gabriel Staschill is an ATC controller in Germany, and he shares insights into the similarities, and differences, between air traffic controllers and pilots.

From Wikipedia: In the late 1960s, a series of controlled flight into terrain (CFIT) accidents took the lives of hundreds of people. A CFIT accident is one where a properly functioning airplane under the control of a fully qualified and certified crew is flown into terrain, water or obstacles with no apparent awareness on the part of the crew. Beginning in the early 1970s, a number of studies examined the occurrence of CFIT accidents. Findings from these studies indicated that many such accidents could have been avoided if a warning device called a ground proximity warning system (GPWS) had been used. As a result of these studies and recommendations from the U.S. National Transportation Safety Board (NTSB), in 1974 the FAA required all large turbine and turbojet airplanes to install TSO-approved GPWS equipment. The ICAO recommended the installation of GPWS in 1979. C. Donald Bateman, a Canadian-born engineer, developed and is credited with the invention of GPWS.[ In March 2000, the U.S. FAA amended operating rules to require that all U.S. registered turbine-powered airplanes with six or more passenger seats (exclusive of pilot and copilot seating) be equipped with an FAA-approved TAWS. The mandate affects aircraft manufactured after March 29, 2002. Prior to the development of GPWS, large passenger aircraft were involved in 3.5 fatal CFIT accidents per year, falling to 2 per year in the mid-1970s. A 2006 report stated that from 1974, when the U.S. FAA made it a requirement for large aircraft to carry such equipment, until the time of the report, there had not been a single passenger fatality in a CFIT crash by a large jet in U.S. airspace.[ After 1974, there were still some CFIT accidents that GPWS was unable to help prevent, due to the "blind spot" of those early GPWS systems. More advanced systems were developed. Older TAWS, or deactivation of the EGPWS, or ignoring its warnings when airport is not in its database, or even the entire EGPWS altogether still leave aircraft vulnerable to possible CFIT incidents. In April 2010, a Polish Air Force Tupolev Tu-154M aircraft crashed near Smolensk, Russia, in a possible CFIT accident killing all passengers and crew, including the Polish President.[11][12][13][14] The aircraft was equipped with TAWS made by Universal Avionics Systems of Tucson. According to the Russian Interstate Aviation Committee TAWS was turned on. However, the airport where the aircraft was going to land (Smolensk (XUBS)) is not in the TAWS database. In January 2008 a Polish Air Force Casa C-295M crashed in a CFIT accident near Mirosławiec, Poland, despite being equipped with EGPWS; the EGPWS warning sounds had been disabled, and the pilot-in-command was not properly trained with EGPWS.[ The FAA specifications[19]have detailed requirements for when certain warnings should sound in the cockpit. The system monitors an aircraft's height above ground as determined by a radar altimeter. A computer then keeps track of these readings, calculates trends, and will warn the flight crew with visual and audio messages if the aircraft is in certain defined flying configurations ("modes"). The modes are: Excessive descent rate ("SINK RATE" "PULL UP")[ Excessive terrain closure rate ("TERRAIN" "PULL UP") Altitude loss after take off or with a high power setting ("DON'T SINK") Unsafe terrain clearance ("TOO LOW – TERRAIN" "TOO LOW – GEAR" "TOO LOW – FLAPS") Excessive deviation below glideslope ("GLIDESLOPE") Excessively steep bank angle ("BANK ANGLE") Windshear protection ("WINDSHEAR") The traditional GPWS does have a blind spot. Since it can only gather data from directly below the aircraft, it must predict future terrain features. If there is a dramatic change in terrain, such as a steep slope, GPWS will not detect the aircraft closure rate until it is too late for evasive action. In the late 1990s improvements were developed and the system is now named "Enhanced Ground Proximity Warning System" (EGPWS/TAWS). The system is combined with a worldwide digital terrain database and relies on Global Positioning System (GPS) technology. On-board computers compare current location with a database of the Earth's terrain. The Terrain Display gives pilots a visual orientation to high and low points nearby the aircraft. EGPWS software improvements are focused on solving two common problems; no warning at all, and late or improper response. The primary cause of CFIT occurrences with no GPWS warning is landing short. When the landing gear is down and landing flaps are deployed, the GPWS expects the airplane to land and therefore, issues no warning. EGPWS introduces the Terrain Clearance Floor (TCF) function, which provides GPWS protection even in the landing configuration. The occurrence of a GPWS alert typically happens at a time of high workload and nearly always surprises the flight crew. Almost certainly, the aircraft is not where the pilot thinks it should be, and the response to a GPWS warning can be late in these circumstances. Warning time can also be short if the aircraft is flying into steep terrain since the downward looking radio altimeter is the primary sensor used for the warning calculation. The EGPWS improves terrain awareness and warning times by introducing the Terrain Display and the Terrain Data Base Look Ahead protection. In commercial and airline operations there are legally mandated procedures that must be followed should an EGPWS caution or warning occur. Both pilots must respond and act accordingly once the alert has been issued. An Indonesian captain has been charged with manslaughter for not adhering to these procedures. Main article: TAWS § TAWS Types TAWS equipment is not required by the U.S. FAA in piston-engined aircraft, but optional equipment categorized as TAWS Type C may be installed. Depending on the type of operation, TAWS is only required to be installed into turbine-powered aircraft with six or more passenger seats. A smaller and less expensive version of EGPWS was developed by AlliedSignal (now merged with Honeywell) for general aviation and private aircraft. For fast military aircraft, the high speed and low altitude that may frequently be flown make traditional GPWS systems unsuitable, as the blind spot becomes the critical part. Thus, an enhanced system is required, taking inputs not only from the radar altimeter, but also from inertial navigation system (INS), Global Positioning System(GPS), and flight control system (FCS), using these to accurately predict the flight path of the aircraft up to 5 miles (8.0 km) ahead. Digital maps of terrain and obstacle features are then used to determine whether a collision is likely if the aircraft does not pull up at a given pre-set g-level. If a collision is predicted, a cockpit warning may be provided. This is the type of system deployed on aircraft such as the Eurofighter Typhoon.[22] The U.S. FAA has also conducted a study about adapting 3-D military thrust vectoring to recover civil jetliners from catastrophes. On May 5, 2016 a military GPWS called Automatic Ground Collision Avoidance System (Auto-GCAS) equipped aboard an F-16 made a dramatic save after a trainee pilot lost consciousness from excessive G forces during basic fighter maneuver training. In an approximately 55 degree nose down attitude at 8,760 ft and 652 KIAS(750 mph), the Auto-GCAS detected the aircraft was going to strike the terrain and executed an automatic recovery and saved the pilot's life.

Pierre-Henri (nick name Até) is a dual Canadian and French citizen. Até grew up on RAF Linton-On-Ouse with an exchange instructor father on the RAF Jet Provost. After being Europe’s youngest pilot at 15 in 2001 and flying in the French national Precision Flying team for the 2006 World Championships, he joined the French Navy to fly jets.  After 26 months as an exchange Officer in the US NAVY he graduated as a Naval Aviator and flew Super-Etendard from the aircraft carrier Charles de Gaulle. In 2014 he transitioned to the Dassault Rafale. Até deployed several times including after the 2015 French terrorist attacks. He flew missions over Iraq, flying combat missions from the French aircraft carrier both at night and day. He received a Cross for Military Valour for meritorious action in the face of the enemy.  Flying several seasons in the French Navy Tactical Display as wingman he became the Leader of the display in 2017. Meanwhile, he was appointed Rafale Navy Subject Matter Expert at just 29 and chief instructor for the Rafale in the Navy at 30 years old.  Leaving the military to fly for a Major Airline on the Boeing 737MAX, he decided to share his experience. Até holds over 2500 hours of flight time including more than 1850 hours on fighter aircraft. He flew a wide range of aircraft from general aviation or aerobatic aircraft to Business jets and of course fighter aircraft. He has completed over 200 carrier landings. Enjoying triathlon, he took part in the 2007 Amateur Long distance Triathlon World Championships and in the 2009 Amateur Short Distance Duathlon World Championships. He has spoken for events or companies like Dassault, Safran, MBDA, Thales, The London Tech Week, EdTechXEurope, and banks Até is married with a family of three and now lives in Hampshire, UK.

The Women In Aviation conference was held in Long Beach from 14-16 March 2019. Our previous guest, Jennifer Aupke, attended and is providing an exciting recap of the event, including her meeting with notable aviation luminaries. WAI Membership is open to women and men from all segments of the aviation industry, and all members may participate in their numerous scholarships. For more membership information, visit the WAI website.

Experienced Combat Rescue Instructor Pilot 👣 with a demonstrated history building teams and innovating for military officer training and combat planning and operations. Experienced in planning, programming, budget and execution operations at multiple levels as well as requirements management and operational test and evaluations. 340 combat hours and 76 saves. Motivational speaker, blogger, and change agent. Previously served as executive officer to MAJCOM leadership (Four and Two star generals and SES), learning strategic communication and high level task management covering multiple directorates and operational capabilities. Ranked #1 of 17 execs in general officer’s career. Skilled in Government Acquisition (Program Manager lvl 1), PPBE, Requirements management and Operational Test and Evaluation. Served multiple deployments to Iraq and Afghanistan. Airplane and Rotary wing Multiengine Land Instrument and commercial Rating. Innovator. Disruptor. Connector. Strong operations professional with a global perspective- M.S. focused in Leadership and Liberal Studies from Duquesne University. AFWERX contributor, DEF AGORA lead, Principal/Founder The Milieux Project, Advisory Board Member, GirlApproved. Member of: EAA, WAI, Whirly Girls, and the Friends of CAP

Deborah Hecker originally had no intention of becoming a pilot. She graduated college with a degree in International Relations with the intention of becoming an attorney, went backpacking through the Middle East, and returned to study for her LSAT (Law School Admissions Test). On her birthday, a friend gave her a present of an airplane introductory flight, and she was hooked. She bought a used Cessna 172 and pursued her ratings. She built up her time and got her first flying job flying automotive parts around the northeast. She later was hired by Piedmont, and eventually ended up flying for American Airlines. Deborah performed management duties for American in addition to her flying, and worked her way up to Chief Pilot. Deborah also has created several scholarships, all under the umbrella of Women In Aviation International (WAI). These scholarships are open to men as well as women - the only requirement is to be a member of WAI: Keep Flying Scholarship American Airlines Engineering Scholarship American Airlines Veterans Initiative Scholarship

Adapted from Aero Crew News Captain Valerie Walker started her aviation career in unconventional, adventurous ways full of interesting challenges. She was a flight instructor, police aerial patrol pilot in fixed wing and helicopters, DC-3 bush-pilot in Botswana, South Africa, Flight Test Pilot for Plane & Pilot and Air Progress magazines, plus various freelance aviation jobs. She was hired into Western Airlines’ first class to include a female airline pilot and many years later retired from Delta Airlines as a captain rated on the 727, 737, 757 and 767. Throughout her career she pursued her second passion in martial arts and continues to train, teach and hone that craft. On March 8, 1976, she was hired into Western Airlines’ first class to include a female airline pilot. Martial arts and flying have always been her two passions. Martial arts had to be put on the back-burner as she put everything she had into aviation. she built her flying experience as a with less than reassuring equipment or procedural safety margins. In her teens and twenties, the military didn’t accept women as pilots, so her career path was unconventional, adventurous and full of interesting challenges that made her adaptable and able to think outside the box. Later, aviation blessed her with the resources to pursue a variety of martial arts disciplines, and she’s done so for the last 35 years. She became a first-degree black belt in Kenpo Karate while continuing to train in Wing Chun, Jiu Jitsu, Aikido, Hapkido and Kendo. After 9/11, Valerie was one of 40 airline pilots selected to be in the first class of Federal Flight Deck Officers. They trained with Special Forces instructors in hand-to-hand combat and firearm retention, as well as in law and shoot/don’t shoot scenarios. At that time, she began developing a combination of the best common principles and thought processes from all of my martial arts disciplines. Her goal was to develop a 10-minute briefing for flight crews with no martial arts backgrounds yet who might encounter a terrorist situation. An airplane isn’t a politely scripted martial arts dojo. It’s a place where an unexpected real life-or-death situation can occur which requires us to be situationally aware and employ a few tools that are easily remembered; that don’t require a great deal of fine motor-skill finesse, and are good for fighting in the tight confines of a hollow tube that’s shooting through the air at Mach .82 with its tail on fire with no visible means of support and packed with panicked strangers. Valerie retired from Delta Airlines and still teaches martial arts, still trains, and is still always learning.

From Wikipedia: Aponte was raised and educated in San Juan, the capital of Puerto Rico. After receiving his primary and secondary education, he enrolled in the University of Puerto Rico and joined the campus ROTC program. On December 29, 1972, he earned a Bachelor of Science degree in civil engineering and was commissioned a Second Lieutenant in the United States Air Force. Aponte was assigned to Moody Air Force Base in the state of Georgia and completed his pilot training in August 1974. He was then reassigned to the 27th Tactical Fighter Wing at Cannon Air Force Base, New Mexicoas pilot-weapons system officer and aircraft commander General Dynamics F-111D. He was promoted to First Lieutenant on May 1, 1975. Aponte flew the F-111 F and D models, the 02-A and T-38 aircraft.F-111 - Type of aircraft flown by Aponte Aponte became a Captain on May 1, 1977 and served as aircraft commander and instructor pilot of the F-111F aircraft of the 48th Tactical Fighter Wing, Royal Air Force Lakenheath in the United Kingdom from August 1978 to May 1981. During this period, he earned his Master of Science degree in management science from Troy State University. In May 1981, he returned to the United States and served as instructor pilot of the 0-2A aircraft, assigned to the 549th Tactical Air Support Training Squadron at Patrick Air Force Base in Florida. During this period, Aponte attended the United States Marine CorpsWeapons and Tactics Instructor School in Marine Corps Air Station Yuma located in Arizona, the United States Air Force Squadron Officer's School and United States Air Force Air Command and Staff College (the latter two by correspondence). He served at Patrick Air Force Base until May 1984, when he was sent to Howard Air Force Base in Panama. Aponte was promoted to major on October 1, 1984 and was the chief of the Latin American Political Military Affairs Division and deputy director for Latin American Affairs. On June 1988, Aponte was reassigned to Cannon Air Force Base in New Mexico where he served as aircraft commander F111-D, 523rd Tactical Fighter Squadron and from 1989 to December 1989 as chief, Quality Assurance of 27th Tactical Fighter Group.[ In August 1990, Aponte joined the Air Force Reserve and was assigned to Deputy Chief of Staff for Air and Space Operations Western Hemisphere Division in the Pentagon in Washington, D.C.. At the Pentagon, Aponte was the international political officer who led the reserve officers assigned to the Western Hemisphere, European and Defense Attached Directorates. In 1992, the U.S. Air Force Demonstration Squadron, The Thunderbirds, selected him as the Spanish Language Narrator for their highly successful Latin America Tour. He was promoted to Lieutenant Colonel on June 18, 1993 and completed by seminar Air War College in 1994. From November 1999 to January 2001, he served as individual mobilization augmentee to Deputy Under Secretary International Affairs. He was promoted to the rank of Colonel on August 1, 1997. In January 2001, he was assigned as a mobilization assistant to the deputy to the Chief Air Force Reserve. There he led transformation efforts and was a tiger team member in response to frequent mobilization and demobilization issues resulting from Operations Enduring Freedom and Iraqi Freedom. In April 2003, Aponte became the Deputy Director for Operations, Headquarters United States Southern Command in Miami, Florida. Aponte was promoted to Brigadier General on March 1, 2003. In October 2004, he was named Director, J-7, of the United States Southern Command. His directorate is the focal point for transformation initiatives, knowledge management, experimentation and gaming within the U. S. Southern Command. The directorate seeks out new concepts and rigorously tests them both in simulation and as part of operational experiments. The first transformation initiative was the startup of the Secretary of Defense mandated Standing Joint Force Headquarters (SJFHQ). The SJFHQ, consists of planning, operations, knowledge management, and information superiority experts who form the backbone of the Joint Task Force command structure in the event of contingency operations. Aponte retired July 1, 2007.

From Ops Group Starting 28th March 2019, a new trial will be implemented on the NAT called ASEPS (Advanced Surveillance Enhanced Procedural Separation) using ADS-B in the Shanwick, Gander and Santa Maria FIRs. Compliant aircraft will see a reduction in longitudinal separation to as close as 14 NM. This is not restricted to particular tracks or altitudes, just between properly equipped aircraft – you’ll need RVSM/HLA approval, ADS-B, and to be fully PBCS compliant (that means meeting the specifications of RNP4, RCP240 and RSP180). Read this ICAO Bulletin for all the details. When the ASEPS trial starts, there will also be some changes to the contingency and weather deviation procedures. Before, there was a lot of confusion around the wording of these two procedures – this has now been made much clearer, and they have even included a nice little graphic to help us understand what to do. Read this ICAO Bulletin for all the details.   ICAO have published all these changes in their updated NAT 007 Doc valid for 28th March 2019. Further reading: On Nov 1st we had a call with 140 Opsgroup members about upcoming changes on the NAT in 2019, and how we can effect change. Opsgroup members can find the PDF notes of this in your Dashboard. A big thing driving the ASEPS trial is the rollout of Space-based ADS-B, which is scheduled to complete its deployment by 30 Dec 2018, giving us worldwide, pole-to-pole surveillance of aircraft. For more on that, and how it will affect operations on the NAT specifically, read the article by Mitch Launius here. Use our quick guide to figure out where you are welcome on the NAT, depending on what equipment and training you have. All the big changes on the NAT in 2018 are covered on our page here.

From John Ramstead's webpage: John started out his career as a Navy F-14 pilot and flew combat during Desert Storm.  Following his Navy career, he became a successful startup entrepreneur and then joined the management team of a Fortune 100 company.   Four years ago he had a near fatal accident that put him under hospital care for two years and required 23 surgeries.  This taught him what is truly important and how to move from success to significance. Today he is the founder of Beyond Influence, LLC, a global leadership coaching and consulting firm. Their mission is to equip and empower leaders to achieve what has been inspired in them.  He now devotes his time to leadership coaching, consulting, and speaking.

Beth Powell was recently featured in Essence magazine as one of the few female African-American airline pilots operating in the United States. Beth's interest in flying began when she was 15 years old and took an introductory airplane flight in her home country of Jamaica. She was immediately hooked, and started taking flying lessons when she was 16. She soloed at 16 and received her Private Pilot certificate when she was 17. To pay for her CFI lessons Beth worked three jobs, and finally landed a position at American Eagle, and then later became a pilot with American Airlines, where she flies domestic and international routes. In addition to her flying duties, Beth is also a pilot manager at the Integrated Operations Center. Beth is active in giving back to aviation, sponsoring a scholarship through the Organization of Black Aerospace Professionals (OBAP) and, additionally through the Sisters of the Skies, which reaches out to young African-American girls to tell them about aviation.

Jason Harris attended the Air Force Academy, planning to be an attorney. Instead, after meeting original Tuskegee Airmen, he became interested in flying. He participated in the glider program, as well as free-fall skydiving five times. After graduation he attended Undergaduate Pilot training and then flew the C-130, flying four combat deployments in the Middle East. After his C-130 assignment, he flew special operators in Cessna Caravans on classified missions, often landing on unimproved surfaces, at night using night vision goggles. He flew seven combat deployments in the Caravan. Then he became an Instructor in the Military Training Department at the Air Force Academy and also an instructor pilot in the powered flight program. After two years he separated from the Air Force and joined the Reserves, serving as a T-1 instructor pilot at Laughlin Air Force Base. He now works at NORAD as a Joint Planning Logistics Officer. After separating from the Air Force, Jason was hired by a legacy airline, where he currently flies international flights. In addition, he is now a member of the National Speakers Association and is a sought-after motivational speaker.

From Skybrary In commercial operations, it is highly desirable that the most direct route between two airports be flown whenever possible. Where that route involves the overflight of extensive areas of high terrain, it is critical that escape routes and procedures be developed and used in the event that an emergency requires that the aircraft must descend to an altitude that is below the Minimum Obstacle Clearance Altitude (MOCA) (MOCA). In many parts of the world, aircraft are routinely flown over terrain that has minimum obstacle clearance altitudes (MOCA) exceeding 10,000'. In most areas, however, the relatively short exposure time to the high terrain negates the requirement for predetermined escape routes and procedures. There are several exceptions to the premise of minimum exposure time. These exceptions include central Asia due to its very extensive areas of high terrain. Avoidance of these areas by transiting aircraft could potentially add hundreds of extra miles to a given route and result in a substantial increase in flight time and the associated costs. This is not desirable from a commercial standpoint. To satisfy the commercial imperative while maintaining an acceptable level of safety, operators have developed escape routes and the associated procedures for use in the event of an emergency whilst overflying extensive high terrain. The primary threats to safe flight over extensive areas of high terrain are those situations which result in the immediate requirement to initiate a descent. These threats include: Engine failure Loss of pressurisation Fire Analysis of these threats against the capabilities of the specific aircraft type and configuration will determine which of them defines the most restrictive terrain clearance profile. This, in turn, will determine what (if any) limitations must be applied to any route of flight that might be under consideration. An engine failure or an emergency, which requires the immediate shutdown of an engine, will normally result in the requirement for a descent. If the one engine inoperative ceiling for the anticipated weight, corrected as required for the existing conditions, exceeds the maximum terrain height, the route is not limited by engine out performance. If, on the other hand, the aircraft is not able to maintain level flight at an altitude at or above the MOCA with one engine inoperative, the maximum exposure to the high ground must be limited by the distance that the aircraft could fly, using a drift down profile, prior to descending below the minimum safe altitude. In the event of loss of pressurisation, the standard procedure is to initiate an emergency descent to the higher of 10,000' or the Minimum En-route Altitude (MEA) (MEA). If the MEA, as corrected for existing conditions, is above 14,000' (13,000' for some National Aviation Authorities (NAA)), continuing the descent to MOCA would be prudent. If the MOCA is also above 14,000', the route of flight will be limited by the availability of supplemental/emergency oxygen supplies. Flight crew supplemental oxygen is rarely limiting; however, passenger emergency oxygen, when provided by Chemical Oxygen Generators, is only available for a limited amount of time. This time is dependent upon the capacity of the generators that have been installed in the aircraft concerned. Regulations require a minimum passenger oxygen supply of 10 minutes. The majority of chemical generators have a useful life of between 12 and 20 minutes depending upon the type. For flight over extensive areas of high terrain, the planned route must allow that an emergency descent to 14,000' (13,000' for some NAA) or lower can be safely made prior to exhaustion of the passenger oxygen generators. This descent will occur while following a pre-planned escape route that must also allow further descent to below 10,000' within 30 minutes of emergency oxygen supply exhaustion. In these circumstances, the descent will be progressive, based on the safe altitudes for the specific underlying segement of the escape route and will be flown at maximum forward ground speed. The distance that can be flown to reach 14,000' at the moment of emergency oxygen depletion defines the limits for the planned route of flight. As an example, an aircraft that can achieve an average ground speed of 5nm per minute that has 12 minute oxygen generators must be able to descend to 14,000' within 60nm of the planned route. In itself, a fire does not limit the altitude capability of an aircraft. However, as part of the fire fighting/smoke removal protocol, it may be necessary to depressurise the aircraft. A minimum time routing and flight profile which will allow a timely descent to below 10,000' is desirable. Safe altitude information can come from a variety of sources: If following an ATS Route, the Minimum En-route Altitude (MEA) (MEA) and possibly the MOCA for the airway will be indicated on the applicable route chart. For flights on a non-ATS or random route, the Instrument Flight Rules (IFR) charts are overlaid with a grid indicating the Minimum Off Route Altitude (MORA). The MORA grid is usually presented in blocks measuring 1 degree by 1 degree and a minimum altitude for each block is given in feet with the last two digits omitted. As an example, a MORA of 12,500' would be shown as 125. In most parts of the world, the MORA will provide 1000' clearance above the highest point in the grid block when terrain heights are 5000' or less. If the terrain height exceeds 5000', the MORA provides 2000' clearance above the highest point in the block. On some charts, the term MORA may be replaced by Off Route Obstruction Clearance Altitude (OROCA). As the MORA provides a single altitude for a grid block, topographical maps may be used to refine the minimum safe altitude when developing escape routes. Other sources of safe altitude information include emergency safe and Minimum Sector Altitude (MSA) information from approach charts and altitudes published on terminal or arrival charts. Emergency altitudes must be corrected for: Altimeter Temperature Error Correction. If the temperature is less than that of the International Standard Atmosphere (ISA), altitude corrections must be made to ensure sufficient terrain clearance. Altimeter Pressure Settings. If a local altimeter setting is not available and the area atmospheric pressure is less than 1013 mb, crews should be prepared to use an area altimeter setting or the lowest of the pressure settings for the route of flight. Wind. If the strength and direction of the wind could result in the formation of Mountain Waves, altitude corrections to compensate for potential wave action should be made to the minimum safe altitudes. Escape routes are developed based on the more restrictive of the drift down or loss of pressurisation scenarios. In most transport category jet aircraft, the loss of pressurisation case will define the escape route requirements. In either scenario, the limit of safe operations is defined by the criteria presented previously under the headings of "Engine Failure" and "Loss of Pressurisation." For routes of flight that require a predefined escape route or routes, the following information should be provided to, or developed by, the crew prior to flight: Minimum Route Altitude. This is the minimum altitude which ensures safe obstacle clearance at any point on the entire route of flight. Route Segment. Depending upon the length of that portion of the route of flight that is over high terrain, there may be a requirement to divide the route into parts or segments. In this case, each segment will have its own designated escape fix. Escape Fix. An escape fix is the pre-defined starting point of the escape route for a specific segment of the route of flight. Where possible, the escape fix should be a ground based navigation aid but, in many cases, an FMS extracted waypoint will be used. A minimum crossing altitude for the escape fix will be published as part of the vertical profile. This altitude will be safe within the applicable route segment between any point on the route and the escape fix. Escape Route. An escape route defines the track to be flown in the event of an emergency. It starts at the escape fix and will terminate either at a diversion aerodrome or when the MOCA is at or below 10,000'. As well as a ground track, the escape route will also define an appropriate vertical profile. This profile must ensure that 14,000' (13,000' for some NAA) can be safely achieved prior to exhaustion of the emergency oxygen supply and that further descent to 10,000' or lower occurs within 30 minutes of oxygen supply exhaustion. In the event of an engine failure, the crew will turn towards the escape fix while establishing an obstacle clearance drift down profile. This is accomplished by selecting maximum continuous thrust on the operating engine(s), disconnecting the autothrottle if fitted and slowing to best climb speed while in level flight. Once this speed has been achieved, descent will be initiated while maintaining maximum continuous thrust. If the escape route requirement is as a result of a loss of pressurisation, the crew will don oxygen masks, turn towards the escape fix and commence an emergency descent to the predefined minimum route altitude. The escape fix crossing altitude can then be verified and the descent continued to comply with the predefined vertical profile. Should the diversion be required due to a fire, the crew will don oxygen masks, turn towards the escape fix and accelerate to maximum forward speed. Initial descent will be to the minimum route altitude with further descent to the escape fix altitude once it has been confirmed. After crossing the escape fix, the escape route vertical profile can be followed. In all cases, the FMS will be updated so the escape route is in the active flightplan. After crossing the escape fix, the pilots must follow the escape route lateral profile. In the depressuriation scenario, the vertical profile must also be complied with to ensure that the oxygen considerations are met. If the escape is being flown due to the loss of an engine, the vertical profile will be at the discretion of the crew on the provision that minimum altitudes are not compromised. To be effective, escape route profiles must be executed immediately in the event of engine failure or loss of pressurisation. To achieve this, the crew must be aware of the current escape fix, the appropriate direction of turn to be made in the event of an emergency and the initial safe altitude for an emergency descent. Escape route charts and their associated altitude profiles should be immediately available and, where possible, the escape routing should be pre-programmed into the Flight Management System. Most manufacturers and operators recommend that the autopilot be used for both an emergency descent and a drift down procedure. Appropriate use of the autopilot reduces flight deck workload and allows the crew to concentrate on accurately managing the escape profile. It also allows them to better manage secondary tasks such as as completion of checklists and coordination with ATC as well as providing time to consider the implications of the emergency. This is especially true during an emergency descent due to loss of pressurization or in the event of an on board fire as the flight deck crew will be wearing oxygen masks.

From the Phillips 66 website: As a 39-year veteran for a major Chicago airline and Line Check Captain on the globally flying B-777, it is no wonder Gerry has over 30,000 hours of flying time. Being a Certified Flight Instructor, former three-time US Advanced Aerobatic Champion and Captain of the Gold Medal Winning 1997 US Advanced Aerobatic Team, it only makes sense that Gerry serves as President Emeritus and current director at the International Aerobatic Club. Gerry is type rated on the Lear Jet, Lockheed Jetstar, DC-3, B727, B737, B757, B767 and B-777. Before becoming a Phillips 66 Aerostar, Gerry flew the Sukhoi Su-26m, which is now on display at the Smithsonian Air & Space Museum. Gerry is a proud alumnus of St. Louis University – Parks College.

Here are some of the incredible black aviators we've met on this podcast: RFT 015 Brenda Robinson - Brenda was the first female African-American to earn gold wings as a navy aviator. RFT 017 Donnie Cochran - Captain Cochran was not only the first black member of the Blue Angels naval aerial demonstration team, he later returned as the team's commander. RFT 045 Dick Toliver - Colonel Toliver was the first African-American to graduate from the Air Force Fighter Weapons School. RFT 068.5 Karl Minter - Airline Captain Minter is the Advisor Chair to the Organization of Black Aviation Professionals (OBAP). RFT 073 Brian Settles - After serving in the Air Force, Brian flew for Eastern Airlines, then had an on-again/off-again relationship with several airlines, in addition to being an author. RFT 099 Lawrence Chambers - Admiral Chambers was the new skipper of the USS Midway when South Vietnam fell and evacuating pilots were flying helicopters to every American ship they could find. A solitary two-place O-1 flew over the Midway and dropped a note, saying that the pilot's wife and five children were aboard, and he needed to land on the carrier deck. Admiral Chambers made the potentially career-ending decision to push all the helicopters that were cluttering the deck overboard to allow the O-1 to land. RFT 109 Todd Curtis - Dr. Todd Curtis operates a top aviation safety website. RFT 139 Otis Hooper - Ltc. Hooper - "Hoop" - was a VIP airlift pilot in the Air Force, and is a fitness professional with numerous awards, a movie actor, and a motivational speaker. RFT 190 George Hardy - Ltc. Hardy was an original Tuskegee Airman who flew combat missions during World War II. RFT 240 Willie Daniels - In addition to being a Captain for a legacy airline, Captain Daniels is the CEO of Shades of Blue. RFT 241 Frank Macon - In addition to being an author and public speaker, Frank is an original member of the Tuskegee Airmen. RFT 266 Jason Harris - You will meet former Air Force pilot, current airline pilot and motivational speaker Jason Harris on an upcoming episode on February 18th. He has an excellent article here.

Megan credits her life’s passion to one day: July 3, 2015. That’s the first day she took an introductory flight at Sporty’s Academy (flyGIRL’s partner in crime for the scholarship program). Before that day, she was, like many young people, unsure about what she wanted to do with her life. “I remember walking away from the airport thinking, ‘everything just changed; I want to be a pilot.’” When she first heard about the flyGIRL opportunity, Megan had already earned her Private Pilot’s License. She spent most of her free time (and money) on flight training, even thinking about her paychecks in terms of flights. (“If I sell this account at work, that will equate to 5 flying lessons.”) She was so committed to achieving her dream of flying professionally for airlines, cargo, or a corporation that she had recently quit her full time job to begin training full time. Talk about commitment! Matt, her Private Pilot instructor, wrote a recommendation letter for Megan. In it, he describes her as a determined, attentive, and hard-working student: “Her ability to control the aircraft was never in doubt when we flew together, and I can honestly say she had some of the best landings of any of my students.” Turning Dreams into Reality – And Inspiring Others to Take Flight Megan embodies everything flyGIRL is all about. Not only is she pursuing a career in flight, but she wants to give back to others with the same dream, too. “I would love to give free rides and let people realize how incredible flying is. I would hopefully be able to spark something in them to have the same realization that I had on July 3, 2015.” That is something to which I can certainly relate! Putting it to Use FlyGirl aims to inspire women to pursue their dreams. While aviation can give us confidence to explore the heavens, that exploration has real costs. Flight time means paying for a plane, an instructor and the gas to power the engines. That’s why our scholarship provides $5,000 to aspiring female pilots to help cover some of the various fees associated with becoming a pilot.

When it comes to aviation, there is no such thing as useless information. If you've read this story on my author website, you will read how seemingly useless information saved my life 50 years ago. A recent episode of Air Disasters highlighted the crash of Atlantic Airways Flight 670. In that accident, the BAE-146 aircraft was attempting to land with a slight tailwind on a short damp runway which had a major drop-off at each end. The airplane was unable to stop, and went off the end of the runway into a ravine and burst into flames. Four of the 16 passengers lost their lives. The accident board found that, when the spoilers failed to extend upon landing, the Captain selected the emergency brakes. A relatively innocuous entry into the airplane flight manual notes that when the emergency brakes are engaged, the anti-skid system is deactivated. What you may remember from your studies is the phenomenon of reverted rubber hydroplaning. When a lock tire skids over a damp surface, it heats up and the heat turns the water to steam. This layer of steam lifts the airplane off the runway, and the brakes become relatively ineffective. In the case of Atlantic Airways Flight 670, seemingly unimportant information - the lack of antiskid protection when using the emergency brakes, and the potential for reverted rubber hydroplaning - led to this accident. Takeaway: there is no such thing as unimportant information in aviation!

From Ric's Website: Ric Hunter is a 27-year combat veteran of the Air Force; he retired as a colonel. He has 4000 flight hours in high-performance aircraft including the F-4 Phantom and F-15C Eagle. He commanded an Eagle squadron and was a 3-time Top Gun. After active duty service, Ric became a freelance writer/photographer for magazine feature articles in aviation, and hunting and fishing magazines. He was founder and president of the Panama City, Florida, Writers Association. After attacks on 9-11-01, he returned to serve his country once again as a civil servant for eight years. He took over world-wide program management of the Air Force’s 50-million dollar fighter aircraft flight simulator program, thus freeing young pilot staff officers to return to cockpit duties for the war on terror. Ric recently completed FIREHAMMER, an historical fiction novel, based on a true story, that puts the reader in the cockpit of an F-4 aircraft during evacuation of Saigon and then in the last battle of the Vietnam War, rescue of the SS Mayaguez and its crew. The novel is available on Amazon by Red Engine Press. His hobbies are hunting and fishing, and riding his Harley-Davidson through the Blue Ridge Mountains. He now resides with his wife, Jan, on top of a mountain in western North Carolina where he is a consultant to industry and freelance journalist, photographer and novelist.

From the LeRoy Homer, Jr. Foundation Website: LeRoy Homer was a soft spoken man with an ever-present smile; his friends described him as having a heart of gold. He grew up as one of nine children, seven of them girls. LeRoy had dreamed of flying since he was a young boy. As a child he assembled model airplanes, read every book he could find on aviation, and at fifteen began flying lessons. He completed his first solo flight at 16 and by the time he entered the US Air Force Academy, he had a private pilot license. He graduated from the US Air Force Academy and then began his military career flying C-141s. He served in Desert Shield and Desert Storm and received commendation for flying humanitarian operations in Somalia, an assignment that put his life at risk. During his active service in the US Airforce, LeRoy achieved the rank of Captain and later became a Major after he entered the US Airforce Reserves. In 1995, LeRoy joined United Airlines. It was that same year that LeRoy met Melodie, his future wife. Introduced by friends, they communicated by telephone and eventually meet for the first time at LAX airport. The former Melodie Thorpe wondered if she would recognize him on their 3,000-mile blind date. Easy, he told her that he’d be the one in the pilot’s uniform. Two years later they were engaged and married in 1998. On the morning of September 11th, 2001, United Airlines Flight #93 had 37 passengers including the two pilots, five flight attendants and the four hijackers. The pilots had received messages from United Airlines dispatch that said “beware of cockpit intrusion. 2 ac [aircraft] have hit the wtc.” Melodie Homer also sent a message to her husband via the cockpit computer system. When the cockpit door was breached, FAA’s air traffic control center in Cleveland could hear LeRoy Homer declaring “Mayday” amid the sounds of a physical struggle in the cockpit. According to the official transcripts of the cockpit voice recorder from the flight, the hijacking took place 46 minutes after takeoff, and the plane turned toward Washington, DC. It was later determined the plane was headed for the US Capitol. As the hijackers attempted to fly the aircraft, the passengers and flight crew using GTE Airfones called family, friends and found out about the other attacks. The passengers were determined to take back the plane. What they didn’t realize was the automatic pilot had been manipulated in a way that made it difficult for the hijackers to fly the Boeing 757. They are heard on the cockpit voice recorder saying “This does not work now.” and then a minute later “Inform them, and tell him to talk to the pilot. Bring the pilot back.” The pilots were the first to fight the terrorists, and along with the crew and passengers saved Washington, DC from an attack. Martin Luther King, Jr. said “the ultimate measure of a man is not where he stands in moments of comfort and convenience, but where he stands at times of challenge and controversy.” We know where LeRoy W. Homer Jr. was standing on Tuesday, September 11th, 2001.

Allyssa is a successful salon owner. She was initially not interested in fixed-wing flying - she wanted to fly helicopters. A family friend invited her to go along with him in his Cessna 150, so she went along. What started out as a few trips around the pattern on a Friday turned into a three-hour flight, and Allyssa signed up for flying lessons the next Monday! She scheduled three lessons a week, and received her Private certificate in about six months. Six months ago she purchased half ownership in a Piper Cherokee 160, which she keeps in a T-hangar. She discovered that there are occasional maintenance issues involved in owning an airplane, so there may be occasional times when she wanted to fly and a maintenance issue prevented flying. Allyssa flew her plane to Oshkosh with only 85 hours, and read all 30 pages of NOTAMS before takeoff! Once there, s he slept under the wing, the way REAL pilots do it!

From CBS News: For the first time, a new network of satellites will soon be able to track all commercial airplanes in real time, anywhere on the planet. Currently, planes are largely tracked by radar on the ground, which doesn’t work over much of the world’s oceans. The final 10 satellites were launched Friday to wrap up the $3 billion effort to replace 66 aging communication satellites, reports CBS News’ Kris Van Cleave, who got an early look at the new technology. On any given day, 43,000 planes are in the sky in America alone. When these planes take off, they are tracked by radar and are equipped with a GPS transponder. All commercial flights operating in the U.S. and Europe have to have them by 2020. It’s that transponder that talks to these new satellites, making it possible to know exactly where more than 10,000 flights currently flying are. Tucked inside the SpaceX Falcon 9 rocket that was blasted into space on Friday are 10 advanced Iridium Communications satellites, each the size of a Mini Cooper. Once active, they’ll power satellite phone communications, space-based broadband and carry a device which will solve an issue that’s plagued aviation for decades. “Seventy percent of the world’s airspace has no surveillance. Aircraft fly over the oceans and report back their positions to air traffic control every 10 to 15 minutes at best and in between those periods, no one knows where they are,” said Aireon CEO Don Thoma. Aireon, based in McLean, Virginia, was developing the technology to change that even before Mayalasia Airlines flight MH370 vanished over the Indian Ocean in March 2014. But a Boeing 777 with 239 aboard disappearing was a wake-up call, prompting years of safety experts demanding change. “I can find my kids by pinging their iPhone. We shouldn’t have aircraft that disappear anywhere in the world today,” former National Transportation Safety Board Chairman Debbie Herman said back in 2016. To make that happen, the Aireon technology is hitching a ride to space as part of the largest technology swap the universe has ever seen. Iridium is replacing its existing constellation of 66 satellites and 9 spares orbiting the earth built and launched in the mid-90s. Walt Everetts help designed the first generation of Iridium satellites, naming two of them after his sons Nicholas and Andrew. He’ll be in the company’s command center outside Washington, D.C. as his team maneuvers the new satellites into place, simultaneously powering on the new and devastating old. The legacy satellites will then be moved out of orbit where they’ll burn up in the earth’s atmosphere. “It’s kind of like changing a tire on a bus going 17,000 miles per hour,” said Walt Everetts, vice president of satellite operations for Iridium. “With these new satellites that we’re putting up, we have more capacity, more processing capability, more memory … so we are taking an old flip phone and upgrading it into a smartphone.” While not fully complete, the updated network circling the globe 485 miles overhead is already tracking planes. Aireon was able to instantly confirm the last known location of Lion Air Flight 610, the Boeing 737 Max that crashed in the Java Sea last October. “With the Iridium-Aireon system, every airplane is in reach of an air traffic controller … so no matter what happened to that airplane we would know within seconds of where that airplane was,” Iridium CEO Matt Desch said. The technology may also make it possible for air traffic controllers to allow more flights to be in the air at the same time on busy routes over the Atlantic and Pacific Oceans. It could also allow for more direct flight paths, which means more flights, the potential for fewer delays, and shorter flights to places like Europe. From Aerion’s website: ADS-B is an air traffic surveillance technology that relies on aircraft broadcasting their identity, a precise Global Positioning System (GPS) position and other information derived from on-board systems. The data is broadcast every half a second from the aircraft, and is being used by Air Traffic Controllers (ATCs) to identify and separate aircraft in real-time.

Charles Doryland was an Eagle scout who attended West Point, intending to be an Infantry officer. During his senior year, while walking to the hospital to take his commissioning physical, he went to the Air Force line, thinking that he could choose either the Army or the Air Force. He passed his physical, and was offered a pilot training slot. He ended up flying F-86s after pilot training, then B-47s. Then he was selected for Test Pilot School, and was subsequently stationed at Wright-Patterson Air Force Base. Later, after attending graduate school, he was assigned to Edwards Air Force Base. Charles was the pilot of "Balls Eight", B-52 number 8, on flights carrying the X-15s on their journeys into space. He volunteered to fly RF-4s in Vietnam, and achieved 100 missions over North Vietnam in five months, then served in Saigon during the Tet Offensive. Charles went back to graduate school for his Doctorate, and taught at the Air Force Institute of Technology (AFIT). Following his retirement from the Air Force he was a university professor until fully retiring at age 65.

  Increased navigational accuracy can place several aircraft on the same course in the same lateral position Strategic lateral offset procedure (SLOP) is a solution to a byproduct of increased navigation accuracy in aircraft. Because most now use GPS, aircraft track flight routes with extremely high accuracy. As a result, if an error in height occurs, there is a much higher chance of collision. SLOP allows aircraft to offset the centreline of an airway or flight route by a small amount, normally to the right, so that collision with opposite direction aircraft becomes unlikely. In the North Atlantic Region pilots are expected to fly along the oceanic track center-line or 1 or 2 nautical miles to its right, randomly choosing one of these three offsets on each entry to oceanic airspace. The aim is to not achieve an overall even distribution of one-third of all flights on each of the three possible tracks, as one might assume. When the procedure was originally developed, 4.9 percent of aircraft in most oceans could not offset automatically, so the centerline had to remain as an option. Because of the possibility of opposite direction traffic on the centerline, it is the least desirable option, with the highest risk. The procedure lowers the overall risk of collision should an aircraft move vertically away from its assigned level. This randomization has the advantage over a planned assignment of offsets to each individual aircraft in that it mitigates the collision hazard for same-direction flights should an aircraft be erroneously flown along a track that was not assigned by ATC. SLOP is recommended for use in modern flight management system-based, RVSM (reduced vertical separation minima)-equipped aircraft operations to mitigate the midair collision hazard, which is amplified by the accuracy of modern aircraft navigational technology and onboard flight instruments. Lateral navigation (left–right) based on global positioning system (GPS), and RVSM quality altimetry (up–down), are each so accurate in their own dimension that opposite-direction aircraft which are erroneously flying the same altitude on the same navigational path are very likely to collide. In addition to mitigating en route midair collision hazard, SLOP is used to reduce the probability of high-altitude wake turbulence encounters. During periods of low wind velocity aloft, aircraft which are spaced 1000 feet vertically but pass directly overhead in opposite directions can generate wake turbulence which may cause either injury to passengers/crew or undue structural airframe stress. This hazard is an unintended consequence of RVSM vertical spacing reductions which are designed to increase allowable air traffic density. Rates of closure for typical jet aircraft at cruise speed routinely exceed 900 knots. Wake turbulence is thought likely to be experienced by the lower of two aircraft when it arrives approximately 15–30 nm behind an opposite-direction aircraft which has crossed directly overhead on the same route. On November 13, 2015, ICAO published a revised version of Document 4444, Pans ATM Paragraph 16.5 that includes provisions for applying SLOP in a continental/domestic air space for aircraft that are capable of offsetting in tenths of a mile. Centerline is not an option as aircraft can offset up to one-half mile right of course, in tenths of a mile, providing 5 alternative offsets. In January 2017, the ICAO SPG (Authority for the NAT region) published updated guidance indicating that SLOP is now a requirement on the North Atlantic, rather than a recommendation. The guidance was part of a number of changes that were contained in a revised 2017 edition of NAT Doc 007:North Atlantic Airspace and Operations Manual.

From Natalie's website: The flyGIRL mission is to encourage and inspire women and young girls to open their hearts and minds to their potential. We want every girl and woman to dream big, aim high, and fly! Natalie Kelley launched flyGIRL after she earned her pilot’s license. The experience of pushing her own boundaries, challenging herself, and succeeding as a woman in a male-dominated industry completely changed Natalie’s life. She gained confidence and a sense of independence that she had forgotten in adulthood. With her own money, Natalie launched flyGIRL and self-funded the first $5,000 flyGIRL Scholarship to finance a portion of the cost to send another woman to pilot training. Today, flyGIRL has helped dozens of young women explore their potential and change their lives through scholarships, a supportive network, motivational articles and speaking engagements. Contact flyGIRL to learn how to bring our mission to your organization, community, or school!

From Wikipedia: An engineered materials arrestor system, engineered materials arresting system (EMAS), or arrester bed is a bed of engineered materials built at the end of a runway to reduce the severity of the consequences of a runway excursion. Engineered materials are defined in FAA Advisory Circular No 150/5220-22B as "high energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft". While the current technology involves lightweight, crushable concrete blocks, any material that has been approved to meet the FAA Advisory Circular can be used for an EMAS. The purpose of an EMAS is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp made of gravel or sand. It is intended to stop an aircraft that has overshot a runway when there is an insufficient free space for a standard runway safety area (RSA). Multiple patents have been issued on the construction and design on the materials and process. FAA Advisory Circular 150/5220-22B explains that an EMAS may not be effective for incidents involving aircraft of less than 25,000 pounds weight. It also clarifies that an EMAS is not the same as a stopway, which is defined in FAA Advisory Circular 150/5300-13A, Section 312. As of May 2017, the International Civil Aviation Organization (ICAO) has been working on developing a harmonized regulation regarding arresting systems. Research projects completed in Europe have looked into the cost-effectiveness of EMAS. Although arrestor beds have initially been installed at airports where the runway safety areas are below standards, their ability to stop aircraft with minimal or no damage to the air frame and its occupants has proven to bring results far beyond the cost of installations. The latest report, "Estimated Cost-Benefit Analysis of Runway Severity Reduction Based on Actual Arrestments" shows how the money saved through the first 11 arrestments has reached a calculated total of 1.9 Billion USD, thus saving over $1 B over the estimated cost of development (R&D, all installations worldwide, maintenance and repairs reaching a total of USD 600 Million). The study suggests that mitigating the consequences of runway excursions worldwide may turn out to be much more cost-effective than the current focus on reducing the already very low probability of occurrence. Higher EMAS bed with side steps to allow aircraft rescue and firefighting (ARFF) access and passenger egress. The FAA's design criteria for new airports designate Runway Safety Areas (RSA's) to increase the margin of safety if an overrun occurs and to provide additional access room for response vehicles. A United States federal law required that the length of RSA's in airports was to be 1,000 feet (300 m) by the end of 2015, in a response to a runway overrun into a highway at Teterboro Airport in New Jersey.[ At airports built before these standards were put into effect, the FAA has funded the installation of EMAS at the ends of main runways. The minimum recommended overall length of an EMAS installation is 600 feet (180 m), of which at least 400 feet (120 m) is to consist of the frangible material. As of July 2014, 47 United States airports had been so equipped; the plan was to have 62 airports so equipped by the end of 2015.[ As of May 2017, over 100 EMAS have been installed at over 60 US airports. As of May 2017, there were two recognized EMAS manufacturers worldwide that meet the FAA requirements of Advisory Circular 150-5220-22B, “Engineered Materials Arresting Systems for Aircraft Overruns.” (The FAA must review and approve each EMAS installation.) The first, original EMAS was developed in the mid-1990s by Zodiac Arresting Systems (then known as ESCO/Engineered Arresting Systems Corp.) as part of a collaboration and technical acceptance by the FAA. EMASMAX® (fourth generation EMAS) arrestor beds are composed of blocks of lightweight, crushable cellular cement material, encased in jet blast resistant protection, designed to safely stop airplanes that overshoot runways. Zodiac’s latest, most durable EMAS is installed on over 110 airport runways at over 65 airports on three continents. Zodiac's EMAS has undergone intense testing, including several live aircraft test runs at speeds up 55 knots and is the world’s first and only EMAS that has safely stopped aircraft in real emergency overrun situations at commercial airports. In October 2016 EMAS saved Vice Presidential candidate Mike Pence's B737 from a runway overrun at La Guardia Airport, and in December 2018 EMAS saved a Southwest Airlines B737 at Burbank Airport. Runway Safe EMAS (second generation EMAS) is a foamed silica bed made from recycled glass and is contained within a high-strength plastic mesh system anchored to the pavement at the end of the runway. The foamed silica is poured into lanes bounded by the mesh and covered with a poured cement layer and treated with a top coat of sealant.[ Runway Safe EMAS has been installed to replace older EMAS at Chicago Midway. Runway Safe has also installed an EMAS at Zurich airport 2016. There is a third manufacturer, certified by the Chinese CAAC, with a product that is very similar to the original one of Zodiac ESCO.

