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Ready For Takeoff - Turn Your Aviation Passion Into A Career

The Ready For Takeoff podcast will help you transform your aviation passion into an aviation career. Every week we bring you instruction and interviews with top aviators in their field who reveal their flight path to an exciting career in the skies.
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Now displaying: Category: Aviation
May 20, 2021

In a measure that will likely irk flyers, airlines could soon require plus-sized passengers to step on the scale — or provide their weight — before boarding the aircraft.

The initiative, which was outlined in a recent Federal Aviation Administration (FAA) advisory, strives to provide new data on average passenger weights as the current numbers reportedly don’t reflect today’s sky-high obesity rates in the US. In turn, this would help ensure aircrafts, especially the small ones, don’t exceed their allowable weight limit, View From the Wing reported.

To put it plane-ly, the FAA wants to gauge how much fatter Americans have gotten, to prevent things from coming apart when planes take to the skies.

The new mandates, which were reviewed by airline industry publication AirInsight Group, would require airlines to take surveys to establish “standard average passenger weights” for crew members, baggage and passengers via random selection, Fox reported.

Once they’ve chosen a traveler, an operator may “determine the actual weight of passengers” by having them step “on a scale before boarding the aircraft,” per the guidelines transcribed by AirInsight.

If that’s not an option, they’re urged to ask each passenger their weight, while making sure to add 10 pounds to account for clothing.

They even have a contingency plan for when operators suspect flyers are miscalculating their heft. In that case, crew members should “make a reasonable estimate about the passenger’s actual weight and add 10 pounds,” per the document.

Naturally, weighing people like luggage may seem a bit obtuse, which is why the FAA also provided guidelines on conducting the procedure in a way that protects passenger privacy.

They stipulate that the scale readout should remain hidden from public view” while “an operator should ensure that any passenger weight data collected remains confidential.” Chalk one up for bedside manner.

Thankfully, travelers have the option of declining “to participate in any passenger or bag weight survey,” per the guidelines.

In order to update guidelines on “standard passenger weight,” airlines will have to up the weight of an average adult male passenger and carry-on bag to 190 pounds in the summer and 195 pounds in the winter — a 20-pound increase from the current guidelines, Fox reported. Meanwhile, female passengers and carry-on bags will increase from 145 pounds to 179 pounds in the summer, and 150 pounds to 184 pounds in the winter.

May 17, 2021

Kilrain was born in Augusta, Georgia, as Susan Leigh Still to Dr. Joseph Still, M.D. and his wife, Jean Ann Batho; she has nine siblings. Her father was a prominent burn surgeon who founded and directed the Joseph M. Still Burn Center in Augusta, Georgia. Kilrain graduated from the Walnut Hill School, Natick, Massachusetts, in 1979. She graduated from Embry-Riddle Aeronautical University in 1982 with a bachelor's degree in aeronautical engineering and received her Master of Science degree in aerospace engineering from Georgia Institute of Technology in 1985.

She is married to Vice Admiral Colin J. Kilrain, who previously served with North Atlantic Treaty Organization Special Operations Commander Headquartered in Belgium. Kilrain and her husband have four children, and reside in Virginia Beach, Virginia. She is active as a motivational speaker, presenting mostly to schools and universities. Her main message is "Live Your Dream" - anyone can become an astronaut.

After graduation, Kilrain worked as a wind tunnel project officer for Lockheed Corporation in Marietta, Georgia, and earned her graduate degree. She was commissioned into the U.S. Navy in 1985 and designated a Naval Aviator in 1987. Kilrain was selected to be a flight instructor in the TA-4J Skyhawk, and later flew EA-6A Electric Intruders for Tactical Electronic Warfare Squadron 33 (VAQ-33) in Key West, Florida. After completing U.S. Naval Test Pilot School at NAS Patuxent River, Maryland, she reported to Fighter Squadron 101 (VF-101) in Virginia Beach, Virginia, for F-14 Tomcat training. Kilrain has logged over 3,000 flight hours in more than 30 different aircraft.

Kilrain reported to the Johnson Space Center as an Astronaut Candidate in March 1995. Following a year of training, she worked on technical issues for the Vehicle Systems and Operations Branch of the Astronaut Office. She also served as spacecraft communicator (CAPCOM) in mission control during launch and entry for numerous missions. A veteran of two space flights, she logged nearly 472 hours in space. She flew as pilot on STS-83 (April 4 to April 8, 1997) and STS-94 (July 1 to July 17, 1997). She was most recently the Legislative Specialist for Shuttle, for the Office of Legislative Affairs at NASA Headquarters, Washington D.C. Kilrain retired from the Astronaut Office in December 2002 and from the U.S. Navy in 2005.

May 17, 2021

Kilrain was born in Augusta, Georgia, as Susan Leigh Still to Dr. Joseph Still, M.D. and his wife, Jean Ann Batho; she has nine siblings. Her father was a prominent burn surgeon who founded and directed the Joseph M. Still Burn Center in Augusta, Georgia. Kilrain graduated from the Walnut Hill School, Natick, Massachusetts, in 1979. She graduated from Embry-Riddle Aeronautical University in 1982 with a bachelor's degree in aeronautical engineering and received her Master of Science degree in aerospace engineering from Georgia Institute of Technology in 1985.

She is married to Vice Admiral Colin J. Kilrain, who previously served with North Atlantic Treaty Organization Special Operations Commander Headquartered in Belgium. Kilrain and her husband have four children, and reside in Virginia Beach, Virginia. She is active as a motivational speaker, presenting mostly to schools and universities. Her main message is "Live Your Dream" - anyone can become an astronaut.

After graduation, Kilrain worked as a wind tunnel project officer for Lockheed Corporation in Marietta, Georgia, and earned her graduate degree. She was commissioned into the U.S. Navy in 1985 and designated a Naval Aviator in 1987. Kilrain was selected to be a flight instructor in the TA-4J Skyhawk, and later flew EA-6A Electric Intruders for Tactical Electronic Warfare Squadron 33 (VAQ-33) in Key West, Florida. After completing U.S. Naval Test Pilot School at NAS Patuxent River, Maryland, she reported to Fighter Squadron 101 (VF-101) in Virginia Beach, Virginia, for F-14 Tomcat training. Kilrain has logged over 3,000 flight hours in more than 30 different aircraft.

Kilrain reported to the Johnson Space Center as an Astronaut Candidate in March 1995. Following a year of training, she worked on technical issues for the Vehicle Systems and Operations Branch of the Astronaut Office. She also served as spacecraft communicator (CAPCOM) in mission control during launch and entry for numerous missions. A veteran of two space flights, she logged nearly 472 hours in space. She flew as pilot on STS-83 (April 4 to April 8, 1997) and STS-94 (July 1 to July 17, 1997). She was most recently the Legislative Specialist for Shuttle, for the Office of Legislative Affairs at NASA Headquarters, Washington D.C. Kilrain retired from the Astronaut Office in December 2002 and from the U.S. Navy in 2005.

May 13, 2021

28 November, 2016. The aircraft was an Avro RJ85, registration CP-2933, serial number E.2348, which first flew in 1999. After service with other airlines and a period in storage between 2010 and 2013, it was acquired by LaMia, a Venezuelan-owned airline operating out of Bolivia.

The captain was 36-year-old Miguel Quiroga, who had been a former Bolivian Air Force (FAB) pilot and had previously flown for EcoJet, which also operated the Avro RJ85. He joined LaMia in 2013 and at the time of the accident he was one of the airline's co-owners as well as a flight instructor. Quiroga had logged a total of 6,692 flight hours, including 3,417 hours on the Avro RJ85.

The first officer was 47-year-old Fernando Goytia, who had also been a former FAB pilot. He received his type rating on the Avro RJ85 five months before the accident and had had 6,923 flight hours, with 1,474 of them on the Avro RJ85.

Another pilot was 29-year-old Sisy Arias, who was undergoing training and was an observer in the cockpit. She had been interviewed by TV before the flight.

The party flew with a different airline from São Paulo to Santa Cruz, where it boarded the LaMia aircraft. The refuelling stop at Cobija was cancelled following a late departure from Santa Cruz.

The aircraft was carrying 73 passengers and 4 crew members on a flight from Viru Viru International Airport, in the Bolivian city of Santa Cruz de la Sierra, to José María Córdova International Airport, serving Medellín in Colombia, and located in nearby Rionegro. Among the passengers were 22 players of the Brazilian Associação Chapecoense de Futebol club, 23 staff, 21 journalists and 2 guests. The team was travelling to play their away leg of the Final for the 2016 Copa Sudamericana in Medellín against Atlético Nacional.

Chapecoense's initial request to charter LaMia for the whole journey from São Paulo to Medellín was refused by the National Civil Aviation Agency of Brazil because the limited scope of freedom of the air agreements between the two countries, under International Civil Aviation Organization (ICAO) rules, would have required the use of a Brazilian or Colombian airline for such a service. The club opted to retain LaMia and arranged a flight with Boliviana de Aviación from São Paulo to Santa Cruz de la Sierra, Bolivia, where it was to board the LaMia flight. LaMia had previously transported other teams for international competitions, including Chapecoense and the Argentina national team, which had flown on the same aircraft two weeks before. The flight from São Paulo landed at Santa Cruz at 16:50 local time.

The RJ85 operating LaMia flight 2933 departed Santa Cruz at 18:18 local time. A Chapecoense team member's request to have a video game retrieved from his luggage in the aircraft's cargo delayed departure. The original flight plan included an intermediate refueling stop at the Cobija–Captain Aníbal Arab Airport, near Bolivia's border with Brazil; however, the flight's late departure meant the aircraft would not arrive at Cobija prior to the airport's closing time. An officer of Bolivia's Administración de Aeropuertos y Servicios Auxiliares a la Navegación Aérea (AASANA – Airports and Air Navigation Services Administration) at Santa Cruz de la Sierra reportedly rejected the crew's flight plan for a direct flight to Medellín several times despite pressure to approve it, because of the aircraft's range being almost the same as the flight distance. The flight plan was approved by another AASANA officer. The distance between Santa Cruz and Medellín airports is 1,598 nautical miles (2,959 km; 1,839 mi). A fuel stop in Cobija would have broken the flight into two segments: an initial segment of 514 nautical miles (952 km; 592 mi) to Cobija followed by a flight of 1,101 nautical miles (2,039 km; 1,267 mi) to Medellín, a total of 1,615 nautical miles (2,991 km; 1,859 mi).Bogotá's airport is 1,486 nautical miles (2,752 km; 1,710 mi) from Santa Cruz's airport and 116 nautical miles (215 km; 133 mi) from Medellín's.

