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RFT 419: Storing An Airliner

Mathieu started out as a fighter pilot in the French Air Force. He started flying General Aviation airplanes and was accepted into the French Air Force at age 18. During his flight training, he was selected into the fighter pilot track. He trained in the Alpha Jet, and then was initially assigned to fly the Mirage 2000. He flew only air-to-air missions, flying between 12-24 flights per month. As an under-contract officer, Mathieu concentrated on flying, not having administrative duties. There was no expectation to serve in headquarters assignments. In his 14 years of active duty, Mathieu flew fighters for 8 years, spending most of his time as an Instructor Pilot (IP). While in the Air Force, he bought a powered ultralight aircraft, taking his first flight solo. After leaving the Air Force, Mathieu earned his civilian pilot ratings and pursued an airline career. He was hired by a major airline after a demanding interview and simulator check. He is based in Hong Kong, and now flies the Airbus A-330 in international service. Mathieu flies with pilots from a variety of countries and backgrounds, and all operations are conducted in Aviation English. He is currently at the bottom of his company’s seniority list, but he maintains a positive outlook about the airline career. He hosts the <a href= "https://www.9gspodcast.com/podcast">9G podcast</a>, and we hope all of the Ready For Takeoff Podcast listeners will tune in, especially <a href= "https://www.9gspodcast.com/podcast/episode/31851553/george-nolly-usaf-vietnam-war-veteran-author">this episode</a>!

RFT 418: MIRAGE 2000/AIRBUS 330 PILOT MATHIEU CARBON

<div class="post-excerpt"> The Vietnam Veterans Memorial – The Wall – has panels that list the KIA (Killed In Action) casualties in chronological order of their loss. Panel W1, the last panel, encompasses the date July 30, 1972. My name is not on that panel, because my military Brothers, J.D. Allen and the crew of Purple 28, saved my life. Forty-eight years ago today, I was Number Four in Walnut Flight, four F-4s on a strike deep into enemy territory north of Hanoi. The flight was being led by a new flight lead, Sid Fulgham, on his first mission over Hanoi, and J.D. was the deputy flight lead, Walnut Three. Enroute to the target, we faced heavy reactions. SAMs (surface-to-air missiles), AAA (anti-aircraft artillery) and MiG calls (enemy aircraft). As we egressed the target area over the Gulf of Tonkin, Sid called for a fuel check, and that was when we all realized that my fuel was significantly below the other airplanes in the flight. In fact, I wouldn’t have enough fuel to make it to the post-strike refueling point. Sid was out of ideas, and that’s when J.D. went into action. With Lead’s concurrence, he took command of the flight, sent us over to the emergency GUARD frequency, and made contact with the refueling tankers. One of them, Purple 28, volunteered to fly up into enemy territory to meet us. That crew put their airplane, their lives, and their careers on the line to save me. Back in 1972, navigation was not the GPS precision it is today. The INS (inertial navigation system) position on the F-4 could be off by as much as 10 miles for every hour of operation. The only way to roughly determine our position was radial/DME from a TACAN located on a Navy ship, far away. J.D. asked the tanker for his position from the TACAN, then gave the tanker a heading to meet up with us. Picking the tanker up on radar, J.D. told him when to begin his turn to a heading to match ours, and told him to start a descent. In the meantime, he directed me to start a half-nozzle descent. My WSO and I were running through the Preparation For Ejection checklist, and I was periodically reporting my fuel state. The last reading I recall seeing was 0 on the tape and 0030 on the counter. About two minutes fuel. With fuel gauge tolerance, perhaps a bit more, perhaps less. Up until this time I had simply been flying the headings, speeds and altitudes J.D. had assigned. I was pretty much operating on mental autopilot. The next thing I knew, I looked up and saw the refueling boom of the tanker directly above me, ready to plug in. I opened up my refueling door and immediately heard the rush of JP-4 entering my aircraft. And I knew I wouldn’t need to step over the side on this mission. I think of J.D., the tanker crew, and Sid and silently thank them every time I hold my wife, my kids, my grandkids. If they hadn’t stepped up to the plate when they did, I’m fairly certain I wouldn’t have made it home. When you pull the ejection handle over shark-infested enemy-controlled water, there are a thousand things that can happen to prevent a happy outcome. So on this anniversary, July 30th, I want to once again thank my Brothers, the brave tanker crew, J.D. Allen, and Sid Fulgham. </div> <hr class="border" /> <div id="bw-share"> <div class="bw-share-content"> <div class= "addthis_toolbox addthis_default_style addthis_32x32_style"> <div class="atclear" tabindex="1000"> </div> </div> </div> </div> <div class="posts-grid-holder inner related-articles full"> <div class="posts-grid bw-over"> <div class="article-header"> </div> </div> </div>