The road to becoming an airline Captain starts long before you get hired by an airline. You should start planning on earning the left seat in the same way you plan a cross-country flight: SELECT YOUR DESTINATION. This might be the left seat of an airliner, a business jet, crop-duster, whatever. Know where you want to go, and, just like on a cross-country flight, you may have to divert around unexpected weather or even land at an alternate. CHECK THE WEATHER. Be aware of conditions along your route and at your destination, and be sure to check NOTAMS. In this case, learn about hazards along your route and be ready to change destinations (airlines) if conditions aren't favorable. CHECK THE DESTINATION FACILITIES. Just like knowing your airport destination runway lengths and widths, elevation and available services, you should know what the airline expects of its pilots. Specifically, airlines are VERY conservative, and plan ahead to not have ear-rings for men, visible tattoos, or extreme appearance. Get that degree to make yourself more competitive. KNOW THE MILESTONES. Just like checking your visual check-points along your route, plan ahead for the ratings you need. CONFIRM YOUR LEGALITY. Make sure you have the certificates, and the medical, you will need for the career. It would truly be a shame to spend many thousands of dollars on ratings only to then discover you have a disqualifying condition, such as color-blindness. CHART YOUR PROGRESS. Keep track of your progress along your journey to a professional pilot job. BRIEF YOUR APPROACH. Be totally ready when you are called in for an interview. That means having your appearance exactly as you want it, including an interview suit/outfit that fits perfectly. Read Molloy's Dress For Success and Molloy's-Live For Success.

Visual illusions are familiar to most of us. As children, we learned that railroad tracks—contrary to what our eyes showed us—don’t come to a point at the horizon. Aerial Perspective Illusions may make you change (increase or decrease) the slope of your final approach. They are caused by runways with different widths, upsloping ordownsloping runways, and upsloping or downslop ing final approach terrain. Pilots learn to recognize a normal final approach by developing and recalling a mental image of the expected relationship between the length and the width of an average runway. A final approach over a flat terrain with an upsloping runway may produce the visual illusion of a high-altitude final approach. If you believe this illusion, you may respond by pitching the aircraft nose down to decrease the altitude, which, if performed too close to the ground, may result in an accident. A final approach over a flat terrain with a downsloping runway may produce the visual illusion of a low-altitude final approach. If you believe this illusion, you may respond by pitching the aircraft nose up to increase the altitude, which may result in a low-altitude stall or missed approach. A final approach over an upsloping terrain with a flat runway may produce the visual illusion that the aircraft is higher than it actually is. If you believe this illusion, you may respond by pitching the aircraft nose-down to decrease the altitude, resulting in a lower approach. This may result in landing short or flaring short of the runway and risking a low-altitude stall. Pitching the aircraft nose-down will result in a low, dragged-in approach. If power settings are not adjusted, you may find yourself short of the runway, needing to add power to extend your flare. If you do not compensate with power, you will land short or stall short of the runway. A final approach over a downsloping terrain with a flat runway may produce the visual illusion that the aircraft is lower than it actually is. If you believe this illusion, you may respond by pitching the aircraft’s nose up to gain altitude. If this happens, you will land further down therunway than you intended. A final approach to an unusually narrow runway or an unusually long runway may produce the visual illusion of being too high. If you believe this illusion, you may pitch the aircraft’s nose down to lose altitude. If this happens too close to the ground, you may land short of the runway and cause an accident. A final approach to an unusually wide runway may produce the visual illusion of being lower than you actually are. If you believe this illusion, you may respond by pitching the aircraft’s nose up to gain altitude, which may result in a low-altitude stall or missed approach. A Black-Hole Approach Illusion can happen during a final approach at night (no stars or moonlight) over water or unlighted terrain to a lighted runway beyond which the horizon is not visible. When peripheral visual cues are not available to help you orient yourself relative to the earth, you may have theillusion of being upright and may perceive the runway to be tilted left and upsloping. However, with the horizon visible you can easily orient yourself correctly using your central vision. A particularly hazardous black-hole illusion involves approaching a runway under conditions with no lights before the runway and with city lights or rising terrain beyond the runway. Those conditions may produce the visual illusion of a high-altitude final approach. If you believe this illusion you may respond by lowering your approach slope. The Autokinetic Illusion gives you the impression that a stationary object is moving in front of the airplane’s path; it is caused by staring at a fixed single point of light (ground light or a star) in a totally dark and featureless background. This illusion can cause a misperception that such a light is on a collision course with your aircraft . False Visual Reference Illusions may cause you to orient your aircraft in relation to a false horizon; these illusions are caused by flying over a banked cloud, night flying over featureless terrain with ground lights that are indistinguishable from a dark sky with stars, or night flying over a featureless terrain with a clearly defined pattern of ground lights and a dark, starless sky.

Taught to fly in high school by his father, a combat-decorated Air Force pilot, Greg has gone on to fly professionally in aircraft ranging from crop dusters to corporate aircraft to airliners and has piloted more than 50 aircraft types (and counting).  His immediate family includes pilots for the Air Force, Navy, Army, and airlines, as well as a NASA Space Shuttle Commander.  What another company might refer to as a board of aviation experts, the Bristol founder just calls the dinner table. 

The first step in planning your cross-country VFR flight is to check departure, enroute and destination weather to confirm that you can safely, and legally, conduct the flight. Remember, VFR weather is 1000/3 and you must remain at least 500 feet below, 1000 feet above, and 2000 feet laterally from clouds. Now, mark your departure airport and your destination on your sectional aeronautical chart. Consult the Airport Facility Directory for both airports to determine runways and other airport information. Check NOTAMS for both airports to see if there are any changes to the Directory information. Now, use your plotter to draw a straight line between the departure and destination. You may need to alter the course around restricted airspace and other areas you need to avoid. Place your plotter on the course line you have drawn and measure the course with respect to true north by measuring at the mid-meridian - the true north line closest to the middle of your route. The reason for this is that the meridians converge at the poles. Now, convert this course with respect to true north to a course with respect to magnetic north. You perform this conversion by finding the isogonic line that represents the variation from true north along your course. Subtract east variation and add west variation. If you REALLY want to make this calculation easy, fly your cross-country along the east coast of Florida, along the agonic line where the variation is zero! To calculate your compass heading to fly along the route, use the mnemonic TVMDC: true heading adjusted for variation equals magnetic heading; magnetic heading adjusted for deviation equals compass heading. Deviation adjusts for compass installation, and is typically a small number. It is marked on the compass correction card in your airplane. To remember the mnemonic, think of: True Virgins Make Dull Company. Learn this quickly, because as soon as the PC police learn of this podcast, it will be banned! Note checkpoints along your route that you can use to measure your course progress. Typically, these will be objects, such as bridges, towers, and distinctive river bends. You will use these to gauge your flight progress regarding your groundspeed and course maintenance. Now, consult Chapter 5 of your Pilot's Operating Handbook (POH) to determine your true airspeed at your cruise altitude. Your cruise altitude for a VFR flight at an altitude above 3000 AGL must be at an odd altitude plus 500 feet heading east and at an even altitude plus 500 feet heading west. Look at the FD Winds Aloft Forecast to determine the prevailing winds along your route closest to your planned altitude. Now, use the wind side of your E6B computer to determine your groundspeed (for a refresher, listen to RFT episode 146) and then use the calculator side (RFT episode 148) to determine the time to reach each checkpoint. Complete a navigation log, such as https://www.packafoma.com/aviation/flight-plan-forms/vfr/, for the flight and your preparations are complete. Finally, file a flight plan (not REQUIRED, but really RECOMMENDED), and have a great flight!

From Jeff's website (http://berlincreative.com/aviation/):  Jeff Berlin began his creative career chasing models down the streets of New York City… with a camera. They knew he was there, it was cool. He liked this so much he spent five years shooting in Milan and Paris before moving back to NYC to continue his career. Over the years, he’s collaborated with top fashion magazines and brands like Vogue Italia, L’Oreal, British Elle, Estée Lauder, Esquire, Bloomingdale’s, Miss Vogue, Macy’s, Vogue Pelle, Madame Figaro and many others. Recently, Jeff transitioned to motion pictures. He was producer and camera operator on the feature film Three Days in August, which played at multiple film festivals and ran in select theaters nationwide. It’s now available on major streaming platforms. Jeff has both shot and directed an online spot for the Professional Bull Riders (PBR), a fashion brand film for noted designer Norma Kamali, as well as a number of short films and online spots for Sony. His latest film project, Stormchaser, a short with an award-winning director, was shot on the new Sony VENICE motion picture camera and is currently in post production. Jeff is a Sony Artisan of Imagery and an experienced aviator. He is also a published writer and was editor of three national consumer aviation magazines -- Plane and Pilot, Pilot Journal and PilotMag.

Before you brief your instrument approach, WAIT! W - obtain the Weather, typically from ATIS, and confirm that it is suitable for your approach. A - perform your Approach Checklist I - set up your Instruments for the approach, and load it into the FMS T - now Talk about the approach Confirm you are on the correct approach page. Confirm the proper localizer frequency and approach course are entered into the FMS/navigation system. Confirm the airport elevation and runway elevation. Verify your flight path to the final approach course. Confirm the glide path angle. A normal glide path is 3 degrees. Confirm the minimum safe altitude and any obstructions. Confirm the Outer Marker or Final Approach Fix crossing altitude. Confirm the Decision Height or Minimum Descent Altitude. Brief the Missed Approach. Brief the runway exit plan.

AeroSearcher is the perfect example of a startup conceived to solve a founder’s frustrations with “the way things are.” The aviation community has always been one of the most passionate, sophisticated and adventurous communities in the world. The average person simply doesn’t hop into a metal can and fly it to 25,000 feet. Despite the typical flyer being a go-getter, make-it-happen, we’ll-figure-it-out-when-we-get-there personality, finding online info as an aviator has always been a spaghetti bowl of tangled messiness. Want to find a plane to buy and make sure you’ve seen all the options? You’d usually have to scour five, maybe even ten websites. Looking for a job in the aviation field whether it be a corporate pilot, a mechanic or a flight instructor to name a few? You’re typically going to spend several hours and visit an array of websites before you even begin to feel you’ve seen the majority of possible opportunities. Aircraft parts or aviation products? The same story: a vast number of sites and resources all with a different way to find what you’re looking for and no single site that can give you the majority of what’s available. It is this complexity that AeroSearcher simplifies. We’ve built a service that let’s you find in seconds what may have taken far longer in the past. We’re not an aircraft classified provider. We just let you search every major classified site at one go. We’re not an aviation job site. But using AeroSearcher means you can search nearly all aviation job sites with ease. We don’t sell aircraft parts or aviation products, but there is no single place on the web where you can search and find whatever aviation related item you are looking for faster. We know that we’re just at the start of an amazing journey. There are more possibilities for AeroSearcher: big improvements, new types of aviation information to index and innovative solutions to aviation problems.

The United States formally entered World War II in December 1941, following Japan's surprise attack on Pearl Harbor in Hawaii. Six months later, Bush enlisted into the U.S. Navy immediately after he graduated from Phillips Academy on his eighteenth birthday. He became a naval aviator, taking training for aircraft carrier operations aboard USS Sable. After completing the 10-month course, he was commissioned as an ensign in the United States Naval Reserve at Naval Air Station Corpus Christi on June 9, 1943 (just three days before his 19th birthday), which made him the youngest naval aviator to that date. In September 1943, he was assigned to Torpedo Squadron 51 (VT-51) as the photographic officer. The following year, his squadron was based in USS San Jacinto as a member of Air Group 51, where his lanky physique earned him the nickname "Skin". During this time, the task force was victorious in one of the largest air battles of World War II: the Battle of the Philippine Sea. After Bush's promotion to lieutenant (junior grade) on August 1, 1944, San Jacinto commenced operations against the Japanese in the Bonin Islands. Bush piloted one of four Grumman TBM Avengers of VT-51 that attacked the Japanese installations on Chichijima. His crew for the mission, which occurred on September 2, 1944, included Radioman Second Class John Delaney and Lt.(jg) William White. During their attack, the Avengers encountered intense anti-aircraft fire; Bush's aircraft was hit by flak and his engine caught fire. Despite the fire in his aircraft, Bush completed his attack and released bombs over his target, scoring several damaging hits. With his engine ablaze, Bush flew several miles from the island, where he and one other crew member of the TBM bailed out; the other man's parachute did not open. Bush waited for four hours in an inflated raft, while several fighters circled protectively overhead, until he was rescued by the submarine USS Finback, on lifeguard duty. For the next month, he remained in Finback and participated in the rescue of other aviators. Several of those shot down during the attack were executed, and their livers were eaten by their captors. A radio operator from the Japanese unit which shot down the Bush plane was American citizen Nobuaki Iwatake, a Japanese American who had settled in Japan six months before Pearl Harbor and was drafted into the Japanese Imperial Army in 1943. This experience shaped Bush profoundly, leading him to ask, "Why had I been spared and what did God have for me?" In November 1944, Bush returned to San Jacinto and participated in operations in the Philippines until his squadron was replaced and sent home to the United States. Through 1944, he flew 58 combat missions for which he received the Distinguished Flying Cross, three Air Medals, and the Presidential Unit Citation awarded to San Jacinto. Bush was then reassigned to a training wing for torpedo bomber crews at Norfolk Navy Base, Virginia. His final assignment was to a new torpedo squadron, VT-153, based at Naval Air Station Grosse Ile, Michigan. Bush was honorably discharged from the U.S. Navy in September 1945, one month after the surrender of Japan.

From Dave Dequeljoe's website: Dave Dequeljoe is a former Navy fighter pilot with two combat tours to Iraq in support of Operation Iraqi Freedom. He was awarded the Navy Commendation with Combat “V” device for valor and an Air Medal with Individual star device for the heroic low altitude rescue of U.S. Special Operations Forces from an overwhelming advancing armor column. Dave also was awarded two Strike Flight Air Medals, and his squadron won the Battle “E” for excellence in sustained combat sorties. Transitioning home after debilitating injuries sustained from an inverted flat spin ejection, Dave became an entrepreneur and has owned several businesses. Dave has written an outstanding book, Dogfighting Depression, to help people dealing with depression. His noble goal is to put a huge dent into the number of veteran suicides (22) each day.

The briefing for a VFR approach is not as comprehensive as the briefing for an IFR approach, but nevertheless should prepare the pilot for all anticipated contingencies. FAR 91.103 requires the pilot in command to become familiar with all information concerning that flight. That would include all runway and NOTAM information for your departure and destination fields, departure, enroute and destination weather, NOTAMS, and airfield information for your departure and destination. You can check the facilities at any airport by consulting the Airport Facility Directory, which is available online.

From the Brown's Seaplane Base website: Brown’s Seaplane Base was started in 1963 by Jack Brown. His fondness for seaplanes began at an early age, flying an Aeronca C-3 Floatplane on the Kanawha River in West Virginia. This continued during WWII when he flew the Grumman “Flying Boats” and PBYs. Following the war Jack was a civilian instructor and test pilot for the U.S. Air Force stationed in central Florida. He put down roots here and became the fixed base operator at the Winter Haven airport, now Gilbert Field. Jack’s affection for seaplanes gave him a grand vision for an overgrown area of Lake Jessie, located just southwest of the Winter Haven airport. In 1975, Jack Brown passed away. His oldest son, Jon, became the FBO Director and along with his brother Chuck, they are the FAA Designated Pilot Examiners for the single engine sea course. Along with Jon and Chuck, you will find family working in the office, with old friends, and past students always dropping in to just say “Hello!”.

From Franklin Macon's website: Franklin J. Macon (Frank) is a Documented Tuskegee Airman and dyslexic.  He grew up and still resides in Colorado Springs, Colorado. Frank belongs to Tuskegee Airmen, Inc., Hubert L. "Hooks" Jones Chapter, a non-profit 501(c)(3) organization dedicated to honoring the accomplishments and perpetuating the history of African-Americans who participated in air crew, ground crew and operations support training in the Army Air Corps during WWII; introducing young people across the nation to the world of aviation, aerospace, mathematics, and science through local programs such as the Mile High Flight Program; and, providing annual scholarships and awards to deserving individuals, groups and corporations whose deeds lend support to the goals of Tuskegee Airmen Inc. Frank's wish is for all kids to live with purpose and conquer their challenges. Tuskegee Airman Franklin Macon made an appearance at the Wings Over The Rockies Museum on November 20, 2018, to announce the publication of his memoir, I Wanted To Be A Pilot.

Willie Daniels became fascinated with aviation from an early age, and enrolled in Mount san Antonio College, majoring in Aviation, and then completed his degree at Metropolitan State College of Denver (now Metropolitan State University of Denver) in the Aviation Department. His first airline job was as a flight attendant with United Airlines. In the meantime, he built his flying time and finally landed a position as a pilot with United. He advanced through the ranks and spent 19 years on the B747 before the plane was retired. He is currently a B777 Captain flying international routes. After reading some sobering news stories, he founded Shades of Blue to foster Science, Technology, Engineering and Math (STEM) education in the minority community. He is now the President of Shades of Blue. Here is the website for Shades of Blue, a 501(C)3 organization.

We discussed what windshear is in Ready For Takeoff Podcast Episode 94. Now we'll discuss pilot procedures to escape windshear encounters. Windshear predictive equipment is discussed in AC 20-182A. A recent landing accident at Sochi, Russia highlights the importance of adhering to crew procedures during windshear encounters. As you can read here, the crew made several attempts at landing, and finally landed during windshear and departed the runway, resulting in a hull loss. The important take-away from this report is that the crew did not adhere to proper windshear avoidance and escape procedures. When the predictive windshear system announces "monitor radar display", it is indicating that there is potential windshear somewhere in the flight path. When it announces "go-around, windshear ahead" it indicates that windshear conditions exist directly in front of the aircraft, and a normal go-around should be accomplished. When the voice announces, "windshear", the aircraft is currently in windshear conditions and the windshear escape maneuver must be accomplished. Depending on the aircraft, the windshear escape maneuver may be totlaly different from a normal go-around. While a normal go-around usually continues to use the autothrottle system, during a windshear escape maneuver, the autothrottles are disconnected and maximum thrust is required. Additionally, unlike a normal go-around, the landing gear is not retracted (to avoid additional drag of gear doors opening) and the aircraft is climbed at a pitch attitude established by the manufacturer (15 degrees for Boeings). Depending on the effects of the windshear, the crew may be required to decrease the climb to honor the pitch limit indicator. The key to dealing with windshear is AVOIDING it at all costs, since there may windshear conditions that exceed the performance of the aircraft.

Andy Parks hails from a long line of aviation enthusiasts. His grandfather fought in World War I, and after the war he became friends with many of the aces of that war from all sides. Andy's dad met them as a kid and listened with rapt attention as they told their stories. Andy's dad became a physician and university medical school professor, and remained in contact with many of the aces. Andy's dad started a project that has evolved into the Vintage Aero Flying Museum. He built and collected World War I airplanes. Andy is now the Director of the Lafayette Foundation, a 501(c)3 charity that accepts donations at their website. The museum's collection includes a 1917 Fokker DRI, a 1918 Fokker DVII, a 1918 Fokker DVIII and two 7/8 scaled SE5a aircraft. Andy flies these aircraft and takes them to venues around the country. In 1981, Andy's dad took him to Europe for a meeting of 48 aces from the Great War, and they all connected with Andy, giving him their memorabilia and regaling him with stories. For a week, these octogenarians were once again 18-year-old fighter pilots. The memorabilia are all on display at the Vintage Aero Flying Museum, and Andy is on-site to share his encyclopedic knowledge of their stories.

The Vietnam Veterans Memorial – The Wall – has panels that list the KIA (Killed In Action) casualties in chronological order of their loss. Panel W1, the last panel, encompasses the date July 30, 1972. My name is not on that panel, because my military Brothers, J.D. Allen and the crew of Purple 28, saved my life. On July 30, 1972, I was Number Four in Walnut Flight, four F-4s on a strike deep into enemy territory north of Hanoi. The flight was being led by a new flight lead on his first mission over Hanoi, and J.D. was the deputy flight lead, Walnut Three. Enroute to the target, we faced heavy reactions. SAMs (surface-to-air missiles), AAA (anti-aircraft artillery) and MiG calls (enemy aircraft). As we egressed the target area over the Gulf of Tonkin, Lead called for a fuel check, and that was when we all realized that my fuel was significantly below the other airplanes in the flight. In fact, I wouldn’t have enough fuel to make it to the post-strike refueling point. Lead was out of ideas, and that’s when J.D. went into action. With Lead’s concurrence, he took command of the flight, sent us over to the emergency GUARD frequency, and made contact with the refueling tankers. One of them, Purple 28, volunteered to fly up into enemy territory to meet us. That crew put their airplane, their lives, and their careers on the line to save me. Back in 1972, navigation was not the GPS precision it is today. The INS (inertial navigation system) position on the F-4 could be off by as much as 10 miles for every hour of operation. The only way to roughly determine our position was radial/DME from a TACAN located on a Navy ship, far away. J.D. asked the tanker for his position from the TACAN, then gave the tanker a heading to meet up with us. Picking the tanker up on radar, J.D. told him when to begin his turn to a heading to match ours, and told him to start a descent. In the meantime, he directed me to start a half-nozzle descent. My WSO and I were running through the Preparation For Ejection checklist, and I was periodically reporting my fuel state. The last reading I recall seeing was 0 on the tape and 0030 on the counter. About two minutes fuel. With fuel gauge tolerance, perhaps a bit more, perhaps less. Up until this time I had simply been flying the headings, speeds and altitudes J.D. had assigned. I was pretty much operating on mental autopilot. The next thing I knew, I looked up and saw the refueling boom of the tanker directly above me, ready to plug in. I opened up my refueling door and immediately heard the rush of JP-4 entering my aircraft. And I knew I wouldn’t need to step over the side on this mission. I think of J.D. and the tanker crew, and silently thank them, every time I hold my wife, my kids, my grandkids. If they hadn’t stepped up to the plate when they did, I’m fairly certain I wouldn’t have made it home. When you pull the ejection handle over shark-infested enemy-controlled water, there are a thousand things that can happen to prevent a happy outcome. So I want to once again thank my Brothers, the brave tanker crew and J.D. Allen.

We met Heath Owens in Ready for Takeoff Podcast episode 174, where  he was getting a lot of free flights, although he was not logging any student time. Now Heath is actively pursuing his Private Pilot certificate, and is closing in on his check ride. He STILL has not paid for any flying, and he has amassed experience in even more airplanes! Heath also has been extremely successful in the Aviation Insurance business, and his website is www.heltonins.com. Today is the anniversary of a tragic loss during World War II. This tribute to Loyce Deen, who was killed during the Battle of Manilla Bay, is really a tribute to all the men and women who served our country during the war that rescued the world.

Teamwork is the secret sauce to leadership, and both leadership and teamwork are essential to being a successful career as an airline pilot. One way to establish effective teamwork skills is to participate in team sports as opposed to individual sports. Alternatively, you can develop teamwork skills by club activities and other organizational efforts.

From the Safety Operating systems website: A veteran major airline, corporate and general aviation pilot, Captain John Cox has flown over 14,000 hours with over 10,000 in command of jet airliners. Additionally, he has flown as an instructor, check pilot, and test pilot in addition to his extensive involvement in global air safety. Awards and Recognition Sir James Martin Award More Information Fellow of the Royal Aeronautical Society, London, England Member of the International Society of Air Safety Investigators (ISASI) Master Air Pilot Certificate Guild of Air Pilots and Air Navigators Air Line Pilots Association Air Safety Award (ALPA’s Highest Safety Award) Air Line Pilots Association Leadership Award Air Line Pilots Association Steering and Oversight Award US Airways Safety Achievement (US Airway’s Highest Safety Award) US Airways Boeing 737 Training Department Certificate of Appreciation Outstanding MBA Graduate, Daniel Webster College in recognition for academic excellence Laura Taber Barbour Award Education and Affiliations Graduate of University of Southern California Air Safety Program United States Navy Post Graduate School Aviation Safety Command Program Accredited International Standard Business Aircraft Auditor (IS-BAO) International Air Transport Association Trained Airline Auditor (IOSA) NTSB Group member on Systems, Structures, Powerplants, Air Traffic Control, and Operations. Six major NTSB investigations with numerous field office investigations. Masters Business Administration – Aviation Management, July 2010, Daniel Webster College, Nashua, New Hampshire Public Appearances and Speaking Engagements National Transportation Safety Board – Witness (twice) National Safety Council Congress – Numerous guest lectures ALPA Air Safety Week – Host 2001, 2002, 2003, 2004 International Federation of Air Line Pilot Associations – Numerous guest lectures University of Southern California – Numerous guest lectures Embry Riddle Aeronautical University – Numerous guest lectures Department of Transportation’s Transportation Summit – Numerous guest lectures Queens College, Charlotte, North Carolina – Guest Lecturer SAE G-10- Society of Automotive Engineers Aerospace Conference – Speaker International Society of Air Safety Investigators (ISASI) – Speaker Flight Safety Foundation – Speaker Contributor to USA Today's "Ask The Captain"

From Wikipedia: A flight data recorder (FDR; also ADR, for accident data recorder) is an electronic device employed to record instructions sent to any electronic systems on an aircraft. The data recorded by the FDR are used for accident and incident investigation. Due to their importance in investigating accidents, these ICAO-regulated devices are carefully engineered and constructed to withstand the force of a high speed impact and the heat of an intense fire. Contrary to the popular term "black box", the exterior of the FDR is coated with heat-resistant bright orange paint for high visibility in wreckage, and the unit is usually mounted in the aircraft's tail section, where it is more likely to survive a severe crash. Following an accident, the recovery of the FDR is usually a high priority for the investigating body, as analysis of the recorded parameters can often detect and identify causes or contributing factors. Modern day FDRs receive inputs via specific data frames from the Flight Data Acquisition Units (FDAU). They record significant flight parameters, including the control and actuator positions, engine information and time of day. There are 88 parameters required as a minimum under current US federal regulations (only 29 were required until 2002), but some systems monitor many more variables. Generally each parameter is recorded a few times per second, though some units store "bursts" of data at a much higher frequency if the data begin to change quickly. Most FDRs record approximately 17–25 hours of data in a continuous loop. It is required by regulations that an FDR verification check (readout) is performed annually in order to verify that all mandatory parameters are recorded. Modern FDRs are typically double wrapped in strong corrosion-resistant stainless steel or titanium, with high-temperature insulation inside. Modern FDRs are accompanied by an underwater locator beacon that emits an ultrasonic "ping" to aid in detection when submerged. These beacons operate for up to 30 days and are able to operate while immersed to a depth of up to 6,000 meters (20,000 ft). Cockpit voice recorder A cockpit voice recorder (CVR) is a flight recorder used to record the audio environment in the flight deck of an aircraft for the purpose of investigation of accidents and incidents. This is typically achieved by recording the signals of the microphones and earphones of the pilots' headsets and of an area microphone in the roof of the cockpit. The current applicable FAA TSO is C123b titled Cockpit Voice Recorder Equipment. Where an aircraft is required to carry a CVR and uses digital communications the CVR is required to record such communications with air traffic control unless this is recorded elsewhere. As of 2008 it is an FAA requirement that the recording duration is a minimum of two hours. A standard CVR is capable of recording 4 channels of audio data for a period of 2 hours. The original requirement was for a CVR to record for 30 minutes, but this has been found to be insufficient in many cases, significant parts of the audio data needed for a subsequent investigation having occurred more than 30 minutes before the end of the recording. The earliest CVRs used analog wire recording, later replaced by analog magnetic tape. Some of the tape units used two reels, with the tape automatically reversing at each end. The original was the ARL Flight Memory Unit produced in 1957 by Australian David Warren and an instrument maker named Tych Mirfield. Other units used a single reel, with the tape spliced into a continuous loop, much as in an 8-track cartridge. The tape would circulate and old audio information would be overwritten every 30 minutes. Recovery of sound from magnetic tape often proves difficult if the recorder is recovered from water and its housing has been breached. Thus, the latest designs employ solid-state memory and use digital recording techniques, making them much more resistant to shock, vibration and moisture. With the reduced power requirements of solid-state recorders, it is now practical to incorporate a battery in the units, so that recording can continue until flight termination, even if the aircraft electrical system fails. Like the FDR, the CVR is typically mounted in the rear of the airplane fuselage to maximize the likelihood of its survival in a crash. Combined units With the advent of digital recorders, the FDR and CVR can be manufactured in one fireproof, shock proof, and waterproof container as a combined digital Cockpit Voice and Data Recorder (CVDR). Currently, CVDRs are manufactured by L-3 Communications, as well as by other manufacturers. Solid state recorders became commercially practical in 1990, having the advantage of not requiring scheduled maintenance and making the data easier to retrieve. This was extended to the two-hour voice recording in 1995.

Michelle “Sonic” Ruehl is an Air Force Instructor Pilot with over fifteen years of service. She flew four different aircraft and amassed over 2000 hours, including 807 combat hours in Afghanistan, providing real-time airborne targeting data to Special Operations forces. While in Afghanistan, she also volunteered to teach English to local school girls as well as a group of young Afghan men studying Business. For her service, she earned seven Air Medals, two Aerial Achievement Medals and a special award for volunteer work, the Military Outstanding Volunteer Service Medal. After her last deployment, Sonic returned to the U.S. Air Force Academy (class of ’03) to teach Rhetoric and Composition in the Department of English and Fine Arts. She taught courses in Writing and Public Speaking. When she was not in the classroom, she was the theater director, equestrian team mentor and worked down at the airfield teaching cadets how to fly the T-53 in the Air Force Academy’s Powered Flight Program. She found it incredibly rewarding to help the next generation of officers reach their dream of becoming military aviators. Sonic brings 15 years of rhetoric, communication, and debriefing skills to the Afterburner team. She earned her M.A. in Teaching Writing and Rhetoric from the University of Colorado and traveled to Ghana where she taught civic leaders how to develop community improvement plans. In Tanzania, she taught children how to write music. In Nepal, she taught English to Tibetan refugees at a Buddhist monastery. She also worked as a speechwriter for a three-star general, preparing her for public engagements and developing strategic corporate messages for dissemination to 7000 personnel. Additionally, at the request of the Secretary of the Air Force Heather Wilson, she designed and taught a communication course to the Air Force headquarters staff at the Pentagon. To honor fallen military colleagues, Sonic founded Parwana LEADership Legacy, a 501c3 non-profit organization whose mission is to provide leadership camps to veterans and their families to enhance empathy, communication, and teamwork so youth can then use these concepts to lead others. Through these programs, Sonic uses her M.A. in Psychology, as well as her certification as an Equine Specialist in Mental Health and Learning (ESMHL) to teach children, veterans, and survivors of trauma how to heal from their experiences and become empowered leaders in their community. Sonic excels at helping teams become their best by aligning their communication processes with their strategic goals, so she was thrilled to join the Afterburner team in 2018! She is currently serving in the Air Force Reserves for the 302nd Airlift Wing at Peterson Air Force Base. She lives in Colorado with her husband, who flies for a major airline, and their baby girl.

Whether you're a professional pilot or someone who flies as a passenger, there's a good chance you're going to fly in an airliner and layover in a hotel at some point in the near future. Here are some tips to make your trip easier and safer: If you plan to park your car at the airport, make sure your car registration and insurance card do NOT show your address. Snap a photo of your parking spot. Make your luggage look distinctive. Only put your first initial and last name, and your email, on your luggage ID tag. Do not pack anything of value in your checked luggage, and make sure all essential medications are in your hand-carried bag. Fill any required prescriptions at a pharmacy with a national presence. Bring your own water bottle onto the flight. Carry a liberal supply of antibacterial hand wipes. Pay attention to the flight attendant safety briefing. At your destination, keep your luggage close by and in sight while waiting for ground transportation. Know what that transportation will look like. Keep all your bags with you when you check in at the hotel. Try to get a room on the third floor. If you feel uncomfortable with the security situation, ask the hotel for an escort to your room. Perform a complete room inspection when you arrive at your room. Immediately after the room inspection, walk to the two closest emergency exits shown on the map on the back of your door. Carry an ultraviolet flashlight to check the cleanliness of your room. Disinfect EVERYTHING in your room with your antibacterial wipes. ALWAYS keep the DO NOT DISTURB sign on your door.

Tammy Barlette got her introduction to aviation when she received 40 hours of flight instruction from the ROTC Program at the University of Minnesota. After graduation and commissioning, she attended Undergraduate Pilot Training at Laughlin Air Force Base in Del Rio, Texas. When she received her wings, she qualified to remain at Del Rio as a T-37 Instructor Pilot as a FAIP (First Assignment Instructor Pilot). After serving as an IP for three years, she qualified in the A-10, and went overseas to Korea. When she returned to the United States, she flew A-10s at Davis Monthan Air Force Base, in Tucson, and then became qualified in the MQ-1 Predator. Tammy participated in 1500 hours of combat support in Iraq and Afghanistan, protecting our troops on the ground with real-time combat support. After attending Weapons School, she returned to Laughlin Air Force Base as a T-38 Instructor Pilot. She recently retired from the Air Force, and is now a motivational speaker. Her websites are www.tammybarlette.com and www.athenasvoiceuse.com.

I first attended the 23-acre United Airlines Flight Training Center in 1978. At the time, it was still a fairly-new facility, with the initial four buildings constructed in 1968. After completing my Initial Flight Officer training, I was invited to remain on campus as a B-727 instructor for a year before assuming my duties as a B-727 Second Officer (flight engineer) in San Francisco.   Throughout my employment at United, I spent half my career - 13 years out of 26 - as an instructor at the Training Center. I saw numerous changes, including the closure of nearby Stapleton airport and the construction of the "new" F building, which housed additional offices and simulators.   After retirement, I occasionally returned to the Training Center to administer simulator training as a private consultant for other companies. The last time I was there for work was about three years ago. I have to admit, the building was starting to look a bit long in the tooth.   Last week I attended a New Pilot Expo at the United Flight Training Center, for the Metropolitan State University of Denver Aviation Department, where I teach. From the outside, the campus looks pretty much the same, except for some construction on the south side. Once I entered, I was blown away.   Captain Mike McCasky, the Managing Director at United, made an impressive presentation, and every attendee was inspired to become a pilot with United. At the end of the presentations, we all received a tour, and were given the opportunity to see the simulators, flight training devices, and classrooms.   The entire facility has been renovated, and it looks awesome! I recognized the hallways, but was completely lost among the new offices and state-of-the-art classrooms. There are currently 31 full flight simulators and 10 flight training devices in operation. Another 8 simulators and 4 flight training devices are planned. When the additional construction is complete, the Flight Training Center will be the largest airline training facility in the world.   United will be conducting sixty thousand training events this year, and will use over one hundred thousand hotel rooms for trainees. In addition to pilot training, United conducts pilot interviews, flight attendant recurrent training, and Tech Ops training at the facility.

From Captain Aux's website: Born in Phoenix, Arizona, Eric Auxier is an airline pilot by day, writer by night, and kid by choice. Never one to believe in working for a living, Mr. Auxier’s past list of occupations include: Alaska bush pilot, freelance writer, mural artist, and Captain for a Caribbean seaplane operation. With over 20,000 flight hours, he is now an A320 captain for a major U.S. airline. Eric started out in aviation with a hang glider he bought at age 14, then flew gliders at age 16, and took lessons in powered aircraft at 17. He attended flight training courses at Cochise college, and had all of his flight ratings thru CFI when he graduated. He then attended Arizona State University for his bachelor's degree, and worked his way through school as a CFI. After college Eric flew grand canyon tours, then landed a job as a bush pilot in Alaska He followed that with a stint flying charters in the U.S. Virgin Islands. Finally, Eric landed his dream job as an airline pilot, and is now a Captain on the Airbus A-321.

In airline operations, flight crews and cabin crews are thoroughly trained on what to expect in the event of an emergency landing. There are several acronyms that are used to convey this information. NTSB: N - Nature of emergency T - Time until landing S - Signal B - Brace TEST : T - Type of Emergency E - Exits to be used in the event of evacuation S - Signal to be given by the flight deck crew to brace customers T - Time to prepare cabin NITS: N -nature of the emergency I - information to passenger & preparation T -time remaining S - Signals If the aircraft is equipped with an Evacuation Command Switch, this will be part of the briefing. After receiving the briefing from the Captain, the lead flight attendant will identify any Able Bodied Passengers (ABPs) who can assist with a potential evacuation, and may reseat and thoroughly brief APBs if time permits.

Chris Dunn started flying - in the right seat of his father's airplane - when he was an infant. Chris's dad had several airplanes while Chris was growing up, so he was steeped in aviation throughout his childhood. Chris didn't actually start his own flight training until he was thirty years old, when he had "the time and the money" to take lessons. He flew 2-3 days a week, and earned his Private Pilot certificate quickly. He immediately earned his Instrument rating shortly afterwards, and later pursued his Commercial certificate. Chris attended Embry-Riddle Aeronautical University to earn his Master's Degree in Aviation Safety. Chris became an on-air television weatherman, and continued his love of aviation by serving in volunteer aviation activities, such as Civil Air Patrol and Angel Flight West. In that capacity, Chris transported patients to medical treatment where commercial air transportation was not available and automobile trips would take too long and be too taxing on the individuals. He once transported a patient from Denver to North Platte, Nebraska, where she was met by another pilot who would fly her the rest of the way to Iowa. The patient's transfer was front and center on North Platte's only television station, and garnered publicity and appreciation for General Aviation and how it serves communities. Chris shares his love of aviation in his website: http://www.theflyingweatherman.com/.

If you become an airline pilot, there's a good chance you will at some point become a commuter. Commuting is probably more prevalent among pilots than in the general population, since they can travel from their homes to their bases on their company's planes as pass-riding passengers on in the cockpit on jump seats. Reciprocal jump seat agreements make it fairly easy to obtain a jump seat on another carrier. There are several scenarios of commuting situations. If you reside in a city where your airline has a base, but you are currently based at a different location, you may decide to commute to your base, rather than relocate. At some point, you may become senior enough to be based where you live. In this case, there is a light at the end of the tunnel. In another example, perhaps you reside in a city where your airline does not have a pilot base. In this case, you will be a commuter for the duration of your employment, unless and until the airline establishes a base where you live. There is no light at the end of the tunnel. When you commute, you typically must plan for several backup flights to get yorself to work, since  your airline expects you to be in position when you're needed. And you have to be well-rested. That means you probably need to obtain accommodations at your base. Many pilots obtain crash pads, where they pay a fairly reasonable price to share a sleeping space with other commuting pilots. The other option, unless you have a friend in the new city who will allow you to camp out at their house, is to get an apartment in the city where you're based, or get a hotel room for every trip. In another model, perhaps your airline provides positive-space air transportation and hotel room prior to your beginning your flight schedule. In this case, you still need to spend a lot of time away from home simply traveling to your employment, but the problem of uncertainty about your transportation is solved. If you're commuting simply to get seniority in a base, or get more pay due to a promoted position, you need to give a lot of thought to the heavy price you'll pay. For more information, read the blog post "The Commuter's Survival Kit".

Gilmary Michael "Mike" Hostage III is a retired United States Air Force four-star general who last served as the commander, Air Combat Command from September 13, 2011 to October 2014. He previously served as commander, United States Air Forces Central, Southwest Asia. He retired from the Air Force after over 37 years of service. As the commander of Air Combat Command, he is responsible for organizing, training, equipping and maintaining combat-ready forces for rapid deployment and employment while ensuring strategic air defense forces are ready to meet the challenges of peacetime air sovereignty and wartime defense. ACC operates more than 1,000 aircraft, 22 wings, 13 bases, and more than 300 operating locations worldwide with 79,000 active-duty and civilian personnel. When mobilized, the Air National Guard and Air Force Reserve contribute more than 700 aircraft and 51,000 people to ACC. As the Combat Air Forces lead agent, ACC develops strategy, doctrine, concepts, tactics, and procedures for air- and space-power employment. The command provides conventional and information warfare forces to all unified commands to ensure air, space and information superiority for warfighters and national decision-makers. ACC can also be called upon to assist national agencies with intelligence, surveillance and crisis response capabilities. As the Air Component Commander for U.S. Central Command, Hostage was responsible for developing contingency plans and conducting air operations in a 20-nation area of responsibility covering Central and Southwest Asia. General Hostage entered the air force through Air Force Reserve Officer Training Corps from Duke University in 1977 with a Bachelor of Science degree in mechanical engineering. He is also a graduate of the U.S. Air Force Fighter Weapons School, and a command pilot with more than 4,000 flying hours. He has flown combat missions in multiple aircraft, logging more than 600 combat hours in operations Desert Shield, Desert Storm, Southern Watch, Enduring Freedom, Iraqi Freedom and New Dawn. In May 2012, press reports have indicated Hostage ordered pilots to fly the F-22 Raptordespite problems with its oxygen system. Hostage has said that some of the problems the pilots encountered were simply limits of the human body, but that UAVs were not suitable for the AirSea Battle concept of the Pacific Pivot. Hostage has put forward the concept of a "combat cloud" for how manned and unmanned systems will work together in the USAF of the future. In 2014 Hostage said that his plans to retire the A-10 fleet would put greater demands on USAF pilots and that their readiness was crucial. He also doubted the usefulness of the planned Combat Rescue Helicopter in a serious conflict against modern air defenses, and that it might be better to just use the V-22.

National POW/MIA Recognition Day is an observance that honors whose who were prisoners of war (POW) as well as those who are still missing in action (MIA). It is observed in the United States on the third Friday in September. National POW/MIA Recognition Day was proclaimed by the United States Congress in 1998. It is one of the six national observances when the POW/MIA Flag can be flown. The other five observances are Armed Forces Day, Memorial Day, Flag Day, Independence Day, and Veterans Day.The POW/MIA flag was created by the National League of Families in 1972 and was officially recognized by the Congress in 1990. It is a symbol of concern about United States military personnel taken as POW or listed as MIA.The POW/MIA flag should be no larger than the United States flag. It is typically flown immediately below or adjacent to the national flag as second in the order of precedence. On National POW/MIA Recognition Day, the flag is flown on the grounds of major military installations, veterans memorials, government agencies, federal national cemeteries.In the armed forces, a single table and chair draped with the POW/MIA flag are displayed in mess halls and dining halls. Such installation symbolizes the hope for the return of these who are missing in action. The POW/MIA flag was created for the National League of Families of American Prisoners and Missing in Southeast Asia and officially recognized by the United States Congress in conjunction with the Vietnam War POW/MIA issue, "as the symbol of our Nation's concern and commitment to resolving as fully as possible the fates of Americans still prisoner, missing and unaccounted for in Southeast Asia, thus ending the uncertainty for their families and the Nation." The original design for the flag was created by Newt Heisley in 1972 The National League of Families then-national coordinator, POW wife Evelyn Grubb, oversaw its development and also campaigned to gain its widespread acceptance and use by the United States government and also local governments and civilian organizations across the United States. In 1971, while the Vietnam War was still being fought, Mary Helen Hoff, the wife of a service member missing in action and member of the National League of Families of American Prisoners and Missing in Southeast Asia, recognized the need for a symbol of U.S. POW/MIAs, some of whom had been held captivity for as many as seven years. The flag is black, and bears in the center, in black and white, the emblem of the league. The emblem was designed by Newton F. Heisley, and features a white disk bearing in black silhouette the bust of a man (Jeffery Heisley), watch tower with a guard on patrol, and a strand of barbed wire; above the disk are the white letters POW and MIA framing a white 5-pointed star; below the disk is a black and white wreath above the white motto: "You are not Forgotten." The POW/MIA was flown over the White House for the first time in September 1982. The flag has been altered many times; the colors have been switched from black with white – to red, white and blue – to white with black; the POW/MIA has at times been revised to MIA/POW. On March 9, 1989, a league flag that had flown over the White House on the 1988 National POW/MIA Recognition Day was installed in the U.S. Capitol rotunda as a result of legislation passed by the 100th Congress. The league's POW-MIA flag is the only flag ever displayed in the rotunda, and the only one other than the Flag of the United States to have flown over the White House. The leadership of both houses of Congress hosted the installation ceremony in a demonstration of bipartisan congressional support. On August 10, 1990, the 101st Congress passed U.S. Public Law 101-355, recognizing the National League of Families POW/MIA flag and designating it "as a symbol of our Nation's concern and commitment to resolving as fully as possible the fates of Americans still prisoner, missing and unaccounted for in Southeast Asia, thus ending the uncertainty for their families and the Nation." Beyond Southeast Asia, it has been a symbol for POW/MIAs from all U.S. wars. The flag is ambiguous as it implies that personnel listed as MIA may in fact be held captive. The official, bipartisan, U.S. government position is that there is "no compelling evidence that proves that any American remains alive in captivity in Southeast Asia". The Defense Prisoner of War/Missing Personnel Office (DPMO) provides centralized management of prisoner of war/missing personnel (POW/MP) affairs within the United States Department of Defense and is responsible for investigating the status of POW/MIA issues. As of 29 March 2017, 1,611 Americans remained unaccounted for, of which 1,023 were classified as further pursuit, 497 as no further pursuit and 91 as deferred. The last loss of the Vietnam War: CDR Harley H. Hall was the commanding officer of Fighter Squadron 143 onboard the aircraft carrier USS ENTERPRISE. On January 27, 1973 he and his Radar Intercept Officer (RIO), LTCDR Philip A. Kientzler, launched in their F4J Phantom fighter aircraft on an attack mission against North Vietnamese supplies and logistic vehicles 15 miles northwest of Quang Tri, South Vietnam. Hall and Kientzler were under the direction of an OV10 Forward Air Controller (FAC). CDR Hall's aircraft came under intense anti-aircraft fire while attacking several trucks and was hit. He made an attempt to fly back out to the safety of the sea, but minutes later the aircraft caught fire on the port wing and fuselage. Both Hall and his co-pilot, LCDR Philip A. Kintzler ejected at 4,000 feet and were seen to land 100 feet apart near a village on an island in the Dam Cho Chua and Cua Viet Rivers. CDR Hall was seen moving about on the ground, discarding his parachute. No voice contact was made with the men, and the probability of immediate capture was considered very high. Numerous aircraft made several passes over the area for the next several hours and were unsuccessful in observing either of the downed crewmen. Several emergency beepers were heard intermittently the remainder of the afternoon and throughout the night, however, no voice contact was established. Active, organized search and rescue efforts were subsequently terminated. Only Kientzler was released at Operation Homecoming in 1973. He reported that during parachute descent they received heavy ground fire, at which time he was hit in the leg. He last saw CDR Hall as they touched the ground. When he asked his guards about his pilot, he was told that he was killed by another. No other returned POW reported having knowledge of Harley Hall, yet the Pentagon maintained him in POW status for over 6 years, and documents were obtained that indicated that he was indeed captured. The Hanoi government claims to have no knowledge of CDR Harley Hall. This former member of the famed Blue Angels flight team remains missing. Harley Hall was shot down on the last day of the war and was the last Navy air casualty of the Vietnam War. He was the last American to be classified Prisoner of War in the Vietnam War. Harley H. Hall was promoted to the rank of Captain during the period he was maintained as a prisoner. In October 2017, state government buildings in Maryland began flying the POW/MIA flag outside.

The U.S. War Department created the first antecedent of the U.S. Air Force, as a part of the U.S. Army, on 1 August 1907, which through a succession of changes of organization, titles, and missions advanced toward eventual independence 40 years later. In World War II, almost 68,000 U.S. airmen died helping to win the war, with only the infantry suffering more casualties. In practice, the U.S. Army Air Forces (USAAF) was virtually independent of the Army during World War II, and in virtually all ways functioned as an independent service branch, but airmen still pressed for formal independence. The National Security Act of 1947 was signed on 26 July 1947 by President Harry S Truman, which established the Department of the Air Force, but it was not until 18 September 1947, when the first secretary of the Air Force, W. Stuart Symington, was sworn into office that the Air Force was officially formed as an independent service branch. The act created the National Military Establishment (renamed Department of Defense in 1949), which was composed of three subordinate Military Departments, namely the Department of the Army, the Department of the Navy, and the newly created Department of the Air Force. Prior to 1947, the responsibility for military aviation was shared between the Army Air Forces and its predecessor organizations (for land-based operations), the Navy (for sea-based operations from aircraft carriers and amphibious aircraft), and the Marine Corps (for close air support of Marine Corps operations).

From the Wings Over The Rockies website: Chuck enjoys working as an aviation writer and as a museum exhibit designer. He gets to do both in his current career as director of the Colorado Aerospace History Project. Before this, he spent many years writing the books and online courses that help teach pilots to fly. He has volunteered at Wings Over the Rockies for more than 20 years. Chuck learned to fly in 1972, and has been an active general aviation pilot ever since. He’s passionate about encouraging Americans to improve their critical thinking skills, and especially likes sharing his interest in aerospace history. Whether in an elementary school classroom or a senior center, his lively presentations encourage interaction and keep audiences engaged, interested, and entertained. Speaking Topics: Colorful Coloradans in Aerospace History The 20 Greatest Moments in Flight (that you never heard of) Everyday Life in Space (So, how do astronauts go to the bathroom, anyway?) Best. Race. Ever. (To the Moon and back!) What Has the Space Program Done for YOU? Women in Aviation: Determined Pioneers Did Going to the Moon Save the Earth? Those Dang Little Airplanes: Menace or Necessity? Flying with Broken Wings: Pilots Who Overcame Disabilities How Airplanes Fly What Makes a Hero? Invisible Heroes in Aerospace From Biplanes to Atomic Bombs: The astonishing changes in aviation technology during World War II How to Have a Great Career Six Major Air Disasters that Never Happened Aerobatics: Gymnastics in the Sky What Makes Weather Poetry, Prose, and… Pilots? (Aviators with the Write Stuff) Night Sky (Naked-eye astronomy) A Really Grand Tour What We’ve Learned from Flying

Now we'll talk about a RAT on a plane. A ram air turbine (RAT) is a small wind turbine that is connected to a hydraulic pump, or electrical generator, installed in an aircraft and used as a power source. The RAT generates power from the airstream by ram pressure due to the speed of the aircraft. Modern aircraft generally use RATs only in an emergency. In case of the loss of both primary and auxiliary power sources the RAT will power vital systems (flight controls, linked hydraulics and also flight-critical instrumentation). Some RATs produce only hydraulic power, which is in turn used to power electrical generators. In some early aircraft (including airships), small RATs were permanently mounted and operated a small electrical generator or fuel pump. Modern aircraft generate power in the main engines or an additional fuel-burning turbine engine called an auxiliary power unit, which is often mounted in the rear of the fuselage or in the main-wheel well. The RAT generates power from the airstream due to the speed of the aircraft. If aircraft speeds are low, the RAT will produce less power. In normal conditions the RAT is retracted into the fuselage (or wing), and is deployed manually or automatically following complete loss of power. In the time between power loss and RAT deployment, batteries are used. On the B787, the RAT extends automatically if any of the following occur: Ram Air Turbine (RAT) Generator • both engines are failed • all three hydraulic system pressures are low • loss of all electrical power to captain’s and first officer’s flight instruments • loss of all four EMPs and faults in the flight control system occur on approach • loss of all four EMPs and an engine fails on takeoff or landing

From the DahlFund website: This fund is created in memory of Captain Jason Dahl with respect toward all victims of the events of 9/11/2001. It supports future generations of pilots, young people yearning to fly, through the award of Aviation Scholarships annually. Jason never accepted less than the best. We remain dedicated to ensure that the Captain Jason Dahl Scholarship Board and the growing community of Scholarship Winners reflect this expectation of excellence. The Captain Jason Dahl Scholarship Fund is a IRS qualified 501(c)3 Non-Profit Corporation. The Captain Jason Dahl Scholarship Fund was established the day after the national tragedy, and grew to a respectable sum within the first few months, thanks to the outpouring of support from family, friends, and other generous Americans. That outpouring continues to this day, as fundraising activities and charitable organizations demonstrate with generous contributions. The Dahl Fund provides scholarships for qualified students who wish to attend accredited commercial flight training schools in the United States.  

