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

RFT 606: 787 Pilot/NIFA Mentor Andrew Ross

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

RFT 605: Triple MiG-Killer Rico Rodriguez

On the afternoon of May 11, 1996, Valet Flight 592 pushed back from gate G2 in Miami after a delay of 1 hour and 4 minutes due to mechanical problems.There were 110 people on board: 105 passengers, mainly from Florida and Georgia, and a crew of two pilots and three flight attendants. At 2:04 PM EDT, the DC-9 took off from runway 9L (now runway 8R) and began a normal climb. At 2:10 p.m the passengers started to smell smoke. At the same time, the pilots heard a loud bang in their headsets and noticed the plane was losing electrical power. The sag in electrical power and the bang were eventually determined to be the result of a tire in the cargo hold exploding. Seconds later, a flight attendant entered the cockpit and informed the flight crew of a fire in the passenger cabin. Passengers&#39; shouts of &quot;fire, fire, fire&quot; were recorded on the cockpit voice recorder (CVR) when the cockpit door was opened. Though ValuJet&#39;s flight attendant training manual stated that the cockpit door should not be opened when smoke or other harmful gases might be present in the cabin, the intercom was not functional and informing the pilots of what was happening was difficult. The flight data recorder (FDR) indicated a progressive failure of the DC-9&#39;s electrical and flight control systems due to the spreading fire. Kubeck and Hazen immediately asked air traffic control for a return to Miami due to the increasing smoke in the cockpit and cabin, and were given instructions for a return to the airport. One minute later, Hazen requested the nearest available airport. Kubeck began to turn the plane left in preparation for the return to Miami. Flight 592 disappeared from radar at 2:13:42 PM, the exact time that it crashed. Eyewitnesses nearby watched as the plane banked sharply, rolled onto its side and nosedived into the Francis S. Taylor Wildlife Management Area in the Everglades, a few miles west of Miami, at a speed in excess of 507 miles per hour (441 kn; 816 km/h). Kubeck lost control of the plane less than 10 seconds before impact. Examination of debris suggested that the fire had burned through the floorboards in the cabin, resulting in structural failure and damage to cables underneath the instrument panels. The NTSB report on the accident stated, &quot;the Safety Board cannot rule out the possibility that the flightcrew was incapacitated by smoke or heat in the cockpit during the last 7 seconds of the flight.&quot;   At the end of a fifteen-month investigation, the National Transportation Safety Board (NTSB) determined that the fire that downed Flight 592 developed in a cargo compartment below the passenger cabin. The cargo compartment was a Class D design, in which fire suppression is accomplished by sealing off the hold from outside air. Any fire in such an airtight compartment would quickly exhaust all available oxidizers and then burn itself out. As the fire suppression can be accomplished without any intervention by the crew,

RFT 604: Airliner Cargo Fire Systems

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

RFT 603: Stunt Pilot Scott Kartvedt

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

RFT 602: Home Builder Dan Verdoorn

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

RFT 601: Marine/Airline Pilot Tom Speer

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

RFT 600 Captured By Love Interview With Lee Ellis

Sully Sullenberger: &quot;I&#39;m very glad that the Federal Aviation Administration has ensured the safety of the traveling public by wisely denying the waiver request by Republic Airways to cut in half the pilot experience requirement.   U.S. airlines have attained an extraordinarily good safety record, with no fatal crashes in more than 13 and a half years.&quot;   Sorry, Sully, not true. An  Atlas Air B767 flying for Amazon crashed on Feb 23, 2019, killing the three crew members. The first officer, who caused the crash, had 5073 flying hours. He had falsified his flying history and lied about failing seven check rides.   The 2009 Colgan Air crash that was the impetus for the 1500 hour rule was caused by a captain with a history of three proficiency check failures at Colgan.   In July 2017 Air Canada Flight 759 had two pilots with more than 1500 hours each. They missed crashing into several aircraft on a taxiway, clearing the closest plane by 14 feet. If they had crashed, the death toll would have eclipsed the Teneriffe crash. The crash was averted by a United Airlines pilot telling them they were lined up on a taxiway.   In December, B777 UA1722 took off from the Kahului Airport at 14:49 local time, where it was met with stormy conditions. Looking at data provided by FlightRadar24.com, the aircraft reached 2,200 ft approximately a minute after departing. However, it quickly began descending just north of the island&#39;s Baldwin Beach Park. At 14:50, the calibrated altitude of the aircraft was just around 775 ft as the aircraft dropped over the waters along the coast of Maui.   From  CNN Business:   Five recent near-collisions on US runways, including one more this week in Boston, have prompted federal safety investigators to open multiple inquiries and a sweeping review.   Boston   Air traffic controllers stopped JetBlue flight from running into a departing private jet as it was coming in to land on the evening of February 27 night in Boston. The FAA is investigating the incident.   The two planes involved in the apparent close call at Boston Logan International Airport came within 565 feet (172 meters) of colliding, according to Flightradar24&#39;s preliminary review of its data.   According to a preliminary review, the pilot of a Learjet 60 took off without clearance while JetBlue Flight 206 was preparing to land on an intersecting runway,&quot; the FAA said in a statement.   &quot;JetBlue 206, go around,&quot; said the controller in Boston Logan&#39;s tower, according to recordings archived by LiveATC.net. The FAA says its air traffic controller told the crew of the Learjet to &quot;line up and wait&quot; on Runway 9 as the JetBlue Embraer 190 approached the intersecting Runway 4 Right.   &quot;The Learjet pilot read back the instructions clearly but began a takeoff roll instead,&quot; the FAA said in a statement. &quot;The pilot of the JetBlue aircraft took evasive action and initiated a climb-out as the Learjet crossed the int