The flight crew anticipated a fuel consumption of 8,858kg for their planned route of 1,611nmi (including 200kg for taxiing). After refueling at Santa Cruz, CP2933 had 9,073kg on board. ICAO regulations would have required them to carry a total fuel load of 12,052kg, to allow for holding, diversion and other contingencies. The RJ85's fuel tanks have a capacity of 9,362kg. At around 21:16, approximately 180nmi from their destination, the aircraft displayed a low fuel warning. At this point they were 77nmi from Bogotá, but the crew took no steps to divert there, nor to inform ATC of the situation. The RJ85 continued on course and began its descent towards Medellín at 21:30.

Another aircraft had been diverted to Medellín from its planned route (from Bogotá to San Andres) by its crew because of a suspected fuel leak. Medellín air traffic controllers gave that aircraft priority to land and at 21:43 the LaMia RJ85's crew was instructed to enter a racetrack-shaped holding pattern at the Rionegro VHF omnidirectional range (VOR) radio navigation beacon and wait with three other aircraft for its turn to land. The crew requested and were given authorisation to hold at an area navigation (RNAV) waypoint named GEMLI, about 5.4 nautical miles (10 km; 6 mi) south of the Rionegro VOR. While waiting for the other aircraft to land, during the last 15 minutes of its flight, the RJ85 completed two laps of the holding pattern. This added approximately 54 nautical miles (100 km; 62 mi) to its flight path. At 21:49, the crew requested priority for landing because of unspecified "problems with fuel", and were told to expect an approach clearance in "approximately seven minutes". Minutes later, at 21:52, they declared a fuel emergency and requested immediate descent clearance and "vectors" for approach. At 21:53, with the aircraft nearing the end of its second lap of the holding pattern, engines 3 and 4 (the two engines on the right wing) flamed out due to fuel exhaustion; engines 1 and 2 flamed out two minutes later, at which point the flight data recorder (FDR) stopped operating.

Shortly before 22:00 local time on 28 November (03:00 UTC, 29 November), the pilot of the LaMia aircraft reported an electrical failure and fuel exhaustion while flying in Colombian airspace between the municipalities of La Ceja and La Unión. After the LaMia crew reported the RJ85's electrical and fuel problems, an air traffic controller radioed that the aircraft was 0.1 nautical miles (190 m; 200 yd) from the Rionegro VOR, but its altitude data were no longer being received. The crew replied that the aircraft was at an altitude of 9,000 feet (2,700 m); the procedure for an aircraft approaching to land at José María Córdova International Airport states it must be at an altitude of at least 10,000 feet (3,000 m) when passing over the Rionegro VOR. Air traffic control radar stopped detecting the aircraft at 21:55 local time as it descended among the mountains south of the airport.

At 21:59 the aircraft hit the crest of a ridge on a mountain known as Cerro Gordo at an altitude of 2,600 metres (8,500 ft) while flying in a northwesterly direction, with the wreckage of the rear of the aircraft on the southern side of the crest and other wreckage coming to rest on the northern side of the crest adjacent to the Rionegro VOR transmitter facility, which is in line with runway 01 at José María Córdova International Airport and about 18 kilometres (9.7 nmi; 11 mi) from the southern end. Profile of the flight's last 15 minutes

Helicopters from the Colombian Air Force were initially unable to get to the site because of heavy fog in the area, while first aid workers arrived two hours after the crash to find debris strewn across an area about 100 metres (330 ft) in diameter. It was not until 02:00 on 29 November that the first survivor arrived at a hospital: Alan Ruschel, one of the Chapecoense team members. Six people were found alive in the wreckage. The last survivor to be found was footballer Neto who was discovered at 05:40. Chapecoense backup goalkeeper Jakson Follmann underwent a potentially life-saving leg amputation. 71 of the 77 occupants died as a result of the crash. The number of dead was initially thought to be 75, but it was later revealed that four people had not boarded the aircraft. Colombian Air Force personnel extracted the bodies of 71 victims from the wreckage and took them to an air force base. They were then taken to the Instituto de Medicina Legal in Medellín for identification.

The Grupo de Investigación de Accidentes Aéreos (GRIAA) investigation group of Colombia's Unidad Administrativa Especial de Aeronáutica Civil (UAEAC or Aerocivil – Special Administrative Unit of Civil Aeronautics) began investigating the accident and requested assistance from BAE Systems (the successor company to British Aerospace, the aircraft’s manufacturer) and the British Air Accidents Investigation Branch (AAIB) as the investigative body of the state of the manufacturer. A team of three AAIB accident investigators was deployed. They were joined by investigators from Bolivia's national aviation authority, the Dirección General de Aeronáutica Civil (DGAC – General Directorate of Civil Aviation). In all, twenty-three specialists were deployed on the investigation; in addition to ten Colombian investigators and those from Bolivia and the United Kingdom, Brazil and the United States contributed personnel to the investigation. On the afternoon of 29 November the UAEAC reported that both flight recorders – the flight data recorder (FDR) and cockpit voice recorder (CVR) – had been recovered undamaged.

Evidence very quickly emerged to suggest that the aircraft had run out of fuel: the flight attendant who survived the accident reported that the captain's final words were "there is no fuel", and transmissions to that effect from the pilots to ATC were overheard by crews of other aircraft, and recorded in the control tower. Shortly after the crash, the person leading the investigation stated that there was "no evidence of fuel in the aircraft" and the aircraft did not catch fire when it crashed. Analysis of the FDR showed all four engines flamed out a few minutes before the crash.

The investigation found that LaMia had consistently operated its fleet without the legally required endurance fuel load, and had simply been lucky to avoid any of the delays that the mandated fuel load were meant to allow for. An investigative report by Spanish-language American media company Univision, using data from the Flightradar24 website, claimed that the airline had broken the fuel and loading regulations of the International Civil Aviation Organization on 8 of its 23 previous flights since 22 August. This included two direct flights from Medellín to Santa Cruz: one on 29 October transporting Atlético Nacional to the away leg of their Copa Sudamericana semifinal, and a flight without passengers on 4 November. The report claimed the eight flights would have used at least some of the aircraft's mandatory fuel reserves (a variable fuel quantity to allow for an additional 45 minutes of flying time), concluding the company was accustomed to operating flights at the limit of the RJ85's endurance.

On 27 April 2018, the investigators, led by Aerocivil, released the final investigative report for the crash of Flight 2933, listing the following causal factors:

  • The airline inappropriately planned the flight without considering the necessary amount of fuel that would be needed to fly to an alternate airport, fuel reserves, contingencies, or the required minimum fuel to land;
  • The four engines shut down in sequence as a result of fuel exhaustion;
  • Poor decision making by LaMia employees "as a result of processes that failed to ensure operational security";
  • Poor decision making by the flight crew, who continued the flight on extremely limited fuel despite being aware of the low fuel levels aboard the aircraft and who did not take corrective actions to land the aircraft and refuel.

Additional contributing factors cited by the investigators were:

  • Deploying the landing gear early;
  • "Latent deficiencies" in the planning and execution of non-regular flights related to the insufficient supply of fuel;
  • Specific deficiencies in the planning of the flight by LaMia;
  • "Lack of supervision and operational control" by LaMia, which did not supervise the planning of the flight or its execution, nor did it provide advice to the flight crew;
  • Failure to request priority or declare an emergency by the flight crew, particularly when fuel exhaustion became imminent; these actions would have allowed air traffic services to provide the necessary attention;
  • Failure by the airline to follow the fuel management rules that the Bolivian DGAC had approved in certifying the company;
  • Delays in CP-2933's approach to the runway resulting from its late declaration of priority and of fuel emergency, added to dense traffic in the Ríonegro VOR area.

The CVR had recorded the pilots discussing their fuel state and possible fuel stops en route, but they were so accustomed to operating with minimal fuel that they decided against a fuel stop when ATC happened to assign them an adjustment in their route which saved a few minutes of flight time. For unknown reasons, the CVR stopped recording an hour and forty minutes before the FDR, when the aircraft was still about 550 nautical miles (1,020 km; 630 mi) away from the crash site at the Rionegro VOR. Aviation analyst John Nance and GRIAA investigators Julian Echeverri and Miguel Camacho would later suggest that the most probable explanation is that the flight's captain, who was also a part owner of LaMia, pulled the circuit breaker on the CVR to prevent a record of the subsequent discussions, knowing that the flight did not have the appropriate fuel load.

The aircraft was estimated to be overloaded by nearly 400 kilograms (880 lb).

Due to restrictions imposed by the aircraft not being compliant with reduced vertical separation minima (RVSM) regulations, the submitted flight plan, with a nominated cruising flight level (FL) higher than 280 (approximately 28,000 feet (8,500 m) in altitude), was in violation of protocols. The flight plan, which was filed with AASANA, included a cruising altitude of FL300 (approximately 30,000 feet (9,100 m)). The flight plan was sent for review to Colombian and Brazilian authorities as well, in accordance with regional regulations.

A week after the crash, Bolivian police detained the general director of LaMia on various charges, including involuntary manslaughter. His son, who worked for the DGAC, was detained for allegedly using his influence to have the aircraft given an operational clearance. A prosecutor involved with the case told reporters that "the prosecution has collected statements and evidence showing the participation of the accused in the crimes of misusing influence, conduct incompatible with public office and a breach of duties."

