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RFT 559: Good Moral Character
Good Moral Character
VOLUME 5 (AIRMAN CERTIFICATION) CHAPTER 2 (TITLE 14 CFR PART 61 CERTIFICATION OF PILOTS AND FLIGHT INSTRUCTORS) Section 18 (Conduct an Airline Transport Pilot Certification, Including Additional Category/Class Rating) Paragraph 5-704 (ELIGIBILITY –ATP CERTIFICATE – AIRPLANE, ROTORCRAFT, AND POWERED LIFT): C. Good Moral Character Requirement:
An applicant must be of good moral character. The inspector must ask an applicant if the applicant has been convicted of a felony. If the applicant’s answer is affirmative, the inspector should make further inquiry about the nature and disposition of the conviction. If an inspector has reason to believe an applicant does not qualify for an ATP certificate because of questionable moral character, the inspector must not conduct the practical test. Instead, the inspector will refer the matter to the immediate supervisor for resolution. The supervisor may need to consult with regional counsel for a determination concerning whether the applicant meets the moral character eligibility requirement. From AOPA:
Nothing can derail a professional flying career quicker than a revocation of an FAA airman certificate. Despite the FAA’s new compliance philosophy, which makes a very good attempt at establishing a “positive safety culture”—and recognizes that inadvertent rule violations can be best addressed and remedied through education, counseling, or remedial training—there are some transgressions that command the ultimate penalty: certificate revocation.
FAA Order 2150.3B. the FAA Compliance and Enforcement Program, is the guidance document that stipulates the processes FAA personnel follow when pursuing an enforcement action. Perhaps the most grievous of all “sins” committed by anyone who seeks or has a certificate or operating privilege is falsification. The order states, “In general, the FAA considers the making of intentionally false or fraudulent statements so serious an offense that it results in revocation of all certificates held by the certificate holder. Falsification has a serious effect on the integrity of the records on which the FAA’s safety oversight depends. If the reliability of these records is undermined, the FAA’s ability to promote aviation safety is compromised.”
Here are other highly probably revocation actions: student pilots flying for hire or compensation; CFIs falsifying any endorsements; flight operations by anyone whose pilot certificate is suspended; virtually any flight operation involving the use of drugs or alcohol contrary to the limits specified by the regulations; transport of controlled substances; three convictions for DUI/DWI moving violations within three years; reproduction or alteration of a medical certificate; and conviction for possession of illegal drugs other than “simple possession.” Other illicit activities that could result in a certificate suspension, civil penalty, or even revocation are listed in the FAA’s order.
If you have stepped way over the legal line and the FAA has taken all your certificates in a revocation action, are you forever grounded? Not necessarily. In general, revocation actions last one year. But, recognize that you will need to reapply for every certificate and rating that you once possessed.
The first suggestion: Re-familiarize yourself with the information on the knowledge tests. Study up for the private, instrument, commercial, and ATP during your yearlong hiatus. If you previously held an ATP certificate prior to revocation, then you must complete an Airline Transport Pilot Certification Training Program (ATP CTP) as required by FAR 61.156.
If there is any saving grace to this predicament, it is that all previous flight time remains valid. There is no need to acquire another 40 hours of flight time, for example, to retake the private pilot checkride. But, before taking the practical test for each of the certificates and ratings that have been lost, you are req
RFT 558: Bug Out!
Have you ever really thought about what you might do if a super-storm, earthquake, fire, pandemic, or flood were to force you to leave your home suddenly?
What would you do that first day away, the third, or even two weeks later?
What would you able to grab and take with you??
What important things would you be forced to leave behind?
The Basic Bug Out Bag aka Go-Bag
Lets start with the primary items needed for survival. Shelter, Clothing, Food and Water. Below is a list of the essentials you need to have ready should you have to leave your house in an emergency, and can only grab a Bug Out Bag before you go.
It provides you with the most basic of provisions to get you through 72-hours away from home. You probably already have most of these things already:
Print out this checklist if it helps you to have a paper copy of the items below.
Backpack Bottle(s) of water Flashlight Pen and notepad Snack bars Cash Emergency Blanket Change of clothes Toothbrush, toothpaste, soap, deodorant Beach Towel Dust Mask Pocket Knife First Aid Kit (band aids, alcohol wipes) Chap-Stick Work Gloves Deck of cards and/or a book Cell phone charging cable Poncho or umbrella Street Map of Local Area Sturdy Plastic Cup Fork and Spoon Keep it handy, and easy to find should you need it. If you have a family, have a pack for each person. We will get more in detail with the articles which follow and we will introduce you to The Bug Out Bag Builder Four Part Emergency System.
NOTE: If you only own one of something, and you put it into your emergency kit you will ultimately wind up taking it out of your bag to use elsewhere. This means you should have a second item dedicated for your kit itself. You won't remember to grab it on the way out (or have time to).