RFT 597: Divine Intervention - Let's Stop Believing Our Own Press!

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

RFT 596: Medivac Pilot Bud Willis

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

RFT 595: Aviation Photographer/Author Scott Dworkin

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

RFT 594: Goals for 2023

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

RFT 593: Steven Myers

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

RFT 592.1: POW Dave Carey

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

RFT 591: Airline Pilot John Barton

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

RFT 590: Pilot/Author Roger Johnson

Operation Linebacker, the code name for the new interdiction campaign, would have four objectives: to isolate North Vietnam from its sources of supply by destroying railroad bridges and rolling stock in and around Hanoi and north-eastwards toward the Chinese frontier; the targeting of primary storage areas and marshalling yards; to destroy storage and transshipment points and to eliminate (or at least damage) the North&#39;s air defense system. With nearly 85 percent of North Vietnam&#39;s imports (which arrived by sea) blocked by Pocket Money, the administration and the Pentagon believed that this would cut its final lines of communication with its socialist allies. China alone shipped an average of 22,000 tons of supplies a month over two rail lines and eight major roads that linked it with North Vietnam. On 10 May Operation Linebacker began with mass bombing operations against North Vietnam by tactical fighter aircraft of the Seventh Air Force and Task Force 77. Their targets included the railroad switching yards at Yên Viên and the Paul Doumer Bridge, on the northern outskirts of Hanoi. A total of 414 sorties were flown on the first day of the operation, 120 by the Air Force and 294 by the Navy and they encountered the heaviest single day of air-to-air combat during the Vietnam War, with 11 VPAF MiGs (four MiG-21s and seven MiG-17s) and two Air Force F-4s shot down.[45] Anti-aircraft artillery and over 100 surface-to-air missile firings also brought down two U.S. Navy aircraft (one of which was flown by aces Duke Cunningham and William P. Driscoll). By the end of the month, American aircraft had destroyed 13 bridges along the rail lines running from Hanoi to the Chinese border. Another four were destroyed between the capital and Haiphong, including the notorious Thanh Hóa Bridge. Several more bridges were brought down along the rail line leading to the south toward the DMZ. Targets were then switched to petroleum and oil storage and transportation networks and North Vietnamese airfields. There was an immediate impact on the battlefield in South Vietnam. Shelling by PAVN artillery dropped off by one-half between 9 May and 1 June. This slowdown was not due to an immediate shortage of artillery shells but rather to a desire to conserve ammunition. U.S. intelligence analysts believed that PAVN had enough stockpiled supplies to sustain their campaigns throughout the autumn. The intensity of the bombing campaign was reflected by the sharp increase in the number of strike and support sorties flown in Southeast Asia as a whole: from 4,237 for all services, including the RVNAF, during the month preceding the invasion, to 27,745 flown in support of ARVN forces from the beginning of April to the end of June (20,506 of them flown by the Air Force). B-52s provided an additional 1,000 sorties during the same period. The North was feeling the pressure, admitting in the official PAVN history that &quot;between May and June only 30 percent of s

