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.
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.
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.
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:
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:
Emergency altitudes must be corrected for:
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:
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 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 190 George Hardy - Ltc. Hardy was an original Tuskegee Airman who flew combat missions during World War II.
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
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.
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!
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.