If you want to get something TODAY RIGHT NOW that at least gets you some coverage, head over to The Red Cross store and grab their basic Go-Bag. Its $55 and gives you a platform to build on.
This isn't our first choice because think its better to build your own from the ground up, but its better than nothing. You will still need to add to it though.
The next most important step - and the one that will really save your life:
You MUST to know what is going on in the world around you. You may only have a few days notice that a hurricane is going to hit your home, can you get you and your family ready in less than 48 hours?
How much time will you have if you receive a tornado or earthquake warning?
If cell phone service is down do you have other equipment which will help you communicate with the outside world?
You have to have some way to get information delivered to you quickly about local events - especially when a catastrophic one is heading your way. Local TV, AM radio, Emergency officials, are the most obvious, but we've added some below which will also help you get timely and accurate information:
Wireless Emergency Alert System
For those of us in the US with a smart phone made after 2012 the Wireless Emergency Alert (WEA) system automatically sends severe weather, AMBER, and Presidential alerts to your mobile device.
There's nothing you need to do to enable it, its part of all phones made in the last few years. You will hear an alert sound from the phone and see a message on the screen. You can disable the weather and Amber alerts it if you'd like but not the Presidential alerts.
RFT 557: Spread New Year Joy, Not COVID
What You Need to Know
Delay travel until you are fully vaccinated. Check your destination’s COVID-19 situation before traveling. State, local, and territorial governments may have travel restrictions in place. Wearing a mask over your nose and mouth is required in indoor areas of public transportation (including airplanes) and indoors in U.S. transportation hubs (including airports). Do not travel if you have been exposed to COVID-19, you are sick, or if you test positive for COVID-19. If you are not fully vaccinated and must travel, get tested both before and after your trip. Delay travel until you are fully vaccinated. Getting vaccinated is still the best way to protect yourself from severe disease, slow the spread of COVID-19, and reduce the number of new variants. CDC recommends you get a COVID-19 vaccine booster dose if you are eligible. People who are not fully vaccinated should follow additional recommendations before, during, and after travel.
Before You Travel
Make sure to plan ahead:
Check the current COVID-19 situation at your destination. Make sure you understand and follow all state, local, and territorial travel restrictions, including mask wearing, proof of vaccination, testing, or quarantine requirements. For up-to-date information and travel guidance, check the state or territorial and local health department’s website where you are, along your route, and where you are going. If traveling by air, check if your airline requires any testing, vaccination, or other documents. Prepare to be flexible during your trip as restrictions and policies may change during your travel. vial light icon
If you are NOT fully vaccinated, get tested with a viral test 1-3 days before your trip.
Check COVID-19 testing locations near youexternal icon Do NOT travel if…
You have been exposed to COVID-19 unless you are fully vaccinated or recovered from COVID-19 in the past 90 days. You are sick. You tested positive for COVID-19 and haven’t ended isolation (even if you are fully vaccinated). You are waiting for results of a COVID-19 test. If your test comes back positive while you are at your destination, you will need to isolate and postpone your return until it’s safe for you to end isolation. Your travel companions may need to self-quarantine. Top of Page
Wearing a mask over your nose and mouth is required on planes, buses, trains, and other forms of public transportation traveling into, within, or out of the United States and while indoors at U.S. transportation hubs such as airports and train stations. Travelers are not required to wear a mask in outdoor areas of a conveyance (like on open deck areas of a ferry or the uncovered top deck of a bus).hands wash light icon
Protect Yourself and Others
Follow all state and local health recommendations and requirements at your destination, including wearing a mask and staying 6 feet (2 meters) apart from others. Travelers 2 years of age or older should wear masks in indoor public places if they are: not fully vaccinated fully vaccinated and in an area with substantial or high COVID-19 transmission fully vaccinated and with weakened immune systems If you are not fully vaccinated and aged 2 or older, you should wear a mask in indoor public places. In general, you do not need to wear a mask in outdoor settings. In areas with high numbers of COVID-19 cases, consider wearing a mask in crowded outdoor settings and for activities with close contact with others who are not fully vaccinated. Wash your hands often or use hand sanitizer (with at least 60% alcohol). Top of Page
You might have been exposed to COVID-19 on your travels. You might feel well and not have any symptoms, but you can still be infected and spread the virus to others. People who are not fully vaccinated are more likely to get COVID-19 and spread it to others
RFT 556: December Crashes
1 December 1993; Northwest Airlink (Express Airlines) BAe Jetstream 31; Hibbing, MN: The aircraft had a controlled flight into terrain about three miles (five km) from the runway threshold during an an excessively steep approach in conditions of snow and freezing fog. Both crew members and all 16 passengers were killed.