From Wikipedia: Runways are named by a number between 01 and 36, which is generally the magnetic azimuth of the runway's heading in decadegrees. This heading differs from true north by the local magnetic declination. A runway numbered 09 points east (90°), runway 18 is south (180°), runway 27 points west (270°) and runway 36 points to the north (360° rather than 0°). When taking off from or landing on runway 09, a plane would be heading 90° (east). A runway can normally be used in both directions, and is named for each direction separately: e.g., "runway 33" in one direction is "runway 15" when used in the other. The two numbers usually differ by 18 (= 180°). If there is more than one runway pointing in the same direction (parallel runways), each runway is identified by appending Left (L), Center (C) and Right (R) to the number to identify its position (when facing its direction) — for example, Runways One Five Left (15L), One Five Center (15C), and One Five Right (15R). Runway Zero Three Left (03L) becomes Runway Two One Right (21R) when used in the opposite direction (derived from adding 18 to the original number for the 180° difference when approaching from the opposite direction). In some countries, if parallel runways are too close to each other, regulations mandate that only one runway may be used at a time under certain conditions (usually adverse weather). At large airports with four or more parallel runways (for example, at Los Angeles, Detroit Metropolitan Wayne County, Hartsfield-Jackson Atlanta, Denver, Dallas-Fort Worth and Orlando) some runway identifiers are shifted by 10 degrees to avoid the ambiguity that would result with more than three parallel runways. For example, in Los Angeles, this system results in runways 6L, 6R, 7L, and 7R, even though all four runways are actually parallel at approximately 69 degrees. At Dallas/Fort Worth International Airport, there are five parallel runways, named 17L, 17C, 17R, 18L, and 18R, all oriented at a heading of 175.4 degrees. Occasionally, an airport with only 3 parallel runways may use different runway identifiers, such as when a third parallel runway was opened at Phoenix Sky Harbor International Airportin 2000 to the south of existing 8R/26L — rather than confusingly becoming the "new" 8R/26L it was instead designated 7R/25L, with the former 8R/26L becoming 7L/25R and 8L/26R becoming 8/26. For clarity in radio communications, each digit in the runway name is pronounced individually: runway three six, runway one four, etc. (instead of "thirty-six" or "fourteen"). A leading zero, for example in "runway zero six" or "runway zero one left", is included for all ICAO and some U.S. military airports (such as Edwards Air Force Base). However, most U.S. civil aviation airports drop the leading zero as required by FAA regulation. This also includes some military airfields such as Cairns Army Airfield. This American anomaly may lead to inconsistencies in conversations between American pilots and controllers in other countries. It is very common in a country such as Canada for a controller to clear an incoming American aircraft to, for example, runway 04, and the pilot read back the clearance as runway 4. In flight simulation programs those of American origin might apply U.S. usage to airports around the world. For example, runway 05 at Halifax will appear on the program as the single digit 5 rather than 05 Runway designations change over time because the magnetic poles slowly drift on the Earth's surface and the magnetic bearing will change. Depending on the airport location and how much drift takes place, it may be necessary over time to change the runway designation. As runways are designated with headings rounded to the nearest 10 degrees, this will affect some runways more than others. For example, if the magnetic heading of a runway is 233 degrees, it would be designated Runway 23. If the magnetic heading changed downwards by 5 degrees to 228, the Runway would still be Runway 23. If on the other hand the original magnetic heading was 226 (Runway 23), and the heading decreased by only 2 degrees to 224, the runway should become Runway 22. Because the drift itself is quite slow, runway designation changes are uncommon, and not welcomed, as they require an accompanying change in aeronautical charts and descriptive documents. When runway designations do change, especially at major airports, it is often changed at night as taxiway signs need to be changed and the huge numbers at each end of the runway need to be repainted to the new runway designators. In July 2009 for example, London Stansted Airport in the United Kingdom changed its runway designations from 05/23 to 04/22 during the night. For fixed-wing aircraft it is advantageous to perform takeoffs and landings into the wind to reduce takeoff or landing roll and reduce the ground speed needed to attain flying speed. Larger airports usually have several runways in different directions, so that one can be selected that is most nearly aligned with the wind. Airports with one runway are often constructed to be aligned with the prevailing wind. Compiling a wind rose is in fact one of the preliminary steps taken in constructing airport runways. Note that wind direction is given as the direction the wind is coming from: a plane taking off from runway 09 would be facing east, directly into an "east wind" blowing from 090 degrees. Runway dimensions vary from as small as 245 m (804 ft) long and 8 m (26 ft) wide in smaller general aviation airports, to 5,500 m (18,045 ft) long and 80 m (262 ft) wide at large international airports built to accommodate the largest jets, to the huge 11,917 m × 274 m (39,098 ft × 899 ft) lake bed runway 17/35 at Edwards Air Force Base in California – developed as a landing site for the Space Shuttle. Takeoff and landing distances available are given using one of the following terms: TORA Takeoff Run Available – The length of runway declared available and suitable for the ground run of an airplane taking off. TODA Takeoff Distance Available – The length of the takeoff run available plus the length of the clearway, if clearway is provided. ASDA Accelerate-Stop Distance Available – The length of the takeoff run available plus the length of the stopway, if stopway is provided. LDA Landing Distance Available – The length of runway that is declared available and suitable for the ground run of an airplane landing. EMDA Emergency Distance Available – LDA (or TORA) plus a stopway. There exist standards for runway markings. The runway thresholds are markings across the runway that denote the beginning and end of the designated space for landing and takeoff under non-emergency conditions. The runway safety area is the cleared, smoothed and graded area around the paved runway. It is kept free from any obstacles that might impede flight or ground roll of aircraft. The runway is the surface from threshold to threshold, which typically features threshold markings, numbers, and centerlines, but not overrun areas at both ends. Blast pads, also known as overrun areas or stopways, are often constructed just before the start of a runway where jet blast produced by large planes during the takeoff roll could otherwise erode the ground and eventually damage the runway. Overrun areas are also constructed at the end of runways as emergency space to slowly stop planes that overrun the runway on a landing gone wrong, or to slowly stop a plane on a rejected takeoff or a takeoff gone wrong. Blast pads are often not as strong as the main paved surface of the runway and are marked with yellow chevrons. Planes are not allowed to taxi, take off or land on blast pads, except in an emergency. Displaced thresholds may be used for taxiing, takeoff, and landing rollout, but not for touchdown. A displaced threshold often exists because obstacles just before the runway, runway strength, or noise restrictions may make the beginning section of runway unsuitable for landings.It is marked with white paint arrows that lead up to the beginning of the landing portion of the runway.

From Wikipedia: In 1968, Driscoll graduated from Aviation Officer Candidate School and received his commission as an Ensign (ENS) in the Naval Reserve. After initial flight training at Naval Air Station Pensacola, Florida, he completed advanced flight training at Naval Air Station Glynco, Georgia, and received his Naval Flight Officer wings in 1970. He was selected to be in the F-4 Phantom II as a Radar Intercept Officer (RIO). He was assigned to Fighter Squadron 121 (VF-121) at NAS Miramar, California, for fleet replacement squadron training in the F-4J, then to Fighter Squadron 96 (VF-96) The Fighting Falcons, also based at NAS Miramar. As a lieutenant junior grade (LTJG), he served as a RIO with his primary pilot, Lieutenant Randy "Duke" Cunningham. They became the Navy's only two flying aces during the Vietnam War while VF-96 was embarked on a Western Pacific deployment aboard the aircraft carrier USS Constellation. Cunningham, with Driscoll as his RIO, made his first two kills on separate missions; his third, fourth and fifth kills occurred during a single day: May 10, 1972. The engagement became one of the most celebrated aerial dogfights in the war. After they bombed their intended ground target, they engaged 16 MiG interceptors that converged on a bomber convoy of USAF Boeing B-52 Stratofortresses attacking a railyard in Hải Dương.[1] Cunningham shot down two MiG-17s, and became separated from the other aircraft in their strike package. The pair headed for the coast, where they spotted and shot down a lone North Vietnamese MiG-17. Their fighter was then hit by a missile, and they ejected over the Gulf of Tonkin and were rescued. Driscoll was awarded the Navy Cross for his actions. During the war, Driscoll was promoted to lieutenant. Besides the Navy Cross, he was awarded two Silver Stars, a Purple Heart, and ten Air Medals. He was also nominated for the Medal of Honor. Driscoll later became an instructor at the U.S. Naval Fighter Weapons School (TOPGUN) followed by his transition to the F-14 Tomcat and assignment as an instructor at Fighter Squadron 124 (VF-124), the F-14 Fleet Replacement Squadron for the Pacific Fleet at NAS Miramar (now MCAS Miramar), in San Diego, California. He separated from active duty in 1982, but remained in the United States Navy Reserve, flying the F-4 Phantom II and later the F-14 Tomcat in a Naval Air Reserve fighter squadron at NAS Miramar, eventually retiring with the rank of commander (O-5).

From Wikipedia: Ordinary combustibles Class A fires consist of ordinary combustibles such as wood, paper, fabric, and most kinds of trash.   Flammable liquid and gas  A carbon dioxide fire extinguisher rated for flammable liquids and gasses These are fires whose fuel is flammable or combustible liquid or gas. The US system designates all such fires "Class B". In the European/Australian system, flammable liquids are designated "Class B" having flash point less than 100 °C, while burning gases are separately designated "Class C". These fires follow the same basic fire tetrahedron (heat, fuel, oxygen, chemical reaction) as ordinary combustible fires, except that the fuel in question is a flammable liquid such as gasoline, or gas such as natural gas. A solid stream of water should never be used to extinguish this type because it can cause the fuel to scatter, spreading the flames. The most effective way to extinguish a liquid or gas fueled fire is by inhibiting the chemical chain reaction of the fire, which is done by dry chemical and Halon extinguishing agents, although smothering with CO2 or, for liquids, foam is also effective. Halon has fallen out of favor in recent times because it is an ozone-depleting material; the Montreal Protocol declares that Halon should no longer be used. Chemicals such as FM-200 are now the recommended halogenated suppressant. Electrical Electrical fires are fires involving potentially energized electrical equipment. The US system designates these "Class C"; the Australian system designates them "Class E". This sort of fire may be caused by short-circuiting machinery or overloaded electrical cables. These fires can be a severe hazard to firefighters using water or other conductive agents, as electricity may be conducted from the fire, through water, to the firefighter's body, and then earth. Electrical shockshave caused many firefighter deaths. Electrical fire may be fought in the same way as an ordinary combustible fire, but water, foam, and other conductive agents are not to be used. While the fire is or possibly could be electrically energized, it can be fought with any extinguishing agent rated for electrical fire. Carbon dioxideCO2, NOVEC 1230, FM-200 and dry chemical powder extinguishers such as PKP and even baking soda are especially suited to extinguishing this sort of fire. PKP should be a last resort solution to extinguishing the fire due to its corrosive tendencies. Once electricity is shut off to the equipment involved, it will generally become an ordinary combustible fire. In Europe, "electrical fires" are no longer recognized as a separate class of fire as electricity itself cannot burn. The items around the electrical sources may burn. By turning the electrical source off, the fire can be fought by one of the other class of fire extinguishers. Metal Class D fires involve combustible metals - especially alkali metals like lithium and potassium, alkaline earth metals such as magnesium, and group 4 elements such as titanium and zirconium. Metal fires represent a unique hazard because people are often not aware of the characteristics of these fires and are not properly prepared to fight them. Therefore, even a small metal fire can spread and become a larger fire in the surrounding ordinary combustible materials. Certain metals burn in contact with air or water (for example, sodium), which exaggerate this risk. Generally speaking, masses of combustible metals do not represent great fire risks because heat is conducted away from hot spots so efficiently that the heat of combustion cannot be maintained. In consequence, significant heat energy is required to ignite a contiguous mass of combustible metal. Generally, metal fires are a hazard when the metal is in the form of sawdust, machine shavings or other metal "fines", which combust more rapidly than larger blocks. Metal fires can be ignited by the same ignition sources that would start other common fires. Care must be taken when extinguishing metal fires. Water and other common firefighting agents can excite metal fires and make them worse. The National Fire Protection Association recommends that metal fires be fought with dry powder extinguishing agents that work by smothering and heat absorption. The most common agents are sodium chloride granules and graphite powder. In recent years, powdered copper has also come into use. These dry powder extinguishers should not be confused with those that contain dry chemical agents. The two are not the same, and only dry powder should be used to extinguish a metal fire. Using a dry chemical extinguisher in error, in place of dry powder, can be ineffective or actually increase the intensity of a metal fire. Cooking oils and fats (kitchen fires)   Laboratory simulation of a chip pan fire: a beaker containing wax is heated until it catches fire. A small amount of water is then poured into the beaker. The water sinks to the bottom and vaporizes instantly, ejecting a plume of burning liquid wax into the air. Class K fires involve unsaturated cooking oils in well-insulated cooking appliances located in commercial kitchens. Fires that involve cooking oils or fats are designated “Class K” under the American system, and “Class F” under the European/Australian systems. Though such fires are technically a subclass of the flammable liquid/gas class, the special characteristics of these types of fires, namely the higher flash point, are considered important enough to recognize separately. Water mist can be used to extinguish such fires. As with Class B fires, a solid stream of water should never be used to extinguish this type because it can cause the fuel to scatter, spreading the flames. Appropriate fire extinguishers may also have hoods over them that help extinguish the fire. Sometimes fire blankets are used to stop a fire in a kitchen or on a stove.

From the Wings Over The Rockies Air & Space Museum website: John L. Barry, current President & CEO of Wings Over the Rockies Air & Space Museum, was a member of the Columbia Accident Investigation Board that was created to examine the disaster. In his presentation “When the Right Stuff Goes Wrong”, he will speak first-hand about the accident and share lessons that can be learned from this mishap. The accident was a major event that was essentially caused by technological, cultural, mechanical and organizational failures. Barry will explain the “nuts and bolts” of this disaster in a way that can be understood, reflected on, and applied to current business plans. About John L. Barry: Retired Major General John L. Barry was in the Air Force for over 30 years as a combat veteran, fighter pilot/USAF “Top Gun” graduate and Military Assistant to the Secretary of Defense. He retired in 2004, having served his last tour on active duty as Board Member and Executive Director for the Space Shuttle Columbia Accident Investigation. From 2006-2013, Barry served as superintendent of Aurora Public Schools, the sixth largest district in Colorado. In 2014, he was then named Chief Executive Officer for Boys & Girls Clubs of Metro Denver. Currently, Barry holds the position as President & CEO at Wings Over the Rockies Air & Space Museum.

Common carriers are required to exercise the highest degree of care in safety: 49 U.S. Code § 44701 - General requirements (d)Considerations and Classification of Regulations and Standards.—When prescribing a regulation or standard under subsection (a) or (b) of this section or any of sections 44702–44716 of this title, the Administrator shall— (1)consider— (A) the duty of an air carrier to provide service with the highest possible degree of safety in the public interest; From Wikipedia: A common carrier is distinguished from a contract carrier (also called a public carrier in UK English), which is a carrier that transports goods for only a certain number of clients and that can refuse to transport goods for anyone else, and from a private carrier. A common carrier holds itself out to provide service to the general public without discrimination (to meet the needs of the regulator's quasi judicial role of impartiality toward the public's interest) for the "public convenience and necessity." A common carrier must further demonstrate to the regulator that it is "fit, willing, and able" to provide those services for which it is granted authority. Common carriers typically transport persons or goods according to defined and published routes, time schedules, and rate tables upon the approval of regulators. Public airlines, railroads, bus lines, taxicab companies, phone companies, internet service providers, cruise ships, motor carriers (i.e., canal operating companies, trucking companies), and other freight companies generally operate as common carriers. Under US law, an ocean freight forwarder cannot act as a common carrier.    

Jim Badger became an Air Force officer after graduating from college, and attended navigator training. After earning his wings, he was assigned to (at the time) Military Air Transport Service (later to become MAC - Military Airlift Command) flying as navigator on the C-124. He flew missions in support of Europe and the expanding war in Vietnam. The C-124 flew low and slow, and was not well suited to supplying the needs of the war. Jim transitioned into the new C-141, which flew much faster and further, and carried a much greater load. By the time Jim finished his time in the 141, he had accumulated over 5000 hours of flying time. Then the Air Force needed Weapon System Officers (WSOs). Jim attended F-4 WSO training at George Air Force Base, California and was "top gun" in his class. He selected Ubon Royal Thai Air Base as his Vietnam assignment, and joined the 8th Tactical Fighter Wing, the "wolfpack". In addition to flying combat missions, Jim ran the Frag Shop, which planned the hazardous missions over North Vietnam. After Ubon, Jim was assigned to a missile unit in Missouri, and, after leaving the Air Force, attended law school and practice law, eventually rising to the position of magistrate.

This past week there was a dramatic, and tragic, event at Sea-Tac airport in Seattle, Washington. An airport worker stole an empty Horizon Air Q400 aircraft and flew it erratically for over an hour before crashing and killing himself. Rather than the NTSB, the FBI is taking the lead in the investigation into this event, which is rightly being called a crime. Even for an experienced pilot, stealing an airliner is no small feat. If the airplane is parked at a gate, it must be pushed back with a tow vehicle and then disconnected from the tow vehicle, which must them be driven out of the way. In this case it was parked remotely, at the cargo ramp, and could be taxied forward once the engines were started. And the cargo ramp is located adjacent to the takeoff position on runway 19L, so once the engines were started there was little to prevent the aircraft from initiating a takeoff. Gaining access to the Q400 aircraft itself is relatively easy, as the main entry door has integral stairs, and there is a YouTube video showing door operation: https://youtu.be/_ai4L3tb92o There is very little information regarding how the individual was able to gain access to the aircraft, start the APU, start the engines, taxi and take off without interruption. The facts as they are now known are: He had no prior experience as a pilot He was an airline employee with access to the airport Secure Identification Display Area (SIDA) His normal employment was in the area of baggage loading and airplane marshalling From his conversations with ATC, he intended to kill himself This is not something that can be accomplished on a whim. I believe the FBI's investigation will reveal that the individual had planned this for some time. He most likely had the Microsoft Flight Simulator X program and had been practicing how to start the engines, adjust the condition levers, take off, raise the landing gear, and fly. There is an add-on program for Microsoft Flight Simulator X for the Q400, and the flight manual for the Q400 is readily available on the internet. If this individual had simply wanted to steal the airplane and crash it, he likely would not have engaged in conversation with ATC. He was clearly a troubled individual, and it is really sad that an intervention was apparently not possible. This is not the first such event. In 1969, Sergeant Paul Meyer, a C-130 aircraft mechanic stationed at Mildenhall Air Base in England, put on an officer's flight suit and stole a C-130, hoping to fly back to the United States. He had been under a lot of emotional pressure and desperately wanted to get back home to his wife of eight weeks. He was drunk when he stole the plane, which vanished after a few hours. There will undoubtedly be a knee-jerk over-reaction in the industry, which will make it more difficult for legitimate crew members to initiate their flights, and which will likely lead to departure delays. Perhaps it would be more productive to educate the public on the signs of mental illness and how to help someone who seeks a permanent solution to a temporary problem. If you have thoughts of suicide, confidential help is available for free at the National Suicide Prevention Lifeline. Call 1-800-273-8255. This line is available for 24 hours, every day.

Cynthia and Mike Lisa met while midshipmen at the Naval Academy in Annapolis, MD. Mike graduated a year ahead of Cynthia, and attended graduate school to receive his Master of Science Degree in Physics, then attended Navy pilot training at the same time as Cynthia. Once they were married, they received joint-spouse assignments to Whidby Island Naval Air Station, each flying the EA-6B. During their careers, Mike attended Navy Test Pilot School in Patuxent River, MD, and Cynthia continued flying the EA-6B until her aircraft accident. Her EA-6B suffered an engine failure, followed by smoke and fire in the cockpit. She ordered a crew ejection, and a long 1.2 seconds transpired before her sequenced ejection as the aircraft commander. Less than a second later, the jet impacted the ground. She got "one swing" of the parachute before landing near the crash site. Cynthia's ejection was featured in the Smithsonian Channel "Survival In The Skies" episode on ejection seats. In the mean-time, Mike was deployed and not permitted to return to home for another five months.

From Wikipedia: Center-of-Gravity Limits Center of gravity (CG) limits are specified longitudinal (forward and aft) and/or lateral (left and right) limits within which the aircraft's center of gravity must be located during flight. The CG limits are indicated in the airplane flight manual. The area between the limits is called the CG range of the aircraft. Weight and Balance When the weight of the aircraft is at or below the allowable limit(s) for its configuration (parked, ground movement, take-off, landing, etc.) and its center of gravity is within the allowable range, and both will remain so for the duration of the flight, the aircraft is said to be within weight and balance. Different maximum weights may be defined for different situations; for example, large aircraft may have maximum landing weights that are lower than maximum take-off weights (because some weight is expected to be lost as fuel is burned during the flight). The center of gravity may change over the duration of the flight as the aircraft's weight changes due to fuel burn or by passengers moving forward or aft in the cabin. Reference Datum The reference datum is a reference plane that allows accurate, and uniform, measurements to any point on the aircraft. The location of the reference datum is established by the manufacturer and is defined in the aircraft flight manual. The horizontal reference datum is an imaginary vertical plane or point, placed along the longitudinal axis of the aircraft, from which all horizontal distances are measured for weight and balance purposes. There is no fixed rule for its location, and it may be located forward of the nose of the aircraft. For helicopters, it may be located at the rotor mast, the nose of the helicopter, or even at a point in space ahead of the helicopter. While the horizontal reference datum can be anywhere the manufacturer chooses, most small training helicopters have the horizontal reference datum 100 inches forward of the main rotor shaft centerline. This is to keep all the computed values positive. The lateral reference datum is usually located at the center of the helicopter. Arm The arm is the horizontal distance from the reference datum to the center of gravity (CG) of an item. The algebraic sign is plus (+) if measured aft of the datum or to the right side of the center line when considering a lateral calculation. The algebraic sign is minus (-) if measured forward of the datum or the left side of the center line when considering a lateral calculation.[1] Moment The moment is the moment of force that results from an object’s weight acting through an arc that is centered on the zero point of the reference datum distance. Moment is also referred to as the tendency of an object to rotate or pivot about a point (the zero point of the datum, in this case). The further an object is from this point, the greater the force it exerts. Moment is calculated by multiplying the weight of an object by its arm. There's much more information in the FAA Weight And Balance Handbook.

Dr MacAulay spent 20 years in the US Air Force where she commanded the 400 member joint 305th Operations Support Squadron, was a professionalism and leadership instructor, and served as the Director of Human Performance and Leadership for the 58th Special Operations Wing. In this capacity, she stood up a pilot program launching a human performance effort from the ground up, to create high-performing, mindful, and mission-focused warfighters & families. Most recently, she serves as a Human Performance consultant for the US Air Force, Department of Justice, and corporate America - sharing her knowledge and lessons for building high-performing organizations and teams. She has a Masters Degree in Kinesiology (focused in exercise physiology) and a PhD with work in the field of strategic health & human performance. Dr MacAulay is a certified wellness educator, yoga instructor, mindfulness researcher, and holds a certificate in plant based nutrition. She is a mother of two, and a combat veteran with over 3000 flying hours in the C-21, C-130, & KC-10 aircraft.

Attempting to crash an aircraft into a building was not an entirely new paradigm.  Despite Secretary Rice stating, “I don't think anybody could have predicted that they would try to use an airplane as a missile”, there had been numerous prior attempts to utilize aircraft in this manner.  In addition, there had been a significant number of warnings suicide hijackings posed a serious threat.  For example, a 1994 report for the Department of Defense predicted every aspect of the 911 attack.  In 1972, hijackers of Southern Airways Flight 49 threatened to crash the airliner into Oak Ridge National Laboratory if a $10 million ransom was not paid.  The specific target was the nuclear reactor.  The hijacked airliner began a dive toward Oak Ridge, and was only pulled out at the last minute when Southern Airways agreed to pay $2 million to the hijackers. In 1974, S. Byck attempted to hijack a Delta Airlines DC-9 aircraft to crash it into the White House.  During the hijacking, Byck killed a security guard and the copilot before committing suicide after being wounded by police.  Also in 1974, Private R. Preston stole an Army helicopter and flew over the White House and hovered for six minutes over the lawn outside the West Wing, raising concerns about a suicide attack. In 1994, four Algerian terrorists attempted to hijack Air France Flight 8969.  The group, identified as Phalange of the Signers in Blood, killed one of the passengers, planted explosives on the plane, and planned to crash the aircraft into the Eiffel Tower.  French police stormed the aircraft and stopped the hijacking.     Also in 1994, Flight Engineer A. Calloway boarded Federal Express Flight 705 as an additional jump seat crewmember, intending to overpower the crew and crash the DC-10 aircraft into the Federal Express corporate headquarters in Memphis.  Calloway attacked the flight deck crew with a hammer, inflicting serious, permanent, disabling injuries to all three pilots.  Additionally in 1994, F. Corder attempted to crash an aircraft into the White House.  The planned 1995 Bojinka attack targeted the Pentagon, an unidentified nuclear power plant, the Transamerica Building in San Francisco, the Sears Tower in Chicago, the World Trade Center, John Hancock Tower in Boston, U.S. Congress, and the White House.  In 1996, hijackers attempted to crash Ethiopian Airlines flight 961 into a resort in the Comoros Islands, ditching into the Indian Ocean near the coast.  Another 1996 event occurred when M. Udugov, a Chechen leader, threatened to hijack a Russian airliner and crash it into the Kremlin.  In 1998 the Kaplancilar terrorist organization planned to crash an explosives-laden plane into the tomb of M. Ataturk, Turkey’s founder.  The entire Turkish government had gathered at the mausoleum for a ceremony on the day scheduled for the attack.  Police foiled the plot and arrested the conspirators shortly before execution of the plan. In addition to actual aircraft suicide attacks, there were numerous predictions of these types of attacks.  One prediction was in the March 2001 pilot episode of the Fox series The Lone Gunmen, featuring a hijacked Boeing 727 used as a missile to crash into the World Trade Center.  In 1999, the British Secret Service MI6 provided the U.S. Embassy in London with a secret report on al Qaeda activities.  The report indicated al Qaeda was planning to use commercial aircraft to attack the United States.  The report stated the aircraft would be used in “unconventional ways”. The 1993 attack on the World Trade Center prompted an exhaustive threat analysis for the World Trade Center.  The study concluded an aerial attack by crashing an aircraft into the Center was a remote possibility requiring consideration.  Reports indicated Iran was training pilots to hijack airplanes and fly them into buildings: “Trained aircrews from among the terrorists would crash the airliner into a selected objective”.  A report on terrorist threats prepared for the Federal Research Division of the Library of Congress specifically named bin Laden and al Qaeda: “Suicide bomber(s) belonging to al-Qaida’s Martyrdom Battalion could crash-land an aircraft packed with high explosives (C-4 and semtex) into the Pentagon, the headquarters of the Central Intelligence Agency (CIA), or the White House”.  A 1999 keynote address at the National Defense University warned terrorists might attempt to use unmanned aerial vehicles (UAVs) to attack buildings.  In 2000, security consultant C. Schnabolk had remarked, the most serious threat to the World Trade Center was someone flying a plane into it.

From Doc Weaver's website: Upon graduation from college, Weaver pursued a flying career as a pilot in the United States Air Force. In addition to flying, painting gave him an outlet that added much to his life. His last assignment prior to retirement brought him to New Mexico in 1974. He retired from active duty in 1976 and from that time on he has painted full time. In 1974 Doc Weaver joined the New Mexico Watercolor Society. He was awarded Charter Signature Membership in this society. From 1972 through 1976 Weaver was employed as a workshop director with Tony Van Hassalt's Painting Holidays Workshops. Van Hasssalt's workshops always had a stable of top-notch artists teaching painting. He directed many workshops, principally for John Pike, Tom Hill, George Cheropov, Jack Pellew, Tony Van Hassalt and Charles Reid. Over the past 30 years he also conducted his own watercolor workshops throughout the West. In 1977 Doc moved from Albuquerque to Santa Fe, where he has remained active in the arts community. During the next several years he served on the Santa Fe City Arts Council, the Board of Directors and Master Selection Committee of the Santa Fe Institute of Fine Arts, and has been an Officer and Trustee, Museum of New Mexico Foundation. Weaver splits his time between painting outdoors and painting in the studio. Sketches completed on location are a valuable resource for his larger studio work. In addition to watercolor he also paints in oil and acrylic mediums. Many of his paintings are in private collections and in the collections of museums throughout the country. He is a member of the United States Air Force Artist Program and his paintings are represented in the United States Air Force Art Collection. Exhibitions: New Mexico Watercolor Society: 2004 Spring Show, Canson Award winner. American Watercolor Society: Selected for exhibition in the 134th show, New York, NY, April 2001 Watermedia 2000: Signature Member Group, New Mexico Watercolor Society Palace of the Governors, Santa Fe, New Mexico, June, 2000 The Taos National Exhibition of American Watercolor II: Stables Gallery, Taos, New Mexico, November, 1996

Funding for the Bojinka Plot came from Osama bin Laden and Hambali, and from front organizations operated by Mohammed Jamal Khalifa, bin Laden's brother-in-law. Wali Khan Amin Shah, an Afghan, was the financier of the plot. He funded the plot by laundering money through his girlfriend and other Manila women, several of whom were bar hostesses and one of whom was an employee at a KFC restaurant. They were bribed with gifts and holiday trips so that they would open bank accounts to stash funds. The transfers were small, equivalent to about 12,000 to 24,000 Philippine pesos ($500 to $1,000 US), and would be handed over each night at a Wendy's or a karaoke bar. The funds went to "Adam Sali", an alias used by Ramzi Yousef. The money came through a Filipino bank account owned by Jordanian Omar Abu Omar, who worked at International Relations and Information Centre, an Islamic organization run by Mohammed Jamal Khalifa. A company called Konsojaya also provided financial assistance to the Manila cell by laundering money to it. Konsojaya was a front company that was started by the head of the group Jemaah Islamiyah, an Indonesian named Riduan Isamuddin, also known as Hambali. Wali Khan Amin Shah was on the board of directors of the company. As soon as Yousef arrived in Manila along with other "Arab Afghans" who were making cells in Manila, he started to work on making bombs. Yousef had shown up in Singapore with Shah earlier in the fall of 1994. The two got their Philippine visas in Singapore. He left Manila for several days, but was met by Islamist emissaries upon his return to Metro Manila. They asked him to attack United States President Bill Clinton, who was due to arrive in the Philippines on November 12, 1994 as part of a five-day tour of Asia. Yousef thought of several ways to kill the president, including placing nuclear bombs on Clinton's motorcade route, firing a Stinger missile at Air Force One or the presidential limousine, launching theater ballistic missiles at Manila and or killing him with phosgene, a chemical weapon. He abandoned the idea, as it would be too difficult to kill the President. However, he incorporated his plan to kill the Pope into the Bojinka plot. In 1994, Yousef and Khalid Sheik Mohammed started testing airport security. Yousef booked a flight between Kai Tak International Airport in Hong Kong and Taiwan Taoyuan International Airport near Taipei. Mohammed booked a flight between Ninoy Aquino International Airport near Manila and Kimpo International Airport near Seoul. The two had already converted fourteen bottles of contact lens solution into bottles containing nitroglycerin, which was readily available in the Philippines. Yousef had taped a metal rod to the arch of his foot, which would serve as a detonator. The two wore jewelry and clothing with metal to confuse airport security. To support their claim that they were meeting women, they packed condoms in their bags. On December 8, Yousef moved into the Doña Josefa Apartments under the alias "Najy Awaita Haddad" and purported himself to be a Moroccan. Edith Guerrera, the manager, laughed with the receptionist after the two men asked for new registration forms. "Perhaps they have forgotten their names", she said as the first ones were torn up. Yousef had accidentally put his "real name" on the first form. He did not want to get discovered too early. Yousef had booked Room 603 in advance. He had made an Php 80,000 (Philippine peso) deposit, and added Php 40,000 more up front before taking the elevator to Room 603. A conspirator named Abdul Hakim Murad came to Manila with Yousef and stayed at the same apartment. The apartments are located in the Malate district, 200 meters away from the embassy of the Holy See in the Philippines, and 500 meters down the street from Manila Police Station No. 9 on Quirino Avenue. One of the windows of Room 603 looks down on the path that the Papal motorcade was to take. People were suspicious of the men in Room 603. The men renting the apartment were very secretive. According to Guerrera, "They gave me the impression that they were here to study", said Mrs. Guerrera. "They looked like students. They double locked the door when they were inside or out. They didn't ask the room boy to clear up the room." The men, who had chemical burns on their hands, were carrying boxes and never hired other people to carry them up. The boxes contained chemicals bought from suppliers in Manila and Quezon City in Metro Manila. Yousef would use these to make his bombs. Mohammed purported himself to be a Saudi or Qatari plywood exporter named "Abdul Majid." Yousef and Mohammed had already started planning Operation Bojinka. According to Abdul Hakim Murad, Yousef got an idea for crashing a plane into the CIA from Murad while at the apartments. According to Murad, Yousef replied, "OK, we will think about it", before heading off with Mohammed to Puerto Galera for scuba diving. Yousef's first operational test of his bomb was inside a mall in Cebu City. The bomb detonated several hours after he put it in a generator room. It caused minor damage, but it proved to Yousef that his bomb was workable. On December 1, Shah placed a bomb under a seat in the Greenbelt Theatre in Manila to test what would happen if a bomb exploded under an airline seat. The bomb went off, injuring several patrons. On December 11, 1994, Yousef built another bomb, which had one tenth of the power that his final bombs were planned to have, in the lavatory of an aircraft. He left it inside the life jacket under his seat (26 K) and got off the plane when it arrived in Cebu. Yousef had boarded the flight under the assumed name of Arnaldo Forlani, using a false Italian passport. The aircraft was Philippine Airlines Flight 434 on a Manila to Narita route, stopping partway at Cebu. Yousef had set the timer for four hours after he got off the aircraft. The bomb exploded while the aircraft was over Japan's Minamidaitō Island, part of Okinawa Prefecture. A Japanese businessman named Haruki Ikegami occupying the seat was killed and an additional 10 passengers were injured. The flight was carrying 273 passengers in total. The blast blew a hole in the floor and the cabin's rapid expansion severed several control cables in the ceiling, cutting off control of the plane's right aileron, as well as both the pilot and first officer's steering controls. Usually, 26K, the seat that Yousef chose to plant the bomb, would be positioned directly over the centre fuel tank, and the detonation of the bomb would have caused a crippling explosion, but on this particular airframe, a former Scandinavian Airlines aircraft, the seat was two rows forward from normal. The flight crew kept control of the Boeing 747-200 and brought it into an emergency landing at Okinawa's Naha Airport. Satisfied with the deadly results of the attack, Yousef then planned which flights to attack for "Phase II" of the plot. The first plan was to assassinate Pope John Paul II when he visited the Philippines during the World Youth Day 1995 celebrations. On January 15, 1995, a suicide bomber would dress up as a priest, while John Paul II passed in his motorcade on his way to the San Carlos Seminary in Makati City. The assassin planned to get close to the Pope, and detonate the bomb. The planned assassination of the Pope was intended to divert attention from the next phase of the operation. About 20 men had been trained by Yousef to carry out this act prior to January 1995. The details of Phase I were found in the evidence discovered in the investigation into Room 603 in the Doña Josefa. The next plan would have involved at least five terrorists, including Yousef, Shah, Murad and two more unknown operatives. Beginning on January 21, 1995, and ending on January 22, 1995, they would have placed bombs on 11 United States-bound airliners which had stopovers scattered throughout East Asia and Southeast Asia. All of the flights had two legs. The bombs would be planted inside life jackets under seats on the first leg, and each bomber would then disembark. He would then board one or two more flights and repeat. After all of the bombers had planted bombs on all of the flights, each man would then catch flights to Lahore, Pakistan. The men never needed U.S. visas, as they only would have been on the planes for their first legs in Asia. United States airlines had been chosen instead of Asian airlines so as to maximize the shock toward Americans. The flights targeted were listed under operatives with codenames: "Zyed", "Majbos", "Markoa", "Mirqas" and "Obaid". Obaid, who was really Abdul Hakim Murad, was to hit United Flight 80, and then he was to go back to Singapore on another United flight which he would bomb. Zyed, probably Ramzi Yousef, was to target Northwest Flight 30, a United Flight going from Taipei to Honolulu, and a United Flight going from Bangkok to Taipei to San Francisco. The explosions were to be timed by the operatives before they disembarked from the plane. The aircraft would have exploded over the Pacific Ocean and the South China Sea almost simultaneously. If this plan worked, several thousand passengers would have perished, and air travel would likely have been shut down worldwide. The U.S. government estimated the prospective death toll to be about 4,000 if the plot had been executed. (For comparison, about 3,000 were killed during the September 11 attacks in the United States.) If Phase II of the plot had been successful, it would have been, in terms of casualties, the most devastating terrorist attack in recent history. The "Mark II" "microbombs" had Casio digital watches as the timers, stabilizers that looked like cotton wool balls, and an undetectable quantity of nitroglycerin as the explosive. Other ingredients included glycerin, nitrate, sulfuric acid, and minute concentrations of nitrobenzene, silver azide(silver trinitride), and liquid acetone. Two 9-volt batteries in each bomb were used as a power source. The batteries would be connected to light bulb filaments that would detonate the bomb. Murad and Yousef wired an SCR (silicon controlled rectifier) as the switch to trigger the filaments to detonate the bomb. There was an external socket hidden when the wires were pushed under the watch base as the bomber would wear it. The alteration was so small that the watch could still be worn in a normal manner. Yousef got batteries past airport security during his December 11 test bombing of Philippine Airlines Flight 434 by hiding them in hollowed-out heels of his shoes. Yousef smuggled the nitroglycerin on board by putting it inside a small container, reputedly containing contact lens cleaning solution. Abdul Hakim Murad's confession detailed Phase III in his interrogation by the Manila police after his capture. Phase three would have involved Murad either renting, buying, or hijacking a small airplane, preferably a Cessna. The airplane would be filled with explosives. He would then crash it into the Central Intelligence Agency headquarters in the Langley area in Fairfax County, Virginia. Murad had been trained as a pilot in North Carolina, and was slated to be a suicide pilot. There were alternate plans to hijack a 12th commercial airliner and use that instead of the small aircraft, probably due to the Manila cell's growing frustration with explosives. Testing explosives in a house or apartment is dangerous, and it can easily give away a terrorist plot. Khalid Sheik Mohammed probably made the alternate plan. A report from the Philippines to the United States on January 20, 1995 stated, "What the subject has in his mind is that he will board any American commercial aircraft pretending to be an ordinary passenger. Then he will hijack said aircraft, control its cockpit and dive it at the CIA headquarters." Another plot that was considered would have involved the hijacking of more airplanes. The World Trade Center (New York City, New York), The Pentagon (Arlington, Virginia), the United States Capitol (Washington, D.C.), the White House (Washington, D.C.), the Sears Tower (Chicago, Illinois), and the U.S Bank Tower (Los Angeles, California), would have been the likely targets. In his confession to Filipino investigators, prior to the foiling of Operation Bojinka, Abdul Hakim Murad said that this part of the plot was dropped since the Manila cell could not recruit enough people to implement other hijackings. This plot would eventually be the base plot for the September 11 attacks which involved hijacking commercial airliners, as opposed to small aircraft loaded with explosives, and crashing them into their intended targets. However, only the World Trade Center (which was destroyed) and The Pentagon (which suffered partial damage) were hit. The plot was abandoned after an apartment fire at the six-story Doña Josefa apartments occurred in Manila, Philippines, on the evening of Friday, January 6, 1995. The fire occurred before Pope John Paul II was scheduled to visit the Philippines on January 12. According to the initial accounts of the Philippine authorities, Abdul Hakim Murad started a chemical fire in the kitchen sink in Room 603 in the 6th floor of the Doña Josefa apartment by pouring water on a substance. The fire was spotted at about 11 pm after residents complained about a strange odour. Edith Guerrera, the owner of the apartments, called the fire brigade, but the fire went out unassisted. Yousef and Murad had told the firefighters to stay away before they fled. Police Major Francisco F. Bautista and his men, including watch commander Aida D. Fariscal, decided to investigate the situation and saw four hot plates in their packing crates, what looked like cotton batting soaked in a beige solution, and loops of green, red, blue, and yellow electrical wiring. The telephone rang, and the police ran downstairs, thinking that it was a trap.Fa riscal had been suspicious of the men in Room 603 due to the recent wave of bombings (committed by Yousef) that hit Metro Manila and Philippine Airlines Flight 434. Seeking a search warrant, they left and asked 11 judges before finding one that would grant a warrant. After police discovered the evidence, they arrested a man who called himself "Ahmed Saeed." "Saeed", who later proved to be Murad, claimed that he was a commercial pilot who was on his way to the precinct house to explain that what he claimed to be firecrackers had gone off. Murad initially tried to run away, but he was arrested after he tripped over a tree root. The arresting officer, having lost his handcuffs, improvised a solution by tying Murad's hands with the elastic cord taken from the officer's raincoat. Murad was hauled to the precinct in a taxi van with the help of two other people. He offered 110,740 Philippine pesos (US$2,000) to the policemen if they would agree to let him go, but the officers refused. At the precinct, Murad signed a statement saying that he was innocent and that he was a tourist visiting his friend in his chemical import/export business. He then mumbled about "two Satans that must be destroyed: the Pope and America." 55-year-old Fariscal was later depicted (although by a much younger actress) in the 2006 docudrama The Path to 9/11, in which US agencies in the script gave her much credit. An actress portrays her in the Mayday episode "Bomb on Board." The widow of a slain police officer, she had spent seventeen years as a homemaker before enrolling in the police department in 1977. She became well known in her home nation, which awarded her the equivalent of 33,222 pesos ($700) and a trip to Taiwan. The CIA awarded her a certificate reading "in recognition of your personal outstanding efforts and co-operation." Her decision to investigate the fire was key to disrupting the plot and forcing Yousef to flee. When the officers returned to Suite 603 at 2:30 am on January 7, they found: street maps of Manila with routes plotting the papal motorcade, a rosary, a photograph of the pontiff, bibles, crucifixes, papal confessions, and priest clothing, including robes and collars. This collection of objects, and a phone message from a tailor reminding the occupant that "the cassock was ready to be tried on", along with the fact of the Pope's impending visit, was enough for Police Major Francisco F. Bautista to infer that an assassination plot had been interrupted. A search warrant was granted by 4 am on January 7. The most conclusive piece of evidence found was a manual written in Arabic on how to build a liquid bomb. Stacks of 12 false passports, including Norwegian, Afghan, Saudi, and Pakistani were also found in the apartment. Investigators found a business card from Mohammed Jamal Khalifa; Saeed apparently possessed five telephone numbers from Khalifa. Investigators also found phone numbers for Rose Masquera, Mohammed's girlfriend. Yousef's project was discovered on four floppy disks and an off-white Toshiba laptop inside his apartment, two weeks before the plot would have been implemented. Several encrypted files on the hard drive contained flight schedules, calculations of detonation times, and other items. The first string of text in one of the files states, "All people who support the U.S. government are our targets in our future plans and that is because all those people are responsible for their government's actions and they support the U.S. foreign policy and are satisfied with it. We will hit all U.S. nuclear targets. If the U.S. government keeps supporting Israel, then we will continue to carry out operations inside and outside the United States to include..." and the text ends. A file named "Bojinka" lists the 11 flights between Asia and the United States, which were grouped under five codenames. Strings were found, such as "SETTING: 9:30 pm to 10:30 pm TIMER: 23HR. BOJINKA: 20:30-21:30 NRT Date 5" (for United flight 80), and "SETTING: 8:30-9:00. TIMER: 10HR. BOJINKA: 19:30-20:00 NRT Date 4" (for Northwest Flight 30).[7] The laptop had names of dozens of associates, including some photographs of a few of them and including contact information for Mohammed Jamal Khalifa. They contained records of information about five-star hotels, dealings with a London trading corporation, a meat market owner in Malaysia, and an Islamic center in Tucson, Arizona. Information about how money moved through an Abu Dhabi banking firm was found. A communication signed "Khalid Shaikh + Bojinka" was also found on Yousef's computer that threatened to attack targets "in response to the financial, political and military assistance given to the Jewish state in the occupied land of Palestine by the United States Government." The letter also said that the bombers claimed to have "ability to make and use chemicals and poisonous gas... for use against vital institutions and populations and the sources of drinking water." The letter also threatened to assassinate Fidel V. Ramos, the President of the Philippines at the time, as well as attack aircraft if the United States did not meet the group's demands. The letter said that the group claiming responsibility was the "Fifth Division of the Liberation Army".[7] The evidence found at the Doña Josefa filled three police vans. U.S. investigators did not find the connection with Khalid Sheikh Mohammed to al-Qaeda until several years later. The 9/11 attacks evolved from the original Bojinka plot Khalid Sheikh Mohammed decided that explosives were too risky to use in his next plot, and chose instead to use airplanes. The plot was later revised and executed during the September 11 attacks. Khalid Sheikh Mohammed was arrested in Rawalpindi, Pakistan in 2003. Yousef filed a motion for a new trial in 2001. The United States Court of Appeals for the Second Circuit heard the case on May 3, 2002, and announced on April 3, 2003 the decision that Yousef and his partners were to remain incarcerated.  

From John's website: John O. Graybill has been an active aviator for more than fifty years. He holds a commercial pilot certificate (single- and multiengine rating), glider rating, is a certified flight instructor, is an instrument pilot, has been designated by the Federal Aviation Administration as a master pilot, and has flown private airplanes all over the United States, Mexico, and Central America. He holds an MBA with studies in operations research and statistics. Mr. Graybill is the author of The Entrepreneur’s Road to Business Success and Personal Freedom. John has owned numerous aircraft, both powered and gliders. John's newest book, Private Airplane Passenger Safety, is now available at Amazon.

From the Pilot's Handbook of Aeronautical Knowledge: Density Altitude SDP is a theoretical pressure altitude, but aircraft operate in a nonstandard atmosphere and the term density altitude is used for correlating aerodynamic performance in the nonstandard atmosphere. Density altitude is the vertical distance above sea level in the standard atmosphere at which a given density is to be found. The density of air has significant effects on the aircraft’s performance because as air becomes less dense, it reduces: Power because the engine takes in less air Thrust because a propeller is less efficient in thin air Lift because the thin air exerts less force on the airfoils Density altitude is pressure altitude corrected for nonstandard temperature. As the density of the air increases (lower density altitude), aircraft performance increases; conversely as air density decreases (higher density altitude), aircraft performance decreases. A decrease in air density means a high density altitude; an increase in air density means a lower density altitude. Density altitude is used in calculating aircraft performance because under standard atmospheric conditions, air at each level in the atmosphere not only has a specific density, its pressure altitude and density altitude identify the same level. The computation of density altitude involves consideration of pressure (pressure altitude) and temperature. Since aircraft performance data at any level is based upon air density under standard day conditions, such performance data apply to air density levels that may not be identical with altimeter indications. Under conditions higher or lower than standard, these levels cannot be determined directly from the altimeter. Density altitude is determined by first finding pressure altitude, and then correcting this altitude for nonstandard temperature variations. Since density varies directly with pressure and inversely with temperature, a given pressure altitude may exist for a wide range of temperatures by allowing the density to vary. However, a known density occurs for any one temperature and pressure altitude. The density of the air has a pronounced effect on aircraft and engine performance. Regardless of the actual altitude of the aircraft, it will perform as though it were operating at an altitude equal to the existing density altitude. Air density is affected by changes in altitude, temperature, and humidity. High density altitude refers to thin air, while low density altitude refers to dense air. The conditions that result in a high density altitude are high elevations, low atmospheric pressures, high temperatures, high humidity, or some combination of these factors. Lower elevations, high atmospheric pressure, low temperatures, and low humidity are more indicative of low density altitude. Effect of Pressure on Density Since air is a gas, it can be compressed or expanded. When air is compressed, a greater amount of air can occupy a given volume. Conversely, when pressure on a given volume of air is decreased, the air expands and occupies a greater space. At a lower pressure, the original column of air contains a smaller mass of air. The density is decreased because density is directly proportional to pressure. If the pressure is doubled, the density is doubled; if the pressure is lowered, the density is lowered. This statement is true only at a constant temperature. Effect of Temperature on Density Increasing the temperature of a substance decreases its density. Conversely, decreasing the temperature increases the density. Thus, the density of air varies inversely with temperature. This statement is true only at a constant pressure. In the atmosphere, both temperature and pressure decrease with altitude and have conflicting effects upon density. However, a fairly rapid drop in pressure as altitude increases usually has a dominating effect. Hence, pilots can expect the density to decrease with altitude. Effect of Humidity (Moisture) on Density The preceding paragraphs refer to air that is perfectly dry. In reality, it is never completely dry. The small amount of water vapor suspended in the atmosphere may be almost negligible under certain conditions, but in other conditions humidity may become an important factor in the performance of an aircraft. Water vapor is lighter than air; consequently, moist air is lighter than dry air. Therefore, as the water content of the air increases, the air becomes less dense, increasing density altitude and decreasing performance. It is lightest or least dense when, in a given set of conditions, it contains the maximum amount of water vapor. Humidity, also called relative humidity, refers to the amount of water vapor contained in the atmosphere and is expressed as a percentage of the maximum amount of water vapor the air can hold. This amount varies with temperature. Warm air holds more water vapor, while cold air holds less. Perfectly dry air that contains no water vapor has a relative humidity of zero percent, while saturated air, which cannot hold any more water vapor, has a relative humidity of 100 percent. Humidity alone is usually not considered an important factor in calculating density altitude and aircraft performance, but it is a contributing factor. As temperature increases, the air can hold greater amounts of water vapor. When comparing two separate air masses, the first warm and moist (both qualities tending to lighten the air) and the second cold and dry (both qualities making it heavier), the first must be less dense than the second. Pressure, temperature, and humidity have a great influence on aircraft performance because of their effect upon density. There are no rules of thumb that can be easily applied, but the affect of humidity can be determined using several online formulas. In the first example, the pressure is needed at the altitude for which density altitude is being sought. Using Figure 4-2, select the barometric pressure closest to the associated altitude. As an example, the pressure at 8,000 feet is 22.22 "Hg. Using the National Oceanic and Atmospheric Administration (NOAA) website (www.srh.noaa.gov/ epz/?n=wxcalc_densityaltitude) for density altitude, enter the 22.22 for 8,000 feet in the station pressure window. Enter a temperature of 80° and a dew point of 75°. The result is a density altitude of 11,564 feet. With no humidity, the density altitude would be almost 500 feet lower.  