RFT 417: Walnut Flight and Teamwork

Skip grew up in a house that had an “airplane room”, replete with models and pictures. His father was a pilot, and was a part-owner in a Beech Sundowner airplane. On his 10th birthday, Skip got to fly in the seat and control an airplane for the first time. Skip was recruited to the United States Air Force Academy to play soccer, and majored in physics, attending while his high school friend <a href= "http://readyfortakeoffpodcast.com/rft-172-robert-cujo-teschner/">Robert “Cujo” Teschner</a> was also a cadet. When he was cut from the soccer team, his grades dramatically improved, which enabled him to receive one of the limited slots for pilot training. As a cadet, he broke his arm during a parachute failure while skydiving. Skip attended pilot training at Reese Air Force Base, and was ranked high enough to select a fighter, and received an F-15C. He attended fighter fundamentals training in San Antonio, and was then assigned to the 54th Fighter Squadron in Anchorage, Alaska. His squadron was the first to utilize night vision goggles (NVGs) in dogfights at night. After his Alaska tour, Skip was assigned to be a T-37 IP at Laughlin Air Force Base, Texas. After Laughlin, he was assigned to Lakenheath Air Base, England. Skip eventually became the commander of an F-15 squadron in Lakenheath. In that capacity, he led his squadron throughout Europe in exercises. After retiring from the Air Force, Skip became a CFI for five years, and was later hired by a legacy airline, and currently instructs on the B737.