3 December 1990; Northwest DC9-14; Detroit, MI: The DC9 was taxiing in fog and strayed onto an active runway where it was hit by a departing Northwest 727. One of the four crew members and seven of the 40 passengers were killed. There were no fatalities on the second aircraft.
13 December 1994; American Eagle (Flagship Airlines) BAe Jetstream Super 31; Morrisville, NC: The aircraft crashed about four miles (seven km) from the runway threshold during an approach at night and in icing conditions. The flight crew incorrectly thought that an engine had failed and subsequently followed improper procedures for single engine approach and landing. Both crew members and 13 of the 18 passengers were killed.
20 December 1995; American Airlines 757-200; near Buga, Colombia: The aircraft crashed into Mt. San Jose at night at about the 9,000 foot level while descending into Cali, Colombia after its flight from Miami. All eight crew and 155 of the 159 passengers were killed in the crash. Colombian civil aviation authorities report that at the time of the accident, all navigational beacons were fully serviceable and that the aircraft voice and data recorders did not indicate any aircraft problems.
20 December 2008; Continental Airlines 737-500; Denver, CO: The aircraft, which was on a scheduled flight to Houston's Intercontinental Airport, departed the runway during takeoff and skidded across a taxiway and a service road before coming to rest in a ravine several hundred yards from the runway. The aircraft sustained significant damage, including a post crash fire, separation of one engine and separated and collapsed landing gear. There were about 38 injuries among the 110 passengers and five crew members, including two passengers who were seriously injured.
26 December 1989; United Express (NPA) BAe Jetstream 31; Pasco, WA: A combination of an excessively steep and unstabilzied ILS approach, improper air traffic control commands, and aircraft icing caused the aircraft to stall and crash short of the runway during a night approach. Both crew members and all four passengers were killed.
28 December 1978; United Airlines DC8; Portland, OR: The aircraft ran out of fuel while holding for landing and crashed landed. Of the 184 occupants, two crew members and eight passengers were killed.
RFT 555: December Gear Problems
All December proceeds from the sale of Hamfist novels and the proceeds from the audiobook Hamfist Over The Trail will be donated to charity to help the victims of the tragic midwest tornadoes.
December has a bad reputation for airline landing gear accidents. As an airline Captain, during every December flight I would brief my crew that, in the event of a landing gear indication problem, we would not delay the landing to trouble-shoot our issue. There is no record of airline fatalities due to LANDING the airplane with a gear problem, but 114 passengers and crew lost their lives from accidents in which airline crews attempted to deal with unsafe landing gear indications. All three of these accidents occurred in the month of December.
The first was Eastern Airlines Flight 401, which occurred on December 29, 1972.
The next accident was United Airlines Flight 2860, on December 28, 1977.
The most recent was United Airlines flight 173, on December 28, 1978.
RFT 554: Frozen Chosin Rescue
Frozen Chosen: With the path to Hungnam blocked at Funchilin Pass due to the blown bridge, the US Air Force stood tall to deliver the means for the Marines to continue their fighting withdrawal.
At 9 am on 7 December, eight C-119 Flying Boxcars flown by the US 314th Troop Carrier Wing appeared over Koto-Rl and were used to drop portable bridge sections by parachute. The bridge, consisting of eight separate 18 ft long sections, were dropped one section at a time, using two 48 ft parachutes on each section. Each plane carried one bridge section, weighing close to 2,500 pounds. The Marines needed only four sections, but had requested eight in case several did not survive the drop.
The planes lowered to eight hundred feet, drawing fire from the Chinese on the surrounding hills, and the cargo masters began dumping their precious cargo. Each bridge section had giant G-5 parachutes attached to both ends for security if a single chute failed. A practice drop with smaller chutes at Yonpo airfield near Hungnam had failed, but there was no time for more experimentation. It was now or never for the 1st Marine Division.
By 1530 on 9 December, four of these sections, together with additional wooden extensions, were successfully reassembled into a replacement bridge by Marine Corps combat engineers, led by First Lieutenant David Peppin of Company D, 1st Engineer Battalion, and the US Army 58th Engineer Treadway Bridge Company enabling UN forces to proceed.
Outmaneuvered, the PVA 58th and 60th Divisions still tried to slow the UN advance with ambushes and raids, but after weeks of non-stop fighting, the two Chinese divisions combined had only 200 soldiers left. The last UN forces left Funchilin Pass by 11 December.
Helping the next generation of pilots
George has done an excellent job of showing the next generation all the different paths you can have with a career in aviation.
George is a superb interviewer. He knows how to ask the questions that set the subject at ease. If you are into aviation, subscribe to his podcast.
Great aviation podcast!
Each episode is a mini-oral history with all sorts of tidbits of info on life and flying. Even when I know the person being interviewed, I learn something new. There are so many facets to aviation beyond the airlines, and George Nolly uses his polished interviewing skills to open up the world to listeners. One of my favorites subscriptions!