An arrest warrant was issued for the employee of AASANA in Santa Cruz who had refused to approve Flight 2933's flight plan - it was later approved by another official. She fled the country seeking political asylum in Brazil, claiming that after the crash she had been pressured by her superiors to alter a report she had made before the aircraft took off and that she feared that Bolivia would not give her a fair trial. A warrant was also issued for the arrest of another of LaMia's co-owners, but he still had not been located four weeks after the crash.

May 10, 2021

Commercial Airline Pilot – Captain – currently flying for a major U.S. Carrier

Qualified on aircraft: Boeing 767, 757, 737, Airbus 320, Lockheed L-188 (civilian P-3) and Convair 580 –  flying International and domestic routes, military contracts

Flight and Ground Instructor – Multi-engine Instructor, Commercial Flight Instructor, Commercial Flight Instrument Instructor, taught all levels of flying and ground schools

Qualified on aircraft: Various twin and single engine aircraft, various aerobatic aircraft

Bachelor of Science degree in Aeronautical Science: Embry-Riddle Aeronautical University

CBS National News Aviation Consultant

CNN Aviation Consultant

Media: TV, radio, podcasts, guest speaking

Author – “Remove Before Flight” A guide book to empower passengers while increasing overall aviation and operational knowledge for  a better travel experience.

Author – “Lost and Found” A journey of perseverance and resilience – a mother’s struggle and sacrifice to save her son from a mystery illness

Guest Speaker – Numerous and various types of events in regard to aviation, health, and child development

Blogger – “www.CaptainLaura.com”

Social Medias – Twitter, LinkedIn, Facebook, Instagram, Youtube

Airshow Director of Operations – Wanda Collins Airshows, Inc.

Ninety- Nines International Woman Pilot’s Association – Awarded “Pilot of the Year” and Scholarship

 

Co-host of the San Francisco Bay Area Fleet Week Special KRON 4 News – Two hour live airshow broadcast with anchor Ken Wayne discussing aviation and the performances by the Blue Angels, Team Oracle, Patriots Jet Team, United Boeing 777, along with many others. Oct 12th, 2019 ranked the number one special in the ratings category and was entered for an Emmy Award.

CBS This Morning Show, CBS Evening News, CBS Live Stream, CBS Radio – Various aviation topics, special stories, current industry news.

Girls In Aviation Day – event host for major airlines. Introducing under privileged girls to the world of aviation – the future career possibilities in all fields supporting airlines. Oct 5th, 2019 with LA’s Best.

Mic – “Do Airplane Rules like turning off your phone during takeoff really matter? Pilots Reveal the Truth”. Contributed to article for Emma Sarran Webster. July 17th, 2019

Thrive Global – “Mental Stamina of a Great Business Mind” – Dr. Damian Jacob Sendler collaborating on what it takes to maintain resiliency, fortitude, and perseverance under the most challenging of circumstances. Scientific Leadership, June 24th, 2019

Just Do Your Dream – Interview with Montrie Rucker Adams for book and website. Stories of motivation and drive to accomplish your goals and achieve your dreams. May 29th, 2019

The Verge – “The many human factors that brought down the Boeing 737 Max”. Daryl Campbell – Contributed to this very in depth and comprehensive article on the various issues that have played into the Max status. May 6th, 2019

Feedspot Blog Reader – “Top 10 Female Pilot Blogs, Websites, and Newsletters in 2019”. March 27th, 2019

Conde Nast Traveller – “The World’s Most Influential Women Travellers”. Gold Edition. Named amongst these top women for this honor. March 1st, 2019

The New York Times – “Behind the Lion Air Crash, a Trail of Decisions that Kept Pilots in the Dark”. Contributor on this article with Zach Wichter for a detailed look at factors involved. February 7th, 2019

Reno Air Races – Appearances, meetings, collaborations, photo shoots. Supporting aviation and sport racing. September 17th, 2018

Created “Adventures in Aviation” – Television Docu Series with Captain Joe Rajacic to highlight all areas of aviation and how it helps the world. www.AdventuresinAviation.TV  Aug 9th, 2018

Guest Speaker – Supporting OBAP with major airlines for the ACE Group to inspire young high schoolers in the field of aviation. August 8th, 2018

The Seth Markzon Podcast – Guest on Success podcast sharing my history, words of inspiration, thoughts of knowledge and tips for everyone. Episode #5  July 27th, 2018

The Jet Set Travel Talk Show – Season 3 Episode #1 discussing the recent decompression, how travelers can be best prepared, and preparing for the summer travel season. Episode #3 Season 3 discussing the myth of chemtrails, talking about the pilot shortage, and sharing thoughts on the future of aviation travel. July 7th, 2018

Women’s History Month – Guest Speaker for major airlines. Sharing words of personal journey, resiliency, and motivation for other women. March 29th, 2018

The Jet Set TV Travel Talk Show – Guest on Season 2 episode #16 airing the week of September 16th, 2017 and episode #18 airing the week of September 28th, 2017. 13 million viewers across the country with several large networks – discussing the future of aviation along with climate change affecting air travel.

Travel Weekly magazine – “Warming Trend: As the mercury rises, airlines’ operations may be impacted” article by Robert Silk published August 28th, 2017.

KRON Channel 4 News, San Francisco Bay Area – Guest on primetime news with producer Mark Burnette and journalist Dan Kerman aired July 14th, 2017. A current story about the close call of Air Canada jet that was lined up to land on a taxiway full of airplanes.

KRON Channel 4 News, San Francisco Bay Area – Guest on primetime news with producer Mark Burnette and journalist Dan Kerman aired July 6th 2017. This was a story re-visiting the Asiana 214 accident at the SFO airport – over reliance on automation and lengthy rescue time.

The New York Times – Collaboration with Zach Wichter front page article “Too Hot for Takeoff: Air Travel Buffeted by a Capricious Climate” Published June 20th, 2017 is an excellent read about how the heating of the earth is affecting air travel

My Domaine – “8 Summer Vacation Ideas for When You Just Want To Escape the Crowds” article with Lindsay Tigar. Published May 28th, 2017 and profiles fabulous places to see and experience.

The Jet Set TV Travel Talk Show – Guest on Season #1 episodes #46 airing across the country week of February 25th, 2017 and episode #49 airing the week of April 1st, 2017. www.TheJetSet.TV  Pilot guest answering questions from the viewers, discussing the book, and other great information.

 

Huffington Post – “What Pilots Want You to Know” with travel writer Suzy Strutner. March 17th, 2017. You can read her great articles in the Travel section of the Huffington Post news.

Traveling with Francoise – Radio Show guest. Interviewed live streaming radio with Francoise on Money Radio February 12th, 2017. Sundays 11:00-1:00 on 1200AM and 101.1FM. www.travelingwithFrancoise.com under podcasts. Discussing book, flying, travel, and lots of fun stuff.

Just Do Your Dream – Profiled in book “Just Do Your Dream!” by Montrie Rucker Adams Dec 2016.  www.justdoyourdream.com under “Misc” profiles. Discussing perseverence and drive to achieve your goals and dreams.

Ready for Takeoff – Guest on Podcast with Dr. George Knolly – “Ready for Takeoff” episode RFT058  Dec 12th 2016. www.readyfortakeoffpodcast.com. Discussing flying, experience, the book

The Jet Set Tv Show – Pilot Guest – Travel Talk Show “The Jet Set” episodes for Oct 10th and Oct 17th 2016. www.TheJetSet.TV, syndicated across the nation, 1.1 million viewers

USA Today Contributor – Article written by Christopher Elliott discussing code sharing in the industry published Oct 17th 2016.

Reno Air Races – Guest Speaker for ALEX (Aerospace Learning Experience) speaking to over 1600 school children on field trips about aviation. September 14-18th 2016

The Boston LifeZette Magazine – Article written by Deidre Reilly  discussing the effects of September 11th on pilots and families. www.LifeZette.com  Published September 11th, 2016

CNN Aviation Consultant – Multiple story works since May 2015 in regard to aviation, safety and security

South Bay Magazine Profile – Article for Women in Business edition about Captain Laura. September-October 2015

May 6, 2021

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

 

May 3, 2021

Margaret “Peggy” Dennis Carnahan is retired from the U.S. Air Force and currently a Captain for NetJets. Peggy is a member of the 1980 U.S. Air Force Academy Class, the first to graduate women! She rose to the rank of Lieutenant Colonel, serving as an Air Force Instructor Pilot and Squadron Commander. Her awards include Air Training Command Master Instructor (1985) and Outstanding Young Women of America (1987). Peggy’s impressive bio is included at the end of this article. 

Being the first in anything is rarely easy. Each career path comes with its own set of challenges and the Air Force is no exception. Today Peggy is considered a trailblazer for women military aviators, but it almost didn’t come to be. Very early on in her career she began to realize obstacles she would need to overcome if she was going to have any success at all. We’re sharing Peggy’s story with our readers as a testament to what can be achieved if one is willing to break barriers, from within and without. 


Peggy, the sixth of seven children, grew up on a farm approximately 60 miles south of Chicago in a small town whose population was less than 3,000. Peggy was named after her grandmother Margaret, who passed away a few months before she was born. Her small town wasn’t big enough to have two “Margarets”, so she was given the nickname “Peggy”. Her father, an engineer and farmer, and her mother, a schoolteacher, set expectations for all of their children to attend college. Peggy’s brother who is five years older went to the Air Force Academy, and her sister, two years older than her, got a full Army ROTC scholarship to Arizona State. 


As Peggy was exploring her options, she spoke with the local insurance agent, who was her dad’s high-school friend. He was a Colonel in the Air Force Reserve and a local Liaison Officer. Peggy vividly remembers stopping by to see him on a Friday to pick up a letter of recommendation for an ROTC scholarship. He asked her to look at the Air Force Academy as on option, as President Ford had recently signed a law abolishing the all male tradition in military service academies. The only catch was that she needed to give him an answer by Monday! She was 17 years old, and as one might expect from the forward thinking of a 17 year old, she decided that it would be a good idea. Why not! Besides, she had the thought that mountains are prettier than cornfields! And, one of her male high-school classmates was going to attend as well. She would have an ally, though in reality she rarely saw him. 