Official Air Force Biography: Lt. Gen. Jay B. Silveria is the Superintendent, U.S. Air Force Academy, Colorado Springs, Colorado. He directs a four-year regimen of military training, academics, athletic and character development programs leading to a Bachelor of Science degree and a commission as a second lieutenant. Prior to assuming his current position, General Silveria served as the Deputy Commander, U.S. Air Forces Central Command, and Deputy Commander, Combined Air Force Air Component, U.S. Central Command, Southwest Asia. As Deputy Commander, he was responsible for the command and control of air operations in a 20-nation area of responsibility covering Central and Southwest Asia, to include operations Resolute Support in Afghanistan, and Inherent Resolve in Iraq and Syria. He has previously served as Commander, U.S. Air Force Warfare Center, Nellis Air Force Base, Nevada, and Vice Commander, 14th Air Force, Air Forces Strategic at Vandenberg AFB, California, as well as Director, Security Assistance in the Office of Security Cooperation-Iraq. General Silveria grew up in an Air Force family and is a 1985 graduate of the U.S. Air Force Academy. He completed undergraduate pilot training in 1986. He is a command pilot with more than 3,900 hours in the T-37, T-38, F-15C/E, HH-60 and F-35A aircraft. He has flown combat sorties over the Balkans and Iraq and served as Vice Commander at Bagram Air Base in Afghanistan.

United Airlines Flight 173 was the watershed event that launched the establishment of Crew Resource Management (CRM) throughout the airline industry. That accident occurred thirty years ago. With the widespread acceptance of CRM in airline operations, one would surmise that crew communication issues would be a thing of the past. Unfortunately, that’s not the way it has worked out. We have no way to determine how many times a Captain has disregarded a First Officer’s suggestions or comments and there is no adverse effect, but we do   numerous accidents where this has been a causal factor. Take, for example, the case of Air Florida Flight 90, three years after Flight 173. During the takeoff roll, the First Officer expressed concern about the airplane’s performance. Three times the former F-15 pilot First Officer expressed concern. “That don't seem right, does it? Ah, that's not right.” The Captain answered, “Yes it is, there's eighty.”. Then, twelve seconds later, the First Officer said “Naw, I don't think that's right. Ah, maybe it is.”. Twelve more seconds and the First Officer said: “I don't know.”. So was this simply a case of the pre-CRM philosophy that “the Captain is God”, early in the use of CRM? After all, in the old days, the Captain WAS God! Consider Ernest Gann’s book Fate Is The Hunter, in which he recounts his Captain holding lit matches in front of his face as he flew a challenging instrument approach to minimums - with passengers aboard! But that was then, this is now, right? I wish that were true, but I believe there are still far too many of “Captain-God’s” out there. When I was flying for a major airline in Asia, on  several occasions I made errors (thankfully, all minor) and never heard a word from my First Officers. During our post-flight debriefing, I inquired why they had not advised me of a potential problem, especially since I had specifically briefed them to do so. (“I’d rather be embarrassed in the cockpit than on the evening news”). In EVERY case the response was, roughly, “Captain, I did not want to disagree with you”! I suspect there is a cultural aspect to this, wherein First Officers are used to being disregarded. In 2007 Garuda Indonesia Airways Flight 200 crashed following an unstable approach in which the First Officer repeatedly advised the Captain that the approach was unstabilized and to go around. The Captain ignored him, attempting to salvage a landing by descending at 4000 feet per minute, and crashed. In 2010 India Air Express Flight 812 also crashed on landing. The Captain was the pilot flying, and the first Officer had said “Go around” three times, the first being on two-mile final. Of the 160 passengers and crew, only 8 passengers survived. And, it apears to be a problem world-wide. First Air Flight 6560 crashed in 2011 attempting an ILS in Canada. The First Officer specifically advised the Captain that the GPS showed them off course to the right, and that the localizer was showing full-scale deflection. He also said “Go around”. Altogether, the First Offficer expressed clear concern THIRTEEN TIMES. Yet the Captain continued the approach. Everyone onboard died. Psychologists will tell us there are valid reasons for the pilot flying not wanting to go around when another crew member who has less professional image at stake has no problem abandoning the approach. Let me posit a concept that should appeal to EVERY pilot - money. When you go around, the flight lasts longer, and you get more flight pay! Depending on your operation, you may be required to submit some sort of report. So be it. Here’s a suggestion for First Officers: if you EVER experience a Captain ignoring your suggestion to go around, visit your chief pilot or Professional Standards Committee immediately! Let’s not lose sight of the requirement that common carriers, such as scheduled airlines, are REQUIRED to exercise the HIGHEST degree of safety in performing their duties. Unless you are operating in an emergency fuel situation, continuing an unstabilized approach does not satisfy that requirement. Bottom line: it’s not WHO is right, it’s WHAT is right!

Dr. Davidson grew up in a Navy family in California and Virginia and was commissioned as an Air Force second lieutenant in 1988. She flew combat support, airdrop, and humanitarian air mobility missions in the Pacific, Europe and the Middle East in both the Lockheed C-130 Hercules and the Boeing C-17 Globemaster cargo aircraft, and also served as an instructor pilot at the United States Air Force Academy. She was a Distinguished Graduate of Air Force Squadron Officers’ School and was the first woman to fly the Air Force’s tactical C-130.  Dr.  Davidson became president of Metropolitan State University of Denver on July 24, 2017. Her primary focus is on student retention and graduation – better serving the nearly 20,000 current students that call the University home and preparing them to launch into the workforce. While MSU Denver is a leader in educating Coloradans through programs relevant to the state’s economy, Davidson aims to build the institution’s reputation both nationally and internationally. She served as Under Secretary of the United States Navy from 2016 to 2017. She is the author of Lifting the Fog of Peace: How Americans Learned to Fight Modern War, a study of organizational learning and institutional change within the U.S. military. Following the conclusion of her Air Force career in 1998, Davidson pursued doctoral studies in international affairs at the University of South Carolina. From 2006 to 2008, she served as Director of Stability Operations Capabilities within the office of the Assistant Secretary of Defense (Special Operations/Low Intensity Conflict). She was founding director of the Consortium for Complex Operations, later renamed the Center for Complex Operations (CCO), a research center within the National Defense University that studies military and civilian coordination in stability operations. From 2009 to 2012, she served as Deputy Assistant Secretary of Defense for Plans, where she oversaw the formulation and review of military war plans and global force posture policy. She was recognized with the Secretary of Defense Medal for Outstanding Public Service. Following her service in the Pentagon, Dr. Davidson became an Assistant Professor in the Graduate School of Public Policy at George Mason University, where she taught courses on national security policy and civil-military relations. On January 17, 2014, Dr. Davidson accepted the position of Senior Fellow for Defense Policy at the Council on Foreign Relations. During this time, Davidson also served as a presidentially appointed member of the National Commission on the Structure of the Air Force, which recommended changes to service structure and management policies, as well as a member of the Reserve Forces Policy Board. On September 18, 2015, it was announced that she had been nominated by President Barack Obama to become Under Secretary of the United States Navy.She was confirmed by the United States Congress and assumed her post on March 17, 2016. On February 14, 2017, Metropolitan State University of Denver announced that Dr. Davidson would become the next president of the university.  

From Wikipedia: The choice of material used to construct the runway depends on the use and the local ground conditions. For a major airport, where the ground conditions permit, the most satisfactory type of pavement for long-term minimum maintenance is concrete. Although certain airports have used reinforcement in concrete pavements, this is generally found to be unnecessary, with the exception of expansion joints across the runway where a dowel assembly, which permits relative movement of the concrete slabs, is placed in the concrete. Where it can be anticipated that major settlements of the runway will occur over the years because of unstable ground conditions, it is preferable to install asphaltic concrete surface, as it is easier to patch on a periodic basis. For fields with very low traffic of light planes, it is possible to use a sod surface. Some runways also make use of salt flat runways. For pavement designs, borings are taken to determine the subgrade condition, and based on the relative bearing capacity of the subgrade, the specifications are established. For heavy-duty commercial aircraft, the pavement thickness, no matter what the top surface, varies from 10 in (250 mm) to 4 ft (1 m), including subgrade. Airport pavements have been designed by two methods. The first, Westergaard, is based on the assumption that the pavement is an elastic plate supported on a heavy fluid base with a uniform reaction coefficient known as the K value. Experience has shown that the K values on which the formula was developed are not applicable for newer aircraft with very large footprint pressures. The second method is called the California bearing ratio and was developed in the late 1940s. It is an extrapolation of the original test results, which are not applicable to modern aircraft pavements or to modern aircraft landing gear. Some designs were made by a mixture of these two design theories. A more recent method is an analytical system based on the introduction of vehicle response as an important design parameter. Essentially it takes into account all factors, including the traffic conditions, service life, materials used in the construction, and, especially important, the dynamic response of the vehicles using the landing area. Because airport pavement construction is so expensive, manufacturers aim to minimize aircraft stresses on the pavement. Manufacturers of the larger planes design landing gear so that the weight of the plane is supported on larger and more numerous tires. Attention is also paid to the characteristics of the landing gear itself, so that adverse effects on the pavement are minimized. Sometimes it is possible to reinforce a pavement for higher loading by applying an overlay of asphaltic concrete or portland cement concrete that is bonded to the original slab. Post-tensioning concrete has been developed for the runway surface. This permits the use of thinner pavements and should result in longer concrete pavement life. Because of the susceptibility of thinner pavements to frost heave, this process is generally applicable only where there is no appreciable frost action. Runway descriptions Macadam is a type of road construction, pioneered by Scottish engineer John Loudon McAdam around 1820, in which single-sized crushed stone layers of small angular stones are placed in shallow lifts and compacted thoroughly. A binding layer of stone dust (crushed stone from the original material) may form; it may also, after rolling, be covered with a binder to keep dust and stones together. The method simplified what had been considered state of the art at that point. Tarmac is tar on top of macadam, initially called tarmacadam, patented in 1902. Tarmac is now used as a generic term.

Vincent Aiello (aka "Jell-O") took his first airplane flight when he was 11 years old, and was smitten. He attended UCLA, majoring in Mathematics, and then entered the Navy. He was initially assigned as a life guard while waiting for flight training, then finally started his flying. He flew the T-34, the T-2 and the TA-4 while in training. After his initial training, he flew the FA-18 at El Toro, then flew at Cecil Field. His first deployment was on the USS George Washington. He later attended TOPGUN and remained on staff as an instructor. Following 25 years of service, he retired from the Navy and, somewhat reluctantly, became n airline pilot. Jell-O is the host of the Fighter Pilot Podcast, where he interviews fighter pilots from all branches of the service in captivating episodes.

From Wikipedia: The Berlin Blockade (24 June 1948–12 May 1949) was one of the first major international crises of the Cold War. During the multinational occupation of post–World War II Germany, the Soviet Union blocked the Western Allies' railway, road, and canal access to the sectors of Berlin under Western control. The Soviets offered to drop the blockade if the Western Allies withdrew the newly introduced Deutsche mark from West Berlin. The Western Allies organized the Berlin airlift (26 June 1948–30 September 1949) to carry supplies to the people of West Berlin, a difficult feat given the size of the city's population. Aircrews from the United States Air Force, the British Royal Air Force, the French Air Force, the Royal Canadian Air Force, the Royal Australian Air Force, the Royal New Zealand Air Force, and the South African Air Force flew over 200,000 flights in one year, providing to the West Berliners up to 8,893 tons of necessities each day, such as fuel and food. The Soviets did not disrupt the airlift for fear this might lead to open conflict.` By the spring of 1949, the airlift was clearly succeeding, and by April it was delivering more cargo than had previously been transported into the city by rail. On 12 May 1949, the USSR lifted the blockade of West Berlin. The Berlin Blockade served to highlight the competing ideological and economic visions for postwar Europe.

Leland Stolberg volunteered for military duty immediately after graduating high school, right after the attack on Pearl Harbor. He was trained as a Radio Operator, and flew in that position on the C-46 aircraft on missions flying over the "Hump", resupply missions flown from Assam, India to China in support of American and Chinese forces. The mission was extremely hazardous because of enroute weather challenges and poor single-engine performance. Altogether almost 1700 American crewmembers were lost in this operation. Leland once had a very close call when his plane lost an engine. He went to the cargo area and dropped all of the 55-gallon fuel drums of cargo to lighten the plane enough for it to maintain altitude. From Wikipedia: The Hump was the name given by Allied pilots in the Second World War to the eastern end of the Himalayan Mountains over which they flew military transport aircraft from India to China to resupply the Chinese war effort of Chiang Kai-shek and the units of the United States Army Air Forces (AAF) based in China. Creating an airlift presented the AAF a considerable challenge in 1942: it had no units trained or equipped for moving cargo, and no airfields existed in the China Burma India Theater (CBI) for basing the large number of transports that would be needed. Flying over the Himalayas was extremely dangerous and made more difficult by a lack of reliable charts, an absence of radio navigation aids, and a dearth of information about the weather. The task was initially given to the AAF's Tenth Air Force, and then to its Air Transport Command(ATC). Because the AAF had no previous airlift experience as a basis for planning, it assigned commanders who had been key figures in founding the ATC in 1941–1942 to build and direct the operation, which included former civilians with extensive executive experience operating civil air carriers. Originally referred to as the "India–China Ferry", the successive organizations responsible for carrying out the airlift were the Assam–Burma–China Command. (April–July 1942) and the India-China Ferry Command (July–December 1942) of the Tenth Air Force; and the Air Transport Command's India-China Wing (December 1942 – June 1944) and India-China Division (July 1944 – November 1945). The operation began in April 1942, after the Japanese blocked the Burma Road, and continued daily to August 1945, when the effort began to scale down. It procured most of its officers, men, and equipment from the AAF, augmented by British, British-Indian Army, Commonwealth forces, Burmese labor gangs and an air transport section of the Chinese National Aviation Corporation(CNAC). Final operations were flown in November 1945 to return personnel from China. The India–China airlift delivered approximately 650,000 tons of materiel to China at great cost in men and aircraft during its 42-month history. For its efforts and sacrifices, the India–China Wing of the ATC was awarded the Presidential Unit Citation on 29 January 1944 at the personal direction of President Franklin D. Roosevelt, the first such award made to a non-combat organization.

From the Washington Post, 20 June 2018: The FBI in Maryland is warning travelers taking to the skies this summer to be cautious as airlines nationwide have seen a recent spike in the number of sexual assaults reported on commercial flights. The assaults, which typically occur on long overnight flights, are “increasing every year . . . at an alarming rate,” said David Rodski, an FBI special agent assigned to investigate crimes out of Baltimore-Washington International Marshall Airport. “This is statistically still very rare; however, it is very good ­advice for people traveling to have situational awareness,” said Rodski, one of several law enforcement officials who gathered at the airport Wednesday to warn travelers about the disturbing trend. In 2014, airline passengers ­reported 38 instances of sexual assault on flights, compared with 63 reports in 2017, according to the FBI. Rodski said the reports are coming from airports across the country and urged passengers to flag assaults immediately so law enforcement officials can effectively investigate and prosecute the cases. “What we’re finding is a lot of people do not report the act” or report long after the incident occurs, Rodski said. “Hit that call button . . . notify the flight crew immediately.” Brian Nadeau, assistant special agent in charge of the FBI’s Baltimore Division, said sexual assault on an airplane falls within the FBI’s jurisdiction and is a federal crime that carries a penalty of up to 10 years in prison. Nadeau said assaults range from strangers grazing other passengers to explicit acts. The assaults typically involve alcohol, a passenger who is asleep, or someone who is sitting in a middle or window seat when the cabin lights are darkened. Nadeau warned passengers on red-eye flights to be particularly careful if they’ve taken medication or sleep aids. “We find offenders will often test their victims, sometimes brushing up against them to see how they will react or if they will wake up,” Nadeau said. “Do not give these offenders the benefit of the doubt.” Renee Murrell, an FBI victim specialist in Baltimore, said many sexual assaults on airplanes go unreported because victims are ashamed or blame themselves. “They are very scared and they don’t know what to expect,” Murrell said. In some cases of passengers assaulted while they’re asleep, “you wake up and you really don’t know what happened.” Paul Hudson, president of the airline consumer organization Flyers Rights, said victims may not be reporting assaults on airplanes because the process can be onerous and flight attendants do not always have clear guidelines for how to handle complaints. Hudson and others have called on lawmakers to pass legislation that would create standards for enforcement and reporting. “If you’re a victim of a crime on the ground, what do you do?” said Hudson, who is an attorney and represented rape victims in New York. “You call 911 and report it to a police officer. But if you’re in an airplane, you can’t do that. You have to report through a flight attendant, and they have to report it to the captain, and the captain has to report it to a ground supervisor for the airline. . . . In many cases, too much time has passed.” The union representing flight attendants recently conducted a survey asking about reports of passenger-on-passenger sexual assaults. About 20 percent of 2,000 flight attendants who responded said they had received a report of a passenger-on-passenger assault while working, but law enforcement got involved only half the time. They complained that airlines often do not offer written guidance or training on how to handle such reports, the union said, with flight attendants relying on their own “resourcefulness” to intervene.

Pam Mannon was transfixed by aviation ever since she was a child. When she told her parents she wanted to be a pilot, they were not too happy. In fact, since they were both college professors, they wanted Pam to avail herself of the free tuition at their school rather than attending Embry-Riddle Aeronautical University (ERAU). Pam created a win-win solution by attending their school until attaining all the credits that could be transferred to ERAU, then completed her education at ERAU. She later earned a dual Master's Degree from ERAU in Aerospace Operations and Human Factors. Once she graduated with all the ratings, she worked at numerous aviation jobs, from managing an FBO front desk to flying as copilot in various jets. She eventually became a flight Instructor at FlightSafety International, and subsequently became a pilot and instructor for Continental Express. For the past 15 years Pam has been a pilot for Honeywell Aerospace, and as the Lead Program Pilot she travels internationally to conduct training, and also flies operational missions.

Dynamic Hydroplaning: Water on the runways reduces the friction between the tires and the ground and can reduce braking effectiveness. The ability to brake can be completely lost when the tires are hydroplaning because a layer of water separates the tires from the runway surface. This is also true of braking effectiveness when runways are covered in ice. When the runway is wet, the pilot may be confronted with dynamic hydroplaning. Dynamic hydroplaning is a condition in which the aircraft tires ride on a thin sheet of water rather than on the runway’s surface. Because hydroplaning wheels are not touching the runway, braking and directional control are almost nil. To help minimize dynamic hydroplaning, some runways are grooved to help drain off water; most runways are not. Tire pressure is a factor in dynamic hydroplaning. Using the simple formula of 8.6 times the square root of the tire pressure in p.s.i., a pilot can calculate the minimum speed, in knots, at which hydroplaning begins. In plain language, the minimum hydroplaning speed is determined by multiplying the square root of the main gear tire pressure in psi by nine. For example, if the main gear tire pressure is at 36 psi, the aircraft would begin hydroplaning at 54 knots. Landing at higher than recommended touchdown speeds exposes the aircraft to a greater potential for hydroplaning. And once hydroplaning starts, it can continue well below the minimum initial hydroplaning speed. On wet runways, directional control can be maximized by landing into the wind. Abrupt control inputs should be avoided. When the runway is wet, anticipate braking problems well before landing and be prepared for hydroplaning. Opt for a suitable runway most aligned with the wind. Mechanical braking may be ineffective, so aerodynamic braking should be used to its fullest advantage. Viscous Hydroplaning: Slippery surfaces can cause tires to slip. One of the most common factors is rubber build-up on the runway, generally in the touchdown zone. From Wikipedia: Viscous aquaplaning is due to the viscous properties of water. A thin film of fluid no more than 0.025 mm in depth is all that is needed. The tire cannot penetrate the fluid and the tire rolls on top of the film. This can occur at a much lower speed than dynamic aquaplane, but requires a smooth or smooth-acting surface such as asphalt or a touchdown area coated with the accumulated rubber of past landings. Such a surface can have the same friction coefficient as wet ice. From Wikipedia: Reverted Rubber Hydroplaning: Reverted rubber (steam) aquaplaning occurs during heavy braking that results in a prolonged locked-wheel skid. Only a thin film of water on the runway is required to facilitate this type of aquaplaning. The tire skidding generates enough heat to change the water film into a cushion of steam which keeps the tire off the runway. A side effect of the heat is it causes the rubber in contact with the runway to revert to its original uncured state. Indications of an aircraft having experienced reverted rubber aquaplaning, are distinctive 'steam-cleaned' marks on the runway surface and a patch of reverted rubber on the tire. Reverted rubber aquaplaning frequently follows an encounter with dynamic aquaplaning, during which time the pilot may have the brakes locked in an attempt to slow the aircraft. Eventually the aircraft slows enough to where the tires make contact with the runway surface and the aircraft begins to skid. The remedy for this type of aquaplane is for the pilot to release the brakes and allow the wheels to spin up and apply moderate braking. Reverted rubber aquaplaning is insidious in that the pilot may not know when it begins, and it can persist to very slow groundspeeds (20 knots or less).

Scott Weaver hails from a long line of pilots, starting with his grandfather, Leo Purington, who had a 4-digit pilot certificate number. Scott was immersed in aviation from a young age, but had initially aspired to a career as a professional baseball player. Finally, the flying bug bit him, and he entered the Air Force and attended Undergraduate Pilot Training (UPT). Following UPT, he stayed in Air Training Command as a First Assignment Instructor Pilot (FAIP), instructing student pilots. Then it was time for him to get his fighter assignment, and he selected the F-16. Scott continued to fly the F-16 for the rest of his career, including his time in the DC Air Guard. He retired from the Guard as a Lieutenant Colonel. After leaving active duty, Scott hired on with a major airline, and currently flies B777's on international routes. Scott also wrote a book that chronicles the history of Thunderbird Field and his family's role in that history. As part of his research, he met Jerry Yellin, the pilot who flew the last combat mission of World War II, who trained at Thunderbird Field.

From Flying Magazine: "In all, an estimated 13,000 Allied aircraft participated in the D-Day operations. It remains the single largest aerial operation in history. As it was an unprecedented action, it was a learning process, and there were fundamental misunderstandings about how aircraft would operate and interact. The operation was so critical and so complex that commanders made clear early on that they were willing to accept great losses in order to establish a beachhead." From History on the Net: "However, success was not achieved without cost. During June 1944 the Eighth and Ninth Air Forces lost 904 aircraft: 284 in aerial combat, 400 to flak, and 220 operationally. The total included 320 Eighth Air Force B-17s and B-24s plus 44 B-26s and A-20s of the Ninth Air Force. Combined Eighth and Ninth fighter losses amounted to 540 Thunderbolts, Lightnings, and Mustangs." From Smithsonian Air and Space Museum: "The planners feared friendly fire - anti-aircraft fire from Allied naval vessels and Allied troops - against their own air flotilla, and pilots mistakenly engaging in dogfights against their own comrades in arms. The existing system for identifying friendly aircraft, Identification Friend or Foe, would in all probability be overwhelmed by the sheer number of aircraft over the beaches. To avoid fratricidal incidents, the D-Day planners called for paint and brushes, and ordered that the aircraft of the Allied Expeditionary Air Force and supporting units be painted with alternating black and white stripes on wings and fuselage - 18 inches wide on single-engine aircraft, and 24 inches wide for twin-engined craft. They were called invasion stripes." D-Day stripes article https://airandspace.si.edu/stories/editorial/stripes-d-day From Wikipedia: "CG-4As went into operation in July 1943 during the Allied invasion of Sicily. They were flown 450 miles across the Mediterranean from North Africa for the night-time assaults such as Operation Ladbroke. Inexperience and poor conditions contributed to the heavy losses. They participated in the American airborne landings in Normandy on 6 June 1944, and in other important airborne operations in Europe and in the China Burma India Theater. Although not the intention of the Army Air Forces, gliders were generally considered expendable by high-ranking European theater officers and combat personnel and were abandoned or destroyed after landing. While equipment and methods for extracting flyable gliders were developed and delivered to Europe, half of that equipment was rendered unavailable by certain higher-ranked officers. Despite this lack of support for the recovery system, several gliders were recovered from Normandy and even more from Operation Market Garden in the Netherlands and Wesel, Germany."

Kathleen (Kay) Hilbrandt started taking flying lessons in 1942, and in 1943 was accepted into the Womens Airforce Service Pilot (WASP) program. She attend Army Air Corps flight training (the same course as male pilots) in 1944, flying PT-17s, BT-13s and AT-6s. Then she served as a safety pilot in Eagle Pass, Texas, for aviation cadets performing instrument flights "under the hood". After the war, when the WASP was disbanded, she joined the Ninety Nines and returned to New Jersey to work for Bendix Aviation Corporation. Following that, she was a flight instructor, training veterans who were using their GI Bill to obtain flight training. In 1960 she flew in the All Women Transcontinental Air Race ("Powder Puff Derby") in a Cessna 172. In 2010 the WASP were awarred the Congressional gold Medal for their service during WWII. In 2013 Kay received the Wright Brothers Master Pilot Award. She continues to fly for pleasure.

As part of ATC modernization (NextGen), the FAA will be shutting down 308 VORs of the roughly 1000 in use right now in the United States. They will continue to operate VORs that provide coverage above 5000 feet over the entire continental United States (CONUS). This will provide Hazardous Inflight Weather Advisory Service (HIWAS) continuity. They will also retain VORs that are used with VOR, localizer and ILS approaches, and those in mountainous terrain and those used by the military. This will leave what is called the Minimum Operational Network (MON) for use in the event of GPS interruption. Phase I: From 2016 to 2020, the FAA will decommission 74 VORs. Phase II: Between 2021 and 2025, the remaining 234 VORs will be decommissioned. If a VOR is shut down, it SHOULD be shown with a cross-hatch on aeronautical charts. It will continue to be REALLY IMPORTANT for pilots to always check NOTAMS that pertain to their route of flight! The FAA plan is shown here. General Aviation pilots should continue to hone their map-reading skills!

George E. Hardy in March 1943, at the age of 17, passed the written and physical examinations for the US Army Aviation Cadet program.  In July 1943 he was called to active duty and sent to Keesler Army Air Field, Biloxi, Mississippi, for basic training.  In September 1943 he was assigned to the 320th College Training Detachment at Tuskegee Institute in Alabama.  His group was scheduled to take college-level courses, at Tuskegee Institute, for a period of five months. This training was cut short in the beginning of December, as his group was transferred to Tuskegee Army Air Field (TAAF) for Aviation Cadet training, as part of Class 44-H.  In September 1944 he graduated as a single-engine pilot and was commissioned a Second Lieutenant in the U.S. Army. In November he was transferred to Walterboro AAF in South Carolina for combat flying training in P-47 aircraft.  This combat flying training was completed in early February 1945, and he was shipped overseas to Italy.  In Italy, he was assigned to the 99th Fighter Squadron, 332nd Fighter Group, where he flew 21 combat missions over Germany in P-51 aircraft.  Those missions were mainly high-altitude escort missions of heavy bombers, but many of the missions also included strafing of ground targets.  He returned from Italy in August 1945 and served at TAAF, until it closed in the summer of 1946.  In July 1946 he was transferred to Lockbourne AAF, Ohio where he was assigned to the 99th Fighter Squadron, flying P-47 aircraft. He was discharged from active duty in November 1946. He attended New York University, School of Engineering, in the Bronx, from September 1947 to May 1948. He was recalled to active duty at Lockbourne Air Force Base (LAFB), Ohio, in June 1948.  He was assigned to the 301st Fighter Squadron, 332nd Fighter Group, flying P-47 aircraft.  In September 1948 he was reassigned as a student in the Airborne Electronics Maintenance Officers Course at Keesler AFB, Mississippi.  The course of study covered radar and long-range navigational equipment on fighter and bomber aircraft.  He graduated in August 1949.  In July 1949 the USAF instituted racial integration and personnel at Lockbourne AFB were reassigned to Air Force bases worldwide.  After graduation in August 1949, he was transferred to the 19th Bomb Group (B-29 Aircraft) on the island of Guam. He was further assigned to the 28th Bomb Squadron as a maintenance officer. His primary job was supervising about 25 airmen in maintenance of electronic equipment on the assigned aircraft.  As a pilot he was also required to fly and was assigned as a copilot on a B-29 aircrew.  The Korean War started 25 June 1950, and the 19th Bomb Group was transferred to Kadena Air Base, Okinawa. He flew 45 combat missions over Korea in the B-29 aircraft. In March 1951 he returned to the states and was assigned to 6th Bomb Wing, at Walker AFB in New Mexico, as a maintenance officer. In June 1951 he was transferred to Lowry AFB, Denver, Colorado for seven months training as an Armament Systems maintenance officer, specifically on B-36 aircraft.  The B-36 aircraft was the largest aircraft in the Air Force, capable of intercontinental bombing missions without refueling.  The armament systems field included not only the electronic navigational and bombing systems but also included the retractable gun turrets and maintenance and loading of the bomb bays.  After the training at Lowry he was transferred back to Walker AFB and in December 1952 he was transferred to Carswell AFB, Ft Worth, Texas. He became part of the 42nd Bomb Wing (B-36 aircraft) and in March 1953 the wing was transferred to Limestone AFB, Maine. He served as a maintenance officer in the 42nd Armament and Electronics Maintenance Squadron (AEMS), until August 1955. In August 1955 he transferred to the United States Air Force Institute of Technology at Wright Patterson AFB, Dayton Ohio.  He entered the undergraduate engineering program and in August 1957, received a Bachelor of Science Degree in Electrical Engineering. In September 1957 he was assigned to the 3rd AEMS, 3rd Bomb Wing (B- 57, Canberra aircraft) at Johnson Air Base, Japan.  He was soon assigned as Maintenance Supervisor, a position he held for almost 3 years. The 3rd Bomb Wing  areas of operations were in Japan, Korea and Okinawa. He became jet-qualified as a pilot and in 1959 he received the aerial rating of Command Pilot. In June 1960 he was promoted to the grade of Major. In November 1960 he transferred to Plattsburgh AFB, New York.  He was assigned as Squadron Commander of the 4108th AEMS, in the 4108th Air Refueling Wing (KC–97aircraft).  In the second half of 1962 his squadron held the 8th Air Force trophy for best AEMS squadron.  In November 1962 he was notified by the Air Force Institute of Technology of his eligibility to apply for a new graduate level systems engineering course specializing in reliability engineering.  He applied for the course and was reassigned, in January 1963, to the USAF Institute of Technology, at Wright Patterson AFB, Dayton Ohio.  In August 1964 he graduated with a Master of Science Degree in Systems Engineering - Reliability. In September 1964 he was assigned to the Electronic Systems Division of Air Force Systems Command, at  Hanscom  AFB, Massachusetts.  In 1965 he received his promotion to the grade of Lt. Col.  In August 1966 he was assigned as Chief of Engineering and Program Manager, for the Development, Installation and Cutover of the 490L Overseas AUTOVON (AUTOmatic VOice Network) Communications Switches, part of the Department of Defense first worldwide direct dial telephone system.  The AUTOVON services within the continental United States was provided by the various telephone companies.  With completion of the overseas switches, the Department of Defense and other government agencies would have almost worldwide, direct dial telephone access.  The initial sites in Europe, Panama and the Pacific were successfully cut over in 1969. At the end of 1969 he received notice of a flying assignment in Vietnam and was provided with refresher flight training as an AC-119K Gunship Aircraft Commander. He was assigned to the 18th Special Operations Squadron at Phan Rang Air Base in Vietnam in April 1970.  Although the squadron headquarters was at Phan Rang Air Base, the aircraft were located at two operating locations, one at Udorn Air Base, in Thailand, and the other at DaNang Air Base in Vietnam.  He was assigned as the Operating Location Commander at Udorn Air Base, Thailand through August 1970.  Missions were flown at night over northern Laos searching for truck traffic from North Vietnam.  In September 1970 he was transferred to DaNang Air Base in Vietnam as Operating Location Commander.  Missions were flown at night over central portions of Laos looking for truck traffic from North Vietnam.  He flew 70 combat missions before returning to the states in April 1971. In May of 1971 he  was assigned to the Inspector General's office at Air Force Systems Command,  Andrews AFB in Maryland.  He served in the IG's office until November 1971 when he retired with the rank of Lieutenant Colonel. His decorations include the Distinguished Flying Cross with Valor, the Air Medal with eleven (11) Oak Leaf Clusters, and the Commendation Medal with one Oak Leaf Cluster.  

This past weekend I attend an outstanding workshop in Los Angles. Forty-eight veterans were selected to participate. The selection process was fairly intense - I had applied last year and was not selected, so I felt very honored to participate. I was there to see if I could develop a theatrical treatment of my Hamfist series. The workshop was held at the Writers Guild Foundation. The Foundation describes itself as "a non-profit organization that serves as the premier resource for emerging writers and movie and TV lovers in Hollywood. boasting a vast toolbox for writers, the Foundation is unmatched in its mission to promote and preserve the craft, history and voices of screen storytelling through its Library, Archives, Programs and Events". The Veterans Writing Project receives funding from donors and sponsors, including Final Draft, a software program that each participant received. Attendees were divided into eight groups of six participants, all veterans. On the first day, in our individualized groups, we worked on Premise/Concept and Story/Structure. On the second day, we worked on Character and Dialog/Scene. We were guided by Mentors, all experienced, working, script-writers, and had an awesome two-hour presentation by Academy Award-nominated screenwriter Billy Ray (Hunger Games, Captain Phillips). I really enjoyed the workshop, and realize I have a lot of work to do to turn my novel series into a movie. Fortunately, the Foundation will be holding our hands for the next year, with monthly workshops in L.A. and video conferencing for those of us who don't live nearby. Altogether, this was a fantastic experience, and I would encourage any veterans who have a story to tell to consider applying. You can get more information on the Project's website.

From Jacqui's website: Jacquie traces her love of flying her to her earliest days, when, as a newborn, her first outing was to the Los Angeles County Airport Air Show. Her pilotfather’s interest in airplanes and flying inspired Jacquie to want to dream of flying. Jacquie spent many years dreaming of flying but was unable to do much about it until years later after working and saving her money. By the time she was 32 years old, she decided she was tired of hearing herself say “I wish I could fly and airplane”. She enrolled in ground school and the rest is history, as they say. She earned her Private Pilot certificate in 1987 and shortly thereafter was introduced to the world of aerobatics. Shortly thereafter a friend offered her a ride in a Pitts Special and she jumped at the chance to do a different kind of flying. With that first flight of loops, rolls, spins and a few other very scary maneuvers, she was instantly hooked on aerobatics. Once she discovered aerobatics, there was no question in her mind she was destined for aerobatic flying. It took 10 years longer to save enough money to take aerobatic lessons, but save she did and took her first “formal” aerobatic lesson in July 1997. She joined the International Aerobatic Club in August 2000 and for the next 4 years she flew aerobatic competition. She raced her biplane at the Reno Air Races from 2001 through 2004 to learn a whole new kind of flying. Jacquie is now flying an Extra 300 monoplane. She made the switch from a biplane of many years to something new. Her beautiful red Extra is faster, more capable of gyroscopic maneuvers and has two seats! She can now give rides and share her love and passion of flying with others across the country. She holds a Commercial Certificate in land-based aircraft as well as a seaplane rating and holds a Level 1 ACE card which allows her to perform air shows down to the surface. Jacquie B has earned her wings. She no longer qualifies as a newcomer flying for gas-and-a-hot-dog, as the saying goes. Her time has come. With over 3,200 flight hours and more than 1100 coast-to-coast air show performances behind her, Jacquie has proven that she has the talent, stamina, discipline and guts to reach beyond the limits placed on her by naysayers. In fact, she broke even more stringent cultural boundaries when she became the first female solo pilot to perform at the 2010 Al Ain Aerobatic Show in the United Arab Emirates. Jacquie is a powerful inspiration to the millions of fans who realize that they too can accomplish great things in life. Jacquie spends a large part of her time as a role model by way of speaking to kids at schools, speaking to civic groups, private groups, and particularly groups of women and young girls. In March 2013, she organized a week-long program to offer airplane rides to young girls and women of all ages in a concerted effort to introduce them to the joys of flight and all things aviation. Jacquie flew 31 girls/women with the help of several other pilots during that week and made some life-long friends! Most had never been in a small airplane before. And the first two riders – Mom and her high school aged daughter, both said at the conclusion of their ride that they “needed to buy an airplane”!! Poor Dad didn’t know what to do! But the result is these girls/women got to experience something they always wanted to do and may someday go on to do great things in aviation. “We must give back” says Warda. “Our real job is to educate others of the vast opportunities in the world of aviation and share our passion and make sure others learn about and experience what we love so much. We must help others get started down the path of achieving their dreams, and by simply giving a ride in an airplane, it works! It’s a small gesture but makes a HUGE impact on the lives of many”.  

In Episode 149 we discussed how to fly a 3-degree visual approach. In this episode we talk about how to fly a manual ILS approach, i.e., an approach flown without a flight director. If you are planning to fly to an airport with an operable ILS, a little flight planning goes a long way. You can check weather forecasts for your destination and determine the probable runway that will be in use when you arrive, along with the forecast temperature and wind. You need this information to plan your approach. To start, calculate the true airspeed of your aircraft at the anticipated landing weight when you arrive at your destination. Depending on your aircraft, this can vary considerably depending on weight. Now, consult your performance charts to determine your approach speed in indicated airspeed (IAS). Use your IAS to calculate the true airspeed (TAS) for your approach. If you are operating into a sea level airport on a standard day, IAS an TAS are close to each other, but if you are flying your approach to a high-altitude airport there can be a considerable difference between IAS and TAS. The proper way to do this is to use your E6B computer, as explained in RFT 148. The fall-back method is to increase your IAS by 2 percent for each  1000 feet of altitude to determine TAS. For example, if you are flying 90 knots IAS at 5000 feet pressure altitude, your IAS would be 99 knots (90 knots plus 10 percent of 90). You need this TAS to use the wind side of your E6B, as explained in RFT Episode 146. Perform a wind-side calculation to determine your groundspeed and wind correction angle for the approach. Now, to stay on a nominal 3-degree ILS glide slope, descend at 1/2 your groundspeed times 10. If your groundspeed is 99 knots, descend at 500 feet per minute. When you intercept the localizer, apply the wind correction angle to the final approach course to get an initial approach heading. ASSIGN yourself headings and descent rates, and you will find that it's relatively easy to fly an ILS with the needles centered, even without a flight director! When you get to minimums and see the runway, don't change a thing!

Ageless Aviation Dreams Foundation is a manifestation of the passion of the Fisher family for seniors and for aviation. To understand this passion and the history of the Foundation, you need only look at the personal and professional legacy of the Fisher Family. William L. and Dorothy Fisher started the family’s aviation heritage in 1940. Their love for the freedom of flight now transcends through four generations of pilots.  William purchased a Stearman for $1,200 but later sold the airplane.  They also had a very soft spot in their hearts for the aging and, in 1965, decided to open a senior health care facility in Roseburg, Oregon. Since then, aviation and senior care and service have become a lifetime priority for 3 generations of the Fisher family. In the spring of 2011, William Fisher, son of William L. and Dorothy, and his son Darryl, decided to fulfill a life-long dream. They traveled throughout the United States, giving veterans and seniors in long-term care communities, an opportunity to fly in a newly restored Boeing Stearman aircraft. Darryl was so moved by the positive emotions generated by the trip that he and his wife, Carol, decided to establish the non-profit organization, Ageless Aviation Dreams Foundation, as a tribute to seniors and United States veterans. Carol Fisher states, “The Fisher’s have always enjoyed sharing their love of aviation with anyone and everyone that has an interest in flying. Ageless Aviation Dreams Foundation is the Fisher family’s way of giving back to those that sacrificed so much to help build this great nation”.

FAR 91.25 briefly discusses the NASA Aviation Safety Reporting Program. In many respects, it's a "get out of jail" card to avoid enforcement action. The program is explained in Advisory Circular AC 00-46E. Enforcement Action. When determining the type and extent of the enforcement action to take in a particular case, the FAA will consider the following factors: (1) Nature of the violation; (2) Whether the violation was inadvertent or deliberate; (3) The certificate holder’s level of experience and responsibility; (4) Attitude of the violator; (5) The hazard to safety of others, which should have been foreseen; Par 7 Page 3 AC 00-46E 12/16/11 (6) Action taken by employer or other government authority; (7) Length of time which has elapsed since the violation; (8) The certificate holder’s use of the certificate; (9) The need for special deterrent action in a particular regulatory area or segment of the aviation community; and (10) Presence of any factors involving national interest, such as the use of aircraft for criminal purposes. Enforcement Restrictions. The FAA considers the filing of a report with NASA concerning an incident or occurrence involving a violation of 49 U.S.C. subtitle VII or the 14 CFR to be indicative of a constructive attitude. Such an attitude will tend to prevent future violations. Accordingly, although a finding of violation may be made, neither a civil penalty nor certificate suspension will be imposed if: (1) The violation was inadvertent and not deliberate; (2) The violation did not involve a criminal offense, accident, or action under 49 U.S.C. § 44709, which discloses a lack of qualification or competency, which is wholly excluded from this policy; (3) The person has not been found in any prior FAA enforcement action to have committed a violation of 49 U.S.C. subtitle VII, or any regulation promulgated there for a period of 5 years prior to the date of occurrence; and (4) The person proves that, within 10 days after the violation, or date when the person became aware or should have been aware of the violation, he or she completed and delivered or mailed a written report of the incident or occurrence to NASA.  

Christina Olds is the daughter of Robin Olds, an American fighter pilot and general officer in the U.S. Air Force. He was a "triple ace", with a combined total of 16 victories in World War II and the Vietnam War. He retired in 1973 as a brigadier general. After her father's death, Christina spent years combing through her father's notes, diaries and unfinished memoir to complete a captivating, intimate memoir of the consummate fighter pilot. The son of Army Air Forces Major General Robert Olds, educated at West Point, and the product of an upbringing in the early years of the U.S. Army Air Corps, Olds epitomized the youthful World War II fighter pilot. He remained in the service as it became the United States Air Force, despite often being at odds with its leadership, and was one of its pioneer jet pilots. Rising to the command of two fighter wings, Olds is regarded among aviation historians, and his peers, as the best wing commander of the Vietnam War, for both his air-fighting skills, and his reputation as a combat leader.[4] Olds was promoted to brigadier general after returning from Vietnam and became Commandant of Cadets at the United States Air Force Academy.  Olds had a highly publicized career and life, including marriage to Hollywood actress Ella Raines. As a young man he was also recognized for his athletic prowess in both high school and college, being named an All-American as a lineman in college football. Olds expressed his philosophy regarding fighter pilots in the quote: "There are pilots and there are pilots; with the good ones, it is inborn. You can't teach it. If you are a fighter pilot, you have to be willing to take risks."

FOQA is a voluntary safety program that is designed to make commercial aviation safer by allowing commercial airlines and pilots to share de-identified aggregate information with the FAA so that the FAA can monitor national trends in aircraft operations and target its resources to address operational risk issues (e.g., flight operations, air traffic control (ATC), airports). The fundamental objective of this new FAA/pilot/carrier partnership is to allow all three parties to identify and reduce or eliminate safety risks, as well as minimize deviations from the regulations. To achieve this objective and obtain valuable safety information, the airlines, pilots, and the FAA are voluntarily agreeing to participate in this program so that all three organizations can achieve a mutual goal of making air travel safer. A cornerstone of this new program is the understanding that aggregate data that is provided to the FAA will be kept confidential and the identity of reporting pilots or airlines will remain anonymous as allowed by law. Information submitted to the FAA pursuant to this program will be protected as “voluntarily submitted safety related data” under Title 14 of the Code of Federal Regulations (14 CFR) part 193.

Emilio Corsetti took a flight in an airplane as a teenager, and he was hooked! He started taking flying lessons, and received his Private Pilot license before his driver's license. He paid his dues at numerous flying jobs after becoming a CFI, and flew night check deliveries for four years before getting hired as an airline pilot. During his journey, Emilio was unemployed a total of ten years as he moved from one company to the next, experiencing terminations and furloughs numerous times. His major airline flying, at TWA, started out in the Second Officer (flight engineer) position on the 727. While a new-hire at TWA, he became fascinated by the story of the first turbojet airliner to ditch in open water. During his furlough he researched the event, interviewing crew members, survivors, rescuers, and air traffic controllers, as well as researching NTSB records. The resulting book, 35 Miles From Shore, was an immediate success. His next book, Scapegoat, chronicles the 10-year battle of a b727 crew to clear their names.  

During qualification training, airline pilots learn to deal with depressurization, engine failure, and  emergency descent. It's a straight-forward process in training. Each of these are memory-response items that must be completed correctly. The training and checking for these emergency procedures evaluates each of these events separately. In fact, compound emergencies are not permitted to be evaluated. Unlike a "routine" decompression, an explosive decompression is a much more serious event. The time of useful consciousness (TUC) during an explosive decompression is roughly half the TUC of a slower decompression. While the TUC at 35,000 is 30-60 seconds, after an explosive decompression it will be 15-30 seconds. That is exactly what the pilots of Southwest Flight 1380 were faced with: Explosive Decompression, Engine Severe Damage, and Emergency Descent, and they performed magnificently.

Russ Goodenough is one of the few people on the planet to become a member of the caterpillar club from both seats of the F-4! Russ attended the United States Air Force Academy in the second graduating class, and then went on to Air Force Undergraduate Pilot Training (UPT) and followed that with qualification in the top-of-the-line F-4. During his combat tour of duty at Cam Ranh Air Base in South Vietnam he was shot down, exactly 52 years ago on the date of this recording, April 21, 1966. His dramatic rescue is chronicled, along with actual photos of the rescue, in his memoir, Why Johnny Came Marching Home.   Following his combat tour of duty, Russ flew F-4s in Europe, then separated from the Air Force to pursue a career as an airline pilot. He flew all over the South Pacific as a Continental Airlines pilot.

Aircraft on Ground or AOG is a term in aviation maintenance indicating that a problem is serious enough to prevent an aircraft from flying. Generally there is a rush to acquire the parts to put the aircraft (A/C) back into service, and prevent further delays or cancellations of the planned itinerary. AOG applies to any aviation materials or spare parts that are needed immediately for an aircraft to return to service. AOG suppliers refer qualified personnel and dispatch the parts required to repair the aircraft for an immediate return to service. AOG also is used to describe critical shipments for parts or materials for aircraft "out of service" or OTS at a location. In aviation, master minimum equipment list, or MMEL, is a categorized list of on-board systems, instruments and equipment that may be inoperative for flight. Specific procedures or conditions may be associated with operation of the relevant item. It is considered by default that any equipment or system related to airworthiness which is not included in the MMEL is required to be operative. The MMEL is defined on a per aircraft model basis. MEL (Minimum Equipment List): MEL is based upon the MMEL (Master Minimum Equipment List). MMEL is defined on a per aircraft model basis. MEL is prepared by the operator by taking reference of the MMEL keeping in mind the type and number of equipment installed. Initial issue of the MEL and its subsequent revisions will be approved by competent authority. The philosophy behind MEL is to authorize release of flight with inoperative equipment only when the inoperative equipment does not render the aircraft unairworthy for the particular flight to avoid revenue loss to the operator and discomfort to the passengers. Limitations, procedures and substitutions may be used to provide conditions under which the inoperative equipment will not make the operation unsafe or the aircraft unairworthy. This is not a philosophy which permits reduced safety in order to fly to a base where repairs can be made, but rather a philosophy which permits safe operations for a take off from a maintenance base or en-route stop. It may not include items like galley equipment, entertainment systems, passenger convenience equipment, which do not affect the airworthiness of an aircraft. All items which affect the airworthiness of aircraft or safety of those carried on board and are not included in MEL are required to be operative. Minimum equipment lists are issued to specific aircraft and specific operators. In order to use a minimum equipment list, that specific company must receive a letter of authorization from the national aviation authorities of the countries where the aircraft will operate. A minimum equipment list is required in the United States by the Federal Aviation Administration: When operating any turbine-powered aircraft such as jets or turboprops. When operating under part 135 (Commuter and on-demand operations) When operating under part 125 (Non-airline large aircraft operations) The CDL evolved over several years from what was commonly known as a “missing parts list,” which was a list of non-structural external parts of an airplane that were found missing after flight. The missing parts list is known today as the CDL. The CDL plays an important role in the operator’s ability to safely continue flight operations. It is a list of externally exposed aircraft parts that may be missing for flight while the aircraft remains Airworthy. CDLs are developed by aircraft manufacturers, approved by the FAA, and tailored for each model aircraft. A CDL is developed for most U.S.-built transport 14 CFR part 25 aircraft and many 14 CFR part 23 aircraft by aircraft manufacturers during the initial certification process. However, they are not a required element for aircraft certification. The manufacturer makes the decision to develop or not to develop a CDL. If deemed necessary, the aircraft manufacturer develops a proposed CDL and submits it to the responsible Aircraft Certification Office (ACO). The ACO reviews, evaluates, conducts the required testing, and coordinates with the appropriate Aircraft Evaluation Group (AEG), if needed, to resolve any problems and/or discrepancies.