RFT 416: Fighter?Airline Pilot Skip Pribyl

“It was very cold up there and the missions were tiring because they were quite long. They lasted anywhere from five to six-and-a-half hours, and when we got back to the base all we could think of doing was hitting the sack and getting some rest and being prepared for the next day’s mission,” the retired lieutenant colonel said.<a> </a> Being shot down and captured was not an option. The black Tuskegee Airmen were showing the world bigotry didn’t belong — except down below. On April 1, 1945, hate showed its face once again. “There were seven of us and we were going after targets of opportunity in Austria,” he said of the day his squad got into a dogfight with German fighter pilots. “Three of us got shot down. One was able to make it back to friendly territory before he crash-landed, one was killed outright when he was shot down and the third one, his plane was damaged so badly that he had to bail out,” said Stewart. That pilot was captured and lynched three days later by an angry mob. “The crowd, after being agitated by the SS troops, they broke into the jail and took this downed pilot out and they beat him badly first and then hung him from a lamppost. His name was Walter Manning,” Stewart said. “He was a very dynamic person. He was, I remember, a great swimmer. Lord knows what he would have done had he been able to survive the war.” Stewart — one of the Heroes of a Generation the Herald is chronicling — almost faced the same fate that day over Austria. “I realized (as tracer bullets whizzed by him) somebody was shooting at me. A German fighter plane was on my tail and I thought sure that I had had it,” Stewart said. He dove for the ground, pulling up at the last second as the German fighter on his tail crashed nose-first in a ball of flames. “Somebody was with me. I guess it was God as my co-pilot there because that guy should have had me,” he added. “I was about to give up the ghost.” Stewart lives in Michigan now but once trained in Massachusetts at Westover Air Force base in Chicopee and flew with fellow pilots from all over New England. He has a book coming out next week about his days as a Tuskegee Airman. It’s called “Soaring to Glory.” It’s a fascinating tale of a teenage boy in a segregated America defying the odds and proving himself 30,000 feet above the Earth as the world was at war. “I subdued those feelings that I might have had about racial prejudice and committed to the mission,” he said of escorting bombers. “There were 10 lives on board each of those bombers that we were protecting. So anytime we intercepted an enemy fighter and stopped them from shooting the bomber down, we potentially saved 10 lives, and that was 10 American lives, fellow Americans and I was not thinking about some of the segregation that was going on at the time back in the states.” As the story goes, the men on those bombers quickly came to love seeing the Red Tails pull alongside. “We were like their guardian angels,” Stewart said. Those long missions, he added, were exercises in perseverance — a shared trait of all the Tuskegee Airmen. “It was cold … maybe 50 to 60 degrees below zero. … And you’re trapped in the cockpit and you cannot really move,” Stewart said of his single-seat Mustang. “Sometimes coming back from a mission … I would invert the plane, turn it over on its back then so actually I was hanging by my safety strap. “That was such a relief, to go ahead and hang from the safe strap. It was like somebody rubbing your back,” he said, remembering like it was yesterday. “I couldn’t stay in that position for too long, it was only for a second and then turn the plane back over upright again.” Stewart is retired now from his mechanical engineering job with a pipeline company. He was recently invited back to Austria, where the townsfolk of Linz honored the memory of his fellow Tuskegee Airman. “They wanted to make amends for what had happened, what the civilians had done to Walter Manning, and they were doing a commemoration and setting up a very nice memorial for him,” Stewart said. “It was very inspirational.” His days as a Tuskegee Airman come back to Stewart in a dream, he said. But he’s most proud that he showed the world that patriotism transcends race. The book about his life, Soaring To Glory, is available on <a href= "https://www.amazon.com/Soaring-Glory-Tuskegee-Airmans-Firsthand/dp/1621579514/ref=sr_1_1?dchild=1&keywords=harry+stewart+tuskegee&qid=1595189405&s=books&sr=1-1">Amazon</a>.

RFT 415: Tuskegee Airman LTC Harry Stewart

Nick had his first flight at age 18 in a Stearman, and had repeatedly tried to get into the Air Force Academy, but eventually attended the Military Academy at West Point. He always wanted to go into aviation, and he accepted a position as an aviation officer. He attended pilot training at Fort Rucker, and received an assignment to fly Blackhawk attack helicopters. He was initially assigned to Hunter Army Airfield, then deployed to Iraq as a maintenance officer and downed aircraft recovery officer. He supervised or performed eight recoveries of crashed aircraft, usually recovering human remains and injured crew members. He then flew counter-narcotics missions in South America, intercepting boats and aircraft. Most of these missions were conducted at night, using night vision goggles (NVGs). In addition, he performed humanitarian missions. After nine years, Nick left the Army when he did not received his desired assignment as an instructor at West Point, and transferred to the Air Force. He immediately attended Air Force Undergraduate Pilot Training (UPT), and was assigned to fly the KC-135. Nick has owned a 1948 Navion for eight years. His wife is also a pilot, flying the C-130 in the California Air National Guard. Nick became involved in warbird flying and is currently in training in the Boeing KC-135.