Peggy struggled throughout her four years at the Air Force Academy, close to quitting several times. Eventually she realized she didn’t think beyond her decision to attend. Where were her four years going to take her? The Academy was challenging because of her mindset and lack of clarity. It took Peggy two years before she developed a mindset of “I want what this will give me; I want to be part of this group; I want these people to be my peers; I want to be one of them”. Today when she speaks with young people who are considering going into the Academy, she encourages them to consider what it will give them, and what their other options don’t, and to be sure that they want it! 

When Peggy entered the Academy, she knew she was there because the initiative of having women was mandated by Congress, but hadn’t spent much time thinking about what she wanted from her time spent there – what her future would look like. Flying was not an option when she entered; there were no female pilots at the time. The Air Force was just starting to test that possibility. Looking back, Peggy realized that she was presented with an opportunity, and to fully benefit from this, she had to be willing to want what they had to offer and to get through it! 

The whole emphasis in the Academy is teamwork. The basic training premise is to make the individual go away and build cadets back up as a member of a team where they are all the same. Competing against each other is a great way to fail. You can’t get through there by yourself. You do it as a team. You do it as a military unit. You have to take care of your roommate, you have to take care of people in your squadron, and you work together as a team. Because if you try to make it as an individual, you’re not going to make it. 

Peggy was in awe with the other women. Coming from a fairly sheltered small town, she didn’t even have girl’s sports in high school until her sophomore or junior year and then they had no uniforms. The girls had to buy their own t-shirts and use masking tape to make numbers to create their own uniforms. Coming from that kind of environment, she met other women who were playing soccer since they were six years old. Peggy was astounded with the other women’s backgrounds and talents. She was surrounded by superstars and found it eye-opening and humbling! 

Peggy’s roommate in her upper class years was Gwen Knuckles, the daughter of an Air Force Master Sergeant. She had traveled the world and lived overseas, a very different upbringing from Peggy. But that was not the only difference in the two women. While Peggy continued to struggle, Gwen was excelling and enjoying her time in the Academy. Gwen was bound and determined she was going to medical school. Her focus and positive outlook had a huge influence and impact on Peggy’s own focus and looking ahead to the future, in terms of where she was going and what she was going to do. In Peggy’s words, “She was a lifesaver for me.” In retrospect, Peggy realized that Gwen wanted to be there, did not complain, knew why she was there and where the Academy was going to get her, was clear on what she wanted to do, and more than anything, had a positive attitude. From that point forward, Peggy began looking at the positive side of things, and gravitated towards people with positive energy. 

Gwen would go on to medical school and serve as a doctor in the Air Force. Peggy went into the Air Force flight school and began the next phase of her career – pilot training. At the time, there was a pilot shortage and women could officially go to pilot training, it was no longer a test program. There were only 26 women who were pilot qualified in her class, and they were still pretty much considered an oddity! Another factor in Peggy’s decision to go to pilot training was that her older brother did his pilot training five years earlier, and she wanted to show him that she could do it! Once in pilot training, Peggy’s mindset was one of determination and she knew what she had to do. She knew it would require a lot of work, concentration, and studying. And she was determined that if she didn’t make it, it wasn’t going to be for lack of effort on her part! She was not going to fail because she didn’t work hard enough. Positive mindset and focus! Peggy became the dedicated disciplined student she could have been previously, asking herself, “What can I really do?” She made sure she had set study time, sleep time, etc., making sure she did her part to ensure a successful outcome. And, in her words, “It turned out that I was actually kind of good at it and that I enjoyed it!” Peggy realized that the Air Force airplane recognizes talent. It doesn’t care who you are; it just cares about the skills of the pilot that has the controls. 

Peggy excelled in pilot training and stayed on as an instructor. The program has changed quite a bit since then with technology and new aircraft. Then, it was a two-phase program where she flew T-37 for about six months and then flew the T-38 twin-engine tandem seat supersonic jet, which is still in use for pilot training. 

One of the reasons Peggy wanted to remain as an instructor was because she felt strongly that the military would open up combat aircraft to women. And in 1993 Congress repealed the Combat Exclusion Law, but it took another year for the Air Force to allow women into combat cockpits. By that time, Peggy was considered too close to her retirement for the Air Force to consider her a candidate. Up until that point, the Air Force had severely restricted opportunities for women to have orientation flights in fighter aircraft. Peggy noted that this restriction significantly hampered her ability to counsel future pilots on career choices. When a four-star General visited her base and stated that he wanted more fighter pilots, Peggy asked, “If you want me to convince people to become fighter pilots, why am I not allowed to learn what that entails?” Right then and there, the General turned to the Colonel and said “Make it happen!” 

Additionally, when women started looking for other ways to move their careers, Eileen Collins, the first woman to command a space shuttle, was the only female T-38 instructor on Peggy’s base, and Peggy was there! 

Greatest Obstacles
Peggy’s positive attitude has served her well, through a great career in aviation. One of the biggest obstacles she had to overcome was her own mindset. When she began, she didn’t think she was capable of some things, didn’t think she was good enough, didn’t think she had the potential, and would sell herself short. Additionally, she was raised thinking her options were to become a schoolteacher, nurse, or secretary. Peggy really shifted her trajectory with pilot training, where she decided she was going to put in her full effort and be as good as she could be. She knew she would either make it or not, and that it was up to her. She eliminated the thought that had crossed her mind many times – the thought that she is a woman and shouldn’t be there. Peggy shifted that by telling herself that she had every right to be there; every right to be like the others who were there. If she was not good enough it was not going to be because of her gender. Today, when Peggy looks back she realizes the societal changes and how opportunities have progressed for women. The mindset of women had also changed in how they view themselves, and women still have a ways to go. It takes several generations. 

Peggy’s insights and perceptual filter shifts inspire and empower those following in her footsteps. She has trained many cadets and has helped them with their mindset – they are worthy and can be a great contributor to the Air Force, even if they are not the best graduate in their Academy class. She did it, and they can do it too! Peggy would not change a thing from her past experiences. They have all contributed to where she is today, and she is happy where she is. 


Peggy’s guiding philosophy: “Stay optimistic; then your eyes stay open to opportunities. You’ll see the positive in the opportunities, and it’s up to you to act on it. You’re the one responsible.” “People can see and feel a positive attitude.” She shared the following from Colin Powell leadership lessons: “Optimism is a force multiplier.” 

Peggy overcame obstacles and shifted her mindset to a positive one, and as a result, became a pilot trainer pioneer to pave the path for other women to have an opportunity to fly military aircraft for their country and is considered a “warrior” for women and their advancement. Additionally, because of her positive attitude, she has had incredible opportunities to witness some important events in history, such as the awarding of the Congressional Gold Medal to the Women Airforce Service Pilots (WASP), her mentors. In the course of her military and commercial flying careers, she has had the opportunity to brush shoulders with aviation legends such as General Chuck Yeager, as well as notable persons in the worlds of politics and entertainment.

Apr 29, 2021

Speaker, pet welfare activist, corporate manager, and member of his local government, Julian Javor formed Pet Rescue Pilots out of the belief that every pet should have the chance to know a loving forever home.

 

Julian began flying rescue pets in 2017 after receiving his Commercial Pilot’s License. Since then, he regularly spends his weekends flying up and down the Western United States – from Southern California to Washington, and even into the Western provinces of Canada – proudly delivering pets into the arms of rescue groups, fosters, and forever families.

 

Julian has always enjoyed serving the community and giving to those in need. He puts his musical talents to use playing piano every Tuesday afternoon for his local chapter of Music Mends Minds. In addition, Julian has previously served on two non-profit boards, and currently serves on his local government’s Recreation & Parks Commission. He graduated from University of Southern California with a degree in Business Administration and Jazz Studies and a Master's Degree in Taxation.

 

The two major constants in Julian's life have been a love of flying, and an irresistible impulse to pet every dog he sees. Pet Rescue Pilots represents the epitome of marrying one’s passions with an aspiration to help others.

 

Julian resides in Los Angeles, where he shares his heart and home with his two rescue pups Shadow and Bella.

Apr 26, 2021

DR. CECILIA ARAGON is an award-winning author, airshow pilot, and the first Latina full professor in the College of Engineering at the University of Washington in Seattle. She’s worked with Nobel Prize winners, taught astronauts to fly, and created musical simulations of the universe with rock stars. Her major awards for research, and a stint at NASA designing software for Mars missions, led President Obama to call her “one of the top scientists and engineers in the country.”

Her new memoir, Flying Free (2020), debuted on five bestseller lists and is a TODAY Show and Ms. Magazine Recommended Read. Flying Free lifts readers into the skies on a woman’s journey from fearful, bullied child to champion aerobatic pilot.

Apr 22, 2021

Mandy was the only female pilot on her Front-Line Tornado Squadron, flying multimillion-pound fast jets for the Royal Air Force. She has operated in hostile environments, including patrolling the ‘No Fly’ zone over Iraq.
Drawing on her experience of calculated risk-taking, decision-making under pressure and the critical role of the human in the system, she transfers vivid lessons from the cockpit to other management and leadership contexts.

Mandy is a highly demanded keynote speaker and has been invited to share her insights with some of the most successful organisations across the world where she describes the Strategies, Tactics & Behaviours that she adopted when the stakes were at their highest. She talks with humour and great passion to inspire those around her.

Author of best-selling book An Officer, not a Gentleman an inspirational journey of a pioneering female fighter pilot. You can also buy her book from her website.

Apr 19, 2021

Interesting facts about Dave and Michelle Pryor and our aviation careers:

Michelle and Dave met at the United States Air Force Academy during basic training, where they were SCUBA partners and later went on to become SCUBA instructors while at the Academy. They were also partners as survival instructors during the summer between their sophomore and junior years at the Academy.

Michelle earned her jump (parachute) wings while at the Academy. They were married 30 days after graduating from the Academy, and as a wedding present, Dave’s family got them each a chance to go tandem skydiving! They sat next to each other in the same Undergraduate Pilot Training class and were assigned the same instructor for T-37 training.  They had the chance to fly formation against each other in the T-37.