Samme Chittum is an award-winning writer of fiction and nonfiction, and is currently a writer for Smithsonian Channel's Air Disasters series. She has a PhD and two Masters Degrees. Samme started her journalistic career as a police reporter, covering crimes and accidents. Her first nonfiction book about an air accident was The Flight 981 Disaster: Tragedy, Treachery, and the Pursuit of Truth, the story of the Turkish Airlines DC-10 air disaster that occurred in 1974.   Her book Southern Storm: The Tragedy of Flight 242 recounts the tragic crash of Southern Airways Flight 242, a DC-9 that lost power of both engines due to massive water and hail ingestion.   Her book about the crash of the Concorde, Last Days of the Concorde: The Crash of Flight 4590 and the End of Supersonic Passenger Travel is now available for pre-order.

Readiness The basic needs of the learner must be satisfied before he or she is ready or capable of learning (see Chapter 1, Human Behavior). The instructor can do little to motivate the learner if these needs have not been met. This means the learner must want to learn the task being presented and must possess the requisite knowledge and skill. In SBT, the instructor attempts to make the task as meaningful as possible and to keep it within the learner’s capabilities. Students best acquire new knowledge when they see a clear reason for doing so, often show a strong interest in learning what they believe they need to know next, and tend to set aside things for which they see no immediate need. For example, beginning flight students commonly ignore the flight instructor’s suggestion to use the trim control. These students believe the control yoke is an adequate way to manipulate the aircraft’s control surfaces. Later in training, when they must divert their attention away from the controls to other tasks, they realize the importance of trim. Instructors can take two steps to keep their students in a state of readiness to learn. First, instructors should communicate a clear set of learning objectives to the student and relate each new topic to those objectives. Second, instructors should introduce topics in a logical order and leave students with a need to learn the next topic. The development and use of a well-designed curriculum accomplish this goal. Readiness to learn also involves what is called the “teachable moment” or a moment of educational opportunity when a person is particularly responsive to being taught something. One of the most important skills to develop as an instructor is the ability to recognize and capitalize on “teachable moments” in aviation training. An instructor can find or create teachable moments in flight training activity: pattern work, air work in the local practice area, cross-country, flight review, or instrument proficiency check. Teachable moments present opportunities to convey information in a way that is relevant, effective, and memorable to the student. They occur when a learner can clearly see how specific information or skills can be used in the real world. For example, while on final approach several deer cross the runway. Bill capitalizes on this teachable moment to stress the importance of always being ready to perform a go-around. Effect All learning involves the formation of connections and connections are strengthened or weakened according to the law of effect. Responses to a situation that are followed by satisfaction are strengthened; responses followed by discomfort are weakened, either strengthening or weakening the connection of learning. Thus, learning is strengthened when accompanied by a pleasant or satisfying feeling, and weakened when associated with an unpleasant feeling. Experiences that produce feelings of defeat, frustration, anger, confusion, or futility are unpleasant for the student. For example, if Bill teaches landings to Beverly during the first flight, she is likely to feel inferior and be frustrated, which weakens the learning connection. The learner needs to have success in order to have more success in the future. It is important for the instructor to create situations designed to promote success. Positive training experiences are more apt to lead to success and motivate the learner, while negative training experiences might stimulate forgetfulness or avoidance. When presented correctly, SBT provides immediate positive experiences in terms of real world applications. To keep learning pleasant and to maintain student motivation, an instructor should make positive comments about the student’s progress before discussing areas that need improving. Flight instructors have an opportunity to do this during the flight debriefing. For example, Bill praises Beverly on her aircraft control during all phases of flight, but offers constructive comments on how to better maintain the runway centerline during landings. Exercise Connections are strengthened with practice and weakened when practice is discontinued, which reflects the adage “use it or lose it.” The learner needs to practice what has been learned in order to understand and remember the learning. Practice strengthens the learning connection; disuse weakens it. Exercise is most meaningful and effective when a skill is learned within the context of a real world application. Primacy Primacy, the state of being first, often creates a strong, almost unshakable impression and underlies the reason an instructor must teach correctly the first time and the student must learn correctly the first time. For example, a maintenance student learns a faulty riveting technique. Now the instructor must correct the bad habit and reteach the correct technique. Relearning is more difficult than initial learning. Also, if the task is learned in isolation, it is not initially applied to the overall performance, or if it must be relearned, the process can be confusing and time consuming. The first experience should be positive, functional, and lay the foundation for all that is to follow. Intensity Immediate, exciting, or dramatic learning connected to a real situation teaches a learner more than a routine or boring experience. Real world applications (scenarios) that integrate procedures and tasks the learner is capable of learning make a vivid impression and he or she is least likely to forget the experience. For example, using realistic scenarios has been shown to be effective in the development of proficiency in flight maneuvers, tasks, and single-pilot resource management (SRM) skills. Recency The principle of recency states that things most recently learned are best remembered. Conversely, the further a learner is removed in time from a new fact or understanding, the more difficult it is to remember. For example, it is easy for a learner to recall a torque value used a few minutes earlier, but it is more difficult or even impossible to remember an unfamiliar one used a week earlier. Instructors recognize the principle of recency when they carefully plan a summary for a ground school lesson, a shop period, or a postflight critique. The instructor repeats, restates, or reemphasizes important points at the end of a lesson to help the learner remember them. The principle of recency often determines the sequence of lectures within a course of instruction. In SBT, the closer the training or learning time is to the time of the actual scenario, the more apt the learner is to perform successfully. This law is most effectively addressed by making the training experience as much like the scenario as possible.

Anyone in a safety-sensitive position in transportation must be tested for drug use, both pre-employment and on a random basis, as well as for suspected drug use. In airline operations, the following positions are subject to this testing: Flight crewmember duties. Flight attendant duties. Flight instruction duties. Aircraft dispatcher duties. Aircraft maintenance and preventive maintenance duties. Ground security coordinator duties. Aviation screening duties. Air traffic control duties. In addition to the previously-screened marijuana, cocaine and heroin, as of January 2018 the drug tests for synthetic opioids.

Heath Owens is not the typical professional pilot Ready for Takeoff guest. In fact, Heath is not yet a pilot. But he is an aviation fanatic who has broken the code on how to fly for FREE, and his enthusiasm is contagious, and he has some great ideas for our listeners who want to learn how to get in the air without spending a lot of - or any - money. And Heath explains how he got started in aviation insurance. I think you're going to find his story fascinating.

Even if you are type rated the in the airplane, there is a lot more to upgrading than learning how to fly the airplane from a different seat. You'll find that most of the real-life challenges you face as Captain have nothing to do with engine failure on takeoff! At many airlines, when it took more than 10 years to make Captain, copilots would have a lot of exposure to good and bad Captains, and would have the opportunity to see countless airborne decisions and evaluate their results. With rapid advancement now days, it's possible copilots will not have the extensive mentoring that existed previously. At most airlines there is some form of New Captain training to give the prospective aircraft commander training and instruction on a variety of operational topics, such as Leadership, Crewmember Mentoring, Crew Resource Management (CRM), Inflight Medical Issues, Decision-Making, Management, Fatigue-Risk Management, Stress, Aviation Law, Company Procedures and Performance.

Robert "Cujo" Teschner served as the U.S. Air Force's debrief expert during his time as an F-15C instructor pilot at the U.S. Air Force Weapons School at Nellis AFB, NV.  He personally designed and taught the first-ever core debrief fundamentals course to all Weapons School students across all disciplines.  He authored the paper "The Vocabulary of the Debrief," which was published in the Weapons School Review, and served as the subject author and senior adviser on a paper presenting the fundamentals of debrief methodology.  Cujo has spent countless hours teaching debrief fundamentals to both military and business professionals. After retiring from the Air Force, Cujo founded VMax Group.

Upgrading from airline First Officer (copilot) to Captain involves more than simply moving from the right seat to the left. If a new type rating is required, there will be ground school and simulator training, and the ubiquitous check ride. Simulator training may consist of traditional Appendix H Training to ATP Practical Test Standards and the newer Advanced Qualification Program, and will be conducted in a Level C or Level D simulator. After training is complete, the new Captain must complete Operating Experience (OE) - formerly called Initial Operating Experience (IOE) in accordance with FAR 121.434, which consists of 25 hours of supervised inflight training on regular revenue flights with a Line Check Airman in the right seat. At the completion of OE, if it the pilot's initial Captain certification, an FAA Aviation Safety Inspector will ride along on one leg of the OE to observe the PIC's performance during the latter stages of OE.  

From the Afterburner website: As an F-15 pilot, Thor escorted the U.S. President through the sky and flew missions to ensure the safety of the country after the attacks of 9/11. He was the tactical leader of 300 of the most senior combat pilots in the Air Force and he oversaw the execution of a $150M/year flight program. Thor was named the Top Instructor Pilot at the Air Force Flight Training Headquarters and he’s flown thousands of missions teaching pilots from 25 countries around the world. He received his Bachelor’s Degree at the United States Air Force Academy and is a summa cum laude graduate of the McCombs School of Business at the University of Texas. For most of 2015, Thor led a team of Afterburner consultants that was embedded in Silicon Valley with one of the top-five largest software companies in the world. While there, Thor supported the successful completion of more than 50 projects or “Missions” created from the CEO’s key strategic objectives. Thor is humbled to have had the incredible experiences that executive leadership within the military and Afterburner have afforded him, but he’s most proud of the following accomplishments. In 2010, Thor was diagnosed with Stage IV cancer and given about a 15% chance to live. Instead of giving up, Thor decided to give back. He started a youth outreach program in San Antonio that has grown to help more than 15,000 at-risk kids. Their efforts have been featured on every news channel for 100 miles and one national media outlet. In 2012, he was selected out of 62,000 people to receive the AETC National Public Service Award. Thor completed the New Zealand Ironman Triathlon in March of 2015 to commemorate the five-year anniversary of his Stage IV cancer diagnosis and to raise awareness for the rare and deadly cancer that he battles. Thor sits on the board of several national organizations and is the co-founder of a military support corporation. As Afterburner’s President, Thor leads our team of more than 70 elite military professionals. He has helped achieve strategic objectives and foster elite teams for Fortune 100 companies within the tech industry, pharmaceuticals, finance, medical devices, retail apparel and several NFL teams. Thor hosts the Thorcast podcast.

In aviation terminology, a rejected takeoff (RTO) or aborted takeoff is the situation in which it is decided to abort the takeoff of an airplane. There can be many reasons for deciding to perform a rejected takeoff, but they are usually due to suspected or actual technical failures, like an engine failure such as a compressor stall occurring during the takeoff run. A rejected takeoff is normally performed only if the aircraft's speed is below the critical engine failure  speed (sometimes called decision speed) known as V1 , which for larger multi-engine airplanes is calculated before each flight.The Federal Aviation Administration defines V1 as: "the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance. V1 also means the minimum speed in the takeoff, following a failure of the critical engine at VEF, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance." Below the decision speed, the airplane should be able to stop safely before the end of the runway. Above the decision speed, the airplane may overshoot the runway if the takeoff is aborted, and, therefore, a rejected takeoff is normally not performed above this speed, unless there is reason to doubt the airplane's ability to fly. If a serious failure occurs or is suspected above V1 but the airplane's ability to fly is not in doubt, the takeoff is continued despite the (suspected) failure and the airplane will attempt to land again as soon as possible. Single-engine aircraft will normally reject any takeoff after an engine failure, regardless of speed, as there is no power available to continue the takeoff. Even if the airplane is already airborne, if sufficient runway remains, an attempt to land straight ahead on the runway may be made. This may also apply to some light twin engine airplanes. Before the takeoff roll is started, the autobrake system of the aircraft, if available, is set to the RTO mode. The autobrake system will automatically apply maximum brakes if throttle is reduced to idle or reverse thrust during the takeoff roll. An RTO is usually seen as one of the hardest tests an airplane has to undergo for its certification trials. The RTO test is performed under the worst possible conditions; i.e. with fully worn out brakes, the plane loaded to maximum takeoff weight and no use of thrust reverst. During an RTO test most of the kinetic energy of the airplane is converted to heat by the brakes, which may cause the fusible plugs of the tires to melt, causing them to deflate. Small brake fires are acceptable as long as they do not spread to the airplane body within five minutes (the maximum likely time for arrival of the airport fire fighters).   Most modern flight manuals specify 80 (Boeing) or 100 (Airbus) knots as the beginning of the "high speed" regime of the takeoff run, and recommend only rejecting the takeoff only in the case of Engine fire Engine failure predictive windshear aircraft unsafe to fly A significant high-speed rejected takeoff accident highlights the importance of performing a high-speed RTO in the case of an uncontained engine failure that resulted in a fuselage fire. In this accident, the crew initially thought that they had experienced a tire failure and elected to RTO at 126 knots (V1 was 146). The engine fire indication did not occur for 9 more seconds. If they had continued the takeoff, it is likely that all occupants would have perished instead of the 55 of the 131 passengers.   For discussion reference, a B777 at maximum takeoff weigh of 520,000 pounds on a standard day at sea level has a balanced field length of 6950 feet (Reference). On a typical runway length of 12,000 feet, such as runway 18L or 18R at Orlando International Airport, that leaves almost a mile of additional runway available for stopping.

From The Anchor of Hope website: Col Ravella is a 1983 graduate of Texas A&M and served over 26 years in the USAF as an F-15E pilot with over 3700 hours and command at the Squadron and Group levels.  Jim is a father of seven children, a writer and a speaker.  Jim married Andrea Fuller in 1983; they had two wonderful sons, Nic and Anthony. They lost Andrea in 2007 after a four-year battle with breast cancer. During their fight with cancer, Jim documented their journey in a blog, Journey to Healing, that touched many lives around the world. Jim and Andrea spoke to cancer groups and churches, offering hope to those facing life's challenges.  Their faith, grace and courage was an inspiration to all who knew them and, through Jim's writing, continues to change the lives of those who read their story. Jim has appeared in numerous print venues and radio interviews. Ginger Gilbert Ravella is a military wife and widow, mother of five, stepmother of two, writer and international speaker.  At 36 years old, she faced the sudden tragic loss of her college-sweetheart husband in Operation Iraqi Freedom and the horrors that quickly followed. Her late husband, Major Troy Gilbert, an Air Force F-16 pilot, gave his life while saving over twenty Special Operation soldiers, defining a true American war hero.   His remains were tragically stolen by the enemy but led to a captivating story of recovery unprecedented in U.S. military history. He left behind five beautiful children, all under the age of 9 years. Ginger’s openly genuine testimony of wrestling with God in the midst of despair and depression resonates with those who question their faith in the face of tragedy.  Her private pain became front-page news time and time again over an amazing ten-year journey.  Ginger has shared her heart-wrenching story of loss, perseverance and hope in venues such as “The O’Reilly Factor”, “Fox and Friends News”, TIME Magazine, “CNN’s The Lead with Jake Tapper”, The Golf Channel, USA Today, Air Force Times, Gary Sinise documentary “Lt. Dan Band - For the Common Good”, Stars and Stripes, NRA TV documentary with Lee Brice “This is My Cause”, CMT News, PGA Magazine and numerous national radio interviews. Ginger is the Director of the Speakers Bureau for Folds of Honor, a non-profit charity whose mission is to raise educational funds for fallen and wounded soldiers’ families.  She is an international speaker and author devoted to her God, her family and her country.  

From Wikepedia: Deep vein thrombosis (DVT), is the formation of a blood clot in a deep vein, most commonly the legs. Symptoms may include pain, swelling, redness, or warmth of the affected area. About half of cases have no symptoms. Complications may include pulmonary embolism, as a result of detachment of a clot which travels to the lungs, and post-thrombotic syndrome. Risk factors include recent surgery, cancer, trauma, lack of movement, obesity, smoking, hormonal birth control, pregnancy and the period following birth, antiphospholipid syndrome, and certain genetic conditions. Genetic factors include deficiencies of antithrombin, protein C, and protein S, and factor V Leiden mutation. The underlying mechanism typically involves some combination of decreased blood flow rate, increased tendency to clot, and injury to the blood vessel wall. Individuals suspected of having DVT may be assessed using a clinical prediction rule such as the Wells score. A D-dimer test may also be used to assist with excluding the diagnosis or to signal a need for further testing. Diagnosis is most commonly confirmed by ultrasound of the suspected veins. Together, DVT and pulmonary embolism are known as venous thromboembolism (VTE). Anticoagulation (blood thinners) is the standard treatment. Typical medications include low-molecular-weight heparin, warfarin, or a direct oral anticoagulant. Wearing graduated compression stockings may reduce the risk of post-thrombotic syndrome. Prevention may include early and frequent walking, calf exercises, aspirin, anticoagulants, graduated compression stockings, or intermittent pneumatic compression. The rate of DVTs increases from childhood to old age; in adulthood, about one in 1000 adults are affected per year. About 5% of people are affected by a VTE at some point in time.  

From Lance's website: Lance is a full time pilot for Southwest Airlines.  With aviation as his profession and inspiration he wanted a name that captured flight.  Lance and his wife Jamie coincidently named their children Lucas Wylde and Judah Byrd.  He combined their names to create Wyldebyrd. Prior to the establishment of Wyldebyrd Art, Lance grew up in Northern Ontario Canada, in Sioux Lookout.  His Father Howard was a pilot and his mother Sandra a school teacher.  His parents s started their own air service back in 1989.  Lance was asked to be the designer and builder of the remote buildings of the new business Lockhart Air Services. Combing years of summer jobs and his love of architecture in the far reaches of the remote wilderness Lance carved out the landscape and built several structures that are still standing and being used to date. After completing college Lance joined the company as a bush pilot.  He often flew hundreds of miles further north into remote native villages.  The adventure and challenge were in his blood.  As his connection to the landscape and the presence of history and culture of the native people.  It resonated with Lance. Today Lance often connects the emotional history in people's live to the pieces he creates.  Not only is the art inspired, it often speaks to people on a deeper level.  That element helps transform the creations into generational keepsakes. Lance Lockhart is the artist at Wyldebyrd Art. He is also a Captain for Southwest Airlines, one of the most beloved and trusted airlines in the world. He was hired in 2006 and upgraded to Captain in 2016. With thousands of flying hours over decades in aviation the position of Captain gives him great insight and access to unique aviation items to create into art. As an aviation artist, Lance is the only full time airline pilot and aviation artist. The view from the Captains seat not only help provide inspiration to create more art, it also allows a behind the scenes look and connection into the airline industry as well as years of flying experience in many plane types along the way. Art from the Captains hand and world leader in aviation art. No other storefront or company has as many products, provides as much value and connects with their customers as both the subject matter expert, with the creative ability to make desirable products.  

Lithium-ion batteries are common in home electronics. They are one of the most popular types of rechargeable batteries for portable electronics, with a high energy density, tiny memory effect and low self-discharge. LIBs are also growing in popularity for military, battery electric vehicle and aerospace applications. Lithium-ion batteries can pose unique safety hazards since they contain a flammable electrolyte and may be kept pressurized. An expert notes "If a battery cell is charged too quickly, it can cause a short circuit, leading to explosions and fires". Because of these risks, testing standards are more stringent than those for acid-electrolyte batteries, requiring both a broader range of test conditions and additional battery-specific tests. There have been battery-related recalls by some companies, including the 2016 Samsung Galaxy Note 7 recall for battery fires.

Don Mrosla attended the United States Air Force academy in the same class as his twin brother. While there, both Mrosla brothers became champions at boxing, but hung up their gloves their last year to prevent any potential boxing injury that would disqualify them from attending Air Force Undergraduate Pilot Training. After completing pilot training, Don qualified in the C-130 Hercules, and continuously cycled to Vietnam. One of the missions he was qualified in was to drop a 15,000 pound bomb out of the C-130 tailgate in support of American helicopter operations, creating an "instant landing zone". On these missions, the aircraft was called the B-130. On one of his missions, he had two of his four engines shot out and barely made it back to a safe landing. Following retirement from the Air Force, Don flew for an airline in the South Pacific, then pursued a career at Southwest Airlines, which he continued until mandatory retirement.

The IATA Operational Safety Audit (IOSA) program is an internationally recognized and accepted evaluation system designed to assess the operational management and control systems of an airline. IOSA uses internationally recognized quality audit principles and is designed to conduct audits in a standardized and consistent manner. It was created in 2003 by IATA. The program is designed to assess the operational management and control systems of airlines. The companies are included in the IOSA registry for a period of 2 years following an audit carried out by an organization accredited by IATA. The auditing standards have been developed in collaboration with various regulatory authorities, such as the Federal Aviation Administration (FAA) in the USA, Australia's Civil Aviation Safety Authority, Transport Canada and the Joint Aviation Authorities (JAA). IATA oversees the accreditation of audit organizations, ensure the continuous development of IOSA standards and practices and manages the IOSA registry.

Rich Jackson is a true Renaissance Man of aviation. He has flown in the Air Force, the Navy and the Coast Guard, and after retiring from 22 years in the military he flew in several combat zones as a contract pilot. Rich started out as a helicopter pilot in the Air Force and served as an H-53 Aircraft Commander, based in Sembach Air Base, Germany. He then transitioned to fixed wing in the Air Force. After another helicopter stint in the Air Force as an HH-65 Aircraft Commander, he transitioned to the Coast Guard and then served on an exchange tour with the Navy, instructing in T-34 aircraft. Rich has flown helicopters to both the north and south pole, and has served in numerous advisory capacities for advanced helicopter operations and employment. After retiring from the Coast Guard, he flew as a pilot of MC-337 ISR aircraft during Kosovo operations, then worked as a Piasecki Aircraft test pilot before going back into the combat theater, this time in Iraq, again flying the C-337. With 5000 hours in the C-337, he is perhaps the highest time Skymaster pilot in the world. Rich continues to work as a consultant to the tactical community.

Sooner or later, you're going to be flying as a passenger on an airliner. There are numerous steps you can take to ensure your safety as a passenger. Preparation for an airline flight starts before you leave home. One basic step is to make sure the identification on your luggage tags does not provide information to anyone with nefarious intent. Your luggage tag should only have your first initial, last name and telephone number or email address. Using an initial rather than a name should be standard operating procedure for female travelers when making hotel reservations also. The reason to omit your address on the luggage to to prevent anyone who sees, finds or steals your luggage from knowing where you live. If your luggage is stolen and the thief finds out where you live, he will have possibly unrestricted access to your home while you are traveling. For the same reason, it is a really bad idea to tell the world, via social media, about your travels while you are away. Just last week, Patriot team member Rob Gronkowski's house was burglarized while he was out of town participating in the Superbowl. So save your social media photos for after you return. Before you leave for your flight, stop by your local everything's-a-dollar store and get a pack of antibacterial wipes (I know you can also buy these for a few more dollars at your local grocery store, but most of our listeners are pilots, i.e., cheap!). Take those with you, and wipe down everything at your airline seat. Everything: tray table (you wouldn't believe how often passengers use tray tables to change diapers!), safety information card, arm rests, seat belt buckle and air vents. A 2015 study by TravelMath found more bacteria on the aforementioned items than on the airplane toilets! I also recommend you abstain from using the airplane potable water supply. That includes coffee and tea service, since the water for coffee and tea comes from the airplane's potable water. Even though it's heated for coffee and tea, dirty water is still dirty water. I recommend that you brink your own water bottle with you to the airport. Obviously, you cannot bring liquids through the security checkpoint, but you can bring an empty bottle, and then fill it from a water fountain at the airport. The best source of water is from a bottle-filling station rather than a drinking fountain. As you enter the airplane, pay attention to the location of the emergency exits and the number of rows between your seat and the closest exit. During an evacuation in a dark, smoke-filled cabin, you may have a difficult time finding an emergency exit unless you know exactly where the exit is located relative to your seat. If you have a choice of seats, I recommend a window seat. It's a no-brainer you don't want a middle seat, but an aisle seat has certain hazards you should know about. It a passenger - any passenger - is walking down the aisle when the airplane encounters turbulence, there's a possibility that passenger could fall onto you. Also, items in the overhead storage compartment can fall onto you if the compartment door is open during a period of turbulence. Really pay attention to the safety information briefing the flight attendants provide. Take out the safety information card and study it. You may discover new things you didn't previously know. Even if you're on an airplane that seems the same as previous models, you may find some differences. For example, the A-320 has two overwing exits while the A-321 has four. And the overwing exits on a B737-300 are totally different from the overwing exits on a B737-800.

From Fast Eddie's website: I was born in New Orleans at a very early age and raised in Chattanooga, East Tennessee. I earned an engineering degree from Georgia Tech and a Masters in Management from USC. I was a designer for Piper Aircraft. As a USAF fighter pilot, I flew the F-104 Starfighter, the F-4 Phantom II, the A-4 Skyhawk, the Anglo-French Jaguar, and F-16 Viper aircraft.  I instructed and flew with the USAF Fighter Weapons School, the US Navy Fighter Weapons School (Top Gun), the Royal Air Force Qualified Weapons Instructor Course (Jaguar), the French Air Force, and the Imperial Iranian Air Force. I logged 375 combat missions over North Vietnam, Laos, and Cambodia, earning two Distinguished Flying Crosses and the Air Medal. After my flying career, I served as an Air Intelligence Officer working with the CIA, FBI, and MI6. My first book, War for the Hell of It: A Fighter Pilot's View of Vietnam, is an Amazon bestseller.  My first novel, The Pilot: Fighter Planes and Paris, earned laudatory reviews. My wife and I live in the wine country of Paso Robles, CA with our dogs and horses.

When flying in colder-than-standard temperatures, it's important to understand that True Altitude may be lower than Indicated altitude due to the effects of cold temperatures. This is especially important when making an instrument approach at a high-terrain airport during cold temperature conditions.

Colonel Dave Scheiding started his aviation career in the U.S. Air Force. After Undergraduate Pilot Training, Dave was asked to remain in Air Training Command as a T-37 Instructor Pilot (IP) at Laughlin Air Force Base. In addition to being the resident expert at spin recovery, he pulled service as the base Aerdrome Officer. In that capacity, on October 21st, 1967, he oversaw the post-crash activities when Thunderbird pilot Merrill McPeak crashed during a performance. Following his IP assignment, Dave volunteered for Vietnam, flying the O-2A as a Forward Air Controller (FAC). He was based at several locations in Vietnam, and has chronicled his experiences in his memoir, The Long Return. After Vietnam, Dave was selected to attend the University of Denver, where he received his Master's Degree in Mechanical Engineering. This education was instrumental in determining the cause of the terrible crash of the Operation Babylift flight, the evacuation of Vietnamese children during the collapse of South Vietnam. On short notice, Dave traveled to South Vietnam to investigate the crash of the C-5. With virtually no security, Dave's team scoured the accident site and recovered whatever debris remained after locals had stripped the location. During an extended analysis of the C-5 aft cargo door after returning to the United States, Dave re-created the cause of the accident. After that, Dave returned to the cockpit and flew the F-111 until his Air Force retirement. In addition to his memoir, Dave authored a moving book about his beloved dog, Hank.

The five original elements of Crew Resource Management (CRM) are: Inquiry Advocacy Conflict Resolution Decision Making Critique Most pilots have become proficient in the first four elements, but frequently the Critique element is ignored. A properly conducted Critique allows you to evaluate how the flight went and to learn from successes and failures of the flight's activities. Basically, when conducting the Critique, you consider what went right and what went wrong, and what you would do differently if given the opportunity to conduct the flight again. It is comparable to the post-flight Debrief process conducted by military pilots.

Major General Donald W. Shepperd, USAF (Ret.) is president of The Shepperd Group, Inc. He performs independent consulting on defense, strategic planning, executive leadership, information technology and visioning and preparation of executive teams for the 21st century. He was a fighter pilot who flew 247 combat fighter missions in Vietnam. He retired in 1998 from the Pentagon where he served as head of the Air National Guard. He commanded over 110,000 Air National Guard personnel, 1400 aircraft, 88 flying units, and 250 support units spread throughout the 54 states and territories. General Shepperd was a military analyst for CNN. He is also a writer and provides military commentary for radio in Arizona, Colorado, and the east coast.  He serves on several boards and was an ad hoc member of the Air Force Scientific Advisory Board. He lives with his wife in Tucson, Arizona. His latest book, Bury Us Upside Down, published by Random House, is available in bookstores and on-line.

November 28, 2013 0312 Greenwich Mean Time West 87 Degrees Altitude 4000 Feet 3 As we continued westward, we maintained radio contact with other aircraft on 123.45. It appeared that the entire electrical grid for the United States was wiped out. No one had any idea what caused it or how long it would take for the system to be restored. It seemed pretty clear to us that once we were on the ground, it would be quite a while before we would be able to travel anywhere. This was a major concern for Jim and me. While Mark lived locally, in Schaumburg, Jim and I were both commuters, from Denver. Initially, we discussed perhaps renting a car and driving from Chicago to Denver, then reality set in. Without electricity, it would be impossible to rent a car or conduct virtually any other type of financial transaction, since pretty much everything is done with computers and internet connections. And, even if we could get our hands on a car, we wouldn’t be able to reach Denver on a single tank of gas. The previous year’s aftermath of Hurricane Sandy demonstrated how fragile the fuel infrastructure is. Without electrical power, there was no way we would be able to refuel enroute from Chicago to Denver. So driving home was out of the question. Mark listened to us discussing our predicament, and finally chimed in. “Hey, guys, you can stay at my house.” I wanted to at least make an effort to object, but it would have been totally transparent. He offered his help, and we needed it badly. We accepted his offer. I momentarily felt sorry for his wife and kids. They were expecting Mark to be coming home to their own rescue, and here he would be dragging complete strangers with him. And, with all communications out, there wouldn’t even be any way for him to give them a heads up. We allowed our FMC to guide us to O’Hare, and set up for a visual approach to Runway 32 Left. I configured the aircraft a bit early, so that we could see if all of the onboard equipment was operating normally. Everything worked pretty much as advertised except for the autobrakes. The Autobrake System was designed to automatically apply the brakes to slow the airplane at a predetermined, pilot-selectable deceleration level upon landing. It wouldn’t be a problem to use manual brakes and get the airplane stopped on the runway. What concerned me more was the potential for the Anti-skid System to also malfunction, so I would need to be extra careful with manual braking, since I would be the human-powered antiskid. Still, not a problem. I easily picked out the landmarks along the shoreline of Lake Michigan and set myself up on a long straight-in final approach to Runway 32 Left, using the TCAS to give myself five miles spacing on the aircraft ahead of me. When I was on a three-mile final, I gave a quick call on 123.45, then on 121.5. “WorldJet Airways 407 on three-mile final to three-two left.” On short final, I looked over toward the control tower to see if they would flash a green light at me, the backup system to provide landing authorization. Nothing. There was no way to know if there was even anyone in the tower. I wouldn’t have blamed them if they had abandoned the tower hours ago, since there was nothing they could accomplish without any form of communications capability. After we landed, I cleared the runway and shut down the left engine. My weight was light enough that a one-engine taxi would be no problem, and I wanted to save as much fuel as I could, to operate the APU if necessary. The Auxiliary Power Unit would provide electrical power and air for heating and cooling, if we needed to be self-sufficient for a while, such as remote parking. We proceeded along the outer taxiway in a counter-clockwise direction to the International Terminal, the only terminal authorized for flights originating out of the United States. I knew from previous experience, inner taxiway goes clockwise, outer taxiway goes counter-clockwise. I just hoped the other airplanes on the ground knew it also. And there were a lot of airplanes. They were everywhere. From what I could see at the concourses of the main terminal, every parking spot was occupied, probably by aircraft that were on the gate when the power failed. Frequency 123.45 became the de-facto CB radio, with everyone chiming in on their location and intentions. I could see that there were some open gates at the International Terminal, but the automatic Accu-Park parking system would, obviously, be inoperative. I picked an empty gate, turned in along the lead-in line painted on the tarmac, and slowly approached the gate. As I got closer, I reached up to the overhead panel and started the APU. Just as I was about to slow to a stop, I saw a mechanic running toward our parking spot, with directional wands in his hands. As he got to our gate, he started marshaling me to the parking spot. When he gave me the “stop” signal, I set the brakes, confirmed that the APU was running, and shut down the right engine. The mechanic plugged his headset into the communication jack in the nose wheel well. “Welcome to Chicago, Captain. We’ve had an exciting day!” “So have we. Can you fill me in on what’s going on?” I asked. “About five hours ago, a huge sun spot storm knocked out all power, pretty much all over the world, as far as we can tell. Internet, phone lines, everything is out. All of our electronics are fried. The only radios that work are the hand-held transceivers that were in the garage and the baggage sorting area. Not very many. Let me ask you something, Captain. How much fuel do you have?” “Twenty-two thousand pounds. Why?” “We’re trying to get an idea how much fuel we have if we need to rob one airplane to fuel another. I’m going to be off headset for a little while to try to get some boarding stairs hooked up to door six left.” “Why can’t we hook up the loading bridge?” “The terminal backup power is out, and the loading bridge needs power to position it up to the airplane. Also, even if we had the bridge up to the airplane, we couldn’t use it without power, because the auto-leveler wouldn’t work.” Of course – the auto-leveler. As people enter or leave an airplane, the weight of the airplane changes, and the auto-leveler adjusts the height of the loading bridge so that it remains at the height of the bottom of the aircraft door. When you offload over two hundred people, the aircraft can raise as much as three feet. So we waited for portable stairs. At least we had the APU, so we could have electrical power for lighting and services, such as toilet operation. And heating. The sun was starting to go down, and the temperature was dropping quickly. After about an hour, portable stairs were positioned at door four left, and everyone slowly deplaned. It took about forty minutes for everyone to deplane, with all of their carry-on luggage. When everyone was off, I shut down the APU, turned off the Battery Switch, and headed to the back of the airplane, where the stairs were located. The Captain is always the last to leave. No telling when I’d be flying this baby again. By now it was dark inside the airplane, and I reached into my flight bag, pulled out my new LED flashlight, and pressed the switch. Nothing. I cycled the switch a few more times, with the same results. About this time, the mechanic had entered the plane to make sure everyone had gotten off okay. His flashlight was working fine. “Is that an LED light, Captain?” “Yes, but it’s not working.” “The radiation has wiped out pretty much all the LEDs. If you have HID headlights in your car, they won’t work, either. As far as I can tell, most of the cars are operating okay, though.” “Thanks for your help. We have a good ship. The only squawk we have is the autobrakes aren’t working. Other than that, clean bird.” “Good to hear, Captain. Have a safe trip home.” A safe trip home. With no way to communicate to the airline planning department, no way to flight plan without weather information, no way for the airline to even know where its planes or pilots were located, no way to communicate to the flight crews or passengers, and a winter storm approaching, a safe trip home would be nice. Really nice. But it wouldn’t be happening very soon.

In Ready For Takeoff episode 83 we met Ryan Rankin, a Navy Instructor Pilot who had the goal of flying in 52 different aircraft over the course of one year - one per week. In this episode we catch up with Ryan, to see if he reached his goal and to find out about the exciting and unusual aircraft - airplanes, rotorcraft, and seaplanes - he flew. Ryan describes how he traveled as far away as Poland in his quest, and he describes some really interesting and exciting rides. Ryan documented his journey in his website, with photos and videos. You're going to find his journey fascinating!

November 28, 2013 2346 Greenwich Mean Time West 60 Degrees Flight Level 310 2 It was time to give ATC a call on Guard frequency. We were still over the ocean, but, I estimated, we would be in range of one of the radio facilities on the east coast. For the previous three hours we had maintained a listening watch on VHF 123.45, and had passed along our information, sparse as it was, to aircraft following us. If this had been a domestic flight, we would have come into contact with aircraft that were headed east, but the NAT tracks only operate in one direction. Flights on the tracks go east at night, usually to arrive in Europe around the time the airport control towers accept arrivals, typically 0600 local time, like Heathrow. Westbound flights operate in the daytime. From what I could determine, all of the airplanes I had made contact with had exactly the same indications we had, in terms of inoperative equipment. Fortunately, our TCAS was working, since it was dependent only on the operability of onboard equipment. That meant we would be able to visualize nearby aircraft on our TCAS display, and we would all be able to maneuver to avoid midair collisions with other TCAS-equipped aircraft. At these high altitudes, all aircraft were required to have TCAS. It might be a different story altogether when we got lower, as we approached to land, since light planes didn’t usually have that equipment. But I suspected there wouldn’t be any light planes flying by the time we got to Chicago. We had a fairly lengthy discussion about exactly where we should land. Given that the meteorological conditions were virtually the same everywhere, arrival weather would likely not be a factor. There was the real potential that, wherever we went, we might not get a gate at the terminal. That would mean remote parking. The problem with remote parking was that we might not be able to get off the airplane. The 777 sits so high that it takes a special loading bridge or portable stairs to reach up to the aircraft door sill. If we were to divert to an airport that didn’t routinely accept 777s, we could have a problem with our passengers trapped onboard. That’s what happened when I was flying a trip on September 11, 2001. Like today, weather was crisp and clear all over the United States. When the national aviation emergency was declared, every aircraft was told to land immediately at the nearest airport. At the time, I had only been a 777 Captain for two years. Two years may sound like a long time, but the 777 is a highly sophisticated airplane, and it takes quite a bit of time for a pilot to fill his bag of tricks on a new airplane. I was flying a domestic trip, from Washington Dulles Airport to Denver International Airport. We were over Kansas when the national emergency was declared. It seemed like a no-brainer to me to continue to Denver, but when the controllers said land immediately, they meant immediately. The closest small blue circle on my cockpit moving map display, denoting a suitable airport, was labeled “KFOE”. From my Boeing 727 days, when I had flown nothing but domestic trips all over the country, I had remembered that FOE was the VOR identifier for Topeka. With some great help from my copilot, I had scrambled to program Topeka into our FMC to enable the pressurization system to schedule properly, located the paper approach charts for Topeka that I carried in my “brain bag”, the catalog case that carried all of my documents, and set up for an immediate landing. As I extended the speed brakes and executed an emergency descent, my copilot had made a quick Passenger Address announcement advising everyone on the aircraft that we were making an emergency landing at Topeka. When we landed at Topeka, the Ground controller advised us that the loading bridges could not accept any aircraft larger than a 727, so we would have to deplane remotely. Then they told us that the only portable stairs they had would be three feet short of our door sill. I still remembered, now eleven years later, how I had stood on the top step of the portable stairs and helped the passengers deplane, one by one. We had three wheelchair passengers that day. It was grim. I wasn’t going to let that happen again today, if I could help it. The passengers already were aware that something was wrong. About a half hour after the glitch happened, the purser came up to the cockpit. “Captain, is there something going on that I need to know about? One of our passengers noticed that our airplane symbol isn’t moving on the Airshow moving map display on the passenger video screens. He did a pretty good impression of Scotty from Star Trek when he said, ‘They have us in a tractor beam.’ Anything wrong besides the Airshow?” “We’re not sure, Bill. We’ve lost contact with our GPS satellites, and with all ground- based communications facilities. We’re hearing from other airplanes that the power grid is out all across the United States. Right now, we’re planning on continuing on to O’Hare, but that’s subject to change. I’ll keep you posted as soon as I hear anything new. I’ll make a PA announcement to let the folks know what little I know.” “Thanks, Ham.” Bill was one of the few Flight Attendants that could get away with calling me by my nickname. We had flown trips together for years, and I had gone to dinner with the cabin crew on numerous layovers. I usually treated the crew. Bill ran a tight ship in the back, and his crew always did an outstanding job of taking care of the passengers. Several years ago, I had been dead-heading in the cabin on a domestic 737 flight where Bill was the purser when a passenger, an overweight lady in her sixties, had a heart attack. At the time, not all WorldJet Airways planes had Automatic External Defibrillators onboard, and the 737 fleet was the last fleet scheduled to get outfitted with AEDs. We didn’t have any on board. Worse yet, there were no medical personnel among the passengers, and the two other Flight Attendants were new-hires and had not yet gotten CPR qualified. Since I had been trained on Cardio Pulmonary Resuscitation as part of my side business as a fitness trainer, I volunteered to help out. Bill and I administered CPR as a team for over 40 minutes while the Captain made an emergency divert to Spokane. By the time the medics got aboard, we were exhausted. But we saved the lady’s life, and after the passengers deplaned, we were overcome with emotion. I guess when you’ve cried with someone, he can call you by your nickname. I picked up the PA handset. “Ladies and gentlemen, this is Captain Hancock. You may have noticed the moving map display on your video screens is not working properly. That’s because the Global Positioning System signals are not tuning properly. Apparently, there’s also a problem with the domestic power grid, so we may experience some difficulties with the loading bridge after we arrive at Chicago. We don’t know a whole lot more right now, but I’ll keep you posted as we receive additional information.” That should do it. Keep it short and sweet. For the life of me, I wanted to start out by saying “We have good news and bad news”, but years ago the company had said that was a big no-no. A career-ending no-no. So I kept it short and sweet. Now it was time to see if Guard frequency was alive. We tuned the left VHF transmitter to 121.5 megahertz, and made a transmission in the blind. “This is WorldJet Airways 407 on Guard in the blind. Are there any Air Traffic Control facilities reading my transmission?” No response. I tried several more times, with the same results. It looked like we would be on our own. Shortly after we passed over the east coast, our Engine Indicating and Crew Alerting System, called EICAS, displayed the warning, “Unable RNP”. That meant that the FMC was not able to maintain the Required Navigation Performance. In short, the navigation information from the FMC might not be very accurate. Fortunately, I could see the ground. As our flight progressed, I was able to identify several airports on the ground that corresponded with the blue airport symbols on my cockpit moving map display, so I knew I was reasonably close to on course. Onward. Jim, Mark and I had a fairly extensive discussion about where we should land, and I made the decision to proceed on to O’Hare. Landing there would be as safe as landing anywhere else, we had plenty of fuel, and O’Hare was where the passengers, and the airplane, needed to be.      

From Lyle Prouse's website: This is the story of the first airline pilot ever arrested and sent to prison for flying under the influence. He was fired by his airline, stripped of his FAA licenses, tried, convicted, and sent to Federal prison. This was a first. It had never occurred before. Lyle Prouse came from a WWII housing project in Kansas and an alcoholic family where both parents died as a result of alcoholism. He rose through the ranks of the United States Marine Corps from private to captain, from an infantryman to a fighter pilot. He made his way to the pinnacle of commercial aviation, airline captain...then lost it all. Today he is a recovering alcoholic with nearly twenty-two years sobriety. This story describes his rise from the ashes of complete destruction from which he was never to fly again. It is full of miracles which defy all manner of odds. In a long and arduous journey, he eventually regained his FAA licenses. He never fought his termination; he considered it fair and appropriate. Miraculously, after nearly four years, the President/CEO of his airline personally reinstated him to full flight despite the adverse publicity and embarrassment. In effect, the President/CEO gambled his own career by taking such a risk on a convicted felon and publicly acknowledged alcoholic pilot. In another stunning event, the judge who tried, sentenced, and sent him to prison watched his journey and reappeared eight years after the trial. He became the driving force behind a Presidential pardon although he'd never supported a petition for pardon in all his years on the bench. Lyle retired honorably as a 747 captain for the airline he'd so horribly embarrassed and disgraced. He lives with his wife of nearly forty-nine years and has five grandchildren. He continues to work with all the major airlines in their alcohol programs. He is also active in his Native American community, and he provides hope to those struggling with the disease of alcoholism, no matter who they are or where they are. Lyle has documented his fall, and his redemption, in his fascinating memoir, Final Approach.    

November 28, 2013 2013 Greenwich Mean Time West 30 Degrees Flight Level 310 1 I had just drifted off to sleep, with the rhythmic undulations of the aircraft gently rocking me to sleep, when there was a loud knock on the bunk door. Calling the claustrophobic space a bunk was a stretch, but at least it provided the opportunity to get a power nap while my two copilots manned the cockpit. I opened the door and swung my legs to the aisle floor, being careful not to completely sit up so I wouldn’t hit my head on the bottom of the upper bunk. I blinked against the light in the narrow hallway between the passenger cabin and the cockpit as I let my eyes adjust. Bill Burton, our Purser, was standing in the hallway. “Captain Hancock, the crew called me to wake you. You’re needed in the cockpit immediately.” “Thanks, Bill. Could you please send up a coffee, black with Splenda?” “Right away, sir.” My mind raced to clear the cobwebs as I tried to envision what the problem was. I could fully appreciate what the Captain of Air France 447 must have experienced, as he was awakened from his crew rest and rushed to the cockpit as his airplane was falling out of the sky. Two minutes later, he was dead, along with everyone else on his plane. But this was different. Unlike Air France 447, we were operating in daylight hours. At night, every emergency is at least twice as difficult to handle. More important, we were in a Boeing 777, not the Airbus 340 that Air France 447 flew. Every time I thought of 447, I muttered to myself, “If it ain’t Boeing, I ain’t going”. I entered the cockpit access code into the keypad on the door lock and waited for the crew to unlock the fortified door. Mary, the First Class Flight Attendant, had arrived behind me with a Styrofoam cup of coffee. I took a quick sip, and the fog instantly started to clear from my mind. Obviously, my degree of sleepiness or wakefulness was totally psychological. Jim Johnson, the copilot assigned to the left seat, peered through the viewport and opened the door. I swiftly entered. “What’s up, guys?” “Sir, we’re having a lot of different problems,” said Mark Mason, my other copilot. “They all happened at the same time, about ten minutes ago. And they all seem unrelated.” “Okay,” I replied, “let’s go over them one by one. What’s the most serious?” “ Well,” Jim answered, “we lost our GPS positioning. Both of them.” That was unusual. Really unusual. The 777 has enough redundancy in its systems that if one component fails, another will pick up the slack. I’d been flying the 777 for over ten years, and never had a Global Position System fail. The odds against both failing were astronomical. But it wasn’t that big a deal, really. The Flight Management Computers on the airplane would simply compute our present position, groundspeed and wind vector from the Inertial Reference Units. The IRUs were much more accurate than the Inertial Navigation Systems like we had in the older airplanes. An INS will get you position accuracy within a few miles after a 10-hour flight like ours, while an IRU will get you within a hundred feet. And once we were over land, instead of the middle of the Atlantic Ocean where we presently were, the FMC would use land-based navigation transmitters, VORs, to update our position. My copilots were too young to remember when we didn’t have “glass” cockpits, with moving-map displays and GPS positioning. During our layover in London, when we’d been doing some “hangar flying” at the hotel bar, they’d confided to me that they’d never flown anything but glass. Even their basic flight training airplanes had glass instruments. Using old-fashion round dials, like I’d been flying with for most of my forty-year career, would be an emergency procedure for them. “Okay,” I responded, “not that big a problem. What else?” “ At 30 west we couldn’t get CPDLC to work, and we’ve been unable to raise Gander on either HF or VHF.” “Did you try the left, right and center radios for both VHF and HF?” I asked. “Yes,sir,” Jim responded,. “tried them all. Nothing.” That could be a problem, but not a show-stopper. The Controller-Pilot Data Link Communications System was the airborne equivalent of sending emails back and forth between aircraft and Air Traffic Control. CPDLC made it much easier to talk to ATC than trying to make contact on the radio through static and interference from other aircraft transmissions. Our fallback communications method would be what we used back in the old days – voice transmissions on the radio, using either HF or VHF. It was really unusual for both radio systems, with their triple redundancy, to be inoperative. Fortunately, the weather was severe clear. I looked ahead and could see an Air Canada 767 a thousand feet below us, slightly ahead, our speeds perfectly matched. Well ahead I could see contrails, those white trails that form when an aircraft disturbs the air and causes ice crystals to form, that indicated where we would be flying next. All aircraft on North Atlantic routes, called NAT Tracks, flew on assigned flight paths at specifically-assigned speeds. There were additional tracks every thirty miles north and south of our route. I could see the other aircraft on our Traffic Collision and Avoidance System, called TCAS, and everyone seemed to be on course with no problems. “Have you tried 12345?” I asked. “Not yet,” Jim answered, “We thought we’d get your input before we went outside our airplane.” That was a good call. It could have been something as simple as a couple of popped circuit breakers, and there was no reason to tell the world yet. I instinctively glanced at the overhead circuit breaker panel. None were tripped. I moved my transmitter selector to the right VHF radio, which was tuned to the oceanic inter-plane frequency of 123.45 megahertz. “This is WorldJet Airways 407 on 12345. Is anybody up on frequency?” “Hello, WorldJet Airways, this is Air Canada 332, a bit past 30 west. We’re having problems contacting Gander on any of their frequencies, and we’ve lost our GPS. And our SATCOM isn’t working also. Are you having the same problems?” “That’s affirmative,” I answered, “We have no comm with our company on ACARS also.” The Arinc Communication and Reporting System was an automatic data link with our company headquarters. Theoretically, we could maintain communications with our company anywhere in the world with either ACARS or the Satellite Communications system. When Air Canada mentioned SATCOM, Mark pointed at the Satellite Communications control panel and gave me a thumbs down signal. “Same here.” “WorldJet Airways and Air Canada, this is Delta 883. We’re about sixty miles ahead of you. Did you hear US Air’s transmission?” “Delta, this is WorldJet Airways 407. Negative. Would you relay for us?” “Roger, WorldJet Airways. US Air said that the word is being passed along that there’s been an EMP attack. No one is in contact with ATC, and we’re all pretty much on our own.” An Electro Magnetic Pulse attack, the detonation of a nuclear weapon at high altitude over the United Airways States, could wipe out the entire power grid of the country in the blink of an eye. There’d been stories about the Iranians planning something like that, and the subject had been in the news recently when Boeing had announced that they had developed a drone that could do the same thing to an enemy on a more local scale. But something about the EMP attack story didn’t sound quite right. “Wait a minute, guys,” I transmitted, “an EMP attack wouldn’t knock out our GPS satellites. I think it might be something else, like sun spot activity.” “This is Delta 883. You’re right, WorldJet Airways. I’ll pass this up ahead and see if anyone has any more information.” I heard Delta relay my message, then I heard an intermittent, scratchy retransmission from an airplane ahead of him. Maybe one of the planes ahead of us would get more information. We had our own airplane to worry about. “Jim, do you have the WBM?” “Here you go, boss.” I looked at all five pages of the Weather Briefing Message. It was like I always said: I’d rather be lucky than good. Severe clear weather over the entire eastern half of the United States, from Colorado east, for the next two days. A winter storm was predicted in a couple of days, but right now it was smooth sailing. This was great news. If the power grid was out, there was no telling if the backup systems at all the airports would be operational. We may have navigation signals, we may not. At least it was daytime, and the weather was good. We’d be able to make a visual approach to wherever we were going to land. Chicago O’Hare Airport, our destination, was always hectic, even when communications were working. Even on a good day when everything was going smoothly, the ATC controllers usually sounded more like tobacco auctioneers than tower operators. If there was any snag in communications, it was going to get pretty hairy. I looked at the O’Hare forecast. The wind was going to be from the west. At an airport that’s not very busy, that would most likely mean landing to the west. At O’Hare, unless the wind was greater than 10 knots, takeoff and landing directions were not so set in stone. My guess was that we’d be using Runway 32 Left, 32 Right, 27 Left or 27 Right. Depended on which runway they were using for takeoffs. But wait. If communications were out, there wouldn’t be any takeoffs. Only landings. That meant our potential conflicts had just been cut in half. Things were starting to look up. I turned to Jim and Mark. “Okay, guys, I think there’s been some kind of event that’s taken out most of the radios and the power grid. Is anything else on the airplane inop?” “The only other thing I noticed is the EFBs aren’t working,” Jim said. “I think they quit around the same time as the GPS.” I looked down at my Electronic Flight Bag. The screen was black, unpowered. Unlike when we carried 40 or 50 pounds of paper charts and maps in our “brain bags”, the leather catalog cases pilots had carried since the beginning of commercial aviation, all of our flight documents were now in our EFBs, with backup copies in the iPads we’d recently been authorized to use in the cockpit. I looked on the overhead circuit breaker panel and found the EFB-L and EFB-R circuit breakers and pulled them out. One potato, two potato, three potato. I pushed them back in. It would take a few minutes to see if recycling the breakers would get the Left and Right EFBs back in operation. “Jim,” I said, “check your iPad. We may need to use the charts in there.” “Bad news, Ham,” he answered. “I tried cranking it up a few minutes ago, and all I got was a black screen with the Apple logo. I tried both of the others, too, and none of them are working.” “Hamilton,” Mark said, “why would some of our equipment work and some not?” “Most of our electronics,” I answered, “are in the lower electronics bay. That area is well shielded, and the airplane itself acts pretty much like a Faraday cage. The electronics in the cockpit, like the iPads, aren’t so well protected because of all of the windows. My guess, and it’s just a guess, is that there was some form of event, like a sun spot, that caused a glitch. When we get closer to land, within radio range of the States, we’ll try Guard frequency. I suspect that Guard transmitters have some sort of power backup, and they’re probably well shielded. We’ll just have to wait.” Mark and Jim silently nodded. After about three minutes, the EFBs came back to life. At least we’d have our charts. It was going to be at least three more hours before we were within range of any American or Canadian radio stations. It was going to be a long three hours.  