RFT 414: Helo/Tanker Pilot Nick Kanakis

Now more than ever, preparation is key. Conditions changing day by day. Reminds me of how we improvised securing the cockpit post 9/11. If you are in the high-risk group (over 65, asthma, heart disease, other underlying disease) don’t fly. Research your destination. Don’t fly if you have a cold. TSA bins probably filthy You may be sitting next to a total stranger – not all airlines block middle seats. Clothing: no shorts or flip-flops! I recommend long pants for women as well as men, and no high-heel shoes for women  I will discuss evacuation shortly Face mask – actually TWO face masks (in case head band breaks) carbon filter n95 aerotoxic syndrome – only B787 does not use bleed air from pneumatic system Anti-bacterial wipes Hand sanitizer Take your temperature before leaving home If it’s above 100 you may not be allowed on the airplane Put ALL medications into hand-carried bags fanny pack even better Wash hands after TSA screening Bring empty water bottle – fill at filling station, not water fountain Stay hydrated!  airline cabins have very low humidity low humidity makes it harder for your body to fight off viruses some aircraft, such as A350 and B787, have humidification systems. Don’t drink alcohol cabin typically at 8000 feet already party hypoxic being drunk is a type of hypoxia easier to get drunk at altitude Bring up to 12 ounces of sanitizer – possibly screening delay Bring reading material, computer or kindle – DO NOT touch inflight magazine (if it exists) Disinfect ALL seat surroundings seat belt buckle armrests air vent safety information card tray table Direct air vent onto yourself Pay attention to FA safety briefing Lavatories – disinfect EVERYTHING you touch! flush handle faucet handles door handle faucet will not give you 20 seconds to wash hands AND water may not be safe! – use hand sanitizer instead disinfect everything again when you return to seat, including hands Evac – Keep your shoes on for takeoff and landing All occupants must be able to evacuate thru half exits in 90 seconds One FA per 50 pax, more if needed to pass evac test DO NOT bring bags with you –  loss of life for other pax open overhead bins pose head risk to passengers British Airways 2276 Las Vegas American Airlines 383 Chicago photo Jose Castillo Emirates 521 Dubai Aeroflot SU 1492 Moscow

RFT 413: Safe Airline Travel During COVID-19

From Flightcast Podcast: Chris Palmer is the host of the Aviatorcast Podcast, the Angle of Attack show, and isn’t your average flight instructor. Chris is on a mission to make better pilots. Whether it’s in the cockpit, on the ground, or on YouTube, Chris’s passion is to give new pilots the skills they need to fly safely and have fun. Join us as he shares in his love of flying and what bumps in the road he encountered along the way.

RFT 412: Podcaster Chris Palmer

From We Are T<a href= "https://www.wearethemighty.com/articles/this-is-what-it-means-to-make-a-fini-flight-in-the-us-air-force">he Mighty</a>: The final day of work comes upon everyone. Some people take a long lunch with coworkers to hand out gifts and going away mementos. Others choose to quietly go out as they either prepare for retirement or moving on to their next job. Their emotional last day at a unit isn’t just celebrated like a last day at an office. Pilots <a href= "http://www.wearethemighty.com/articles/the-csafs-bible-is-one-of-the-least-known-air-force-traditions">stick to a tradition</a> that’s as old as the Air Force itself: the final flight, known widely amongst aircrew members as the ‘fini flight.’ The tradition was initially celebrated to accompany milestones in the career of Airmen of all ranks and positions. To find the first documented fini flight, one would have to reach back in history as far as Vietnam, when an aircrew commemorated the completion of 100 missions. Since then, the way final flights have been celebrated has changed, but the sentiments have remained. “Traditions such as this are great examples of esprit de corps throughout the Air Force community,” said Steven Frank, 27th Special Operations Wing historian. “It can also help create strong bonds of camaraderie and teamwork among past, current, and future generations of Airmen.” Today, these final flights are celebrated not for one Airman’s accomplishments but an entire crew’s across the Air Force. They’re used for all ranks and positions to honor their contributions to the unit. Once the plane lands, it is acknowledged with a formal water salute, where two firetrucks shoot water over the plane creating an arch with plumes of water collapsing down on the plane as it taxis in. Upon halting the plane, the pilot exits to an immediate barrage of water as their family, friends, and coworkers douse them with fire hoses. Celebratory champagne follows soon after (or whenever their peers decide they had enough water) and thus gives them time to reflect with friends and loved ones on the time they’ve had together at that unit. Frank says it’s one of the many examples of military cultural institutions that Airmen are proud to participate in. “Fini flights are just one example of over a hundred years of Air Force traditions and heritage that honors the sacrifices and victories previous generations of Airmen have made to secure our freedoms,” Frank said. “Every Air Force organization continues to make contributions to the Air Force story and the exploration and awareness of each unit’s past can help encourage a sense of increased pride and respect for every Airman’s career field and organization.” Whether they’re pilots who’ve tallied thousands of hours in a particular aircraft or crew who man weapons that deliver air power, fini flights are a longstanding tradition that remain one of the most exhilarating ways to recognize the very best amongst the Air Force’s ranks.