Dave went on to fly T-38s and Michelle went on to fly T-1s.  Post training, they both returned to Laughlin AFB as First Assignment Instructor Pilots (FAIPs), Dave in the T-38 and Michelle in the T-37.  They once again had the opportunity to fly formation against each other in the T-38 (4-ship) with 3 mil-to-mil couples (no one flying together with their spouse) and a solo student in jet #4!  Dave also had a complex emergency in the T-38 where he experienced a dual compressor stall.

They spent the next 7 years overseas (Japan, Korea, England).  Michelle had a 2 day MedEvac mission in the KC-135 that turned into almost 4 weeks away from home!  During those 4 weeks, she had the chance to refuel Dave in the F-15 for the first time over the skies of Nevada during Red Flag.

Michelle also had an interesting KC-135 mission to Africa while stationed in England.  After flying all the way to their destination in Africa, the three KC-135 tanker crews were unable to remain at that destination and had to divert to another location, making for an almost 20 hour day!

Dave’s aircraft flown include: T-37, T-38, F-15C, and E-11A

Michelle’s aircraft flown include: T-37, T-1, KC-135, and C-12

They were in the Air Force for 21 years, all of those years as pilots although they spent some time out of the cockpit for staff jobs and professional development.  They managed to be stationed together for the majority of the time.  We spent about 4 years apart at different assignments over the 21 years.

Their son was born as we both neared 17 years of service in the Air Force.  Dave was deployed to Afghanistan flying the E-11 when our son was born and first met him when he was almost 3 months old.

Michelle deployed to Al Udeid AB where she was the Operations Officer for the KC-135 Expeditionary Refueling Squadron.  On the day she re-deployed, she had the opportunity to give a tour of the KC-135 to four NFL football players who were visiting the base as part of a morale boosting tour for the troops.  Go Browns!

They’ve also owned 2 personal airplanes – a C-182 and an RV-8; Dave flew the C-182 from Alabama to Cozumel, Mexico to compete in an Ironman triathlon.  Michelle was also competing in the Ironman triathlon, but chose to fly commercial to the race (from Oklahoma)!

Michelle commanded a T-1 squadron (training) at Vance AFB, OK and later returned to Laughlin AFB, TX to finish her career as the Vice Wing Commander.  She learned she had been the first female Vice Wing Commander at Laughlin a year after retiring from the Air Force when she was featured in a “Laughlin’s Firsts” article in the Del Rio Grande magazine.

Dave made the difficult decision to separate from the Air Force after 19 years.  He joined the Air Force Reserve and flew T-38s at Laughlin AFB, TX in order to allow our family to be stationed together for their final assignment. 

They flew their fini-flights for the Air Force on the same day.  Dave led a T-38 formation and Michelle led a T-1 formation.  They both came down final approach one formation after the other and taxied back to park at the same time!

Currently, Dave is flying for a legacy airline (although his last flight was in September 2020 but expects to return to the cockpit soon).  He made the most of his “time off” by starting his NTD Racing company, putting together a team, and building a Baja truck which the team raced in the Baja 1000 in November, 2020. 

Currently, Michelle has stepped into the entrepreneurial realm and recently designed a hiking app for kids called Hiking Bingo.  Her mission is to inspire kids to explore the outdoors! 

Apr 15, 2021

After coming down with a mild case of Covid-19 in November, W. Kent Taylor found himself tormented by tinnitus, a ringing in the ears. It persisted and grew so distracting that the founder and chief executive of the restaurant chain Texas Roadhouse Inc. had trouble reading or concentrating.

Mr. Taylor told one friend he hadn’t been able to sleep more than two hours a night for months.

In early March, he met friends at his home in Naples, Fla., and led them on a yacht cruise in the Bahamas. Some of those friends thought he was finally getting better. Then his tinnitus “came screaming back in his head” last week, said Steve Ortiz, a longtime friend and former colleague.

On Thursday, March 18, Mr. Taylor died by suicide in his hometown of Louisville, Ky. He was 65 years old and had overcome early flops to build a successful chain of more than 600 casual-dining restaurants, most of which evoke traditional roadside eateries with steaks, music and free peanuts.

Friends said that as far as they knew, Mr. Taylor had no history of depression. “Quite the opposite,” said Mark J. Fischer, a friend since childhood. “He was so used to being positive and feeling good.”

From Mayo Clinic:

Tinnitus is when you experience ringing or other noises in one or both of your ears. The noise you hear when you have tinnitus isn't caused by an external sound, and other people usually can't hear it. Tinnitus is a common problem. It affects about 15% to 20% of people, and is especially common in older adults.

Tinnitus is usually caused by an underlying condition, such as age-related hearing loss, an ear injury or a problem with the circulatory system. For many people, tinnitus improves with treatment of the underlying cause or with other treatments that reduce or mask the noise, making tinnitus less noticeable.

Symptoms

Tinnitus is most often described as a ringing in the ears, even though no external sound is present. However, tinnitus can also cause other types of phantom noises in your ears, including:

  • Buzzing
  • Roaring
  • Clicking
  • Hissing
  • Humming

Most people who have tinnitus have subjective tinnitus, or tinnitus that only you can hear. The noises of tinnitus may vary in pitch from a low roar to a high squeal, and you may hear it in one or both ears. In some cases, the sound can be so loud it interferes with your ability to concentrate or hear external sound. Tinnitus may be present all the time, or it may come and go.

In rare cases, tinnitus can occur as a rhythmic pulsing or whooshing sound, often in time with your heartbeat. This is called pulsatile tinnitus. If you have pulsatile tinnitus, your doctor may be able to hear your tinnitus when he or she does an examination (objective tinnitus).

When to see a doctor

Some people aren't very bothered by tinnitus. For other people, tinnitus disrupts their daily lives. If you have tinnitus that bothers you, see your doctor.

Make an appointment to see your doctor if:

  • You develop tinnitus after an upper respiratory infection, such as a cold, and your tinnitus doesn't improve within a week.

See your doctor as soon as possible if:

  • You have hearing loss or dizziness with the tinnitus.
  • You are experiencing anxiety or depression as a result of your tinnitus.
Apr 12, 2021

My personal philosophy is to be authentic, of service, and always courageous.

I love inspiring pilots and helping them build the footwork necessary to achieve their dream flying job. I work with pilots 1:1 and in group coaching sessions on all the important facets of success outside the cockpit. I also develop online courses to support pilots. My courses are on interviewing, perfecting scholarship packets, and also my signature course, The 5 Step Plan to the Flight Deck.

I earned a Bachelor of Science Degree from Kansas State University-Salina in Airway Management, Professional Pilot. I have since spent 20 years in the aviation industry in various roles but mostly as a corporate pilot.

Career Highlights:

ATP, CFI, CFII, MEI, IGI, AGI.

Corporate pilot Part 91/135 in a C210, C525, Bonanza, Baron, Hawker 800, King Air 200, Learjet 45, Phenom 100, and a Citation X.

121 Seaplane pilot on the Twin Otter for Seaborne Airlines in the Caribbean.

First Officer and Captain Part 135 in the Phenom 100 jet for JetSuite, “Red Stripe”.

Raised $8k on Kickstarter to self-publish “Finding Amelia” a children’s book I wrote to inspire girls about aviation.

Flight School Manager at Aerodynamic Aviation in Monterey CA, Part 61.

Operations Manager and Interview Consultant at Cage Marshall Consulting.

PreFlight Aviation Camp Volunteer Coordinator.

NBAA Small Flight Department Committee Member.

Student Body President for the College of Technology and Aviation at Kansas State University.

Awarded the Kansas State University at Salina award for Dedication and Determination.
 

Apr 8, 2021

 

On May 24, 1963 I was cleared for a one-hour flight out of the traffic pattern. I had been accepted to start at the United States Air Force Academy in another month, and this would be my last flight at Lovett Field. I was really looking forward to this flight after finishing my afternoon classes at the University of Delaware.

I mean, I was REALLY looking forward to this flight. You see, it was a very warm spring day, and the word at the university was that the coeds would sunbathe au naturale on the roof of the Student Union building (the stairs to the roof had a sign that read "Women Only"). I wanted to see for myself if this was true!

Waldo probably figured I had an ulterior motive when I told him I wanted to check out the route from the university to the airfield. Before I took off he said, "Be sure to stay high enough that no one can read the airplane numbers".

So I flew at about 4000 feet over the University of Delaware, looked down at the Student Union building, and discovered that from 4000 feet you can't tell the difference between a lawn chair and a sunbathing coed. So I headed west to practice some airwork.

I did a few stalls, practiced some chandelles, and got the feel for the airplane in a variety of maneuvers. And then it occurred to me that I had no earthly idea where I was! My airplane had no electrical system, no radio, no aeronautical charts, and I was totally lost.

I made another discovery on that flight. I learned that even though I was still bathed in sunlight, at dusk the ground below is very dark and hard to distinguish landmarks.

Fortunately, Waldo had been cutting the grass on the sod runways, and the distinctive runway pattern clearly stood out in the distance, and I was able to make my way back, albeit a bit later than anticipated.

Apr 5, 2021

PilotsTogether is a charity established by current pilots and their supporters. Our goal is to ensure that pilots made redundant from a large UK-based airline remain a part of our community, retain the skills they already have and to help them gain new ones, and ultimately find new jobs.  We also aim to ensure that no former colleagues face significant financial hardship. We are a new charity, established in summer 2020 in response to the impact of Covid-19 on our community.

I am a professional pilot working with a major UK airline on the 737. With a Masters in Human Factors in Aviation, well-being and pilot mental health are my real passions.

Having previously flown the Q400 for Flybe, and seen many of my friends deal with redundancy as a result, I know it’s purely luck that I’m not in the same situation. Being able to contribute a little to help those individuals struggling in the current climate seems the least I can do.

One key aspect of well-being is making sure that those pilots not currently flying still feel part of the aviation family, and supported by us, and that is key to what I want to help achieve.