RFT 589: Operation Linebacker

by Robert L. Sumwalt It&#39;s no secret. When a flight crew&#39;s attention is diverted from the task of flying, the chance of error increases. Over the years there have been dozens of air carrier accidents that occurred when the crew diverted attention from the task at hand and became occupied with items totally unrelated to flying. Consequently, important things were missed. Things like setting the flaps prior to takeoff, or extending the landing gear before landing. Things like monitoring altitude on an instrument approach, or using engine anti-ice for takeoff during a blinding snow storm. In 1981 the FAA enacted FAR 121.542 and FAR 135.100 to help curb the number of these accidents. Commonly known as the &quot;sterile cockpit rule,&quot; these regulations specifically prohibit crew member performance of non-essential duties or activities while the aircraft is involved in taxi, takeoff, landing, and all other flight operations conducted below 10,000 feet MSL, except cruise flight. (Click here to go to FAR 121.542 and 135.100 .) It&#39;s unrealistic to expect a crew to fly together for several days and never discuss anything except items related to flying the aircraft. In fact, experts have demonstrated that in order to be most effective, crews need to talk -- even if it is just merely &quot;get to know you&quot; sort of chat. The sterile cockpit rule is a good rule because it clearly defines when it is time to set aside non-essential activities and tend strictly to the task at hand -- that of safely operating the aircraft. In spite of the existence of the sterile cockpit rule over the past decade, pilots have continued to have accidents and serious incidents that perhaps could have been prevented. For the most part, disobeying the rule is not intentional. It just happens. But as this review shows, the consequences of non-compliance can be very serious. Truly, the sterile cockpit needs to be cleaned up. This reviewer used the ASRS database to find specific examples of problems related to non-compliance with the sterile cockpit rule. We carefully reviewed 63 reports that had been previously coded by analysts as having some relevance to the sterile cockpit rule. Here is a synopsis of the problems that we found that could be attributed to sterile cockpit violations:48% were altitude deviations 14% were course deviations 14% were runway transgressions 14% were general distractions with no specific adverse consequences 8% involved takeoffs or landings without clearance 2% involved near mid-air collisions due to inattention and distractions. The Culprits The way in which the sterile cockpit rule was broken in each report was tallied and analyzed. Some reports contained more than one culprit. Many of the reports contained acknowledgments like this:  &quot;If we [had] adhered to the sterile cockpit, this situation probably would not have occurred.&quot; (ACN 118974)  Following are the four most common reasons for non-adherence to the sterile cockpit r

RFT 588: Sterile Cockpit

Enlisted airmen who work in some of the Air Force&#39;s most difficult jobs will receive from $900 to $5,400 less annually beginning next month as the service faces financial challenges that affect the ranks. Hundreds of service members will see cuts to their Special Duty Assignment Pay, known as SDAP, in fiscal 2023 -- which starts Oct. 1. Those monthly payments, ranging from $75 to $450, were an extra incentive &quot;to compensate enlisted service members who serve in duties which are extremely difficult,&quot; according to budget documents. &quot;The Air Force saw an overall reduction of over $3 million to the FY23 SDAP budget based on fiscal constraints,&quot; service spokeswoman Laurel Falls told Military.com. &quot;Due to the reduced funding levels, SDAP rates for 44 functional communities saw reductions.&quot; In the fiscal 2023 budget, the Air Force is asking the federal government for 30,845 airmen to receive the more than $90.2 million worth of Special Duty Assignment Pay. It&#39;s a lower figure than the last two years, being cut by $1.5 million and around 500 airmen, according to budget documents. For 2022, the Air Force asked for 31,334 airmen to receive $91.7 million; in 2021, the service asked for 30,967 airmen to receive $90.8 million in Special Duty Assignment Pay. The Air Force is facing a $3 million shortfall to the Special Duty Assignment Budget for 2023, according to the service. Air Force Headquarters held a meeting this past November to address the problem prior to crafting the 2023 budget, Falls told Military.com. To avoid the cuts, lawmakers would have to reinstate the Special Duty Assignment Pay difference in the 2023 budget proposal before it&#39;s approved by Congress and signed into law by President Joe Biden. The military&#39;s annual budget could be finalized later this year. Dozens of Air Force career fields will be affected by the cut to Special Assignment Duty Pay. One of those is recruiters. Air Force Recruiting Service recruiters are set to lose their $75 in special duty pay each month for fiscal 2023, which would add up to nearly $900 a year in lost wages. Losing the pay could be a blow to recruiters&#39; morale as they face difficult challenges brought on by the COVID-19 pandemic, economic inflation and a shifting workforce. Maj. Gen. Ed Thomas, the head of the Air Force Recruiting Service, promised recruiters he would push for the extra pay to be reinstated in the next fiscal year. The general &quot;recognizes the unique challenges Air Force recruiters and their families experience and he is working to have the monthly $75 payment restored in the future,&quot; spokesman Randy Martin told Military.com Here&#39;s a list of all the Air Force&#39;s special duty pay that would be reduced in fiscal 2023, according to budget documents:  Recruiters Basic Military Training instructors Human Intelligence debriefers Combat Controllers Pararescue operators Command chief master sergeants First sergeants Defense Attac

RFT 587: Air Force Pay Cut

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

RFT 586: September 11th Retropsective

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

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