RFT 411: Fini Flight

Jim Ferrari has been a CFI for over 45 years. He fascination with flying started when he was nine years old, taking his first flight on a B-707 and getting an inflight tour of the cockpit. His father’s employment with NASA gave him the opportunity to see actual mission flight plans and activities. Jim wanted to fly in the military, but bad eyes kept him out, so he worked throughout high school to earn money for flying lessons. He received his Private Pilot certificate while still in high school, and earned the rest of his certificates (CFI. Inst, MEI) in college. After graduation he got a job flying in night single-pilot operations in the Beech-18, then moved up to twin Otters and Shorts 330 at Metro Airlines. Finally, he was hired by United Airlines. In 1985, when he was hired, he became a member of the famous “Class of 570”, where the class was hired to be strike-breakers, but they refused to cross the picket line and were subsequently fired. They were finally re-hired after almost a year of unemployment. When he finally came back to United, he became a Flight Engineer on the DC-10. It took five years for the Class of 570 to obtain restored seniority. Jim eventually became a B737-300 instructor at the United Airlines Flight Training Center, then worked his way up (through B767, Airbus, and B777) to B787 Captain. Jim recently retired, and plans to continue as a CFI.

RFT 410: B787 Captain Jim Ferrari

It takes a special type of person to be an aviation spouse. The pilot will only be working when he/she is away from home. It seems most household emergencies occur during this time. Unlike normal office jobs, pilots frequently commute to their places of work, putting them away from home for even longer periods. And, unlike most office jobs, pilots (especially military pilots) relocate a lot. Every relocation means spouses must deal with everything that follows: finding new doctors, new schools for children, new job for the spouse. So let’s take a few minutes to honor aviation spouses this holiday period. My military Permanent Change of Station (PCS) and civilian moves: <ul> <li>USAFA to Laughlin AFB</li> <li>Laughlin to DaNang AB</li> <li>DaNang AB to Mather AFB</li> <li>Mather AFB to Homestead AFB</li> <li>Homestead AFB to Ubon RTAFB</li> <li>Ubon RTAFB to Kadena AB</li> <li>Kadena AB to Patrick AFB</li> <li>Patrick AFB to Denver, CO</li> <li>Denver, CO to San Jose, CA</li> <li>San Jose, CA to Patrick AFB</li> <li>Patrick AFB to Yokota AB</li> <li>Yokota AB to Denver, CO</li> <li>Denver, CO to Orlando, FL</li> <li>Orlando, FL to Castle Rock, CO</li> </ul> The above list does not include Temporary Duty (TDY assignments, some lasting for several months.

RFT 409: In Praise of Pilot Spouses

Justin A. Schlechter is an aviation professional focused on leadership, safety, efficiency, and airmanship. He is an A319/320/321 Captain for Delta Air Lines, the Top US Airline of 2017, as recognized by The Wall Street Journal. Justin has a unique blend of airline and general aviation experience and has served in various positions with both growing aviation educational institutions as well as leading global airlines. He is an expert in airline operations, best safety practices, and crew resource management techniques. Prior to Delta Air Lines, Justin served as a Relief Commander and First Officer with Cathay Pacific Airways, flying B747-400 and B747-8F aircraft worldwide. During this time, Justin represented his peers as a Member of the General Counsel of the Hong Kong Aircrew Officer’s Association. In this role, Justin was responsible for representing the interests of his fellow airmen and was directly involved in the collection, analysis, and presentation of industry wide pilot compensation data for use in negotiations with upper level management. Justin is passionate about aviation education, and has been an active Flight Instructor for over seventeen years. He has taught aviation coursework as an Adjunct Professor of Aeronautics at Jacksonville University, where he was also a Flight Instructor and Standards Pilot. In addition, he was responsible for the development and implementation of the first Safety Management System put into use in the Aviation Department at Farmingdale State College in New York. Since 2003, Justin has served as a volunteer educational consultant with Barry Tech and the Nassau County Board of Cooperative Educational Services Aeronautics Program. Through this role Justin serves as a mentor to high school students pursuing careers in aviation as well as providing lifelong guidance and mentorship for graduates of the program as well. Justin holds a BS in Aviation Operations and Management from Jacksonville University.