If you want to help furloughed pilots, you can donate here.

Apr 1, 2021

In August 1962, I was 17 years old and taking Private Pilot lessons at Atlantic Aviation in Wilmington, Delaware. I was taking my lessons in a PA-18 Super Cub, and felt like I was getting close to solo. At the time, a minimum of 8 hours was required to solo, with most students taking about 12 hours. I had slightly under 11 hours and my instructor indicated my solo would be soon. I was on cloud nine as I drove home from my lesson. I would be able to solo before starting classes at the University of Delaware in September!

There's an old expression, "The most dangerous part of flying is the drive to and from the airport". That was certainly true for me. On my way home a drunk driver slammed into the back of my car, causing a serious whiplash injury. I had to wear a cervical collar for nine months.

When I showed up for my next flight lesson, my instructor told me there was NO WAY I could solo as long as I couldn't turn my head to clear for traffic. He was right, of course. I continued taking lessons every couple of weeks, but it was starting to get EXPENSIVE - after all, it was costing TEN DOLLARS AN HOUR for flying lessons!

Finally, in March, I was able to remove my cervical collar for a few hours a day, and expected to immediately solo, but my instructor apparently wanted to be sure I could safely clear for traffic. I was at 24 hours total flying time, and still hadn't soloed. I decided I needed a different flight school. I was living in a U. of D. dorm in Newark, and found a nearby grass strip with a "Learn To Fly" sign a few miles down Highway 279. 

I met the owner, Waldo Lovett, and showed him my logbook. 

He was immediately concerned about what a dangerous student pilot I must be, having that much time without soloing. But he agreed to train me in his PA-11, which is a J-3 Cub that can be flown solo from the front seat. I got the training for $9 an hour.

No electrical system, no radios, no starter. No preflight inspection. For three more half-hour flights, I got in the airplane and held the brakes, Waldo spun the prop, and we practiced landing on turf. FINALLY, on April 2, 1963, I was cleared solo!

In my heart I absolutely KNEW that I would never become a military or professional pilot, because I was such a lousy pilot it took 25:30 to finally solo!

The PA-11 I trained in, N4681M, was unfortunately destroyed in a landing accident in 2016. I had often thought of trying to buy it, but the 65 horsepower engine would never have been able to handle Colorado's mile high elevation.

Mar 29, 2021

Mo Barrett launched her distinguished career as a successful failure at the Air Force Academy, persevering after becoming the first member of her pilot training class to receive a grade of “Unsatisfactory.” As an Air Force pilot, she flew the Alenia C-27A throughout Central and South America, then moved to Northern California to fly the Lockheed C-5 around the globe. After 9/11, Mo deployed with a small team to bare bases in Uzbekistan and Afghanistan, converting them from austere fields to airlift hubs.

Mo has dealt with the shame, stigma, struggle and success of being a life-long non-conformist and lesbian in the military’s structured environment. She retired as a Colonel after a 25-year Air Force career leveraging hard work and an ability to view the world through lenses of humor, optimism and perspective. She has survived and thrived as a multi-minority and now connects with audiences of all ages and walks of life as a DC tour guide, podcast co-host and storyteller. Mo entertains audiences with her unique presentation style and contagious energy as she charts a course for people who want to laugh, learn and think!

Mar 25, 2021

In the airline world, there are a number of new rules, limits, and terms a pilot needs to learn. One area in which a new understanding needs to be had is in the takeoff.

Gone are the days when, as a general aviation pilot, you can just eyeball the runway, the load, the airplane, measure the wind with your thumb, and go for it. When you are flying passengers and cargo for hire, you need to be able to comply with the segmented climb. Specifically—-and this is key—-you need to be able to meet the climb requirements on a single engine (assuming you are flying a twin-engine jet) as a result of an engine failure at V1 [takeoff decision speed, but a beyond the scope of this post]. It is assumed that you will meet all the requirements if every engine is running.

The first segment is short—it ends when the airplane is airborne and the gear is retracted. Not partially retracted, but fully up-and-locked retracted. The airspeed must be up to V2, commonly known as “takeoff safety speed,” but in technical terms, the speed for best climb gradient.

The second segment requirement is often the most difficult one to meet. Segment two begins when the gear is up and locked and the speed is V2. This segment has the steepest climb gradient: 2.4 percent. This equates to a ballpark figure of around 300 feet per minute, and for a heavy airplane on a hot day with a failed engine, this can be a challenge. Often, when the airlines announce that a flight is weight-limited on hot summer days, this is the reason (the gate agent doesn’t know this kind of detail, and nor does she care; she just knows some people aren’t going).

The magic computers we use for computing performance data figure all this out, saving us the trouble of using charts and graphs. All we know is that we can either carry the planned load or we can’t.

Second segment climb ends at 400 feet, so it could take up to a minute or more to fly this segment. Think of all the obstacles that might be in the departure path in the course of 60 seconds or more.

Third segment climb begins at 400 feet, and here the rules can vary. The climb gradient is now half of what it was before: 1.2 percent. However, we are also required to accelerate to a speed called VFS (final segment climb speed). In graphs and publications, the third segment of the climb is often depicted as being a flat line for the acceleration. In many turboprops, that’s exactly the way it’s flown. The airplane is leveled off (and the pilot is using a very tired leg to overcome the increasing yaw tendency via the rudder) and accelerated before the final climb begins.

In jets, however, there is generally enough power in the remaining engine to avoid a level-off. If the airplane can continue to accelerate during the third segment, it may continue to climb, so long as it can do so without a decrease in speed or performance. In fact, during the climb it must continue to meet the climb gradient while accelerating to VFS.

Third segment climb ends upon reaching VFS.

The fourth and “final segment” begins upon reaching VFS and completing the climb configuration process. It is now permissible (and maybe necessary) to reduce thrust to a Maximum Continuous setting. The climb gradient is again 1.2 percent, and VFS must be maintained to 1,500 feet above field elevation.

V1 cuts and single-engine climbs are a staple of turboprop and jet training. It is critical that a pilot of such equipment understand what the objective is when it comes to performing the maneuver, and why the requirements are what they are. This material is taught in much greater detail in ground school than I presented here. In fact, there may be a few deviations and exceptions to the above, as this is a general introduction (there are, like many things in aviation, always caveats, so bear that in mind).

Some pilots dread V1 cuts, but the best way to approach them is to take them as a challenge and constantly push yourself to master them and excel in your performance.

Mar 22, 2021

For the women who have served in aviation, being surrounded by other women in our field, either physically or virtually, is magical, especially for those of us who spent most of our careers in isolation. My hope is that the sheer volume and diversity of these stories inspires us, and those who will take our place in the future.

And there’s room for so much more. Every one of you has an inspiring story to tell, and there’s an audience for that story. In addition to featuring books already published, this website is a resource for aspiring writers, with writers’ panels and discussions on everything from publishing your own memoir, to doing historical research for biographies or historical fiction. If you’re a woman writing, or considering writing in aviation, please join us in the Writers’ Room.

My vision for this community is that it is a living, breathing resource. You can consume and participate in any way that fits for you. Read one new book, or read one every month with us. Share our amazing stories with your friends and colleagues. Find books for that Young Aviatrix who you’re hoping to inspire. Listen to monthly Aviatrix Book Club author interviews, and find out more about writing in the Writers’ Room. Leave reviews of the books you’ve read—here, and at your favorite book seller or book review website. Host or join small group virtual book discussions, or start one up with your local aviation club or chapter, and connect with others from around the world who share your passion, interest, and experience through stories.

  • Liz Booker transitioned to full-time writer in 2019 after a 28-year career as a Coast Guard helicopter pilot and foreign diplomat. She holds a Master in Public Administration from Harvard’s Kennedy School of Government, and a Master of Fine Arts in Writing for Children and Young Adults from Vermont College of Fine Arts. She continues to fly, pursuing an extensive aviation bucket-list—a.k.a. ‘research’.

Liz has a LinkTree at https://linktr.ee/literaryaviatrix.

Mar 18, 2021

Captain Kgomotso Phatsima is best known in Botswana for her pioneering work as one of the few women pilots in the country. Her career began in the military, and she diligently worked her way up to becoming a real force to be reckoned with. Captain Phatsima’s work as a pilot and her passion for youth development led her to discover that there were very few girls who were adept at, or even interested in science, technology, engineering and mathematics (STEM) subjects, which are key for the aerodynamics space. Not only are STEM subjects integral for becoming a pilot, or engaging in the aerospace industry, they are also essential for the development of human capital and the future of business in Botswana, Africa, and the world.

She founded and is President of the Dare to Dream Foundation in 2008 which deals with the advancement of youth, women and girls in STEM, aviation and aerospace, as well as entrepreneurship development, with the intention to get young people interested in STEM-preneurship and the aviation and aerospace business. “When I was growing up, I never had the chance to sit like this with a pilot or get into an airplane until I had the chance to fly one. After I qualified as a pilot, I sat down and thought: ‘What can I do to give the upcoming generation, especially those who grew up in a village, like me, an opportunity to do that?’. I started Dare to Dream to give back to the community and to try and open up their eyes to opportunities that they wouldn’t otherwise be exposed to,” Captain Phatsima says.

She says there are a lot of young people who are interested in technology. She says Botswana are in a good position to take advantage of what is happening around the world. “We just need to channel the youth in the right direction to take advantage of the technological era, and prepare them for the Fourth Industrial Revolution (4IR) and the businesses of tomorrow, which will be definitely different from the businesses of today,” she says. “In other African countries such as Rwanda, you’ll find that coding and robotics are part of the curriculum.”

She has written a book about her journey, Born To Fly.

Mar 15, 2021

“It started with me seeing a photo of a plane in a Christmas catalogue and pointing to it. From that moment, that was what I wanted. As a child I would dream of flying, would beg my parents to go to the airport, watch planes take off and land. Around the age of 6, I flew in my first plane. It was all I ever wanted to do.”