MAJOR GENERAL (RET) PAT BRADY served over thirty-four years in the Army in duty stations across the world: In Berlin during the building of the Wall; as commander of the DMZ in Korea, in the Dominican Republic; in the Pentagon as chief spokesman for the Army and for two years in Viet Nam. In two tours in Viet Nam he rescued over five thousand wounded and flew over twenty-five hundred combat missions. He is identified in the Encyclopedia of the Viet Nam War as the top helicopter pilot in that war and is one of two Viet Nam soldiers to earn both the Medal of Honor and the Distinguished Service Cross, our nation's second highest award. Some pundits also identify him as the most decorated living veteran. His awards include: Two Distinguished Service Medals; the Defense Superior Service Medal; the Legion of Merit; six Distinguished Flying Crosses; two Bronze Stars, one for valor; the Purple Heart and fifty-three Medals, one for valor. He is a member of both the Army Aviation and Dust Off Halls of Fame. Brady is a former president of the Congressional Medal of Honor Society and a past Commissioner of the Battle Monuments Commission during the construction of the WWII memorial. General Brady has a bachelor's degree in psychology from Seattle University and an MBA from Notre Dame University.

Every time you fly a visual or instrument approach you will be flying a nominal-3 degree flight path. This podcast covers several techniques to fly a 3-degree final approach, whether you have glide slope guidance, such as an ILS, or simply referring to visual cues.Since the glideslope on most ILS installations and the desired visual glide path is 3 degrees, we will look at ways to easily fly a 3-degree glide path. A 3-degree glide path is equal to an altitude loss of 300 feet per mile. Considering that a nominal threshold crossing height (TCH) is 50 feet, the proper glide path would be an altitude of 350 feet above ground level (AGL) at a distance of one mile from the runway, 650 feet AGL at 2 miles, and 1000 feet AGL at 3 miles (I'm a pilot, so I try to simplify things!). If you know your distance from the runway and the elevation of the airport, it's fairly easy to keep yourself on the right path. You can determine your distance from the runway using GPS, VOR/DME or visual references. The vertical speed (VSI) (in feet per minute - FPM) to arrive at a 3-degree flight path is one-half your groundspeed in knots times 10. For example, if your groundspeed is 100 knots, your VSI for a 3-degree flight path would be 500 FPM. It's important to note that this is GROUNDSPEED, not airspeed. You can determine your groundspeed from your GPS (if you have one) or by calculating your true airspeed (TAS) and subtracting your headwind. To calculate your TAS, you can estimate it by increasing your indicated (or calibrated) airspeed by 2 percent for every 1000 feet of altitude. So if your IAS is 100 knots indicated airspeed (KIAS) and you are at 5000 feet MSL, your TAS would be 110 KIAS. You can estimate your headwind by taking the headwind component at the runway and increasing it by about 20 percent. In this example for a 100 KIAS approach flown at 5000 feet MSL with a 20 knot headwind, you have a groundspeed of 90 knots, and would descent at 450 FPM. If you do not have an ILS receiver and are approaching a runway served by an ILS, you can fly toward the runway in level flight, configured and at final approach airspeed, until reaching the outer marker (OM), then simply lower the nose 3 degrees.  

The slide rule side of the E6B computer is used to calculate time, speed and distance. The scales on the outer circle and the first scale on the inner disk are identical. Also on the inner disk is an additional scale that represents hours corresponding to the number of minutes on the first scale. Think of the edge of the inner disk as representing the word "per", such as "miles per hour", gallons per minute, etc. To calculate any rate, simply place the black triangle on the inner disk opposite the number on the outer scale that represents the value that changes with time, such as miles per hour and gallons per hour. Then, opposite the number of minutes on the inner disk, you can read the result. Naturally, you need to provide the zero or decimal point if appropriate by first estimating an answer to comply with the TLAR (That Looks About Right) rule. To compute True Air Speed, use the small window and align the temperature opposite the altitude and read the True Air Speed on the outer scale opposite the Calibrated Air Speed on the inner disk.

Paul Strickland entered the Air Force in 1983, graduating with honors from OCS. Paul has had a distinguished and successful Air Force career logging over 3,900 hours in military aircraft including the A-10, F-5 and F-16. Paul served with various squadrons in the US, Europe, and Korea, flying combat missions during Operation Deny Flight over Bosnia, Operation Northern Watch over Iraq, and supporting Operation ALLIED FORCE over Kosovo as operations director, Combined Air Ops Center in Italy. In 1991, “Sticky” was named to the USAF Air Demonstration Squadron “Thunderbirds” as the #4, Slot pilot, Instructor Pilot, Flight Examiner, and Safety officer. While with the Thunderbirds, he logged over 160+ air shows throughout the United States and two overseas tours, flying in 11 European countries (and the first ever USAF demonstration in Hungary and Poland), and seven South American countries. “Sticky” commanded the 4th Fighter Squadron “Fuujins”, the 388 Ops Support Squadron “Raptors”, and the 8th Ops Group “Wolfpack” at Kunsan, Korea before serving with the Joint Staff, Pentagon as the Chief, Joint Operations Division, SOUTHCOM, until his retirement in 2006. “Sticky” is currently a pilot with Southwest Airlines.

The last combat mission of World War II began Aug. 15, 1945, when fighter pilot Jerry Yellin and his wingman, 19-year-old Philip Schlamberg, took off from Iwo Jima to attack airfields near Nagoya, Japan. The war seemed all but over. Germany had surrendered in May, and much of Hiroshima and Nagasaki were in ruins, decimated by atomic bombs dropped the previous week. If Mr. Yellin heard a code word — “Utah” — Japan’s rumored surrender had occurred, and he was to cancel his mission and return to Iwo Jima, a rocky island that he had helped secure months earlier and that offered a base for American bombers headed north to Japan. Later that day, on what was still Aug. 14 in the United States, Emperor Hirohito announced Japan’s surrender. For some reason, however, Mr. Yellin and Schlamberg never got the message. Taking on antiaircraft fire in their P-51 Mustangs, they strafed their targets and headed home, passing through a thick bank of clouds. Schlamberg, who had previously admitted a sense of foreboding to Mr. Yellin, saying, “If we go on this mission, I’m not coming back,” never emerged from the haze. Disappearing from Mr. Yellin’s wing, he was presumed dead and considered one of the last Americans to be killed in combat during World War II. Mr. Yellin in 2015. (Lightfinder Public Relations) Mr. Yellin, who landed on Iwo Jima to discover that the war had ended three hours earlier, and who later became an outspoken advocate of veterans with post-traumatic stress disorder, died Dec. 21 at his son Steven Yellin’s home in Orlando. He was 93 and had lung cancer, his son said. For Mr. Yellin, the war was a hellish necessity, essential for halting the spread of Nazism and Japanese aggression. But he also spoke forthrightly about its costs, including the mental anguish over memories of combat that nearly led him to suicide. He recalled with particular horror the experience of landing on war-torn Iwo Jima for the first time, where “there wasn’t a blade of grass and there were 28,000 bodies rotting in the sun.” “The sights and the sounds and the smells of dead bodies and the sights of Japanese being bulldozed into mass graves absolutely never went away,” he told the Washington Times in August. Mr. Yellin, a captain in the 78th Fighter Squadron of the Army Air Forces, counted 16 downed pilots in his unit during the war, including Schlamberg. For years afterward, he struggled to keep a steady job, moving a dozen times in the United States and Israel (where he settled, at one point, partly in protest of the Vietnam War). He eventually found solace through Transcendental Meditation, a twice-daily technique of silent concentration that his wife introduced him to in 1975 after she saw the practice’s originator, Maharishi Mahesh Yogi, on “The Merv Griffin Show.” Mr. Yellin soon began speaking to other veterans who struggled to adapt to civilian life, and in 2010 he co-founded Operation Warrior Wellness, a division of the David Lynch Foundation that helps veterans learn Transcendental Meditation. He said he was inspired to start the group after a friend and Army veteran killed himself that year. Mr. Yellin received support in promotional videos by actress Scarlett Johansson, a grandniece of Schlamberg. “The feeling that one has when a buddy dies? You just can’t emulate that. We have a burden civilians will never understand,” Mr. Yellin told The Washington Post earlier this month, shortly after the release of “The Last Fighter Pilot,” an account of his World War II service written with Don Brown.

The great thing about the mechanical E6B computer is that it requires no batteries and gets more accurate the more often you use it! The easy way to use the wind side of the E6B is remember to start with placing the wind direction under the True Index.  Align the grommet over any solid line on the slide, and draw a wind dot UP a distance representing the wind speed. Next, rotate the bezel to place the true course under the True Index. Now, move the slide until the wind dot is over the line that represents the true airspeed. Finally, without moving anything, read your groundspeed under the grommet and read your wind correction angle under the near-vertical line that radiates from the bottom of the slide.

From Brian Schiff's website: Capt. Brian Schiff is a captain for a major US airline and is type-rated on the Boeing 727, 757, 767, DC-9 (MD-80), CL-65, LR-JET, and G-V. Schiff’s roots are deeply planted in general aviation where he has flown a wide variety of aircraft.      He holds several flight instructor ratings and is recognized for his enthusiasm and ability to teach in way that simplifies complex procedures and concepts. He has been actively instructing since earning his flight and ground instructor certificates in 1985. Schiff also has been an FAA-designated examiner.      He attended San Jose State University, and earned his Bachelor of Science degree in Aeronautical Science from Embry-Riddle Aeronautical University and his Masters of Science Degree in Aviation Safety from the University of Central Missouri. He regularly conducts seminars about aviation safety and techniques to student and professional pilots alike. Here's a great website that features a visit with Brian: http://karlenepetitt.blogspot.com/2017/11/brain-schiff.html Brian's website has tons of great information for pilots at every level of experience.

IMSAFE is the Aeronautical Information Manual's recommended mnemonic for aircraft pilots to use to assess their fitness to fly. The mnemonic is: Illness - Is the pilot suffering from any illness or symptom of an illness which might affect them in flight? Medication - Is the pilot currently taking any drugs (prescription or over-the-counter)? Stress - Is the pilot overly worried about other factors in his life? The psychological pressures of everyday living can be a powerful distraction and consequently affect a pilot's performance. The Yerkes-Dodson study illustrates that performance actually improves with increasing levels of stress up to a certain level, then drops off rapidly if the stress level is too great. Alcohol - Although legal limits vary by jurisdiction (0.04 BAC, any consumption in the past 8 hours or current impairment in the USA), the pilot should consider their alcohol consumption within the last 8 to 24 hours. Fatigue - Has the pilot had sufficient sleep and adequate nutrition? Emotion - Has the pilot fully recovered from any extremely upsetting events such as the loss of a family member? 'E', while defined under the FAA as standing for Emotion, is considered by other international Aviation Authorities such as the CAA and CASA to stand for Eating, including ensuring proper hydration, sustenance, and correct nutrition.

Dean Siracusa used to fly in his father's airplane as a child, but when he started traveling by air as an adult he developed a fear of flying. To combat this fear, he started taking flying lessons in 1999, and immediately fell in love with aviation. Dean has owned a Cessna 172, a Grumman Cheeta, and his current airplane, a Myers 200D. He's put 1000 hours on the Myers since buying it in 2006, and still raves about the plane. In 2010 Dean noticed a major problem with aviation sunglasses: the temple pieces dig into the wearer's head when using a tight-fitting headset or helmet. That started him on his quest to design and develop sunglasses with micro-thin temples that are comfortable under the headgear worn for any activity, such as flying, cycling, and skiing. The result was a ground-breaking line of eyewear designed for aviation, and currently in use by pilots of C-130s, F-16s and a host of other military and civilian airplanes. Glasses can be ordered directly from his website and also at numerous optical retailers.

It is estimated that once fully adapted to darkness, the rods are 10,000 times more sensitive to light than the cones, making them the primary receptors for night vision. Since the cones are concentrated near the fovea, the rods are also responsible for much of the peripheral vision. The concentration of cones in the fovea can make a night blindspot in the center of the field of vision.To see an object clearly at night, the pilot must expose the rods to the image.This can be done by looking 5° to10° off center of the object to be seen.This can be tried in a dim light in a darkened room. When looking directly at the light, it dims or disappears altogether. When looking slightly off center, it becomes clearer and brighter. When looking directly at an object, the image is focused mainly on the fovea, where detail is best seen. At night, the ability to see an object in the center of the visual field is reduced as the cones lose much of their sensitivity and the rods become more sensitive. Looking off center can help compensate for this night blind spot. Along with the loss of sharpness (acuity) and color at night, depth perception and judgment of size may be lost.  Dark Adaptation Dark adaptation is the adjustment of the human eye to a dark environment. That adjustment takes longer depending on the amount of light in the environment that a person has just left. Moving from a bright room into a dark one takes longer than moving from a dim room and going into a dark one. While the cones adapt rapidly to changes in light intensities, the rods take much longer. Walking from bright sunlight into a dark movie theater is an example of this dark adaptation period experience. The rods can take approximately 30 minutes to fully adapt to darkness. A bright light, however, can completely destroy night adaptation, leaving night vision severely compromised while the adaptation process is repeated. Scanning techniques are very important in identifying objects at night. To scan effectively, pilots must look from right to left or left to right. They should begin scanning at the greatest distance an object can be perceived (top) and move inward toward the position of the aircraft (bottom). For each stop, an area approximately 30° wide should be scanned. The duration of each stop is based on the degree of detail that is required, but no stop should last longer than 2 to 3 seconds. When moving from one viewing point to the next, pilots should overlap the previous field of view by 10°.  Off-center viewing is another type of scan that pilots can use during night flying. It is a technique that requires an object be viewed by looking 10° above, below, or to either side of the object.  In this manner, the peripheral vision can maintain contact with an object. With off-center vision, the images of an object viewed longer than 2 to 3 seconds will disappear. This occurs because the rods reach a photochemical equilibrium that prevents any further response until the scene changes. This produces a potentially unsafe operating condition. To overcome this night vision limitation, pilots must be aware of the phenomenon and avoid viewing an object for longer than 2 or 3 seconds. The peripheral field of vision will continue to pick up the object when the eyes are shifted from one off- center point to another. Several things can be done to help with the dark adaptation process and to keep the eyes adapted to darkness. Some of the steps pilots and flight crews can take to protect their night vision are described in the following paragraphs. If, during the flight ,any high intensity lighting areas are encountered, attempt to turn the aircraft away and fly in the periphery of the lighted area.This will not expose the eyes to such a large amount of light all at once. If possible, plan your route to avoid direct over flight to built-up, brightly lit areas. Flight deck lighting should be kept as low as possible so that the light does not monopolize night vision. After reaching the desired flight altitude, pilots should allow time to adjust to the flight conditions.This includes readjustment of instrument lights and orientation to outside references. During the adjustment period, night vision should continue to improve until optimum night adaptation is achieved. When it is necessary to read maps, charts, and checklists, use a dim white light flashlight and avoid shining it in your or any other crew member’s eyes. Often time, pilots have no say in how airfield operations are handled, but listed below are some precautions that can be taken to make night flying safer and help protect night vision. •Airfield lighting should be reduced to the lowest usable intensity. •Maintenance personnel should practice light discipline with headlights and flashlights. •Position the aircraft at a part of the airfield where the least amount of lighting exists. If a night flight is scheduled, pilots and crewmembers should wear neutral density (N-15) sunglasses or equivalent filter lenses when exposed to bright sunlight. This precaution increases the rate of dark adaptation at night and improves night visual sensitivity. Unaided night vision depends on optimum function and sensitivity oftherods of the retina. Lack of oxygen to the rods (hypoxia) significantly reduces their sensitivity. Sharp clear vision(with the best being equal to 20–20 vision) requires significant oxygen especially at night. Without supplemental oxygen, an individual’s night vision declines measurably at pressure altitudes above 4,000 feet. As altitude increases, the available oxygen decreases, degrading night vision. Compounding the problem is fatigue, which minimizes physiological well being. Adding fatigue to high altitude exposure is a recipe for disaster. In fact, if flying at night at an altitude of 12,000 feet, the pilot may actually see elements of his orher normal vision missing or not in focus. Missing visual elements resemble the missing pixels in a digital image while unfocused vision is washed out. For the pilot suffering the effects of hypoxia, a simple descent to a lower altitude may not be sufficient to reestablish vision. For example, a climb from 8,000 feet to 12,000 feet for 30 minutes does not mean a descent to 8,000 feet will rectify the problem. Visual acuity may not be regained for over an hour. Thus, it is important to remember, altitude and fatigue have a profound effect on a pilot’s ability to see. •Select approach and departure routes that avoid highways and residential areas where illumination can impair night vision. Night flight can be more fatiguing and stressful than day flight, and many self-imposed stressors can limit night vision. Pilots can control this type of stress by knowing the factors that can cause self-imposed stressors.

When John Fairfield visited an Air Force recruiter, he became convinced he should be a navigator to gain additional aviation education before becoming a pilot. He attended navigator training and served as a B-52 Navigator, eventually becoming a check airman and a Navigator-Bombadier. Due to his exceptional performance and attitude, he was selected to attend Air Force Undergraduate Pilot Training as the only Navigator released from Strategic Air Command for this school. He performed extremely well in pilot training, and had his choice of assignments. He elected to remain in Air Training Command as an Instructor Pilot, to gain additional flight experience. At Williams Air Force Base he became the base expert in T-37 spin recovery training, administering this training to students and instructors alike. After gaining additional flying experience, John volunteered for combat duty in Vietnam. Following F-4 Replacement Training Unit training, he arrived at the 8th Tactical Fighter Wing, at Ubon Royal Thai Air Base, just as Operation Linebacker commenced. He quickly became a flight commander and flight leader on missions over Hanoi, at the time the most heavily-defended area in the world. He led combat flights during both Linebacker I and Linebacker II. After Ubon, John was assigned to the Pentagon to manage the Air Force fuel program. A few months after assuming that position, the 1973 Fuel Crisis occurred, and it was his job to ensure that the Air Force could continue flying with drastically reduced fuel stores. Because of his performance in this position, he was promoted from Captain to Colonel in four years, considered an impossibility during peacetime! John eventually got back into the cockpit in the B-52 and served numerous roles, including becoming a Wing Commander a few weeks after arriving on base when his wing failed an Operational Readiness Inspection (ORI) and the previous Wing Commander was fired. He instituted a corrective action program that resulted in his wing achieving the best bombing scores in the history of the Strategic Air Command during the ORI re-test. Numerous other assignments, including another tour at the Pentagon, led to his selection as Lieutenant General (three-star). For most of these assignments, General Fairfield was not selected for these positions because of his in-depth knowledge of the intricacies of the tasks, but for his leadership and for his ability to inspire his men and women to achieve the goals of their mission. General Fairfield retired from active duty in 1997.

Unmanned Aerial Systems (drones) pose a serious inflight risk to aircraft. In this episode, we discuss some of the findings in the comprehensive ASSURE study performed by 23 academic institutions.

After Otis Hooper graduated from the United States Air Force Academy, he attended Undergraduate Pilot Training in Columbus, MS, and then flew the KC-135 aircraft at McConnell Air Force Base in Kansas. He had just returned from his first deployment (of eight total) when the September 11th attacks occurred, and was assigned to fly refueling missions over New York City for the fighter aircraft protecting the city. After leaving the active duty Air Force, he flew VIP airlift support missions in the C-40 Boeing Business Jet with the Washington, D.C. Air Guard. It was at this time that Otis started his fitness transformation. During an 18-month period, he dropped 50 pounds of fat, gained 25 pounds of muscle, and competed in the Mr. Olympia contest. He continues his bodybuilding activities, and has now become a professional. But that's just the beginning of his non-flying activities. He trained for and completed an Ironman triathlon, and then competed on the American Ninja Warrior program. He is also a motivational speaker with the Afterburner Team, and has just started a career as a movie actor, appearing in Rampage with Dwayne Johnson.

- Pilots should avoid flight within areas of reported ongoing unauthorized laser activity to the extent practicable. - In the event a cautionary broadcast (by ATC or another pilot) regarding unauthorized laser illumination is made within the previous 20 minutes for a particular area, pilots should avoid the area, if practicable. - In the event laser activity is encountered or reported in the vicinity of flight, pilots operating in accordance with instrument flight rules (IFR) should obtain ATC authorization prior to deviating from their assigned clearance. - In the event aircrews are unexpectedly exposed to laser illumination, direct eye contact with the beam should be avoided, and eyes should be shielded to the maximum extent possible consistent 4 with aircraft contract and safety. ATC understands that, under these circumstances, aircrews may regard the event as an in-flight emergency and may take evasive action to avoid further exposure to the laser illumination. - As soon as possible, following an incident, pilots should report it to the appropriate ATC facility in accordance with the guidance provided by this AC. Forward as much information as available. Expeditious reporting will assist law enforcement in locating the source of the laser transmission.

This is our second visit with aviation artist and historian John Mollison. In this interview, John discusses his newest film, the award-winning South Dakota Warrior: The John Waldron Story. On 4 June, 1942, LtCDR John C. Waldron led 29 other men into battle against the Japanese at the Battle of Midway. The result was (nearly) utter annihilation of his squadron...and the moment that assured that the United States would utterly defeat the Japanese. His mission led to the destruction of four Japanese aircraft carriers (the Soryu, the Hiryu, the Kaga and the Akagi) during the Battle of Midway, which changed the course of the war in the Pacific. In Mollison's film, we learn the John Waldron story and the lessons of the Battle of Midway.

Turbulence is air movement that normally cannot be seen and often occurs unexpectedly. It can be created by many different conditions, including atmospheric pressure, jet streams, air around mountains, cold or warm weather fronts or thunderstorms. Turbulence can even occur when the sky appears to be clear. While turbulence is normal and happens often, it can be dangerous. Its bumpy ride can cause passengers who are not wearing their seat belts to be thrown from their seats without warning. But, by following the guidelines suggested on this site, you can help keep yourself and your loved ones safe when traveling by air. To keep you and your family as safe as possible during flight, FAA regulations require passengers to be seated with their seat belts fastened: When the airplane leaves the gate and as it climbs after take-off. During landing and taxi. Whenever the seat belt sign is illuminated during flight. Why is it important to follow these safety regulations? Consider this: In nonfatal accidents, in-flight turbulence is the leading cause of injuries to airline passengers and flight attendants. Each year, approximately 58 people in the United States are injured by turbulence while not wearing their seat belts. From 1980 through 2008, U.S. air carriers had 234 turbulence accidents*, resulting in 298 serious injuries and three fatalities. Of the 298 serious injuries, 184 involved flight attendants and 114 involved passengers. At least two of the three fatalities involved passengers who were not wearing their seat belts while the seat belt sign was illuminated. Generally, two-thirds of turbulence-related accidents occur at or above 30,000 feet.  

From Spencer Suderman's website: Spencer Suderman is not only one of the most exciting air show performers on the planet, he is also a Guinness World Record holder! On March 20, 2016, Spencer flew the Sunbird S-1x, an experimental variant of the Pitts S-1 biplane to an altitude of 24,500′ in the restricted airspace over the Barry M. Goldwater Range in Yuma, Arizona then entered an inverted flat spin. At an altitude of 2,000′ the recovery was initiated and the Sunbird smoothly returned to level flight at 1,200′. A new world record of 98 inverted flat spins crushed the previous Guinness World Record of 81 that Spencer set in 2014. Spencer began flying while in college in the late 1980’s and quickly advanced from private pilot to commercial pilot with an instrument rating. In 2002 he became a Certified Flight Instructor (CFI) and now holds an FAA unrestricted Statement of Aerobatic Competency (SAC) card allowing him to perform solo and formation aerobatics down to surface level. While working on his instrument rating, Spencer discovered that aerobatics are amazingly fun and quickly lost interest in merely flying straight and level. After attending numerous aerobatic contests in the Super Decathlon aerobatic trainer rented from a local flight school he moved up to the high performance Pitts S-2B. He’s been performing in air shows since 2006 and the plane was dubbed the “Meteor Pitts” because it shoots across the sky with its unique hot rod style flame paint scheme. Spencer’s air show performance uniquely showcases the capabilities of the Meteor Pitts Biplane with Intense gyroscopic maneuvers like the Double Hammerhead and the Inverted Flat Spin with its signature corkscrew smoke trail as the plane drops towards the ground at over 6000′ feet per minute spinning like a Frisbee! Spencer enjoys entertaining the audience with this amazing airplane. His enthusiasm for flight is infectious and he’s proud of the people that have been motivated to get involved in aviation. Spencer enjoys producing videos about flying that give the viewer a sense of being in the cockpit going along for the ride! When not flying Spencer works in IT within the entertainment industry and lives in Southern California with his wife, children, and two dogs. His educational background includes an MBA from the University of Massachusetts, Amherst and a bachelors degree from the State University of New York. Education is the most important pursuit any human can undertake and Spencer speaks from experience when encouraging young people to pursue learning with passion.  

What is Precision Runway MonitorTraining? Precision Runway Monitor (PRM) training provides guidance on conducting PRM approaches. These are simultaneous, independent approaches to closely spaced, parallel runways. What You Need to Know The FAA, together with industry, recently completed an extensive overhaul of the PRM training material. The centerpiece of this effort is a newly developed training aid titled, “Precision Runway Monitor (PRM) Pilot Procedures.” It replaces previously used training videos for both air carrier and general aviation pilots. Although the core elements of the training remain unchanged, this new version has been streamlined to reduce completion time and provides the most up-to-date information on how to safely conduct PRM approaches. In conjunction with this change, the Aeronautical Information Manual (AIM) is being updated regarding simultaneous approaches in general, and PRM operations specifically. Over time, other relevant documents will also be updated. To reduce cockpit workload, a new Attention All Users Page (AAUP) format will be implemented. This new format is shorter in length and delivers updated briefing material. It will be published on December 7, 2017. The FAA’s PRM website (www.faa.gov/training_testing/training/prm)has been updated as well. Here, pilots can view or download the PRM training slide presentation. A link to the appropriate AIM section is also provided. What Do I Need to Do? Part 121, 129, and 135 operations:Pilots must comply with FAA-approved company training, as identified in their Operations Specifications. Part 91 operations:Pilots operating transport category aircraft must be familiar with PRM and Simultaneous Offset Instrument Approaches (SOIA) operations as contained in the AIM. Training, at a minimum, must require pilots to view the new FAA slide presentation, "Precision Runway Monitor (PRM) Pilot Procedures."Pilots not operating transport category aircraft must be familiar with PRM and SOIA operations, as contained in the AIM. The FAA strongly recommends these pilots view the new FAA training slide presentation, "Precision Runway Monitor (PRM) Pilot Procedures."

Aviation was in Lynn Damron's blood from the time he was born. His uncle was a barnstormer in the 1930s and later became an airline pilot. Starting at about age 10, Lynn wanted to be a fighter pilot. He soloed a J-3 Cub when he as still in high school, and after a year at a civilian college he was accepted to the United States Air Force Academy, class of 1967. After graduation he attended Undergraduate Pilot Training (UPT) at Moody Air Force Base and was assigned to fly back-seat F-4s. On the way to Vietnam his unit was diverted to Korea, and he spent six months there on an air defense assignment. After his F-4 assignment, Lynn went to Vietnam as a Forward Air Controller (FAC), based at Hue. After Vietnam he became an instructor pilot (IP) in the supersonic T-38 Talon, training UPT students. Following his IP assignment he became an F-105 Wild Weasel pilot at George Air Force Base, CA. After an educational assignment at Air Command And Staff College Lynn was assigned to fly F-4s at Clark Air Base, Philippines. Following his final F-4 assignment Lynn served as a staff officer for his last eight years in the Air Force. Lynn now serves in the Civil Air Patrol, mentoring cadets and flying search and rescue missions.

Concept of Operations Runway Status Lights is an essential FAA system which uses Airport Surface Survellance data to determine vehicle and aircraft locations. Runway Status Lights processes this data using complex software algorithms with adjustable parameters to control airfield lights in accordance with Air Traffic operations, including anticipated separation. Red airfield lights (Runway Entrance Lights and Takeoff Hold Lights) illuminate and extinguish as vehicles and aircraft traverse the airfield. System Runway Status Lights integrates airport lighting equipment with approach and surface surveillance systems to provide a visual signal to pilots and vehicle operators indicating that it is unsafe to enter/cross or begin takeoff on runway. The system is fully automated based on inputs from surface and terminal surveillance systems. Airport surveillance sensor inputs are processed through light control logic that commands in-pavement lights to illuminate red when there is traffic on or approaching the runway. Runway Entrance Lights (RELs) provide signal to aircraft crossing entering runway from intersecting taxiway Takeoff Hold Lights (THLs) provide signal to aircraft in position for takeoff Runway Entrance Lights The Runway Entrance Lights system is composed of flush mounted, in-pavement, unidirectional fixtures that are parallel to and focused along the taxiway centerline and directed toward the pilot at the hold line. A specific array of Runway Entrance Lights lights include the first light at the hold line followed by a series of evenly spaced lights to the runway edge; and one additional light at the runway centerline in line with the last two lights before the runway edge (See FIG 2-1-9). When activated, these red lights indicate that there is high speed traffic on the runway or there is an aircraft on final approach within the activation area. Operating Characteristics – Departing Aircraft: When a departing aircraft reaches 30 knots, all taxiway intersections with Runway Entrance Lights arrays along the runway ahead of the aircraft will illuminate (see FIG 2-1-9). As the aircraft approaches a Runway Entrance Lights equipped taxiway intersection, the lights at that intersection extinguish approximately 2 to 3 seconds before the aircraft reaches it. This allows controllers to apply "anticipated separation" to permit Air Traffic Control to move traffic more expeditiously without compromising safety. After the aircraft is declared "airborne" by the system, all lights will extinguish. Operating Characteristics – Arriving Aircraft: When an aircraft on final approach is approximately 1 mile from the runway threshold all sets of Runway Entrance Light arrays along the runway will illuminate. The distance is adjustable and can be configured for specific operations at particular airports. Lights extinguish at each equipped taxiway intersection approximately 2 to 3 seconds before the aircraft reaches it to apply anticipated separation until the aircraft has slowed to approximately 80 knots (site adjustable parameter). Below 80 knots, all arrays that are not within 30 seconds of the aircraft's forward path are extinguished. Once the arriving aircraft slows to approximately 34 knots (site adjustable parameter), it is declared to be in a taxi state, and all lights extinguish. What a pilot would observe: A pilot at or approaching the hold line to a runway will observe Runway Entrance Lights illuminating and extinguishing in reaction to an aircraft or vehicle operating on the runway, or an arriving aircraft operating less than 1 mile from the runway threshold. Whenever a pilot observes the red lights of the Runway Entrance Lights, that pilot will stop at the hold line, or along the taxiway path and remain stopped. The pilot will then contact Air Traffic Control for resolution if the clearance is in conflict with the lights. Should pilots note illuminated lights under circumstances when remaining clear of the runway is impractical for safety reasons (i.e., aircraft is already on the runway), the crew should proceed according to their best judgment while understanding the illuminated lights indicate the runway is unsafe to enter or cross. Contact Air Traffic Control at the earliest possible opportunity. Takeoff Hold Lights The Takeoff Hold Lights system is composed of in-pavement, unidirectional fixtures in a double longitudinal row aligned either side of the runway centerline lighting. Fixtures are focused toward the arrival end of the runway at the "line up and wait" point, and they extend for 1,500 feet in front of the holding aircraft (see FIG 2-1-9). Illuminated red lights provide a signal, to an aircraft in position for takeoff or rolling, that it is unsafe to takeoff because the runway is occupied or about to be occupied by another aircraft or ground vehicle. Two aircraft, or a surface vehicle and an aircraft, are required for the lights to illuminate. The departing aircraft must be in position for takeoff or beginning takeoff roll. Another aircraft or a surface vehicle must be on or about to cross the runway. Operating Characteristics – Departing Aircraft: Takeoff Hold Lights will illuminate for an aircraft in position for departure or departing when there is another aircraft or vehicle on the runway or about to enter the runway (see FIG 2-1-9.) Once that aircraft or vehicle exits the runway, the Takeoff Hold Lights extinguish. A pilot may notice lights extinguish prior to the downfield aircraft or vehicle being completely clear of the runway but still moving. Like Runway Entrance Lights, Takeoff Hold Lights have an "anticipated separation" feature.When the Takeoff Hold Lights extinguish, this is not clearance to begin a takeoff roll. All takeoff clearances will be issued by Air Traffic Control. What a pilot would observe: A pilot in position to depart from a runway, or has begun takeoff roll, will observe Takeoff Hold Lights illuminating in reaction to an aircraft or vehicle on the runway or about to enter or cross it. Lights will extinguish when the runway is clear. A pilot may observe several cycles of lights illuminating and extinguishing depending on the amount of crossing traffic. Whenever a pilot observes the red lights of the Takeoff Hold Lights, the pilot will stop or remain stopped. The pilot will contact Air Traffic Control for resolution if any clearance is in conflict with the lights. Should pilots note illuminated lights while in takeoff roll and under circumstances when stopping is impractical for safety reasons, the crew should proceed according to their best judgment while understanding the illuminated lights indicate that continuing the takeoff is unsafe. Contact Air Traffic Control at the earliest possible opportunity. Pilot Actions When operating at airports with Runway Status Lights, pilots should turn the transponder "ON" with Altitude Enabled when operating on all taxiways and runways. This ensures interaction with the FAA surveillance systems which provide information to the Runway Status Lights system. Never cross over illuminated red lights. Under normal circumstances, Runway Status Lights will confirm the pilot's taxi or takeoff clearance. If Runway Status Lights indicates that it is unsafe to takeoff from or taxi across a runway, immediately notify Air Traffic Control of the conflict and confirm your clearance. Do not proceed when lights have extinguished without an Air Traffic Control clearance. Runway Status Lights verifies an Air Traffic Control clearance, it does not substitute for an Air Traffic Control clearance. Air Traffic Control of Runway Status Lights Controllers can set in-pavement lights to one of five brightness levels to assure maximum conspicuity under all visibility and lighting conditions. Runway Entrance Lights and Takeoff Hold Lights subsystems may be independently set. The system can be shutdown should Runway Status Lights operations impact the efficient movement of air traffic or contribute, in the opinion of the Air Traffic Control Supervisor, to unsafe operations. Whenever the system is shutdown, a NOTAM must be issued, and the Automatic Terminal Information System must be updated.

Mark Berry started flying as a teenager, and attended Embry-Riddle Aeronautical University, earning all of his General Aviation (GA) ratings by the time he graduated. Following graduation, he paid his dues in GA, and passed his Airline Transport Pilot written exam and Practical Test (check ride), but couldn't receive his ATP rating until he turned 23 years old. Flying Tigers Airline wanted to offer him employment, but couldn't hire him without an ATP. While he was waiting to "age" into his rating, he was hired by Trans World Airlines. His life was on track to a fantastic career, and he was engaged to his soul-mate, Suzanne. Suzanne was traveling to Rome on business, seated in First Class of TWA Flight 800. When Flight 800 crashed, Mark's world fell apart. Every day he went to work he saw aircraft in his airline's livery that were identical to the plane that carried Suzanne to her death. Mark had to take time off, and had to find a way to deal with his loss. In the long process of healing, Mark wrote two novels that explored survivor guilt. But he didn't deal with his own issues until, after much urging from family and publisher, he wrote his memoir, 13,700 Feet - My Personal Hole In The Sky. Mark eventually recovered, and returned to airline flying. When TWA went out of business, he ended up at another airline, and is now a Captain.

Lightning has the potential to cause catastrophic damage to aircraft. It is estimated that lightning will strike an aircraft every 1000 flight hours, normally without serious complications. One of the more famous aircraft accidents caused by lightning was the 1963 crash of Pan Am flight 214, which crashed near the University of Delaware. An immediate result of that crash was the requirement for all turbojet passenger aircraft to have lightning-dissipating static discharge wicks installed on the airplane wingtips. In addition, it was recommended that all jet aircraft use jet A fuel, rather than more volatile kerosene. Today, in the event of a lightning strike, the aluminum fuselage acts like a Faraday cage and diverts the thousands of amperes of electricity around the aircraft, not through it.

One day, while at Airventure at Oshkosh, Richard Taylor had a bold proposal to his friend, fellow pilot Pat Epps. "Let's fly over the magnetic north pole and do a roll to see what happens to the magnetic compass!" This was the start of a multi-attempt saga that took several years and took the pair on an adventure of a lifetime. Richard Taylor had served in the U.S. Army as a paratrooper, then attended college. He had promised himself a Private Pilot certificate as a reward for finishing college, and that was the start of his aviation passion. In this podcast you will hear Richard recount his flight to the north pole, his authoring of the memoir Roll The Pole, and his project with Pat Epps to rescue the P-38 Glacier Girl from under 250 feet of ice.

From Wikipedia: Jet lag, medically referred to as desynchronosis and rarely as circadian dysrhythmia, is a physiological condition which results from alterations to the body's circadian rhythms resulting from rapid long-distance trans-meridian (east–west or west–east) travel. For example, someone travelling from New York to London feels as if the time were five hours earlier than local time. Jet lag was previously classified as one of the circadian rhythm sleep disorders. The condition of jet lag may last several days before the traveller is fully adjusted to the new time zone; a recovery period of one day per time zone crossed is a suggested guideline. Jet lag is especially an issue for airline pilots, crew, and frequent travellers. Airlines have regulations aimed at combating pilot fatigue caused by jet lag. The term "jet lag" is used because before the arrival of passenger jet aircraft, it was uncommon to travel far and fast enough to cause desynchronosis. Travel by propeller-driven aircraft, by ship or by train was slower and of more limited distance than jet flights, and thus did not contribute widely to the problem. The symptoms of jet lag can be quite varied, depending on the amount of time zone alteration, time of day, and individual differences. Sleep disturbance occurs, with poor sleep upon arrival and/or sleep disruptions such as trouble falling asleep (when flying east), early awakening (when flying west), and trouble remaining asleep. Cognitive effects include poorer performance on mental tasks and concentration; increased fatigue, headaches, and irritability; and problems with digestion, including indigestion, changes in the frequency of defecation and consistency of faeces, and reduced interest in and enjoyment of food. The symptoms are caused by a circadian rhythm that is out of sync with the day-night cycle of the destination, as well as the possibility of internal desynchronisation. Jet lag has been measured with simple analogue scales, but a study has shown that these are relatively blunt for assessing all the problems associated with jet lag. The Liverpool Jet Lag Questionnaire was developed to measure all the symptoms of jet lag at several times of day, and this dedicated measurement tool has been used to assess jet lag in athletes. Jet lag may require a change of three time zones or more to occur, though some individuals can be affected by as little as a single time zone or the single-hour shift to or from daylight saving time. Symptoms and consequences of jet lag can be a significant concern for athletes traveling east or west to competitions, as performance is often dependent on a combination of physical and mental characteristics that are impacted by jet lag. Travel fatigue is general fatigue, disorientation, and headache caused by a disruption in routine, time spent in a cramped space with little chance to move around, a low-oxygen environment, and dehydration caused by dry air and limited food and drink. It does not necessarily involve the shift in circadian rhythms that cause jet lag. Travel fatigue can occur without crossing time zones, and it often disappears after a single day accompanied by a night of good quality sleep. Jet lag is a chronobiological problem, similar to issues often induced by shift work and the circadian rhythm sleep disorders. When traveling across a number of time zones, the body clock (circadian rhythm) will be out of synchronization with the destination time, as it experiences daylight and darkness contrary to the rhythms to which it has grown accustomed. The body's natural pattern is upset, as the rhythms that dictate times for eating, sleeping, hormone regulation, body temperature variations, and other functions no longer correspond to the environment, nor to each other in some cases. To the degree that the body cannot immediately realign these rhythms, it is jet lagged. The speed at which the body adjusts to the new schedule depends on the individual as well as the direction of travel; some people may require several days to adjust to a new time zone, while others experience little disruption. Crossing the International Date Line does not in itself contribute to jet lag, as the guide for calculating jet lag is the number of time zones crossed, with a maximum possible time difference of plus or minus 12 hours. If the time difference between two locations is greater than 12 hours, one must subtract that number from 24. For example, the time zone UTC+14 will be at the same time of day as UTC−10, though the former is one day ahead of the latter. Jet lag is linked only to the trans-meridian (west–east or east–west) distance travelled. A ten-hour flight between Europe and southern Africa does not cause jet lag, as the direction of travel is primarily north–south. A five-hour flight between the Pacific and Atlantic coasts of the United States may well result in jet lag. There are two separate processes related to biological timing: circadian oscillators and homeostasis. The circadian system is located in the suprachiasmatic nucleus (SCN) in the hypothalamus of the brain. The other process is homeostatic sleep propensity, which is a function of the amount of time elapsed since the last adequate sleep episode. The human body has a master clock in the SCN and also peripheral oscillators in tissues. The SCN's role is to send signals to peripheral oscillators, which synchronise them for physiological functions. The SCN responds to light information sent from the retina. It is hypothesised that peripheral oscillators respond to internal signals such as hormones, food intake, and "nervous stimuli" The implication of independent internal clocks may explain some of the symptoms of jet lag. People who travel across several time zones can, within a few days, adapt their sleep-wake cycles with light from the environment. However, their skeletal muscles, liver, lungs and other organs will adapt at different rates.This internal biological de-synchronization is exacerbated as the body is not in sync with the environment—a "double desynchronization", which has implications for health and mood.

Raymond Leopold knew he wanted to be a pilot since he was a child. He took flying lessons before entering the United States Air Force Academy, and continued his lessons with the Academy Aero Club. After graduation, he went to graduate school, earning his Master's Degree in Electrical Engineering, before attending Air Force Undergraduate Pilot Training. In pilot training, he was at the top of his class. In fact, to celebrate the fact that he was the first student to solo in a jet, his classmates threw him into the swimming pool. In the process, he was injured, herniating three lumbar discs, and was medically eliminated from pilot training. The Air Force assigned him to a position that would let him utilize his education, and he attended night classes to pursue his Doctorate in Electrical Engineering. He followed this assignment with a stint teaching at the Air Force Academy. By this time he had become a CFI, and was selected to supervise the Balloon Club at the Academy, earning his balloon ratings in the process. Ray's career included a tour at the Pentagon, working with aviation pioneer John Boyd. After serving twenty years in the Air Force, Ray made the hard choice to pursue a civilian career. And that's where he changed the world. Ray was hired by Motorola, and created the satellite telephone system that became known as Iridium. In this podcast, you'll hear a recap of the incredible efforts that went into launching 77 communications satellites and the system that now enables telephone calls from anywhere on the planet. You'll also hear about how Ross Perot was willing to bankroll Ray in his attempt to lead the first team to successfully fly across the Atlantic Ocean in a balloon.

Drug testing is a way of life for pilots and other transportation workers. As a pilot, you will receive pre-employment drug testing, random (no-notice) drug testing, and reasonable-cause drug testing throughout your career.

Gateway Select is an innovative talent pathway for those seeking to become pilots at JetBlue. This particular Gateway Program will allow an applicant, if successful, to learn with us from the beginning and become a JetBlue pilot after completing a rigorous training program. This unique, accessible and cost effective JetBlue Pilot Gateway Program will take a more competency-based approach to becoming a professional pilot. The Program will optimize the training of prospective airline pilots by offering early exposure to multi-crew/multi-engine operations, full motion simulator training, crew resource management, and threat and error management. Once meeting all program requirements, including the FAA's 1,500 flight-hour requirement, pilots will become a new hire at JetBlue. At that time, graduates will go through the same orientation and six-week instruction that all E190 first officers complete.

Misidentifying airports and landing at the wrong runway has plagued pilots for generations. Typically, the two airports are within 10 miles of each other and have similar runway orientations. But the wrong runway may be significantly shorter. From NTSB: Without adequate preparation, robust monitoring, and cross-checking of position using all available resources, flight crews may misidentify a nearby airport that they see during the approach to their destination airport. The risk of an accident increases because the runway at the wrong airport may not be long enough to accommodate the landing airplane, and other aircraft operating at the airport may also be unaware of potential conflicting traffic. Air traffic controllers may not detect a wrong airport landing in time to intervene because of other workload or radar coverage limitations. Related incidents The following incidents involving air carriers landing at the wrong airport occurred within 2 months of each other: On January 12, 2014, about 1810 local time, a Boeing 737-7H4, Southwest Airlines flight 4013, landed at the wrong airport in Branson, Missouri, in night visual meteorological conditions (VMC). The airplane was scheduled to fly from Chicago Midway International Airport, Chicago, Illinois, to Branson Airport. Instead, the flight crew mistakenly landed the airplane at M. Graham Clark Downtown Airport, Branson, Missouri. The flight crew reported that they were flying direct to a fix for an area navigation (RNAV) approach. They advised the air traffic controller that they had the airport in sight; they were then cleared for the visual approach. Although the correct destination airport was depicted on their cockpit displays, the flight crew reported flying to the airport that they visually identified as their destination; once the airport was in sight, they did not reference their cockpit displays. The airplane stopped at the end of the 3,738-ft runway after a hard application of the brakes. (DCA14IA037) On November 21, 2013, about 2120 local time, a Boeing 747-400LCF (Dreamlifter) landed at the wrong airport in Wichita, Kansas, in night VMC. The airplane was being operated as a cargo flight from John F. Kennedy International Airport, Jamaica, New York, to McConnell Air Force Base, Wichita, Kansas. Instead, the flight crew mistakenly landed the airplane at Colonel James Jabara Airport, Wichita, Kansas. The flight crew indicated that during their approach to the airport, they saw runway lights that they misidentified as McConnell Air Force Base. The flight was cleared for the RNAV GPS 19L approach, and the flight crew saw Jabara but misidentified it as McConnell. The flight crew then completed the flight by visual reference to the Jabara runway. Once on the ground at Jabara, the flight crew was uncertain of the airplane’s location until confirmed by the McConnell Air Force Base tower controller. The Jabara runway is 6,101 ft long, whereas McConnell runways are 12,000 ft long. What can flight crews do? Adhere to standard operating procedures (SOPs), verify the airplane’s position relative to the destination airport, and use available cockpit instrumentation to verify that you are landing at the correct airport. Maintain extra vigilance when identifying the destination airport at night and when landing at an airport with others in close proximity. Be familiar with and include in your approach briefing the destination airport’s layout and relationship to other ground features; available lighting such as visual glideslope indicators, approach light systems, and runway lighting; and instrument approaches. Use the most precise navigational aids available in conjunction with a visual approach when verifying the destination airport. Confirm that you have correctly identified the destination airport before reporting the airport or runway is in sight.  