RFT 408: Airline Pilot Justin Schlechter

Will the future of travel be new airline seats spaced out with hygienic barriers, or saddle-style standing seats to cram more passengers on a flight? Cleaning and social distancing have turned from health necessity to lifestyle trends, and companies are seizing the moment – but not the logic. The latest is conceptual passenger seats for airlines in a post-COVID world. The proposals are different from any economy class offering today. Janus seat concept from Aviointeriors AVIOINTERIORS The Janus (above) wants to introduce quasi-isolation by proposing every middle seat face backwards with shields installed between seats. The Glassafe seat (below) proposes installing a transparent plastic hood around each economy seat to limit germ flow. Glassafe proposal from Aviointeriors AVIOINTERIORS Don’t expect either seat to be on a plane. They appeal to current impulses but not long-term needs. These attention-getting concepts are the norm for their designer, Aviointeriors. It’s the same company that proposed the below “SkyRider” saddle-style standing seats, which garnered global attention but not a single sale. There are doubts if regulators will even permit them on an aircraft. As a smaller vendor, publicity raises awareness for Aviointeriors’ more ordinary seats: slim padding, little legroom, and no head rest or TV screen.   Airlines like Air Niugini and defunct Transaero use seats from Aviointeriors while Alaska Airlines, Lufthansa, Qatar Airways and others select seats from Recaro, which also makes car seats and baby strollers. The aviation industry jokes that the German manufacturer is so in demand that airlines don’t choose Recaro – Recaro chooses them. Safran is another common supplier. They skip whimsical concepts for practical developments: lighter but stronger metal alloys, new cushion materials, and better lighting. Less radical concepts have failed to catch on. Air New Zealand’s “Skycouch” only found one other buyer, China Airlines, which later discontinued it. Delta Air Lines <a href= "https://www.forbes.com/companies/delta-air-lines">DAL</a> was going to install the “Cozy Suite” on dozens of 767s and 777s, but cancelled the idea. It put the prototype seats up for sale last year. Even if these new concepts were to be on an aircraft, it surely wouldn’t be before 2022. Aircraft seats have to undergo rigours strength and flammability testing to ensure they can protect passengers in a crash and withstand fire. That testing could raise problems with the seat concepts. New aircraft seats have to withstand a 16g dynamic force. A roller coaster has forces about 4g and a Formula One car 6g. The plastic barriers have to be strong enough to remain intact, but not so hard they could cause injury if a passenger’s head suddenly crashes into it. The barriers also add what airlines and seat manufactures always want to reduce: weight. Even a lightweight barrier adds costs when multiplied across hundreds of seats on hundreds of planes. The barriers could impede an emergency evacuation. Regulators require passengers be able to get out of an aircraft in under 90 seconds in darkness. There are practical problems. Will oxygen masks be harder to reach in an emergency? Germs can move over and under barriers. Face masks are arguably more effective. Aircraft already have better circulation than is commonly thought. Airflow on an aircraft is vertical, reducing the number of people it comes into contact with, unlike a typical air conditioner that blows air horizontally across many people, picking up and moving their germs along the way. Airlines have a poor track record cleaning the small tray table. Will they sufficiently and regularly clean all of the new surface area the barrier introduces? The reversed middle seat is supposed to create privacy, but passengers will face each other and there will surely be awkward eye contact, a complaint of British Airways’ former “ying-yang” business class layout.