At the same time, Lepley, who was assigned male at birth, explains that “from my earliest recollection I knew I was a girl. Yet societal, family and religious expectations would not allow it. I didn’t even know what trans was. As a child of the 70s and 80s there was no Google, Internet, and so on. It was only through some research in the card catalogues of our library did I find a few stories on others like me. One was Christine Jorgensen. The other was Renée Richards.”

As Lepley was coming to terms with her gender reality, her drive to become a pilot was unabated. Like many trans people, Lepley focussed on her professional career and achieved substantial success — in many ways, at the expense of her personal life — before transitioning to her gender identity.

“When I was 15, my dad took me to the local community college in Traverse City, Michigan, which had an aviation program,” Lepley continues. “We met with the Administrator of that department and learned what I would need to do to prepare for my career. At the age of 16, I would begin ground school. In the mornings and early afternoon, I would attend high school. In the late afternoon? College.”

“By the time I was 21, I had secured my first airline job as a flight engineer on a Lockheed Electra for an airline called Zantop, based in Willow Run Airport in Ypsilanti, MI. I was on top of the world, traveling to cities throughout the United States,” Lepley says.

Today, Lepley, an MD-11 first officer for a cargo airline, is based in Anchorage and type-rated for the SA-227, B-757/767 and MD-11. In addition to her type ratings, she has flown the DC-9 and engineered on the L-188, DC-8 and B-747.

Lepley flies the professionally challenging MD-11 aircraft for a cargo airline. Image: John Walton

Looking back, Lepley notes that it was only as she achieved her professional goals and career success that the incongruity of living in the male gender became insurmountable. Gender identity is, of course, not a choice, and coming to the realisation that one is trans — and then making the decision to live an authentic life — is an often difficult journey. In aviation terms, Lepley describes knowing that she was female yet living in a male body as listening to the HF frequencies with constant static every hour of the day for more than thirty years.

That courageous decision to confront the need to live as the same gender in one’s brain, particularly for those people who transition to living in a gender into which they were not born, often comes with consequences, however.

Lepley’s transition cost her a marriage, her home, retirement, and friendships, as well as a church community, but the reaction from her employer and the aviation community was also a concern. “Weighing heavily on my mind was the career that I worked so hard to obtain. Would I lose that as well?” Lepley asked herself. “Aviation is very much a male dominated field, with less than 6% flying as women. I was very fearful of coming out. How would I be perceived? How would I be treated? Would I be accepted? These were just some of the multiple questions that I processed.”

“Fortunately,” Lepley notes, “I had a role model of a woman who transitioned a few years prior to me. We met on a few occasions while overseas. She offered her help and assistance when it came to opening the door for my transition and instrumental in my success.”

“When I finally sat down with my chief pilot, words just could not describe the anxiety I was feeling. Here I am about to tell another man: ‘I am a woman’. Fortunately, he was already briefed on what I was about to say and stopped me. He said, ‘Don’t worry about it…I am here for you.’”

Lepley is a first officer on the MD-11 fleet. Image: Kelly Lepley

“It was those words that I will never forget,” Lepley says. “In that moment, he showed me more Christ-like love than any of my peers at the church I once called home. This is all any of us want: to be treated with dignity, respect, and love.”

Lepley’s continued faith in the context of her gender identity and transition is one of the most striking aspects of this remarkable woman. “I attend church in both Alaska and Kentucky when my schedule affords me the opportunity,” Lepley explains. “My faith is much deeper and much richer than before.”

Noting that finding a church while overseas can be difficult at times, she has been able to worship in cities like Hong Kong, Guangzhou, Sydney, Honolulu and Southern California. Yet many trans people not only find an unwelcoming atmosphere in places of faith, but in their workplaces as well.

Lepley recommends finding a strong, motivating mentor to new pilots. Image: Kelly Lepley

“When news did break of my transition, and rumors began to fly, I sat down and wrote out my story and posted it on our internal union website,” Lepley says. “I didn’t know what to expect. Knowing once I posted that story, there was no turning back. A new chapter in my life was about to begin. Like the demands I place on myself as an aviator, I would demand it of myself as a woman. Mediocrity was not an option.”

“I had to earn the respect of my peers as a woman, and that was OK. From the way I wore my uniform, dressed after hours, to the way I walked, spoke, and carried myself, everything I did had to be done with the highest of my own expectations. These were my peers with whom I loved and they deserved my very best. Demanding respect is one thing, but in the end is not meaningful. Earning it creates something much deeper. That was what I wanted and that is what I received.”

In her current first officer position, Lepley explains that she normally works a two week on, two week off schedule. The best part of her job, Lepley says, is meeting people from around the world. The downside, however is that “there is no regularity to my life. As much as I would love to participate in a weekly Bible Study, dance class, or social gathering, it just isn’t doable with my schedule.”

That’s just one of the tradeoffs Lepley makes as part of her career, but she consciously does her bit to help others to make their work/life balance work more easily: “When I am not scheduled to be with my kids, I will bid lines over the holidays in order to give someone junior to me the opportunity to be home with their family.”

“It’s a tough call!” Lepley says when asked which route is her favorite. “There is so much diversity throughout this world. I love flying over Japan seeing Mt. Fuji the glaciers in Alaska, the Tien Shan Mountain Range over eastern Kazakhstan and Western China, the Zagros Mountains in Eastern Iran… each place has its own unique beauty.”

Of course, getting to the front seats can be an expensive investment for new pilots. “One of the greatest deterrent for taking up this career is cost,” Lepley notes. “When I speak to young people I tell them: do not discount the smaller colleges. When you look hard enough there are options. In my case, I could not afford a four year college to obtain my ratings. It was cost prohibitive. Fortunately, our local community college, Northwestern Michigan College had their own aviation school. For a fraction of what it would have cost me at a major name college, I was able to obtain all my ratings in conjunction with a two year degree.”

“I used that foundation and experience to land a flight engineer slot with Zantop Airlines. Upon earning my wings as a flight engineer, I turned back to school focusing on my four year degree through Embry-Riddle’s Worldwide Program. By accumulating immeasurable flight experience, I was able to use my salary to obtain a four year degree. Although it took me over ten years to complete it, I overcame that obstacle and did it debt free.”

Having adopted two precious girls from China, Lepley has a soft heart for orphans. When on layover in Taiwan, she visits a home for orphans, bringing snacks, and playing with the kids. In a big way, these children tug at my heart. Image: Kelly Lepley

Lepley explains that she sought out mentors who matched and spurred on her own dedication. “There were two men in my flight school who pushed me hard. One was a retired Lieutenant Colonel and the other a long time instructor. Both of them took me under their wings. They pushed me hard. Anything less than precise was not good enough. That foundation they placed on me early in my career drives me today in what I do. I owe much of my career to them!”

To find that kind of mentor, Lepley recommends, “Set your bar very high. Seek out an instructor who has those same expectations. Show them your desire and be persistent. They will take you under their wings and push you if you are willing to allow it.”

 
 
Mar 11, 2021

Jet bridges provide all-weather dry access to aircraft and enhance the security of terminal operations. They are often permanently attached at one end by a pivot (or rotunda) to the terminal building and have the ability to swing left or right. The cabin, at the end of the loading bridge, may be raised or lowered, extended or retracted, and may pivot, to accommodate aircraft of different sizes. These motions are controlled by an operator's station in the cab. The cab is provided with an accordion-like canopy, which allows the bridge to dock with aircraft with differing shapes, and provide a nearly weather-proof seal. Additionally, many models offer leveling devices for the portion of the floor that makes contact with the aircraft; this allows passengers to slowly transition from level aircraft floor to sloping jet bridge floor. As such, jet bridges provide enhanced access to aircraft for passengers with many types of disabilities and mobility impairments, as they may board and disembark without climbing stairs or using a specialized wheelchair lift.

Some airports with international gates have two or even three bridges for larger aircraft with multiple entrances. In theory, this allows for faster disembarking of larger aircraft, though it is quite common, especially on aircraft such as Boeing 747s and Boeing 777s, to use one bridge for only passengers in first class and/or business class, while the other bridge is for the use of passengers in economy class. In some designs, the second jet bridge would even extend over the aircraft wing, being suspended from an overhead structure. This was, for example, originally adopted for most wide body gates at Amsterdam Airport Schiphol. The Airbus A380 is unique in that both of its two passenger decks have outside access doors and so using loading bridges for each deck is possible, having the advantage of faster aircraft loading (in parallel). Faster loading can lead to lower airport charges, fewer delays and more passenger throughout for the airport, all factors which impact an airline's bottom line.

Though loading bridges are usually permanently attached at their terminal-building end, leaving only the cab free to move, this is not always the case. Those at Melbourne Airport's international terminal are — and at Hong Kong's old Kai Tak Airport were — anchored in the middle and movable at either end to permit the terminal building-end to be raised or lowered to connect with either the departures level or the arrivals level of the terminal building.

Loading bridges restrict aircraft parking to spots immediately adjacent to the terminal. Thus, airports use mobile staircases to facilitate disembarking at hardstands (remote parking positions).

Loading bridges may pose hazards to aircraft if handled improperly. If the bridge is not retracted fully before departure, it may contact protruding parts of the taxiing aircraft (e.g., a pitot tube), requiring repair and delays. Furthermore, during cold weather, the loading bridge may become frozen to the aircraft. In this case, when the jet bridge retracts, it could damage the aircraft if that area has not been properly de-iced.

When regional jets are used, jet bridges have another disadvantage, since they allow only one aircraft to park at the gate at a time. Several airlines have removed jet bridges at regional jet gates at airports such as Atlanta which are short on gates. When having passengers disembark on the ramp or apron, airlines can fit two or more regional jets per gate. In many other places like Beijing Capital Airport and Paris Charles de Gaulle Airport, a gate for large aircraft can be used to accommodate two smaller aircraft like Boeing 737s or Airbus A320s.

Several incidents of jet bridges collapsing include Sydney, Hong Kong, Seattle, Los Angeles, Baltimore, and Islamabad.

Airports frequently charge increased fees for using loading bridges on stands as opposed to mobile stairs, therefore low-cost airlines such as Ryanair have avoided using these wherever possible.