Aviation has been a major part of Stacey Banks' family for three generations. Inspired by her uncle, an American Airlines pilot, Stacey's father became an Air Force pilot, flying F-4s in Vietnam, then flying for United Airlines. He took Stacey up on numerous civilian flights when he was delivering cargo and checks when she was a toddler. When Stacey was a teenager, she started taking flying lessons, vowing that her father would be her first passenger once she obtained her Private Pilot certificate. Achieving that goal came under enormous pressure when her father was diagnosed with terminal cancer. Finally, when she earned her ticket, her father was permitted to leave the hospital to accompany her on her most memorable flight. After her father passed away, Stacey chose to remain closer to home to help her mother, and attended Metropolitan State University of Denver, majoring in Aviation. During her internship at American Airlines, she formed her goal to be a pilot for American. She worked her way up through the piloting ranks, and finally was hired by American. During her journey, she suffered serious potentially career-ending injuries, and overcame numerous obstacles to achieve her dream.

Volcanic ash poses a significant risk to aviation. It can cause problems for aircraft on the ground and inflight. This podcast discusses some issues that are significant to pilots.

MayCay Beeler is a spirited vivacious American aviatrix, record breaking pilot, best-selling multi award-winning author, television personality, veteran TV host/producer/journalist, spokesperson, and active FAA Certified Flight Instructor with a passion for all things flying. Born in our Nation's Capitol, MayCay grew up in the Washington metro area. After a brief stint as a cowgirl working summer jobs in Wyoming, attending Montana State University, and graduating from the University of Kentucky, MayCay found her niche on the small screen and in the big sky. Her television broadcasting career began as a co-host for the nationally syndicated TV show PM Magazine at WATE-TV, the ABC affiliate in Knoxville, Tennessee. Her flying career took flight from these same roots. With an extensive career in television, MayCay has worked for every major network affiliate as on-camera talent in TV news and entertainment. Readers of a local newspaper voted MayCay their "Favorite TV/Radio Personality" in a Charlotte area "best of" poll. Additionally, MayCay has worked as a TV news weather anchor for the ABC and NBC-TV stations in Winston-Salem, North Carolina. MayCay's knowledge of weather comes first hand from her flying career. She is a licensed Airline Transport Pilot and FAA Certified Flight Instructor. She set world aviation records in the experimental Questair Venture aircraft. MayCay has been named FAA Aviation Safety Counselor of the Year for the southern United States. She is a member and former chapter chairman of The Kitty Hawk Ninety-Nines, the International Organization of Women Pilots. MayCay represents Greensboro, North Carolina's Piedmont Triad International Airport as the Aircraft Owners and Pilots Association (AOPA) Airport Support Network volunteer. Additionally, she has served as an AOPA seminar instructor pilot traveling the nation for the Air Safety Foundation. MayCay is a former charter pilot and applicant in NASA's Journalist-in-Space Project. An avid proponent of learning to fly, MayCay is the creator of The Diva Flight Experience, which empowers women through aviation. MayCay has produced numerous TV features on aviation, including her personal accounts of flying with General Chuck Yeager; and Dick Rutan and Jeana Yeager of Voyager fame. Her many adventures in television include initially learning to fly for a TV assignment; competing in the Air Race Classic- an all-women's transcontinental air race; and skydiving with the Navy Seals.  

FAR Part 107 describes the process of obtaining an Unmanned Aircraft Systems (UAS) certificate. Airman Certification Standards describes the process, which involves taking a written examination by computer at an authorized testing location, and there is no practical test (checkride) involved. The FAA has provided a study guide, an online course, and a sample test. For certificated pilots, the process simply involves completing the online course with an end-of-course exam. Once you pass the test (or complete the online course for certificated pilots) you can immediately print your UAS license, and the permanent license will be mailed to you a short time later. Getting a UAS license may be an excellent opportunity for new and aspiring pilots to gain an introduction to aviation.

Michael Morales had a dream to become an astronaut, and set a goal of attending the United States Air Force Academy to become an Air Force pilot. At the Academy, he discovered his eyesight would not qualify him to become an astronaut, but he was qualified to become a pilot. He attended Undergraduate Pilot Training and then became a C-17 pilot. Shortly after qualifying in the airplane, the Global War On Terrorism started and he was deployed worldwide for an extended period, away on missions 200 days a year. After four years, he became a C-17 Instructor Pilot at Altus Air Force Base, and later transitioned to the C-130J at Ramstein Air Base. At Ramstein he became the Chief Pilot for the transition from the C-130E, working with numerous foreign military leaders. He served two tours in Afghanistan, training Afghani pilots in English and flying. He later became a White House Fellow, serving with the Small Business Administration, and currently serves at the Air Force Office of Legislative Liaison.

Airport markings are full explained in Chapter 2, section 3 of the Aeronautical Information Manual. This podcast highlights the more important issues.

David Berke is a retired Marine Corps officer and combat veteran. As an F/A-18 pilot he deployed twice from the USS John C Stennis in support of combat operations in Iraq and Afghanistan. He spent three years as an Instructor Pilot at TOPGUN where he was dual qualified in the F-16 Fighting Falcon and served as the Training Officer, the senior staff pilot responsible for conduct of the TOPGUN course. He then served as an ANGLICO Forward Air Controller supporting the Army’s 1st Armored Division during extensive urban combat operations in Ramadi, Iraq in 2006. He was the only Marine selected to fly the F-22 Raptor having served as an exchange officer at the Air Force’s 422nd Test and Evaluation Squadron as the Division Commander. He became the first operational pilot ever to fly and be qualified in the F-35B, serving as the Commanding Officer of the Marine Corps’ first F-35 squadron from 2012-2014. He earned his Master’s degree in International Public Policy from the Johns Hopkins School of Advanced International Studies with a concentration in Strategic Studies. He is now a leadership consultant at Echelon Front.

There is an abundance of information about airport lighting in Chapter Two of the Aeronautical Information Manual. This podcast covers some of the high points.

Christian “Boo” Boucousis was a fighter pilot in the Royal Australian Air Force for 10 years. He is now the CEO of Mode, an innovative property development group that is currently developing Australia’s tallest prefabricated hotel in the Perth CBD. Boo’s story is a real world example of how fighter pilots use the skills developed during their military careers to succeed in business. Diagnosed with a serious medical condition, Boo could no longer fly fighter aircraft and so he decided to take the plunge into business. Using the skills and knowledge he acquired in the Air Force, he co-founded a successful humanitarian support company in the Middle East growing it to over 1,500 staff. Boo then sold that business and moved back to Australia to focus on developing affordable building methods, which was the genesis of Mode. Boo attributes his success in business to the values and discipline he learned in the Air Force – focus, efficiency, continuous improvement and simplicity. And because of this experience, Boo fundamentally believes that the simple methodology used by fighter pilots (which Afterburner calls FLEX), can accelerate the performance of any business or organization.

ADS-B enables increased capacity and efficiency by supporting: Better ATC traffic flow management Merging and spacing Self-separation or station keeping Enhanced visual approaches; Closely spaced parallel approaches; Reduced spacing on final approach; Reduced aircraft separations; Enhanced operations in high altitude airspace for the incremental evolution of the "free flight" concept; Surface operations in lower visibility conditions; Near visual meteorological conditions (VMC) capacities throughout the airspace in most weather conditions; Improved air traffic control services in non-radar airspace; Trajectory-based operations providing a gently ascending and descending gradient with no step-downs or holding patterns needed. This will produce optimal trajectories with each aircraft becoming one node within a system wide information management network connecting all equipped parties in the air and on the ground. With all parties equipped with NextGen equipage, benefits will include reduced gate-to-gate travel times, increased runway utilization capacity, and increased efficiency with carbon conservation. Use of ADS-B and CDTI may allow decreased approach spacing at certain airports to improve capacity during reduced-visibility operations when visual approach operations would normally be terminated (e.g., ceilings less than MVA +500).

This episode features more great advice from our previous guests.

Controller Pilot Data Link Communications (CPDLC) is a protocol for pilots and controllers to communicate with each other via digital means. Think of it as pilots and controllers communicating via email. The standard method of communication between an air traffic controller and a pilot is voice radio, using either VHF bands for line-of-sight communication or HF bands for long-distance communication (such as that provided by Shanwick Oceanic Control). One of the major problems with voice radio communications used in this manner is that all pilots being handled by a particular controller are tuned to the same frequency. As the number of flights air traffic controllers must handle is steadily increasing (for instance, Shanwick handled 414,570 flights in 2007, an increase of 5% - or 22,000 flights - from 2006, the number of pilots tuned to a particular station also increases. This increases the chances that one pilot will accidentally override another, thus requiring the transmission to be repeated. In addition, each exchange between a controller and pilot requires a certain amount of time to complete; eventually, as the number of flights being controlled reaches a saturation point, the controller will not be able to handle any further aircraft. The CPDLC application provides air-ground data communication for the ATC service. This includes a set of clearance/information/request message elements which correspond to voice phraseology employed by air traffic control procedures. The controller is provided with the capability to issue level assignments, crossing constraints, lateral deviations, route changes and clearances, speed assignments, radio frequency assignments, and various requests for information. The pilot is provided with the capability to respond to messages, to request clearances and information, to report information, and to declare/rescind an emergency. The sequence of messages between the controller and a pilot relating to a particular transaction (for example request and receipt of a clearance) is termed a ‘dialogue’. There can be several sequences of messages in the dialogue, each of which is closed by means of appropriate messages, usually of acknowledgement or acceptance. Closure of the dialogue does not necessarily terminate the link, since there can be several dialogues between controller and pilot while an aircraft transits the air traffic service unit (ATSU) airspace. https://youtu.be/PweVyYqleF8  

In prior Ready For Takeoff podcasts our guests have shared their advice for new pilots just starting out their flying training. In this episode we've assembled a cross-section of their thoughts.

This information is for training and informational purposes only. Wake turbulence is generated whenever an airplane is developing lift. The heavier and slower the airplane, the greater the wake turbulence. Your key to avoiding wake turbulence is to always fly through undisturbed air. A Bombardier CL604 Challenger suffered catastrophic damage at FL 340 from the wake of an Airbus A380 flying at FL 350. The report is very sobering.

Todd Curtis served as a Flight Test Engineer in the Air Force at Edwards Air Force Base prior to launching the web site AirSafe.com in 1996, capitalizing on his Bachelor's Degree (Electrical Engineering), Master's Degrees (Electrical Engineering and Business) and Doctorate (Aviation Risk Asseessment). The site consistently ranks as a top three or first page result for Google searches for airline safety, fear of flying, carry-on baggage, and numerous other airline safety and security terms. The web site has also been cited frequently by major newspapers such as the New York Times, Wall Street Journal, and Washington post. The site and related online properties continue to provide the public with a diverse source of airline safety and security information. He has worked at Boeing and is a frequent guest on television news shows as an aviation expert.

Modern jetliners have an environmental control system (ECS) that manages the flow of cabin air. Outside air enters the engines and is compressed in the forward section, prior to the combustion section, ensuring no combustion products can enter the cabin. A portion of that compressed bleed air is used to pressurize the cabin. The ECS then recirculates some of that cabin air through HEPA filters, while the rest is directed to outflow valves, ensuring there is a constant supply of fresh, clean air coming into the cabin pressurization system at all times. It is possible for contaminants to enter the cabin through the air-supply system and through other means. Substances used in the maintenance and treatment of aircraft, including aviation engine oil, hydraulic fluid, cleaning compounds and de-icing fluids, can contaminate the ECS. While ground and flight crews, as well as passengers themselves can be sources of contaminants such as pesticides, bioeffluents, viruses, bacteria, allergens, and fungal spores. Possible sources of poor-quality cabin air include exposures related to normal operations of the aircraft: Ozone (O3) Carbon dioxide (passengers exhaling CO2) Carbon monoxide (CO - Jet exhaust fumes, Ambient airport air) Temperature Relative humidity Off-gassing from interior material and cleaning agents Bioeffluents Personal-care products Allergens Infectious or inflammatory agents Cabin pressure/partial pressure of oxygen Alcohol Formaldehyde Deicing fluid. Particulate Matter (Including dust which contains microbes). Dry ice used to keep food cold. Toilet fluid, leaked or spilled. Rain repellent fluid. Pyrethroid Pesticides Pre-existing illness—such as anemia, asthma, COPD, and coronary arterial disease—the stresses of flight could exacerbate symptoms.

For twenty-four years Mark Hasara operated one of the Air Force’s oldest airplanes, the Boeing KC-135 Stratotanker. His career started during the Reagan Administration, carrying out Strategic Air Command's nuclear deterrent mission. Moving to Okinawa Japan in August 1990, he flew missions throughout the Pacific Rim and Southeast Asia. His first combat missions were in Desert Shield and Desert Storm. As a Duty Officer in the Tanker Airlift Control Center, he planned and ran five hundred airlift and air refueling missions a month. Upon retirement from the Air Force, Mark spent seven years at Rockwell Collins in engineering, designing and developing military fixed and rotary wing aircraft cockpits. Mark became a full-time author and defense industry consultant in 2014.

It was 30 July, 1972. Operation Linebacker was well under way.  Typical missions north of Hanoi would have us refueling over Laos and making “right turns” to attack targets northwest of Hanoi, or refueling feet wet and making “left turns” to attack targets northeast of Hanoi. In mid-July, some genius at Seventh Air Force figured out that we could surprise the gomers by ingressing using left turns from feet wet to attack targets to the northwest: all the SAMs (surface to air missiles) would be pointing the wrong way! We weather cancelled on the same mission for about 10 days in a row. If there had once been an element of surprise, it was gone by the time we actually executed the mission on 30 July.  To make matters worse, COMSEC on the radios was less than perfect.  While we were on the tanker, someone from one of the escort flights asked, “Are you guys planning to ingress over Kep?” So much for theelement of surprise! I was number Four in Walnut flight, four F-4D’s from the 8th TFW at Ubon Air Base, Thailand. Jim Badger was my back seater on his first mission to Pack 6, the area around Hanoi, at that time the most heavily defended area is history. Our new squadron commander, Sid Fulgham, was Walnut One, leading his first four-ship flight.  As we entered the target area, we dodged nine SAMs, and then attacked the target and exited to the East. When we got feet-wet, Walnut One called for a fuel check. It was then that I realized that I was in deep trouble. I checked in with less than half the fuel of the other aircraft in the flight. There was a long pause, and then lead said, “Walnut Four, say again”. As I read my fuel again, it finally hit me how bad my situation really was. We were now somewhere over the Gulf of Tonkin and a long way from our post-strike refueling track. Walnut Three, our deputy flight lead, was a highly experienced F-4 driver, instructor and Weapons School grad who was checking out the new flight lead. He came on the radio and said, “Walnut Lead, this is Three. Request permission to take the flight”. To his great credit, Lead knew that the mission was more important than ego, and passed the lead to Three. Walnut Three, the new flight lead, sent us over to Guard frequency, and transmitted, “Mayday, mayday, mayday. This is Walnut flight. We need an emergency tanker”.  Almost immediately Purple 28 responded. Walnut Three got his radial and distance from Red Crown, a TACAN located on a navy ship out in the gulf. He signaled for me to move to the lead for flying, so I wouldn’t need to jockey the throttles to stay in formation, and he assigned me a heading. He then calculated a heading for the tanker to fly to rendezvous with us. Walnut Three then told me to slow down and start ashallow descent to conserve fuel. I pulled the throttles back and started a half-nozzle descent. At this point I was somewhere outside the airplane, about ten feet above, looking down on an F-4 being flown by someone who looked an awful lot like me. Inside the airplane, robot George wasflying.  Jim was reading the Preparation for Bailout checklist, and Robo George was answering with short, clipped responses that would have made the Apollo astronauts envious. Only I wasn’t DOING anything. I was in total negative panic. Jim read “Stow all loose objects” and I answered “Stowed”. Only later did I realize that I had left my camera strapped to my CRU-60 connector, an invitation to smash my face in during an ejection. While robo George was flying the airplane on a steady heading and totally oblivious to everything else that was going on, Walnut Three was getting updates on Purple 28’s position relative to Red Crown and giving him headings and altitudes to fly. At one point he gave Purple 28 a 180-degree turn to our heading. Shortly after that, real George took over from robo George, looked up and saw a tanker right in front of us, doing a toboggan refueling descent. Somehow, I was in “contact” position. I opened the refueling door and had a sudden realization that a lot of people had performed extraordinary airmanship to get me to this point. What if I became more of a hamfist than usual and couldn’t refuel? As I was struggling with my sudden self-doubt, I felt a “clunk” and heard fuel rushing into my airplane. I was getting fueled! I looked down at my fuel gauges for the first time since robo George had taken over. I had 0 on the tape and 0030 on thecounter. Roughly 2-3 minutes fuel remaining at the time refueling started. While I was on the tanker I heard another F-4 bail out one mile in trail of a tanker due to lack of fuel.  We lost several aircraft that day. After the flight, my low fuel state was chalked up to my being pretty much a hamfist, and the aircraft was released to fly again the next day. It just so happened that Jim Badger was in the back seat of that aircraft again on another Pack 6 mission. This time his pilot was Blaine Jones, one of the most experienced F-4 jocks in the wing. They came off the target with low fuel state again!  Poor Jim thought that EVERY Pack 6 mission would be like this! Finally maintenance decided to really investigate what the problem was with the airplane, and found a malfunction with the air data computer scheduling the inlet ramps improperly. Walnut Three and Purple 28 saved my life 45 years ago. Not many pilots could have put all the pieces together to make it work out the way Walnut Three did, with no time left to spare. I know I couldn’t even today, after flying almos continuously for over 50 years. When I look into my children’s, and my grandchildren’s eyes, I think about how this could have ended so differently. I could have been forced to bail out over shark-infested enemy waters, with death or capture equally as likely as rescue. And I owe the last 45 years to the unknown crew of Purple 28 and to J.D. Allen, the pilot of Walnut Three.

Brian Webb specializes in teaching church mission teams how to travel safely around the world with a biblical perspective on safety and security. In 2011 Brian was the sole recipient of the National Training Award and received the national award for Outstanding Achievement in Training from the Department of Homeland Security's Office of Air Operations. In addition to managing a covert operations program, Brian also served as the national program manager of the agency's Primary Aviation Survival School as well as Chief of the Standardization Training Branch and he continues to work as a survival instructor. Brian was a professional pilot by trade and a former airline pilot who made his way into law enforcement.  In 2013 he retired as a pilot and Federal Agent for the Department of Homeland Security.  He is considered one of the world's leading experts in international narcotics smuggling and airborne counter terrorism operations. In this capacity he managed covert operations throughout the US and foreign countries for 20 years.    

In the movie Pushing Tin they made it look like fun. It probably inspired many people to think that jet blast was fairly harmless. For starters, in the movie, the actors were most likely (simulated) being tossed around by the aircraft wake, not the jet blast.  The wind speed 200 feet behind an aircraft at takeoff power is equivalent to a Category V hurricane!

Dr. Tony Kern is the Founding Partner and CEO of Convergent Performance, LLC., a veteran-owned small business in Colorado Springs. Convergent was formed in 2003, and is specifically dedicated to reducing human error and improving performance in high risk environments such as aviation, military operations, surgical teams, law enforcement, and oil and gas. Tony is one of the world’s leading authorities on human performance in time constrained, error intolerant environments, and has lectured on the subject around the globe for over two decades. Dr. Kern has received multiple awards for his work, including Aviation Week & Space Technology 2002 Laurels Award for Outstanding Achievement in Government and Military, the University Aviation Association’s John K. Lauber Safety Award (2015), and the Flight Safety Foundation-Airbus Human Factors in Aviation Safety Award (2015). While Tony is grateful to have won these and other awards, it’s a completely different honor to have an award named after you. In 2015, the National Business Aviation Association (NBAA) announced the creation of the Dr. Tony Kern Professionalism in Aviation award, and at the NBAA National Safety Forum in 2016, NBAA President Ed Bolan announced the first 19 award recipients. Dr. Kern has authored eight books on human performance, including the award-winning “Plane of Excellence” trilogy (Redefining Airmanship, Flight Discipline, and Darker Shades of Blue; McGraw Hill 1995, 1997, 1999). Broadening his approach beyond aviation, his “Empowered Accountability” series (Blue Threat: Why to Err is Inhuman and Going Pro: The Deliberate Practice of Professionalism; Pygmy Books 2009, 2011) creates a 21st century guide to extreme professionalism. His newest book (The Ghost of Nathan Hale; North Slope Publications 2016) remains in line with Dr. Kern’s passion for identifying and reducing threats. In it he details how declining public trust in government is an existential threat to America and the world itself, and provides strong motivation and a step-by-step path for restoring the integrity of government. A prolific writer, Tony is also a featured columnist and Contributing Editor for Skies and Vertical 911 magazines. In addition, Dr. Kern has been interviewed regarding his methodologies by the Fox Business Network, Bloomberg TV, the Discovery Channel, National Public Radio, NBC Nightly News, and 48 Hours with Dan Rather, among others. Despite his three graduate degrees, Dr. Kern does not consider himself an “academic.” He has deep operational roots in the U.S. Air Force as a Command Pilot and Flight Examiner in the B-1B bomber, as well as diverse senior staff and leadership experience, including service as the Chairman of the U.S. Air Force Human Factors Steering Group, and Director and Professor of Military History at the USAF Academy. Upon retirement from the Air Force in 2000, Dr. Kern served as the National Aviation Director for the U.S. Forest Service, where he directed the largest non-military government aviation program in the world in support of federal wildland fire suppression. Tony is a graduate of the Federal Executive Institute and the U.S. Federal Government Senior Executive Service Development Program. Tony has dedicated his adult life to helping individuals and organizations reduce error, mitigate losses, and optimize their performance, but still finds time to enjoy his personal hobbies of hunting, fishing, sports of all kinds, and writing. He currently lives with his wife of 29 years and their seven dogs in Woodland Park, Colorado.  

A traffic collision avoidance system or traffic alert and collision avoidance system (both abbreviated as TCAS, and pronounced tee-kas) is an aircraft collision avoidance system designed to reduce the incidence of mid-air collisions between aircraft. It monitors the airspace around an aircraft for other aircraft equipped with a corresponding active transponder, independent of air traffic control, and warns pilots of the presence of other transponder-equipped aircraft which may present a threat of mid-air collision (MAC). It is a type of airborne collision avoidance system mandated by the International Civil Aviation Organization to be fitted to all aircraft with a maximum take-off mass (MTOM) of over 5,700 kg (12,600 lb) or authorized to carry more than 19 passengers. CFR 14, Ch I, part 135 requires that TCAS I is installed for aircraft with 10-30 passengers and TCAS II for aircraft with more than 30 passengers. TCAS is based on secondary surveillance radar (SSR) transponder signals, but operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft. In modern glass cockpit aircraft, the TCAS display may be integrated in the Navigation Display (ND) or Electronic Horizontal Situation Indicator (EHSI); in older glass cockpit aircraft and those with mechanical instrumentation, such an integrated TCAS display may replace the mechanical Vertical Speed Indicator (which indicates the rate with which the aircraft is descending or climbing). TCAS involves communication between all aircraft equipped with an appropriate transponder (provided the transponder is enabled and set up properly). Each TCAS-equipped aircraft interrogates all other aircraft in a determined range about their position, and all other aircraft reply to other interrogations (via 1.09 GHz). This interrogation-and-response cycle may occur several times per second. The TCAS system builds a three dimensional map of aircraft in the airspace, incorporating their range (garnered from the interrogation and response round trip time), altitude (as reported by the interrogated aircraft), and bearing (by the directional antenna from the response). Then, by extrapolating current range and altitude difference to anticipated future values, it determines if a potential collision threat exists. TCAS and its variants are only able to interact with aircraft that have a correctly operating mode C or mode S transponder. A unique 24-bit identifier is assigned to each aircraft that has a mode S transponder. The next step beyond identifying potential collisions is automatically negotiating a mutual avoidance maneuver (currently, maneuvers are restricted to changes in altitude and modification of climb/sink rates) between the two (or more) conflicting aircraft. These avoidance maneuvers are communicated to the flight crew by a cockpit display and by synthesized voice instructions. A protected volume of airspace surrounds each TCAS equipped aircraft. The size of the protected volume depends on the altitude, speed, and heading of the aircraft involved in the encounter. The illustration below gives an example of a typical TCAS protection volume.

Chuck Gumbert, The Turnaround Specialist™, has utilized a wealth of life and business experience, as well as a knack for overcoming challenges, to guide numerous clients to success. One of Chuck’s first major challenges—overcoming the debilitating effects of polio at age 2—did not stop him from eventually participating in high school athletics and later becoming a fighter pilot in the U.S. Navy, graduating at the top of his class. His drive for accomplishment, led to him climbing Mt. Kilimanjaro and becoming a nationally recognized business leader, entrepreneur, speaker and mentor. Chuck has been heavily influenced by historic leaders in both business and the military—most notably motivational speaker Zig Ziglar, Darren Hardy, business leader, author and speaker Jeff Hayzlett and General George S. Patton. Chuck has applied his core principles and proven business Success Model in the business world, advising corporate leaders and their teams how to achieve predictable and consistent success. A true leader in an ever-changing America, Chuck is known for his high integrity, pristine character, drive and ability to “get the job done” – no matter what the circumstances. He has the unique ability to quickly diagnosis complicated problems and breakdowns within an organization, rally the troops to get everyone on board working towards a common goal and launch a solid success strategy for improved and accelerated performance.  

Flown West I hope there's a place, way up in the sky, Where pilots can go, when they have to die- A place where a guy can go and buy a cold beer For a friend and comrade, whose memory is dear; A place where no doctor or lawyer can tread, Nor management type would ere be caught dead; Just a quaint little place, kinda dark and full of smoke, Where they like to sing loud, and love a good joke; The kind of place where a lady could go And feel safe and protected, by the men she would know. There must be a place where old pilots go, When their paining is finished, and their airspeed gets low, Where the whiskey is old, and the women are young, And the songs about flying and dying are sung, Where you'd see all the fellows who'd flown west before. And they'd call out your name, as you came through the door; Who would buy you a drink if your thirst should be bad, And relate to the others, "He was quite a good lad!" And then through the mist, you'd spot an old guy You had not seen for years, though he taught you how to fly. He'd nod his old head, and grin ear to ear, And say, "Welcome, my son, I'm pleased that you're here. "For this is the place where true flyers come, "When the journey is over, and the war has been won "They've come here to at last to be safe and alone From the government clerk and the management clone, "Politicians and lawyers, the Feds and the noise Where the hours are happy, and these good ol'boys "Can relax with a cool one, and a well-deserved rest; "This is Heaven, my son -- you've passed your last test!" The tradition of throwing a nickel onto the grave of a fighter pilot started a long time ago. About a hundred years ago, the Salvation Army would beat a drum to collect money to help alcoholics. A song cam about with the chorus "throw a nickel on the drum, save another drunken bum". During the Korean War, an F-86 pilot named William Starr modified the song: "Throw a nickel on the grass, save a fighter pilot's ass". Oscar Brand recorded it along with numerous other Air Force songs in 1959 in his album The Wild Blue Yonder. Nickel on the Grass Chorus Oh, Halleliua, Halleliua Throw a nickel on the grass--Save a fighter pilot's ass. Oh, Halleliua, Oh, Halleliua Throw a nickel on the grass and you'll be saved.   I was cruising down the Yalu, doing six and twenty per When a call came from the Major, Oh won 't you save me sir? Got three flak holes in my wing tips, and my tanks ain't got no gas. Mayday, mayday, mayday, I got six MIGS on my ass.   I shot my traffic pattern, and to me it looked all right, The airspeed read one-thirty, I really racked it tight! Then the airframe gave a shudder, the engine gave a wheeze, Mayday, mayday, mayday, spin instructions please.   It was split S on my Bomb run, and I got too God Damn low But I pressed that bloody button, and I let those babies go Sucked the stick back fast as blazes, when I hit a hight speed stall I won’t see my mother when the work all done next fall.   They sent me down to Pyongyang, the brief said "no ack ack" by the time that I arrived there, my wings was mostly flak. Then my engine coughed and sputtered, it was too cut up to fly Mayday, mayday, mayday, I’m too young to die.   I bailed out from the Sabre, and the landing came out fine With my E and E equipment, I made for our front line. When I opened up ration, to see what was in it, The God damn quartermaster why he filled the tin with grit.

In 1954, after 18 months of flight training, Chambers was designated as a Naval Aviator. His first fleet assignment was to an air-antisubmarine warfare squadron, VS-37, where he flew the Grumman AF Guardian. Transitioning to the light attack community, he later flew the A-1 Skyraider with VA-215 and then, following postgraduate education, transitioned to jet light attack aircraft, flying the A-4 Skyhawk with VA-125 and VA-22. He then established VA-67 (later VFA-15|VA-15) as its first commanding officer, flying the A-7 Corsair II. From 1968 to 1971, Chambers flew combat missions over Vietnam from the USS Ranger and the USS Oriskany. In 1972 he was promoted to captain and placed in command of the USS White Plains, a combat stores ship. In April 1975, while in command of the aircraft carrier USS Midway, Chambers was ordered to "make best speed" to the waters off South Vietnam as North Vietnam overran the country to take part in Operation Frequent Wind, the evacuation of U.S. and South Vietnamese personnel. At the time the carrier was in Subic Bay Naval Base with the engineering plant partially torn apart. On April 29, 1975, South Vietnamese Air Force Major Buang-Ly loaded his wife and five children into a two-seat Cessna O-1 Bird Dog and took off from Con Son Island. After evading enemy ground fire Major Buang headed out to sea and spotted the Midway. The Midway's crew attempted to contact the aircraft on emergency frequencies but the pilot continued to circle overhead with his landing lights turned on. When a spotter reported that there were at least four people in the two-place aircraft, all thoughts of forcing the pilot to ditch alongside were abandoned - it was unlikely the passengers of the overloaded Bird Dog could survive the ditching and safely escape before the plane sank. After three tries, Major Buang managed to drop a note from a low pass over the deck: "Can you move the helicopter to the other side, I can land on your runway, I can fly for one hour more, we have enough time to move. Please rescue me! Major Buang, wife and 5 child." After consultation with the USS Midway Carrier Task Force CO, Admiral William L. Harris, Chambers issued the order to allow the plane to land on the Midway's flight deck.[7] The arresting wires were then removed, all helicopters that could not be safely or quickly relocated were pushed over the side and into the sea. To get the job done he called for volunteers, and soon every available seaman was on deck, regardless of rank or duty, to provide the manpower to get the job done. An estimated US$10 million worth of UH-1 Huey helicopters were pushed overboard into the South China Sea. With a 500-foot ceiling, five miles visibility, light rain, and 15 knots of surface wind, Chambers ordered the ship to make 25 knots into the wind. Warnings about the dangerous downdrafts created behind a steaming carrier were transmitted blind in both Vietnamese and English. To make matters worse, five additional UH-1s landed and cluttered up the deck. Without hesitation, Chambers ordered them scuttled as well.  

A visual no-flap or partial-flap approach may be a required maneuver on a type rating test. there are several techniques to make this event easier. Naturally, good CRM requires you to use all of your resources, which include the ILS (if available), VASI/PAPI (if available) and non-ILS approaches in your database. If none of these are available, simply fly the airplane on a 3-degree glide path by positioning the aircraft 350 feet AGL at one mile, 650 feet AGL at two miles, and 1000 feet AGL at three miles. Another way to determine a 3-degree flight path is to descend at 1/2 your groundspeed times 10. A 140 knot groundspeed would require 700 feet-per-minute descent rate. This is based on groundspeed, which can be determined by true airspeed (TAS) adjusted for wind. If you cannot read groundspeed directly from your instruments, calculate your TAS by realizing that TAS increases approximately 2 percent above IAS for every 1000 feet of elevation.

Marc Sheffler wanted to fly ever since he was a child. He started flying at age 17, and after attending L'ecole de L'air (the French Air Force Academy) he attended pilot training in the French Air Force in 1997. Excelling in flight training, he became a fighter pilot, flying the Alphajet. Following that, he transitioned to the Mirage 2000. He currently has 2,200 hours in the Mirage in the air-to-ground mission, employing weapons ranging from "dumb bombs" to terminal guided munitions. He has flown five combat tours of duty in Afghanistan in the troop support mission and two combat tours over Libya. Marc is also an author, and has written two novels, currently available only in French.

Night flying is generally smoother and features less communications traffic congestion than daytime flying. But to have a safe night flight, the pilot needs to be extra vigilant in several areas. For starters, it is much more difficult to find a suitable area for an emergency landing at night, so you might want to adjust your route of flight to remain within a reasonable distance of suitable emergency airports. That might necessitate flying slightly higher at night to maximize gliding distance. Flying higher, however, has its own downside at night, since vision is directly affected by oxygen level. Consider using supplemental oxygen if flying above 5,000 feet. Prepare your eyes for night vision by wearing sunglasses for at least 30 minutes before dusk. Rhodopsin - visual purple - enhances the sensitivity of the rods in your eyes. Once your eyes are dark-adapted, they can discern the light of a candle at 2 miles. Even a brief flash of light will bleach out the rhodopsin and destroy the enhanced night vision. Rhodopsin is insensitive to red light. Have at least two flashlights available, and keep instrument lights as dim as possible. Currency requirements to carry passengers: 3 full stop landings within an hour of sunset or sunrise during the preceding 90 days.

Karen Kahn has been actively involved in the aviation industry for 30+ years. She is one of the nation’s first female commercial pilots hired and one of few pioneers still working. Prior to starting her airline career in 1977, she instructed at the Sierra Academy in Northern California and operated her own weekend ground school teaching Private, Commercial and Instrument courses. She holds ratings through Airline Transport Pilot (ATP), including type ratings on the Boeing 757/767 and McDonnell-Douglas MD-80. She was the first woman to be type-rated in a Lockheed JetStar. Her other ratings include: CFII MEI, Flight Engineer, Turbojet, Seaplane, Helicopter, and the coveted Master CFI (MCFI) designation from the National Association of Flight Instructors. As an author, speaker and career counselor, Captain Kahn also specializes in helping pilots improve their career preparation, and more recently has expanded her business to provide career development beyond aviation. Captain Kahn’s professional presentations include career workshops, professional and civic meetings, events, trainings, and trade shows. She prefers to tailor her presentations to each event ensuring a special and unforgettable engagement. She is an inspirational voice on confidence, determination and achieving goals, and can speak on a variety of topics spanning personal motivation, leadership, travel, career development and, of course, aviation.

Wind shear is a change in wind speed and/or direction over a short distance. It can occur either horizontally or vertically and is most often associated with strong temperature inversions or density gradients. Wind shear can occur at high or low altitude. Not all fronts have associated wind shear. In fact, shear is normally a problem only in those fronts with steep wind gradients. As with so many things associated with weather, there is no absolute rule, but a couple of clues tell you that wind shear may occur: • The temperature difference across the front at the surface is 10 o F (5 o C) or more. • The front is moving at a speed of at least 30 knots. You can get clues about the presence of wind shear during the weather briefing by checking these two factors. Ask the briefer and, if these factors are present, be prepared for the possibility of shear on approach. Wind shear is just one of the many unpleasant aspect of thunderstorms. The violence of these storms and their winds are well documented. The two worst problems outside actual storm penetration are shear related. These are the “first gust” and the “downburst.” The rapid shift and increase in wind just before a thunderstorm hits is the first gust. Gusty winds are associated with mature thunderstorms and are the result of large downdrafts striking the ground and spreading out horizontally. These winds can change direction by as much as 180 degrees and reach velocities of 100 knots as far as 10 miles ahead of the storm. The gust wind speed may increase by as much as 50 percent between the surface and 1,500 feet, with most of the increase occurring in the first 150 feet. The implications for a shear on approach in such a case are obvious. The other wind problem mentioned previously, the downburst, is also downdraft related. It is an extremely intense, localized downdraft from a thunderstorm. This downdraft exceeds 720-feet-per-minute vertical velocity at 300 feet AGL. The power of the downburst can actually exceed aircraft climb capabilities, not only those of light aircraft, but, as is documented in one case, even a high-performance Air Force jet. The downburst is usually much closer to the thunderstorm than the first gust, but there is no absolutely reliable way to predict the occurrence. One clue is the presence of dust clouds, roll clouds, or intense rainfall. It would be best to avoid such areas.  

The Professional Pilots of Tomorrow was organized to provide confidential, insightful, and unbiased mentoring to pilots by more experienced and seasoned professional pilots from airlines throughout the aviation industry. Becoming an airline pilot for a major airline takes years of work experience. Chances are pilots use one of two routes to build their work experience and flight time: military service or regional airlines. In the present day, most pilots entering the regional airline industry use it as a stepping stone.  Pilots may spend many years at their airline before getting a call to interview at a major airline. Professional Pilots of Tomorrow is a means for up-and-coming pilots to network with established, more experienced pilots. The industry is small and the more we connect, the more we foster a sense of community which allows us the opportunity to help those following in our footsteps. By facilitating a means for people to speak with current regional airlines pilots and become apart of a growing network where the exchange of free information passes freely, they aspire to improve the lives of young professionals. Their mentor program is designed to be as transparent and unbiased as possible. This fosters a relationship and dialogue that is honest and ensures the applicant is best suited to make the crucial decisions ahead of them. Their website is http://www.theppot.org/

This week marks two very significant anniversaries in aviation history. Both occurred during World War Two. The Battle of Midway occurred 75 years ago this week, June 4-7 1942. Although it was a naval battle, the dramatic results were achieved primarily by naval aviation. Only seven months after the attack on Pearl Harbor, which launched the United States into the war, the results of the battle crippled the Japanese navy for the remainder of the war. In this one battle, four Japanese aircraft carriers (Akagi, Kaga, Hiryu and Soryu) were destroyed. The U.S.S. Yorktown was the only American aircraft carrier loss. In terms of casualties, the results were equally as dramatic. The Japanese navy suffered 3057 dead, while 307 Americans had lost their lives. In the European Theater, Operation Overlord - the Normandy invasion - commenced 73 years ago, on June 6, 1944. This was the largest seaborne invasion in history, with nearly 5,000 landing and assault craft, 289 escort vessels, and 277 minesweepers participating. On just that one day, 160,000 allied troops crossed the English Channel. Allied casualties were immense, with 4414 confirmed dead on just that first day. Airpower played a major role in the invasion. The allies had air superiority, which meant that their ground forces were not subject to German bomber attacks. Paratroopers were carried by transport aircraft, and gliders transported ground forces to unimproved sites in the dead of night. American fighter-bombers hammered German emplacements. In terms of the overall plan, the invasion did not initially meet its objectives. The invasion beaches did not link up as planned, and the five critical bridgeheads did not get connected for six more days. Compared to allied casualties, the Germans lost 1000 men. But the Normandy invasion was the beginning of the end for the Third Reich, and the lives lost, including a cousin I never met, were not in vain.

Richard McSpadden was first introduced to flying when his mother presented his father with an introductory flight lesson. His father became a pilot and that started a generational love of aviation that passed to Richard and now to his children. His father purchased a Navion, and Richard earned his pilot ratings in the plane. Richard joined the Air Force after college, and found that the Navion time really gave him an edge in Undergraduate Pilot Training (UPT). His performance in UPT was instrumental in his getting the only F-15 assignment available to his graduating class. After attending F-15 training at Luke Air Force Base in Arizona, he was assigned to Kadena Air Base, Okinawa. He followed that assignment with an F-15A assignment at Holloman Air Force Base, New Mexico. When it was time for a staff assignment, Richard became the Air Attache in the Republic of the Philippines, and flew the C-12 King Air aircraft as part of his duties. Seeing an Air Force announcement that the Thunderbirds were recruiting demonstration pilots, Richard applied, completing an extensive flying history and personal resume. He was selected for an evaluation flight, and took it in an F-16, which he had never flown before, and became the new Commander for the Thunderbirds. After his two-year tour with the Thunderbirds, Richard retired from the Air Force and pursued a career at Hewlett Packard. In 2017, Richard became the Executive Director of the AOPA Air Safety Institute.

ETOPS is an acronym for Extended Operations. The term used to signify Extended Range Operation with Two-Engine Airplanes but the meaning was changed by the US FAA when regulations were broadened to include aircraft with more than two engines. It refers to the standards and recommended practices (SARPS) issued by ICAO for Part 121 aircraft to fly long-distance routes that had been off-limits to twin-engined aircraft, and subsequently to extended range operations of four-engined aircraft (such as the Boeing 747-8 Intercontinental). There are different levels of ETOPS certification, each allowing aircraft to fly on routes that are a certain amount of single-engine flying time away from the nearest suitable airport. For example, if an aircraft is certified for 180 minutes, it is permitted to fly any route not more than 180 minutes single-engine flying time to the nearest suitable airport. ETOPS applies to twins on routes with diversion time more than 60 minutes at one engine inoperative speed. For rules that also cover more than two engines, as in the case of the FAA, ETOPS applies on routes with diversion time more than 180 minutes for airplanes with more than two engines.

After graduating from Wake Forest University in psychology, Captain Tom entered the U.S. Air Force. Number one in his class when he got his wings in 1960, he was given his choice of assignments, and chose to fly the Air Force's first supersonic jet fighter, the F-100. He served from 1961 until 1965 with the 9th Tactical Fighter Squadron at Spangdahlem Air Base in Germany flying the F-100 and F-105. In addition to flying, he did accident investigation and developed a safety device for the F-100. While in Germany, Captain Tom raced a Lola Mk5 Formula 3 at the Nurburgring, Zolder, Zandvordt, and Rouen. When returning to the U.S., he converted the car to SCCA Formula C specifications, and won a U.S. National Championship in 1965. From 1965 until 1986, he flew DC-8s, 707s, and 747s internationally with Pan Am. From 1986 until 1996, he flew 747s, 757s and 767s at United Airlines. The first fear of flying program was started at Pan Am by Captain Truman "Slim" Cummings. Captain Tom worked with him on that program until founding SOAR in 1982 to develop more effective methods for dealing with flight problems. This led to graduate school at Fordham University where he earned a Masters Degree with top honors, and several years of postgraduate study at the Gestalt Center Of Long Island, the New York Training Institute For Neurolinguistic Programming, and The Masterson Institute. He was licensed as a therapist in 1990. Tom's website is http://www.fearofflying.com/ . He has authored an outstanding book to help travelers overcome their fear of flying.

Congratulations on achieving what at times probably seemed impossible. As a member of the legacy class of 1967 I'd like to share some thoughts with you. As you go out into your first assignment, you’ll quickly learn that an Air Force squadron is truly a family, and your squadron-mates will quickly become your brothers and sisters. And you may notice that many of your contemporaries may not have the same posture, the same bearing, the same crisp salute that you have. That’s understandable - they didn’t have the advantage of being mentored 24/7 for four years by the finest, most highly-selected group of officers in the entire Air Force - your instructors, coaches and AOCs. But I can promise you that if you set the example you’ve learned over the past four years, everyone in your squadron will benefit. A short story. In my Ready For Takeoff podcast I interview a cross-section of pilots with interesting stories to tell. One of my guests, a pilot named Tony, shared his story. Tony was a Lieutenant in the 1950s, before there was an Air Force Academy. He turned down a Regular commission after ROTC graduation because he didn’t really plan to make the Air Force a career. He described himself as a very mediocre Lieutenant, with equally mediocre Officer Effectiveness Reports. He was going to put in his four years and then become a civilian. Then Tony was assigned to a squadron where he met a contemporary, an extremely sharp West Point graduate named Mike. Mike was always volunteering for projects, always trying to improve the squadron. Tony was impressed, inspired, and motivated by Mike’s example, and he began to rethink his career plans. He wanted to emulate Mike. Tony was an excellent writer, and started volunteering for projects, like rewriting most of the squadron manuals to remove the passive voice and create readable, concise text. And he became motivated to become a career officer. As you might imagine, Mike had a great career. In fact, General Michael Dugan became the 13th Chief of Staff of the United States Air Force. And, after reorienting his attitude, Tony had a great career also. He became a member of the Thunderbirds. He became a squadron commander as a major. And later, General Merrill “Tony” McPeak became the 14th Chief of Staff of the Air Force. So be the finest officer you can, and you may find that your civilian-educated contemporaries will surprise you. And realize this: like you, they have all volunteered to serve on active duty during a time of war. And that puts them, and you, in an elite club, the 1 percent of the entire American population that is serving their country. Like you and everyone else who has ever worn the uniform of our services, they each signed a check, payable to the United States of America, in an amount up to and including their lives. I can guarantee you that when you leave your squadron, or lose a squadron-mate, you will appreciate just how special your brothers and sisters are. The Reader’s Digest version of my career is: after pilot training I flew as a Forward Air Controller in Vietnam in the smallest airplane in the inventory - the O-2A, then flew the largest - the B-52, then volunteered for another tour in Vietnam in one of the fastest - the F-4. After my second tour in Vietnam, I went to Kadena Air Base, Okinawa, in the F-4 and T-39, then became an O-2 instructor pilot at Patrick Air Force, Florida. At the eleven-year point I separated from the Air Force to pursue an airline career, and served in the Reserves as an Academy Admissions Liaison Officer. I enjoyed airline flying, but quickly discovered that qualities and characteristics we take for granted in the Air Force - character, discipline, cameraderie - are in really short supply in the civilian world. When I was furloughed by my airline, I was very fortunate to be accepted back into the Air Force, and had a great career, serving as an instructor pilot, evaluator, operations officer and squadron commander. I hung up my Air Force uniform for the last time 30 years ago this July, and returned to my airline job, where I had a very satisfying career, flying outstanding equipment all over the world. But, I’ll be honest, I still miss the Air Force to this day. In fact, about ten years ago there was a program called Retired Recall, where the Air Force brought old far…, I mean, mature officers, back on active duty for four-year tours. I signed up, volunteering to go to Afghanistan for one year, to be followed by three years teaching at the Academy. But it turned out I was ineligible, because there is a statutory requirement that line officers can only serve on active duty past the age of 64 if they are Brigadier General or higher in rank. I had an easy, obvious solution for that, but the Air Force told me “No, Major!”. I’ll leave you with one final thought. I had two civilian jobs before I was hired by my airline, and seven jobs after my airline retirement. In every case, my employment in those ten jobs was facilitated by networking. As of today, you have just become members of the Long Blue Line, which is an excellent opportunity for networking, to get help and to help others. I hope that in 50 years, as members of the Legacy Class, you will have the opportunity to share your thoughts with the Lieutenants of the class of 2067. And I hope I will be able to join you.  

Bob was born in Memphis, Tennessee in 1926 and graduated from The Webb School in Bell Buckle, Tennessee in 1944. At age 17, Bob volunteered for the US Navy and was training to go into submarines when he was accepted into the US Naval Academy at the war’s end. As a midshipman he served on various warships, including a heavy cruiser, destroyer, carrier, and the battleship USS North Carolina in which his GQ station was the 16 inch gun turret. Bob graduated from the US Naval Academy in 1949. He took his commission in the Air Force where he could go immediately to flight school. He went on to fly the Republic F-84 ThunderJet in combat against MIGS in Korea and was then selected after the war for the elite Air Force Research and Development team where he flew virtually every aircraft in the USAF inventory including “expanding the envelope” in the Lockheed F-104 Starfighter. As a Lockhead F-104 instructor pilot, Bob taught some of the world’s leading pilots how to fly the Starfighter. Some of his students included WW2 Luftwaffe fighter aces Gunther Rall, and Johannes Steinhoff as well as Canada’s Wing Commander Kenneth Lett and USAF General John Dunning. Remarkably, Bob has made 5 successful “dead stick” landings in the F-104 – an amazing accomplishment given that the F-104 glides like a “toolbox” and is extremely unforgiving of pilot errors. Bob was also involved with fellow Lockheed test pilot Darryl Greenamyer in breaking the FAI world restricted altitude speed record of 988.26 mph in a highly modified F-104 on October 24, 1978. Bob Gilliland has logged more test flight hours at Mach 3 than any other pilot in the world. He has been recognized and honored for his work many times. In the Smithsonian’s Air and Space Museum, he is honored for making one of the greatest contributions to aviation in his time as a test pilot/astronaut joining the 7 Mercury astronauts, Charles Lindberg and Howard Hughes in the same honor. Bob is a fellow in the Society of Experimental Test Pilots and a recipient of the “Lifetime Achievement Award” by the Flight Test Historical Foundation for his distinguished aviation career. Bob was awarded the prestigious Ivan C. Kincheloe Award in 1964 for his work on the Blackbird program. He was named an Eagle by the Air Force Flight Test Historical Foundation in 1998 and received the Godfrey L. Cabot Award in 2001. Among his many honors, the one which he seems to have enjoyed the most, was the “Legends of Aerospace Tour” to Europe and the Middle East in March of 2010. As one of America’s five Legends, along with astronauts Neil Armstrong, Gene Cernan, Jim Lovell, and Vietnam fighter ace Steve Ritchie, the Tour stopped at many “down range” US military bases and hospitals. Former Good Morning America host David Hartman served as the moderator for the Tour. The Legends spoke daily to thousands of our servicemen defending our interests abroad, reminding Bob, he said with a smile, of how much he had enjoyed seeing Bob Hope and Betty Grable visit his airbase when he was flying combat in Korea.

