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.
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:
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.
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.
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.
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, 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.
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.
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.
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.
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.