Jet bridges are occasionally used at smaller, single-story airports. This is accomplished by a flight of stairs and, in some instances, a wheelchair lift. In this scenario, a passenger proceeds through the gate and then up a flight of stairs to meet the height of the jet bridge. An example of this can be found at South Bend International Airport. Alternatively, a ramp can be used in the terminal building to bring the passengers from the waiting area to the height of the jet bridge. For example, Sawyer International Airport has jet bridges that can load passengers onto smaller passenger aircraft such as the Saab 340 turboprop. The Ithaca Tompkins Regional Airport has two gates using this approach. This can be done to attract larger airlines that require use of a jet bridge to the airport, as well as to make disembarking smaller planes easier for disabled people and to improve the disembarking process in bad weather.

At the airport terminal, the bridge is connected to a portal (called a "gate") in the terminal wall behind the gate desk. Once airplane boarding starts, passengers hand their boarding passes to the gate's attendant, who lets them pass through.

Inside, the bridge looks like a narrow, lighted hallway, without doors. Loading bridges usually have no windows, but glass walls are becoming more common. The walls are normally painted in accordance with airline standards, generally with relaxing colours. Some bridges have advertisements on interior or exterior walls. The floor is generally uneven with many bumps, creating a hazard for wheelchairs and individuals with mobility issues.

By using a retractable tunnel design, loading bridges may retract and extend varying lengths. Some airports use fixed walkways to effectively extend the reach of a loading bridge. The fixed walkway extends out from the terminal building and connects to the loading bridge rotunda. Occasionally, fixed bridges lead to multiple loading bridges. There are some jetways (such as several older bridges on the north terminal at Edmonton International Airport) that sit directly on the ground, as opposed to supports. These jetways are often used by small airlines or airplanes that are sometimes too low for conventional jetways.

The cab of the loading bridge is raised and lowered to dock with aircraft of differing sill heights. The height of the cab is matched to the height of the aircraft door sill height. This often results in a slope along the length of the loading bridge.

 

Mar 8, 2021

Larry Freeland was born in Canton, Ohio.  Since his father was an officer with the United States Air Force he grew up on many Air Force bases across this country.   After graduating from High School at Ramey Air Force Base in Puerto Rico, he attended the University of South Florida in Tampa, Florida.  He graduated in 1968 with a degree in mathematics and a concentration in finance. He joined the U.S. Army and served one tour in Vietnam with the 101st Airborne Division as an Infantry Officer and a CH-47 helicopter pilot.  He is the recipient of the Distinguished Flying Cross with one Oak Leaf Cluster, the Air Medal, with 10 Oak Leaf Clusters, the Bronze Star, and various other military service medals.

Upon release from active duty in 1973, Larry returned to civilian life and pursued a career in the Financial Industry.  During his professional career, he continued his education earning graduate degrees in Management and Banking.  He worked for 29 years in the banking business with Trust Company of Georgia, Citizen and Southern Corporation, now Bank of America, and Wachovia, now Wells Fargo.  After retiring from banking he worked as an independent financial consultant for 3 years in the Atlanta area and then worked as an instructor for 6 years with Lanier Technical College in their Management and Leadership Development Program.

Larry is now retired and lives in North Georgia with his wife Linda, a retired school teacher.  They stay involved in various activities, most notably those associated with the Cystic Fibrosis Foundation and Veterans related organizations.  They also enjoy traveling together and spending as much time as possible with their two daughters, three grandsons, and two granddaughters.

Larry's novel Chariots In The Sky is based on his experiences in Vietnam.

Mar 4, 2021

With Covid-19 vaccines rolling out across the United States, the beginning of the end of the nation’s struggle with the pandemic may be coming into sight. But while the two currently approved Covid-19 vaccines from Pfizer-BioNTech and Moderna are more than 90 percent effective at preventing the development of serious illness, scientists don’t know whether someone who has been vaccinated can carry the live virus and spread it to others.

Initial vaccine trials focused on vaccine safety. These were designed to gather data quickly and accurately on how effectively the vaccines prevented large groups of people from getting seriously sick with Covid-19.

In the push to get a vaccine approved for emergency use as quickly as possible, other effects of the vaccines were left untested. Scientists must test a smaller pool of people with greater frequency to understand how the virus travels between people after vaccination—an effort that became secondary to studying vaccine safety and efficacy.

“We design the trials to determine how we reduce the disease burden and keep people from progressing to hospitalization and death and being on a ventilator—that was and I think, still is, the first primary purpose of developing a vaccine,” says Larry Corey, co-director of the Covid-19 Prevention Network, a group formed in part by the National Institutes of Health to address the need for vaccines.

Now, as new, highly contagious SARS-CoV-2 variants from California, the United Kingdom, South Africa and Brazil spread globally, understanding transmission as it relates to vaccine rollout efforts is vital.

Most vaccines still seem to prevent worst outcomes, like hospitalization and death, against the new variants. However, it may be months before researchers have conclusive findings about how viral transmission from vaccinated individuals to unvaccinated individuals works.

In the meantime, health experts recommend vaccinated people continue to adhere to current mask and social distancing practices.

“You’re self-protected, but you still could be a danger to other people, especially if you start using behavioral disinhibition, saying, ‘I'm vaccinated, I'm invulnerable’,” Corey says. “You could acquire Covid and it will be silent, and then you can infect a bunch of people who are not as lucky as you to be vaccinated at this point in time.”

The two approved mRNA vaccines provide systemic immunity, meaning they encourage the production of antibodies in the blood and trigger a whole-body response to the virus. However, the virus typically first infects the mucus of a person’s nose and mouth, where those antibodies don’t actively fend off pathogens. A study published in the Journal of Allergy and Clinical Immunology in November shows that people who recover from natural Covid-19 infections develop antibodies to protect the mucosal regions in the respiratory tract, but there is no evidence yet that the same is true with vaccine-induced immunity.

Deborah Lehman, a professor of clinical pediatrics at UCLA, says if a Covid-19 vaccine is able to prevent the virus from living in the mucosal passages, it may not be able to spread to other people.

Since scientists haven’t yet found evidence that the vaccines provide mucosal immunity, someone who is vaccinated and has no symptoms of illness may be carrying the live SARS-CoV-2 virus and spreading it to others when they cough, breath or sneeze.

“You could have a lot of people vaccinated who are walking around but are still acquiring the virus—potentially still being infectious—and we don't really see a reduction on a population basis of disease burden,” Corey says.

To test whether this population is spreading live virus, Corey says researchers need to collect samples from a large group of vaccinated people multiple times per week for evidence of viral shedding. Corey’s team at the Covid-Prevention Network (CoVPN) proposed a study of 20,000 vaccinated college students to track transmission on a campus; it’s still awaiting federal funding. Lehman says studying the viral load in vaccinated people can help researchers understand how infectious they are compared to non-vaccinated people.

Given the rate of vaccinations, the duration of testing, and quantity of samples needed, Corey and Lehman expect researchers won’t collect enough data on transmission to have an answer until the fall. Having more information about virus transmission is crucial to the future of informed public health recommendations. If vaccinated people can still spread the virus, it could change the timeline for reopening businesses, allowing large gatherings and loosening current restrictions.

The Pfizer-BioNTech vaccine doesn’t provide significant immune protection until 12 days after the first dose and only reaches 52 percent efficacy after a few weeks, per a study published in The New England Journal of Medicine in December. The Moderna vaccine is similarly 51 percent effective two weeks after the first immunization, per its application for authorization.

During this time, the body is still relatively vulnerable to infection. People will need to be mindful of when their friends and family got vaccinated in order to understand their immunity status, which will get complicated over time as more of the population gets vaccines.

“Vaccination hubs and centers are reinforcing the information that after the first dose and after the second dose you need to continue to practice these public health measures,” Lehman says. “[Immunity] takes a while and I think that's true for all vaccines.”

Ann Marie Pettis, who leads a national organization of infection preventionists, says experts are working to provide the most up-to-date Covid-19 information to the research community and general public so people can make safe decisions.

“There're so many more questions than answers, unfortunately,” Pettis says. “You just have to stay in touch with the data and with the science and try to keep track of what the experts are coming up with, from day to day.”

Until scientists are certain about the risks of transmission, and a large enough portion of the population is vaccinated to achieve herd immunity, Pettis says all people must continue to wear masks, practice social distancing and maintain good hygiene.

While widespread vaccination is a major milestone in combatting the Covid-19 pandemic, Lehman says it’s no “magic bullet.” Until more information becomes available, people should continue to live, work and travel with an abundance of caution for public health.

“The vaccine gives us all a certain amount of comfort, which is good, but I think it would be a mistake to just assume, get two vaccines and then we can have large gatherings again,” Lehman says. “It’s going to be a while before we feel comfortable recommending that all those restrictions be relaxed.”

Passengers must be tested with a viral test that could be either an antigen test or a nucleic acid amplification test (NAAT). Available NAATs for SARS-CoV-2 include reverse transcription polymerase chain reaction (RT-PCR), reverse transcription loop-mediated isothermal amplification (RT-LAMP), transcription-mediated amplification (TMA), nicking enzyme amplification reaction (NEAR), and helicase-dependent amplification (HDA). The test used must be authorized for use by the relevant national authority for the detection of SARS-CoV-2 in the country where the test is administered. A viral test conducted for U.S. Department of Defense (DOD) personnel, including DOD contractors, dependents, and other U.S. government employees, and tested by a DOD laboratory located in a foreign country also meets the requirements of the Order.

Rapid tests are acceptable as long as they are a viral test acceptable under the Order.

The Order requires a lab report to be presented to the airline or to public health officials upon request. A home specimen collection kit that is tested in a laboratory should meet the requirements, if such methods have been authorized by the country’s national health authorities. A viral test conducted for U.S. Department of Defense (DOD) personnel, including DOD contractors, dependents, and other U.S. government employees, and tested by a DOD laboratory located in a foreign country also meets the requirements of the Order.

Mar 1, 2021

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

 

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