RFT 407: Future Airline Seating

From Wikipedia: A native of The Bronx, New York, Tengesdal is a graduate from the University of New Haven with a Science Degree in electrical engineering. She was one of three women to make it through the program. After Officer Candidate School commissioning, she began a career as a Naval Aviator by flying the SH-60B Seahawk Helicopter at Naval Station Mayport, Florida. During that time, she deployed on two long cruises and multiple short cruises to the Middle East, South America and the Caribbean. After a three-year sea tour in helicopters, Colonel Tengesdal went on to become a T-34C and T-6A Instructor Pilot. After completing T-6A Instructor Training, she became one of four Navy T-6A Instructors to train Navy and Air Force students at Joint Student Undergraduate Pilot Training (JSUPT) at Moody Air Force Base, GA. Her former Navy flight instructor, Commander Ron Robinson, has said that Merryl David (maiden name) “was one of my best flight students, and it doesn’t surprise me that she’s doing so well.” Once she completed her Navy obligation, she continued her military career by transferring over to the Air Force to fly the Lockheed U-2S Dragon Lady at Beale Air Force Base in Northern California. Tengesdal was deployed to multiple locations in support of Operations OLIVE HARVEST, ENDURING FREEDOM, IRAQI FREEDOM and HORN OF AFRICA. While stationed at Beale AFB the first time, she held the positions of 9th Reconnaissance Wing (9th RW) Chief of Flight Safety and 9th Physiological Support Squadron Director of Operations. After her tour at Beale AFB, Tengesdal continued her career by becoming the Detachment Commander of Detachment 2 WR/ALC Palmdale, California where she was in charge of flight test and Program Depot Maintenance for the U-2S aircraft. Thereafter, Tengesdal worked at the North American Aerospace Defense Command (NORAD) and U.S. Northern Command (NORTHCOM) J8 staff. As Chief of Studies and Assessments Branch, she was responsible for developing the Command’s position on capability gap assessment(s), development and integration for senior-level documents submitted to the Joint Staff. Colonel Tengesdal returned to Beale and held the positions of Deputy Operations Group Commander and Inspector General, 9th RW, Beale AFB, CA. Tengesdal’s final duty was as the Director of Inspections for The Inspector General (TIG) of the Air Force, Office of the Secretary of the Air Force, Pentagon, Washington DC. The Inspections Directorate develops, revises, coordinates, and implements Air Force inspection policy, and provides oversight and reporting of inspection programs to TIG, Chief of Staff of the Air Force, and Secretary of the Air Force on the readiness, economy, efficiency, compliance and state of discipline of the Air Force. Tengesdal is also the Executive Secretary of the Air Force Inspection System Council. In 2017, Tengesdal retired from Air Force as a Colonel. <div class="wp-block-embed__wrapper"> </div>

RFT 406: U-2 Pilot Merryl Tengesdal

On the Ready For Takeoff Podcast <a href= "http://readyfortakeoffpodcast.com/nolly-productions-videos/faa-videos/"> web page</a> for free videos, we are offering a great selection of FAA-produced videos, which normally sell for $24.95. These videos are available for free streaming, not just for the duration of the COVID pandemic, but FOREVER! <ul> <li>Medical Facts for Pilots</li> <li>Aviation Physiology, Part I</li> <li>Aviation Physiology, Part II</li> <li>Aviation Physiology, Part III</li> <li>Aviation Threats, Part I</li> <li>Aviation Threats, Part II</li> </ul>

RFT 405: Even MORE Aviation Videos!

The Ready For Takeoff podcast will help you transform your aviation passion into an aviation career. Every week we bring you instruction and inspiring interviews with top aviators in their field who reveal their flight path to an exciting career in the skies.

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Ready For Takeoff - Turn Your Aviation Passion Into A Career

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