Factors of a Stabilized Approach Maintain a specified descent rate. Maintain a specified airspeed. Complete all briefings and checklists. Configure aircraft for landing (gear, flaps, etc). Be stabilized by 1,000 feet for IMC operations; 500 feet for VMC approach. Ensure only small changes in heading/pitch are necessary to maintain the correct flight path. Go-Around for Safety If these factors are not met, the approach becomes “unstabilized,” which means a go-around for another attempt at landing. If you choose to continue with an unstabilized approach, you risk landing too high, too fast, out of alignment with the runway centerline, or otherwise being unprepared for landing. These situations can result in loss of control of your aircraft. Are Stabilized Approaches Always Safer? Yes, if you’ve incorporated the checklists and are prepared for a safe landing. It’s a good idea to execute a go around if your checklists are not completed. Your safety depends on your ability to focus on safely touching down. Tips for a Stabilized Approach: Pay attention to the wind in traffic pattern operations, especially on the base to final turn. Adjust your stabilized approach guidelines to your type of aircraft based on manufacturer’s guidance. Aircraft should be configured for landing at some predetermined distance from the airport or altitude, after which only small corrections to pitch, heading, and power setting should be made. If not stabilized, go around.

Although Natalie Hoover's dad was an Air Force pilot and then became a Fedex pilot, she really didn't have any interest in flying until after she graduated college. On her way to pursuing a master's degree, she took an introductory airplane flight, and never looked back. She spent the next two years virtually living at the airport, collecting all the ratings, and getting an airline job. Then she realized she wanted to get back to her roots in General Aviation, and became a full-time CFI. Later, she became a Designated Examiner, and now divides her flight time between instructing and conducting evaluations. Natalie also writes a monthly column for AOPA Pilot Magazine. In addition to her ATP, she holds Gold Seal CFI, CFII, and MEI certificates.

Dean "Diz" Laird entered the Aviation Cadet Program of the U.S. Navy on January 2, 1942, was commissioned an Ensign on August 11, 1942, and was designated a Naval Aviator at NAS Miami, Florida, on October 21, 1942. His first assignment was as an F4F Wildcat and then F6F Hellcat pilot and assistant gunnery officer with VF-4 at NAS Norfolk, Virginia, from November 1942 to March 1943, aboard the aircraft carrier USS Ranger (CV-4) from March 1942 to December 1943, at NAS Quonset, Rhode Island, from December 1943 to May 1944, at NAAS Ayer, Massachusetts, from May to July 1944, at NAAS Hilo, Hawaii, from July to September 1944, aboard the aircraft carrier USS Bunker Hill (CV-17) from September to November 1944, and aboard the aircraft carrier USS Essex (CV-9) from November 1944 to March 1945. During this time, Lt Laird was credited with the destruction of 5.75 enemy aircraft in aerial combat, plus one damaged in the air. He shared in the destruction of a German Ju-88 and an He-115 off Norway in October 1943, and the rest of his air victories were against Japanese aircraft in the Pacific Theater, making him the only Navy ace to have scored air victories against both Germany and Japan.

Ryan was born and raised in Sarasota, FL. As a young boy he would drag his parents outside so he could look for aircraft flying overhead. Flying is the one thing he has wanted to do more than anything else. Thanks to the Navy and the support of his family he has been able to do just that, and in ways he could have never imagined. While he loves flying, he is equally fascinated with meeting people  who share this excitement for aviation. So in 2017, he is going to fly 52 different types of aircraft with dozens of different people who, like him, love flying. He wants to tell their story. These flights will be video documented and the content posted here and on his social media sites every week. When possible, these videos will feature airborne interviews with the people he flies with, as well as in an in-depth look at the aircraft they will be flying. For more information about the videos take a look at the introduction video on his blog.

To serve as Pilot In Command of a large (over 12,500 pounds) or turbojet aircraft, you must have a type rating in that aircraft. Normally, training for the type rating is conducted in a formal training environment, using simulators and advanced training facilities. The Type Rating Test (check ride) is normally conducted adhering to the Practical Test Standards, although at some airlines the rating process is conducted using the Advanced Qualification Program (AQP) with proficiency determined at various milestones during training. The Practical Test Standards are spelled out in FAA document FAA-S-8081-5F. This podcast discusses tips for success in your training and advice for a successful Type Rating Test.

Bruce Mayes started flying as a teenager, and continued his flying first in the Army and then in the Coast Guard, where he flew both helicopters and fixed-wing aircraft. After the service, he was hired by Aloha Airlines, where he rose to Captain on the B737 until the airline went out of business. Of the nine world records Bruce holds, one of them is in the B737-700 on a passenger flight from Honolulu to Los Angeles! Bruce has owned several airplanes, most of them antiques, and currently flies his Globe Swift out of Honolulu.

Jeff Price is considered one of the world’s leading experts on aviation security, lecturing at conferences such as the Airport Law Enforcement Agencies Network, the Air Line Pilot’s Association, and the American Association of Airport Executives. He has written over 300 publications for a variety of publications including Aviation Security International magazine, Airport magazine and Plane & Pilot. He has also authored two chapters on aviation security for other texts and is frequently called upon to comment for CNN, ABCNews, NBC, CBS, USAToday, the Wall Street Journal, New York Times, AP and others. Jeff began his career as a U.S. Coast Guard Officer. He entered airport management in the Operations Department at Stapleton International Airport in 1992, working ops and developing the airfield manager training programs for DEN; he was part of opening Denver International Airport, then served as its Assistant Security Director until 1998; he moved to Jefferson County Airport as the Director of Public Relations, Marketing and Property Management and was then appointed the Airport Manager from 1999- 2002. He also served a term on the Colorado Aeronautics Board. Through Leading Edge Strategies he provides security training and consulting, facilitates emergency exercises, and provides expert witness services; he also served as an expert witness on the 9/11 case. Jeff has published two textbooks, Practical Aviation Security and Practical Airport Operations.

In 1973, Brian Shul was an Air Force T-28 pilot advising the Thai Air Force when his airplane was shot down over Cambodia. He suffered catastrophic burns and spent over a year in the hospital, with numerous experts telling him he would never fly again. He was determined to prove them wrong. Two days after being released from the hospital, Brian was back flying Air Force fighter jet aircraft. He went on to fly the A-7D, and was then selected to be a part of the first operational A-10 squadron at Myrtle Beach, SC, where he was on the first A-10 air show demonstration team. After a tour as an A-10 Instructor Pilot at Davis-Monthan AFB, Arizona, he went on to instruct at the Air Force’s Fighter Lead-In School as the Chief of Air-to-Ground Academics. As a final assignment in his career, Shul volunteered for and was selected to fly the SR-71. This assignment required an astronaut type physical just to qualify, and Shul passed with no waivers. He started taking photographs of the SR-71, and since retiring has published two books of SR-71 photos and information, and then turned his attention to photographing birds and nature.   His "speed check" story is the most-repeated story in all of aviation.

Mary Flake grew up during the depression, and worked peeling potatoes on a farm as a 14-year-old. One day, a Piper Cub landed at the farm, she got a ride, and was hooked. She immediately wanted to take flying lessons, but had to save up $100 for the required lessons. After several months, she had the money, and started taking lessons. When she was ready to solo, she filled out the paperwork and her instructor told her she would have to wait until she was 16. She spent the next year working at the airport and hitching rides every chance she could until she was old enough to solo. After receiving her Private Pilot license, she performed in some airshows, doing inverted flying in a Stearman biplane. She lived to fly, and used the money she had saved up for a prom dress to buy a leather flying jacket. Mary graduated from high school at age 16 and moved away from home to pursue a career. She became a realtor, and purchased an archer to use for business.

Jack Brush began his aviation career as a rated navigator while at the United States Air Force Academy, where he was in the second class to ever graduate. He then attended Undergraduate Pilot Training (UPT) and was assigned to fly the C-124. In two years, he amassed 2000 flying hours, and then attended Massachusetts Institute of Technology, receiving his Master of Science Degree in Aeronautics. While teaching Aeronautics and Economics at the Air Force Academy, he continued to fly with cadets,  then received his PhD from the UCLA Anderson School of Management and returned to teach Economics at the Academy. Following retirement from the Air Force, he founded Columbine Capital Services, an internationally recognized quantitative equity modeling firm. At Columbine, he purchased an Aerostar 601P aircraft to use for business travel. After talking to other Aerostar owners, he discovered that his airplane was significantly faster than others of the same model, and the idea of setting a world record was born. He soon learned that setting a record could be very hard on an airplane, and he decided to sell his company and keep the airplane. And he vowed to not do anything that would harm is plane. In this podcast, Jack explains that there is a lot of planning and coordination that goes into setting a world record. A major factor is fuel capacity. If the engines are operated at a high power setting, fuel is used at an increased rate and the airplane's fuel capacity may not be sufficient for a 2000 km course and a required emergency reserve. Jack had to continuously monitor weather patterns, to determine when winds and temperatures would be favorable for his planned course. An international observer is required for the record attempt, and that requires advance planning. Finally, Jack had to plan how to perform his mid-point turns as efficiently as possible, to minimize time in the turn and avoid losing airspeed.

Dave Fisch learned to fly as a teenager, soloed in 5 1/2 hours, and earned all of his certificates up to CFI in his first year. He worked his way through college as a CFI, then joined the Air Force Reserves at Travis Air Force Base and was sent to Air force Undergraduate Pilot Training (UPT). Following UPT, he was assigned to fly the C-141 worldwide. In between Air Force missions, Dave worked several desk jobs and kept applying to the airlines. Finally, he struck pay dirt at American Airlines in 1976. He initially started as a B-727 Flight Engineer, and was the number 13 pilot from the bottom of the seniority list for two years. At the 10-year point, he finally made Captain. He retired at age-60 as a B-777 Captain, and then went to India to fly B-777s for Jet Airways. After several years, Jet Airways terminated all the expat pilots. Dave now flies a Global Express aircraft for a boutique charter company. Virtually all of his missions are long-haul international flights, some exceeding 12 hours. Most of his trips start with an airline flight to anywhere in the world to meet up with the airplane, then he will have a 1-2 day layover prior to starting his mission. His schedule is 20 days on and 20 days off.

Jeff Fellmeth, formerly known as "First Officer Jeff" on the Airline Pilot Guy podcast, is now "Captain Jeff" at a legacy airline. When Jeff was 14, his Boy Scout trip to summer camp had an overnight stop at the Air Force Academy, and that's when he decided he wanted to become an Air Force officer. He was initially turned down by the Academy, but was accepted to the Academy Prep School. In Undergraduate Pilot Training (UPT), he initially got airsick, until his first spin in a T-37. After that, he was hooked, and determined to become a fighter pilot. Following UPT, he flew OV-10 aircraft as a Forward Air Controller (FAC) in Germany, working practice airstrikes all over the country for three years. After the OV-10, Jeff got his F-15 assignment. The F-15 is a hands-on-throtle-and-stick (HOTAS) airplane, and the only time the pilot takes his hands off the stick and throttles is to turn on the master arm switch and operate the landing gear. During his Air Force career, Jeff flew all models of the F-15, the F-15A/B/C and F-15E. Following a full military career, Jeff was hired by a legacy airline, where he now flies.

Kim Campbell joined the Civil Air Patrol as a cadet at age 13 and made her first solo flight in a civilian aircraft over San Jose at age 16. She graduated with a Bachelor of Science degree from the United States Air Force Academy in 1997 where she was the cadet wing commander, as was her father during his time at the academy, the first time that a father and daughter both served as cadet wing commander. Also, like her father before her, she "maxed" the rigorous PFT (Physical Fitness Test), one of only a handful of cadets to achieve a perfect score in the Academy's history. She holds a degree in International Security Studies from the University of Reading, United Kingdom, and a Masters in Business Administration from Imperial College London, United Kingdom, which she undertook while on a Marshall Scholarship. Her A-10 aircraft received a catastrophic hit from AAA (Anti-Aircraft Artillery) when she was flying a combat mission in support of American ground forces over Baghdad on April 7, 2003. "We did our job with the guys there on the ground, and as we were on our way out is when I felt the jet get hit. It was pretty obvious — it was loud... I lost all hydraulics instantaneously, and the jet rolled left and pointed toward the ground, which was an uncomfortable feeling over Baghdad. It didn't respond to any of my control inputs." She tried several procedures to get the aircraft under control, none of which worked; last, she put the plane into manual reversion, meaning she was flying the aircraft without hydraulics. The aircraft immediately responded. "The jet started climbing away from the ground, which was a good feeling because there was no way I wanted to eject over Baghdad." With some technical advice from her flight leader, Lieutenant Colonel Turner, she flew the injured plane for an hour back to the air base. "The jet was performing exceptionally well. I had no doubt in my mind I was going to land that airplane." Landing was tricky: "When you lose all the hydraulics, you don't have speed brakes, you don't have brakes, and you don't have steering." For this action in aerial combat she was awarded the Distinguished Flying Cross. On the ground it was discovered that her A-10 had sustained damage to one engine and to the redundant hydraulic systems, disabling the flight controls, landing gear and brakes, and horizontal stabilizer. A detailed inspection revealed hundreds of holes in the airframe and that large sections of the stabilizer and hydraulic controls were missing.

  Colonel Christophe Deherre is the Director of the French Air Force Center for Studies, Reserve and Partnership for the French Air Force. He wanted to be a fighter pilot ever since he was a child, and he attended the prestigious Ecole de L'air in Provence, France.  He spent one year as an exchange student at the United States Air Force Academy in Colorado. He is currently commanding the Patrouille de France aerial demonstration team during their month-long tour of the United States. This operation in North America mobilizes more than 70 airmen, pilots, mechanics, support staff, 10 Alphajet, 1 Airbus A400M Atlas and 25 tons of equipment, demonstrating French Air Force capabilities. This is the team's first visit to the U.S. in 31 years. During their U.S. tour, the team has a busy schedule, crossing the country to perform airshows. The Patrouille de France is the oldest aerial demonstration team in the world, and their visit to the U.S. commemorates the 100th anniversary of the United States into World War I in France. During their flight in New York, they flew over the Statue of Liberty, which was a gift from France to the United States in 1886. During their flight over Kennedy Space Center, they carried two French astronauts.

Brian Settles embarked on his aviation career by accident, registering late (at the behest of his mother, Bernice) for Ball State University after his basketball scholarship to the University of Colorado fell through at the last minute. Ironically, he was talked into signing up for the drill team which meant enrolling in the Air Force ROTC program. While at Ball State, Captain Settles majored in Secondary Education with a concentration in Spanish and English and was enticed to enrolling in the ROTC Flight Instruction program. Proving he could walk and chew gum at the same time, upon graduation and commissioning in August 1966, he entered into Air Force Undergraduate Pilot Training at Laredo Air Force Base, Texas. Being a sports jock at heart, Captain Settles was captivated by the machismo of being a fighter pilot and chose the only fighter jet option available to him and most of his pilot training classmates, an assignment to fly as co-pilot in the F-4 Phantom jet fighter-bomber, a move which got him shipped off to Vietnam for a one year combat tour at Da Nang Air Base, Republic of Vietnam in August 1968. Captain Settles survived one hundred ninety-nine combat missions flying the F-4 in Vietnam, completing  his Air Force obligation as a KC- 135 refueling tanker pilot at March Air Force Base in Riverside, California and concurrently earning his Master's degree in International Relations at the University of Southern California. Captain Settles reluctantly turned down a highly coveted selection to the U.S. Air Force Academy Political Science faculty to accept employment in the fall of 1972 as an airline pilot with now defunct Eastern Airlines. The Arab Oil Embargo of the early seventies temporarily cost Captain Settles his lofty pilot job at Eastern. With a wife and a three year old son, he served for two years in a counseling position with Rutgers University College where he was promoted to Supervisor of Counseling and appointed Assistant Dean until his recall to Eastern in August of 1976. Thirteen years later, struggling as a single parent Dad with two sons, the would-be airline pilot was once again forced from his glamorous airline pilot career in March of 1989 when a union strike and subsequent bankruptcy shut down Eastern Air Lines permanently. Perhaps as a lark, but more so intent on keeping the For Sale sign out of the yard of his Atlanta home, with his older son a freshman at Florida A & M University and a thirteen year old at home, he endured a two year cab driving adventure on the streets of metro Atlanta until fall of 1992 when he was hired by Private Jet Expeditions, an Atlanta charter jet airline. He advanced to Captain on the McDonald Douglas 82 passenger jet in six months.  Two years later, career storm clouds returned and Captain Settles suffered his second airline bankruptcy collapse. Once again, seeking solvency in his taxi-cab, he drove part time until he secured re-employment in 1995 with Indianapolis based ATA Airlines.

Your resume and employment application will determine if you are invited for an airline interview, but it is your performance at that interview that will get you hired! This episode of the Ready For Takeoff podcast will give you insights into what you can do now to be prepared for that interview.

As a 5-year-old, David Pettet wrote a letter to himself saying he wanted to be an airline pilot. He became a CFI as an 18-year-old, hired on as gate agent with a regional carrier, and parlayed that into a flying job. He was hired by Omni Air International as a B767 pilot, then moved to Hawaiian Airlines, flying the DC9 and the A330, and finally landed his current job at a major legacy airline. He has been a member of the National Gay Pilots Association since his early years as a pilot, and served in numerous leadership positions, rising to his current position as Executive Director. The NGPA has both gay and straight members, and offers numerous membership benefits, including networking opportunities and millions of dollars in scholarships available to all members. The NGPA is now an international organization, and is much larger than simply the LGBT community, offering networking opportunities for pilots of all genders and lifestyles. Their Industry Expo offers representatives from numerous airlines, including over 40 airline and vendor exhibitors. The last several hours of the Expo are reserved for members only, to allow them to interface with airline recruiters. The scholarship program is currently  giving away 3 B737 type ratings, over $100,00 in cash awards, and a $5000 Private Pilot scholarship. Here's the important point for all pilots: you don't need to be LGBT to win a scholarship - fully half of the scholarships go to straight pilots! The organization has stated, "In order for us to ask the industry to be inclusive of LGBT, we have to be inclusive as well." The organization offers several types of memberships, from individual to family and student.

Cristy Wise attended the United States Air Force Academy, and after graduation attended Air Force Undergraduate Pilot Training. When she received her wings, Christy was assigned as a Rescue C-130 pilot. On April 11, 2015, Christy was struck by a hit-and-run boat while paddle boarding near Shalimar, Florida.  The injuries she sustained required her right leg be amputated above the knee.  Christy counts her survival a miracle. Christy’s twin sister, Jessica, is a surgical resident who has provided medical assistance with the Children of Nations non-profit organization since 2010. Over the course of her countless hours with Dominican and Haitian populations, Jessica realized a significant need for prosthetic limbs exists among children as young amputees grow out of preliminary devices. Many families cannot afford new limbs for their children.​ To address this need, together with Jessica and boyfriend Tim, Christy founded the One Leg Up On Life Foundation in July 2015.

Michael Baiada has 35 years and over 20,000 hours of flying experience and holds BS degrees in Aeronautical Engineering and Business Administration from Rutgers University. He was the Manager of Products at Allied/Bendix Avionics Division, Assistant VP - Operations/Maintenance at Ransome Airlines and a USAF officer/pilot. After serving in the Air Force, Mike joined United Airlines as a pilot. His passion, from early on, has been to enhance airline productivity. Over the last 25 years, Michael Baiada has worked extensively on airline operational productivity and ATC/airspace capacity issues. In collaboration with Michael Boyd, he co-authored the three volume Free Flight Analysis. Mike is President of ATH Group, Inc. ATH's vision is to bring the Supply Chain, Lean Six Sigma philosophy to the airline curb to curb production process so as to fundamentally alter the airline operating environment. ATH Group’s products include its patented and award winning Attila Process™, a tactical aircraft/asset/airline flow management solution. ATH's award winning and patented Attila™ solution is currently operational for Delta Air Lines at Atlanta, reducing delays, improving product quality and saving Delta over $20,000 per day in fuel alone (www.athgrp.com). Based on Attila™, within 3 years, airlines can move to increase A0 to greater than 80% and reduce block time by an average of 10 minutes per flight.

Mark Berent received his pilot’s wings in September 1953, then flew the F-86 SabreJet and the F-100 Super Sabre in Germany, France, and the U.S. He even caught a ride in the "missile with a man in it", the F-104. In the early ‘60s, the USAF sent him to Arizona State University to get an engineering degree. While there, the Vietnam War became more intense, and he volunteered for duty in Vietnam In mid-December 1965 he arrived at Bien Hoa Air Base in South Vietnam as a pilot in the 531st Tactical Fighter Squadron (TFS) in the 3rd Tactical Fighter Wing (TFW). He flew over 250 missions and was reassigned back in the States to a desk job at the Space and Missile Systems Organization (SAMSO) in El Segundo, California. Though he was able to fly the T-39 Sabreliner, he was not happy. The war tempo had increased. He made contact with Air Force Personnel and soon found himself at George Air Force Base, Victorville, California, upgrading into the F-4 Phantom. On the 1st of November, 1968, he signed in to the 497th TFS at Ubon Royal Thai Air Force Base in upcountry Thailand. There he flew over 240 missions both as a Night Owl and as a Wolf Forward Air Controller (FAC). He wrote the Wings of War series, a five-part series that follows pilot Court Bannister, pilot Toby Parker, and Special Forces officer Wolf Lochert through their successive combat tours in Vietnam. Along the way, we see real events like Johnson and McNamara micro-managing the war, the outrageous abuse of American Pilots held at the Hoa Lo prison, and the claim of an attack on the Russian ship Turkmenestan.

Carl Minter got his start in aviation as a teenager in the Negro Airmen International program, and later attended Parks College and Embry-Riddle Aeronautical University. After a stint working as an engineer for Sikorsky, he joined the Air Force and flew C-141's and then was selected to fly Presidential Support missions in the Gulfstream aircraft. After leaving the military and joining a legacy airline, Karl continued his service in the Air Force reserves. In this podcast, Karl describes the Organization of Black Aerospace Professionals and explains their many programs, including job fairs, mentoring and scholarship opportunities.

Chuck’s aviation career is the result of a life-long interest in aviation, which was made stronger as his father - an Air Force pilot in three wars - took him to countless air shows where he watched the Thunderbirds and Blue Angels perform.  This led to enrollment in USAF ROTC at the Citadel and a subsequent pilot slot.  He brought the discipline he learned at the Citadel into his Air Force flight training and graduated near the top of his class.  As a result of his performance in Undergraduate Pilot Training, he was selected by the Air Training Command as an Air Force instructor pilot.  He excelled in this role and was offered a position as a career trainer, which he gladly accepted.  Chuck spent the next 24 years educating and training pilots, serving in various capacities including Standardization/Evaluation Chief Spin Pilot, Squadron Commander, Air Operations Inspector and Director of Operations/Training for the Civil Air Patrol.  Throughout his career, he helped Air Force pilots improve their skills.  Chuck retired from the Air Force in 2000 with the rank of Lieutenant Colonel. After military retirement, he turned his attention to general aviation (GA) where he found a huge discrepancy between the training and proficiency the Air Force offered and what was present in GA. This began his quest to bring GA training closer to the level offered by the military and the airlines through improved standardization and proficiency training.  Since 2000, he has maintained this focus on providing quality GA flight instruction. Chuck has influence well beyond the borders of the United States.  As a Platinum Cirrus Instructor Pilot, he helps with ground and flight training internationally through the Cirrus Owners and Pilots Association Foundation’s Cirrus Pilot Proficiency Program.  As a result of these efforts, owners and renters enhance their knowledge, proficiency, and safety in technologically advanced aircraft, making them more professional pilots. As co-founder and Chief Instructor of Independence Aviation (IA), Chuck helped craft a unique and effective environment that emphasizes high-quality training in technologically advance aircraft and which fosters proficiency, safety, and fun in aviation.  Since 2007, he helped grow the business from three instructors and two airplanes to more than 18 instructors and 13 aircraft with a strong base of loyal clientele. Chuck was named Chief Instructor Emeritus in acknowledgement of his many outstanding accomplishments as Chief Instructor at IA.

Carl Valeri started his career in the computer business, preparing clients for the effects of the dreaded Y2K Disaster. But he always had a desire to fly, and finally found his passion when he got an airline job. When he was furloughed, he found his other passion: helping furloughed pilots find aviation employment. He now helps countless pilots in the pursuit of their passions through his aviation counseling, his blog, and his podcasts. He publishes  an Aerospace Scholarship Guide, which he updates annually, and also guides young pilots as a Flight Team coach. In addition, Carl is a television on-air aviation expert. AND, in his spare time, he flies for an airline!

During WW II Bud Anderson served two combat tours escorting heavy bomber over Europe in the P-51 Mustang, Nov 1943 through Jan 1945. He flew 116 combat mission (480 hrs) and destroyed 16 and 1/4 enemy aircraft in aerial combat and another one on the ground. He has an extensive flight testing background spanning a 25 year period. At Wright-Patterson AFB OH he was a fighter test pilot and later became Chief of Fighter Operations. He flew many models of the early jet fighters and was involved in two very unusual flight test programs. He made the first flights on a bizarre experimental program to couple jet fighters to the wingtips of a large bomber aircraft for range extension. Later he also conducted the initial development flights on the F-84 Parasite fighter modified to be launched and retrieved from the very large B-36 bomber. At The Air Force Flight Test Center at Edwards AFB Col Anderson was assigned as the Chief Of Flight Test Operations and later Deputy Director of Flight Test. While there he flew the Century series fighters and all the other types of aircraft in the Air Force inventory. He has flown over 130 different types of aircraft and has logged over 7500 flying hours. Other assignment in his 30 years of continuous military service include duty as: Commander of an F86 Squadron in post war Korea, Commander of an F-105 Wing on Okinawa, and two assignments to the Pentagon  as an advanced R & D staff planner and as Director of Operational Requirements. Further, he served in Southeast Asia where he was Commander of the 355th Tactical Fighter Wing. Col Anderson flew bombing strikes against enemy supply lines and later was in charge of closing the first large air base when his combat wing was deactivated. Col Anderson was decorated 25 times. His awards include 2 Legion of Merits, 5 Distinguished Flying Crosses, the Bronze Star, 16 Air Medals, the French Legion of Honor and the French Croix de Guerre, as well as many campaign and service ribbons.

Christophe Simon wanted to fly from an earlier age, but his initial efforts were nipped in the bud when he could not pass the French medical exam because he had bad eyes. So he attended a university to become qualified for non-flying aviation employment. After graduation, he discovered he couldn't find employment because he had not attended a prestige (Ivy League) university. He relocated to England and quickly found meaningful employment in his chosen career. After 7 years, he was hired by Airbus Industrie back in France! During a trip to Canada, he discovered that vision correcting glasses was not a problem for obtaining a medical certificate to fly, so he began his flying career. He is now a rated pilot, specializing in aerobatics.

Motivational keynote speaker Waldo Waldman – The Wingman – is the author of the New York Times and Wall Street Journal bestseller Never Fly Solo. He teaches tactics on how to build trusting, revenue producing relationships with employees, partners, and customers while sharing his experiences as a decorated fighter pilot and sales expert. A graduate of the Air Force Academy, he holds an MBA with a focus on Organizational Behavior and is a former top producing sales manager. He successfully led national sales efforts for several cutting edge technology and consulting firms before becoming a motivational speaker and leadership expert. Waldo overcame massive claustrophobia and a fear of heights to become a fighter pilot with 65 combat missions and 2,650 flight hours. He’s deployed worldwide and flew missions in Iraq, SE Asia, and Kosovo during Operation Allied Force. Waldo has been awarded 5 Air Medals, 2 Aerial Achievement Medals, 4 Commendation Medals, and 2 Meritorious Service Medals.

Katie leads AOPA’s Communications division and is responsible for its You Can Fly programs. Under the You Can Fly umbrella, Katie and her team are building programs designed to get lapsed pilots back in the air, provide more affordable access to aviation through flying clubs, support best practices in flight training, and introduce high school students to aviation. Katie earned a degree from Embry-Riddle Aeronautical University and flew the Canadair Regional Jet with Atlantic Coast Airlines/Independence Air before serving as the director of communications for the General Aviation Manufacturers Association. Katie is also a CFI and rated seaplane pilot. Her idea of the perfect weekend involves flying her Cessna 180 Skywagon. Katie's narrative is the cover story of the January 2017 issue of AOPA Pilot magazine.

Jeff Nielsen, the host of the Airline Pilot Guy podcast, started his aviation career in the U.S. Air Force, flying C-141s worldwide, then instructing in the T-37. He then left the Air Force to pursue a career in airline operations, hiring on with the airline he calls "Acme Air". His Airline Pilot Guy podcast, to show what happens "on our side of the cockpit door", is immensely popular, and just passed the 250-episode milestone.

Larry Salganek has been instructing pilots for 25 years. Most of his instructing has been in warbirds, both piston and jets, including the T-34, T-33, T-28, YAK 18, YAK 52, CJ-6 Provost T-5, Mig 15/17, L-29, L-39 and Siai Marchetti and Fouga Jets. Larry has probably spent more hours instructing civilians in military piston and jet aircraft than anyone else in the United States. Larry currently holds low altitude airshow waivers in the T-34, YAK 52, Marchetti 260, L-29, L-39, Mig 15, T-33 and Fouga Jets. He is a CFI, CFII, and MEI and is an FAA Designated Examiner in our jet warbirds.

Kathi Durst attended the United States Air Force Academy the second year women were allowed to enroll, and went to Undergraduate Pilot Training the second year women were allowed to become Air Force pilots. Although she performed well enough to qualify for a fighter assignment, at that time women were not permitted to fly combat aircraft, so she was assigned as an Instructor Pilot (IP) in the supersonic T-38 Talon aircraft. After seven years, she left the Air Force and hired on with American Airlines, where she rose to the position of Chief Pilot at the largest airline domicile in the world.

Justin started flying at age 14, and received his pilot’s license at 17. In 1999, he graduated from the University of North Dakota with a B.S. in Aeronautical Studies, a Multi-Engine Commercial Pilot Certificate, and a Flight Instructor Certificate. He built experience as a flight instructor for several years until he left for Navy Officer Candidate School. After receiving his commission, Justin married his high school sweetheart, Sarah Clark Lewis, to whom he attributes much of his accomplishments. Upon completion of Navy flight school, Justin was recognized as the top graduating tactical jet aviator in 2001. He was assigned the F-14D Tomcat and in 2004, he transitioned to the E-6B Mercury (a Boeing 707 variant). In 2007, he was assigned to train the next generation of Navy fighter and aircraft carrier pilots in the T-45 Goshawk. After nearly 11 years of years of Active Duty, Justin continued to teach in the T-45 as a Naval Reservist until joining the Arkansas Air National Guard in 2011. Today, Justin’s a certified Airline Transport Pilot and currently flying the A-10C as a “Traditional Guardsman.”

Laura Einsetler is a commercial airline pilot with over 30 years of flying experience in various aircraft around the world. She is also the author of two books, “Remove Before Flight” and “Lost and Found”. As an aviation and health enthusiast, she is passionate about sharing her knowledge and insight to help create better quality of life by reducing any fear of flying while educating and empowering the passenger.

Don Sebastian started his aviation career flying airplanes at an army aero club in the morning and then jumping out of airplanes in the afternoon. After finishing his military service, which included combat in the Caribbean, he completed his aeronautical ratings, and has been flight instructing for five decades. He now combines his pilot skills with his A&P certificate to conduct pre-buy inspections for airplane purchasers throughout the world.

In addition to being a B737 Captain for a Canadian airline, Laval was the first Canadian to summit Mount Everest without the aid of oxygen in May 2010, the first person to ski down Iraq’s highest peak and has to date climbed 6 of the 7 Summits (highest peak on all 7 continents), and in the summer of 2016 made the fastest solo ocean row crossing of the North Atlantic ocean from mainland Canada to mainland Europe.

A pilot for more than 45 years and a retired Northwest Airlines Captain, Julie Clark has logged more than almost 33,000 accident-free hours in the air and is rated in 66 different aircraft types. Marking her 36th year as a solo aerobatic air show pilot, Julie has earned the admiration of fans everywhere and garnered many awards and honors.

Lawrence "Cheese" Colby is one of the few pilots to attend both Naval Aviator Pilot Training and Air Force Undergraduate Pilot Training. He started flying in college, and became a Marine helicopter gunship pilot. After attaining the rank of Major, he initiated an inter-service transfer and became an Air Force C-130 pilot. He still serves in the Air Force Reserves. In addition to his flying, he has written a novel, due for release in December 2016, and has invented a protocol to reduce surgical errors in hospitals.

John Mollison is a pilot, historian, film-maker, aviation artist. and award-winning speaker. His passion is telling the stories of famous pilots in his art and films, and including the pilots in his projects. All of his paintings are signed by the actual pilots themselves, including a painting signed by two Vietnam War opponents, pilots Hong My and John Stiles.

Captain Jerry Yellin enlisted in the Army Air Corps on his 18th birthday, two months after the Pearl Harbor attack. He became a fighter pilot, flying P-40s, P-47s and P-51s. He flew 19 ultra-long P-51 missions from Iwo Jima to Japan on bomber escort and interdiction missions, and was the last pilot in WWII to engage in aerial combat. Following the war, he suffered from undiagnosed PTSD for 30 years, until ultimately finding a cure through Transcendental Meditation. In 1982, he reluctantly went to Japan on a business trip and fell in love with the country and people he had hated for 40 years. In his book Of Wars and Weddings he recounts his transformation and the marriage of his son to the daughter of a Japanese fighter pilot, and how the two enemies became family. He has now authored four books, with one translated into Japanese. His website is www.captainjerryyellin.com. At 92 years of age, he now travels around the world, speaking about his journey.

Patrick Smith is an active airline pilot, air travel blogger and author. His Ask the Pilot column, ran regularly in the online magazine Salon.com from 2002 until 2012. He has appeared on over 200 radio and television outlets, including PBS, Discovery Channel, CNN, the BBC and National Public Radio. His work is regularly cited in print publications worldwide. He was voted one of the “25 Best Bloggers of 2013” by TIME magazine. Patrick took his first flying lesson at age fourteen. His first job with an airline came in 1990, when he was hired as a copilot on 15-passenger turboprops earning $850 a month. He has since flown cargo and passenger jets on both domestic and intercontinental routes. His book Cockpit Confidential is a wry, thoughtful, and at times provocative look into the confounding world of commercial air travel, with a behind-the-scenes look at the strange and misunderstood business of commercial aviation. More than just a book about flying, its subject is everything and everything about the grand theater of air travel, from airport architecture to terrorism to the colors and cultures of the world’s airlines. Patrick travels extensively in his spare time and has visited more than seventy countries. He lives near Boston.

The Guinness Foundation has declared 98-year old Ernie Smith as the oldest living active pilot in the world, and you would never guess his age by talking to him. In this podcast, we had a short, but very interesting, conversation with Ernie about how he got his start in flying, his current flying schedule, and why he prefers to fly right at dawn.

A chance offer of an assignment to photograph an airplane propelled Brandy Forstie into the aviation photography business. She now photographs interiors and exteriors of business aircraft, and also provides other image services to corporate clients, including portraits and facility photographs. Brandy is based in Atlanta, but travels frequently to serve clients at their locations. Her stunning images are available for viewing on her website at www.aviationphotoservices.com.

Donna Miller learned to fly in South Korea while working as a civilian for the Air Force. She flew general aviation in Europe while working for Jeppesen in the Frankfurt office, then transferred to Jeppesen in Denver and helped Elrey Jeppesen catalog his memorabilia.  He gave her a piece of fabric from the original Wright Flyer, and she had it made into a necklace that Eileen Collins took to space when they docked with MIR. She had the honor of flying Neil Armstrong to Kitty Hawk for the centennial of flight celebration in 2003. She gave the necklace to one of the pilots who did the recreation flight, so it went from Kitty Hawk to space and back to Kitty Hawk 100 years later. She also had the honor of knowing Louie Zamperini very well for the last 8 years of his life and traveled with him on several occasions to speaking engagements. In addition to her job as an airline pilot, she also flies  WWII bombers (B-17, B-24, B-25) for the Collings Foundation.

Dick Jonas served four years as an infantryman in the Georgia Army National Guard while attending Valdosta State College. He graduated in 1965 with a BS degree in Physics and Math. He entered the Air Force and received his commission through Officer Training School. In 22 years service he flew 3,000 jet fighter hours in the F-4 and the F-16. During 125 missions in Vietnam he earned the Distinguished Flying Cross with two oak leaf clusters and the Air Medal with 12 clusters. He recorded his first albums of military ballads in 1969, after returning from Vietnam. He retired from the Air Force in 1986 as a Lieutenant Colonel, and became an Aerospace Science Instructor in the Air Force Junior ROTC program.

Nick Anderson, perhaps better known as the Old.Pilot is the oldest of the Airline Pilot Guy Podcast crew and not too far from retirement after a flying career that started in the ‘60s.  Brought up in England and from an aviation family, he began flying in the wood and canvas, open cockpit gliders of the Air Training Corps. He started his professional career in the military, the Royal Air Force. He completed jet training on the Jet Provost, Folland Gnat and the Hawker Hunter before getting into the awesome McDonnell Douglas F4 Phantom, eventually becoming a Qualified Weapons Instructor. His military career moved around a bit and he spent a while as a fast jet QFI on the BAe Hawk before taking up a post with the Royal Australian Air Force on the F18 Hornet. Back with the RAF he completed his time on the BAe Tornado F3. Captain Nick is now an international Captain on the A-340 with a UK airline referred to as "Acme Red". Hi is also an accomplished photographer.

Dick is a protégé of the famed Tuskegee Airmen and was mentored, trained, and commissioned under their tutelage. He is a graduate of the USAF Fighter Weapons School at Nellis AFB, NV and completed two tours in Southeast Asia with 446 combat missions. He also held key roles in advanced research, development, and testing of tactical fighter aircraft. Later he directed the testing and evaluation of other weapon systems for the Department of Defense and allied military programs. Dick held key staff positions and commanded a number of units in several major commands of the Air Force. His duty assignments included bases throughout the United States, Southeast Asia, Europe, North Africa, and the Persian Gulf. He is a Command Pilot with 4,000 flying hours in the F-4, F-15, F-16, OT-37, O-2, T-33, and several civilian aircraft. His military decorations include the Legion of Merit, Distinguished Flying Cross, Meritorious Service Medal with two Oak Leaf Clusters, and the Air Medal with 27 Oak Leaf Clusters. Dick retired from the United States Air Force March 1, 1989 after 26 years of distinguished service.

John and Martha King have trained more than half of all pilots seeking pilot certificates over the past 40 years, with over 98 percent passing their written exams on the first attempt. They have won numerous awards and possess every FAA airman certificate available to civilian pilots. In this podcast, they discuss their aviation journey , which includes an around-the-world flight in their Falcon 10 aircraft, and their piloting of the Fuji Film airship. Throughout the podcast their passion for aviation shines through. They are strong supporters of aviation education and risk mitigation.

Worldwide, there have been 13 airline emergency evacuations so far this year. Although it's unlikely you will need to evacuate from an airliner you're traveling on, it is prudent to always be prepared for an event that could be catastrophic if not performed correctly. In this podcast we discuss airline evacuation procedures and steps you can take to prepare yourself for the unlikely event.

Lee Ellis was on his first Air Force assignment, flying an F-4C aircraft out of Danang, South Vietnam, when he was forced to eject over Dong Hoi and captured. He endured 5 1/2 years as a Prisoner of War (POW) in the infamous Hoa Loa prison, nicknamed the Hanoi Hilton. It was during that incarceration, in the crucible of leadership, that he learned the lessons that guided him through the rest of his career and his life. After repatriation, he returned to flying, serving as a T-38 Instructor Pilot (IP), Stan-Eval Flight Examiner (SEFE), and Squadron Commander. His final assignment in the Air Force was Commander of the Air Force ROTC Program at the University of Georgia. He now travels and lectures extensively on Leadership, and has written four books.

Wally Funk started flying at age 16, obtained her Private Pilot certificate while at Stephens College, and obtained all her other ratings while a student at Oklahoma State University. After graduating, she taught primary flight students for the U.S. Army at Fort Sill. Then she heard about an astronaut screening program and was selected to participate. Along with twelve other women, they became known as the "Mercury 13". Political pressures forced the termination of the women's astronaut program. She became the first female FAA inspector, and the first female NTSB investigator, serving on over 400 accident boards. Wally was listed in Outstanding Young Women of America in 1965, Won the Pacific Air Race in 1975, and was inducted into the Aviation Womens Hall of Fame in 1995. She holds an honorary Doctorate from the University of Wisconsin, and has had awards, trophies, and even a song named after her. Wally still flight instructs, and has a reservation to fly into space next year with Virgin Galactic.

Fred Tecce started flying when he was 21, and eventually earned all of his ratings. He had to take a brief hiatus while attending Law School full time, but quickly made up for the lost time by buying a Piper Arrow, which he owned until 1994, and then a Beech Duke, which he still owns. Fred specializes in Aviation Law and, more recently, Intellectual Property Law, and has frequently used his airplane for business. His public appearance career began with a local television show in Philadelphia, and grew into national appearances on all the major networks as an expert on legal and aviation issues.

Nick Hinch started his Aviation career as an Air Force navigator on the B-52, flying over Hanoi during Operation Linebacker II. He then went to pilot training and rose to B-52 Squadron Commander and Wing Assistant Director Of Operations. Following a 20-year Air Force career, he became an airline pilot with United Airlines, then went overseas to fly B777s for Air India.

Chuck Nash spent 25 years as a Naval Aviator, rising to the rank of Captain. He has landed on 9 different aircraft carriers, amassing 965 carrier landings. He now serves as a Military Analyst.

Karlene Petitt knew she wanted to be a pilot when she was a pre-teen, even though everyone told her "girls can't be pilots". She started flying when she was 16, and now, with eight airline uniforms in her closet, she's an international Captain with a major legacy carrier. She's also an author of five books, and working on her PhD.

Many of the equipment items and procedures used on air carrier aircraft today are the result of accident board recommendations from hull loss accidents. In this podcast we discuss some of these.

Your resume and application are what the airlines will see when deciding to select you for an interview. In this podcast, we discuss strategies to improve your chances to score that interview.

Erika Armstrong accidentally entered aviation by working a desk at a local FBO to support herself in college. And THEN she became addicted to aviation. She worked her way up through the ranks, flying charters and Red Cross blood transport flights, and eventually ended up in the left seat of a B-727. Along the way, she encountered gender bias and sexual harassment, but she prevailed. She now writes aviation columns for numerous publications.

Bad eyes kept Lee Lauderback from becoming an Air Force pilot, but he never lost his passion for flying. After graduating from Embry-Riddle Aeronautical University with all of his ratings, he landed a job flying Learjets for golf legend Arnold Palmer. He flew all of Arnold Palmer's airplanes for 17 years, but branched out on his own after purchasing an old P-51D and returning it to service. After completing a contract instructing in the airplane at the famed U.S. Navy Test Pilot School, Lee established his own school to train pilot-owners in the P-51. With 9,000 hours in the Mustang, Lee is the most experienced P-51 pilot in the world, and regularly flies aerobatic demonstration flights at airshows.

Adam Senatori was furloughed from his airline pilot job, was trained as a fire-fighter, and worked as an instructor pilot. He started taking pictures with his iPhone during some of his flights and posted them on Instagram. He became an Instagram star, and won a photo contest sponsored by GE, which resulted in his getting a photo assignment in Wales. Soon, he was hired to photograph every major international airshow, and he is now a highly successful aviation photographer.

Merrill McPeak followed his initial Air Force F-104 and F-100 flying assignments as a member of the Air Force Thunderbirds aerial demonstration team, performing in 200 airshows. He then went to Vietnam, and became the commander of the famed Misty FAC (Forward Air Controller) squadron. After Vietnam, he went to Armed Forces Staff College, then to the Pentagon, and had a host of other assignments that eventually led to his becoming the Chief of Staff of the Air Force. In this podcast, General McPeak recounts a fascinating story of his Air Force career, which started with his notaccepting a Regular commission, since he had no intention of making the Air Force a career! He also describes his crash during an airshow, when the wings separated from his F-100 as he was pulling up for the “bomb-burst” show finale, at just under the speed of sound. In this interview General McPeak also talks about his return to Southeast Asia with his sons, to see the Ho Chi Minh trail from the ground.

Barry Schiff started flying at age 14, became a pilot with TWA, and in the intervening years has amassed flying experience in 355 aircraft types. As an author, Barry has written over 1700 articles, and has a regular monthly column in AOPA Pilot magazine.

John Swanson was an All-American Fencer at the Air Force Academy, then became a Forward Air Controller (FAC) in Vietnam and Laos. Following his combat tours, he became a T-38 Instructor Pilot and a U-2 pilot in the Air Force, then flew for Delta Airlines. He now flies fractional jets.

Brigadier General Dale Stovall talks about his time in the Air Force as a combat rescue pilot, his Air force career, and his career as an airline pilot for Fedex following his military retirement.

After finishing up a 20-year career flying F-16s in the Air Force, Dan Hampton wrote the New York Times best-seller Viper Pilot, and followed that with three other award-winning books. 

Captain Ross "Rusty" Aimer has an entire closet full of airline uniforms, and has flown all over the world, including a stint as the pilot for the Shah of Iran. He is now a much-sought-after aviation safety expert for all of the news shows.

Mike Penketh was a Marine fighter pilot, warbird pilot, airline pilot, air race pilot and race car driver. Then after experiencing a terrible car crash and losing both of his hands, he regained his flying credentials and won an aerobatics competition. He is now a motivational speaker.

Steve Ritchie graduated first in his Undergraduate Pilot Training class in 1965, but he almost didn't even get into pilot training due to injuries sustained playing on the championship Air Force Academy football team. After graduation, he made a personal pilgrimage to see the chief Air Force Flight Surgeon, and was successful in making his case. After pilot training he flew the F-104 for a couple of years, then volunteered to fly the F-4 in Vietnam. At DaNang Air Base, he flew the first F-4 Fast-FAC (Forward Air Controller) mission. After completing his tour of duty in Vietnam, he attended the Top Gun "PhD of Fighter Pilots" Fighter Weapons School, then remained there as an instructor. But the war in Vietnam raged on, and Steve volunteered to go back. After a short detour, he ended up in the vaunted 555th Tactical Fighter Squadron, and shortly after he arrived Operation Linebacker was launched against Hanoi. Steve was selected to fly the MiG-CAP mission, and during the next four months downing 5 enemy MiG-21 aircraft, becoming the Air Force's first (and only) pilot ace of the war. But perhaps his most important mission was the rescue of his squadron-mate and friend, Roger Locher, who had been shot down on the first day of Linebacker and evaded capture for 23 days. The two-day mission involved over 100 aircraft in the most famous rescue of the war. Another Academy graduate that Steve personally trained, Dale Stovall, flew the rescue helicopter further into enemy territory than any other rescue of the war to make the pickup. (We'll meet Dale, now a retired Brigadier General, in a future podcast.) After the Air Force, Steve became a featured motivational speaker and aerial demonstration pilot.

Ron Rapp got the flying bug early, and started flying, and instructing, in every airplane he could find. In addition to basic and instruments, he taught aerobatics and formation. His formation flying led to his joining a sky typing team. He now flies a Gulfstream internationally, and runs the House of Rapp aviation blog.

Chad Hennings was an All-American football player in high school, and could have had his choice of any college in the country. He chose the United States Air Force Academy, where he was named Western Athletic Conference Defensive Player of the Year.After graduation, although he was drafted by the Dallas Cowboys, he opted to serve his country as a fighter pilot, flying the A-10 on 45 combat missions during the Gulf War.After completing his active duty service commitment, he was again selected by the Dallas Cowboys, and went on to win THREE Super Bowls!

Blaine Jones was a commercial baker who started taking flying lessons in early September, 2001. Then the attacks of September 11th galvanized him to serve his country. He volunteered for the Air Force, and became a fighter pilot. Not just any fighter pilot - Blaine flew the F-15, the F-22, and was selected for the thunderbirds aerial demonstration team.

TOPGUN instructor Steve Harden developed the CRM training program for his new employer, Fedex, and now teaches CRM principles to the medical community.

Dick Powers was a pilot with Eastern Airlines during the Golden Age of Aviation. After Eastern went out of business, Dick resurrected his career as a freight pilot with FEDEX. He now conducts airline safety audits worldwide.

Patty Wagstaff has been an aerobatic champion for over three decades. In this episode of Ready For Takeoff, we learn about how she became an international champion.

Donnie Cochran became the first African-American member of the Navy Blue Angels aerial demonstration team, and later the first African-American Team Leader.

In this episode of the Ready For Takeoff podcast we talk to Dr. Sam Martin, "The Great Sambini", an Air Force fighter pilot who flew O-2A, A-37, A-10 and F-117 aircraft.

In this episode of the Ready For Takeoff podcast we talk to Brenda Robinson, the first African-American female to earn the wings of gold as a Naval Aviator. Following her service with the navy, Brenda flew for American Airlines for 17 years, then founded the non-profit Aviation Camps of the Carolinas, LLC.

In this episode of the Ready For Takeoff podcast we discuss high altitude physiology, including a discussion of the atmosphere, hypoxia, and evolved gas dysbarisms.

In this episode of the Ready For Takeoff podcast we talk to Shawn Akers, a pilot who worked his way up from flying 7-leg single-pilot night check deliveries to getting an airline job.

Walt Fricke has been a pilot since he was 12 years old. He flew helicopters in Vietnam, and was severely injured. As a result of his experiences as an injured veteran, he founded Veterans Airlift Command, a 501c(3) charity that provides air transportation to injured veterans.

Gary Heberlein is an air ambulance pilot who has worked his way up through the piloting ranks, flying a variety of aircraft, including Beech 18s carrying night freight.

Phil Pagoria went the civilian route to his goal of flying for a major airline. In the process, he "paid his dues" in challenging, low-paying jobs and worked his way up to flying "big iron".

Bill Straw is a contract Phenom pilot with extensive experience ferrying light planes all over the world. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

Winter operations, including deicing, ground operations, and flight in icing conditions. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

A Blackwater contract pilot in Afghanistan. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

We discuss hotel security, including personal protection and fire protection. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

We discuss travel security preparations and the activities you must do BEFORE you travel. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

Dr. Jack Rubino delivered babies for seven years and now delivers airliners throughout the world. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

We discuss airline training and tips for training success. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2

We talk to Louis Smith, the CEO of FAPA, the one-stop resource for professional pilots. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for airplane geeks looking for aviation careers.Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2www.FAPA.aero

We give you an overview of the series and walk you through the process of becoming an airline pilot. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2