Podcasts about b727

The mystery of D.B. Cooper with the host of The Cooper Vortex podcast. In the news, automatic takeoffs from Embraer, Southwest's business improvement plan and the reaction by the activist Elliott hedge fund, the airship crash in Brazil, the Rolls-Royce electric propulsion unit, and the bad air travel decisions allegedly made by the Mayor of New York City. We also hear from Hillel and a listener about the Boeing Starliner, and from several listeners about executive jets. D.B. Cooper artist sketch. Guest Darren Schaefer is the host of the The Cooper Vortex podcast. Darren grew up in Woodland, Washington next to where D.B. Cooper is believed to have landed, and had been passionate about the mystery for a decade. In the podcast he started years ago, Darren interviews experts who have something to contribute to the conversation about the mystery, such as authors, pilots, aircrew, paratroopers, and skydivers. D.B. Cooper hijacked Orient Airlines Flight 305, a B727, on November 24, 1971. Cooper said he had a bomb and demanded $200,000 in ransom. Upon landing in Seattle, Cooper requested parachutes, released the passengers, and told the crew to refuel the aircraft and fly to Mexico City after refueling in Reno, Nevada. During that flight, Cooper opened the airplane's aft door and parachuted into the night over Washington state. He was never seen again. This remains America's only unsolved skyjacking. Darren helps us understand why the public remains intrigued with D.B. Cooper after decades have passed, how “Dan Cooper” became “D.B. Cooper,” and how that helped the FBI weed out those who claimed to be Cooper. Darren tells us about Cooper copycats, available physical evidence, and changes to commercial aviation made to reduce airliner hijacking. That includes the “Cooper vane” which locks the B727 aft stairs. (Darren wants one so contact him if you know a source.) He also describes how the three segments of the DB Cooper community (aviation people, skydivers, and true crime fans) view the mystery. We note D.B. Cooper's thoughtfulness toward the passengers and crew, and his apparent technical knowledge suggesting an aerospace background. Darren will be the master of ceremonies at CooperCon 2024 the annual DB Cooper Convention being held at the Seattle Museum of Flight November 15-17, 2024. Books of interest: The Skies Belong to Us, Love and Terror in the Golden Age of Hijacking by Brendan I. Koerner. Skyjack: The Hunt for D. B. Cooper, by Geoffrey Gray. See FBI Records: The Vault, D. B. Cooper and Key piece of evidence in D.B. Cooper investigation to be displayed at Tacoma museum. Aviation News Automatic takeoffs are coming for passenger jets and they're going to redraw the map of the sky Along with other improvements announced at Farnborough, Embraer is introducing the “E2 Enhanced Take Off System,” an automated takeoff system designed for the company's E2 jets. Embraer says “This automatic take off system produces a more precise and efficient rotation moment and flight trajectory, reducing the required field length and pilot workload; meaning more payload and more range from challenging airports. This gives the E2 best in class performance from airports like London City, Florence, and Santos Dumont. Adding 350NM in range from LCY for example.” Embraer has started flight testing and aims for approval by aviation authorities in 2025. Southwest Airlines to cut service and staffing in Atlanta to slash costs According to a company memo seen by CNBC, for the April 2025 bid, Southwest is planning to reduce service in Atlanta and cut as many as 140 pilot and 200 flight attendant jobs. Southwest will reduce Atlanta gates to 11 from the current 18. Activist hedge fund Elliott Investment Management continues to call for Southwest CEO Bob Jordan to resign. The CEO of Southwest Airlines called an activist investor's criticisms 'inane' Southwest CEO Bob Jordan said it is inane that Ellio...

De Statler & Waldorf van de Kleine en Grote luchtvaart krijgen in deze vijftigste aflevering versterking van Airpark-Bewonende DC-2 / Uiver / Challenger / Boeing-727 / Boeing-757 / Boeing-787 / Boeing-777 vlieger Jan Cocheret de la Morinière. En waar heeft dit welbespraakte trio het over? Welaan: is vliegen met maar één piloot verantwoord? En zo ja (of nee), moeten we dan om veiligheidsredenen meteen maar door naar volledig pilootlóós-vliegen? Dan: is zélf 'sportvliegen' in de VS werkelijk zo veel makkelijker en goedkoper dan in Nederland? Hoe ferry je een DC-2 vanuit de VS naar NL? En hoe land je dergelijke voor-oorlogse vlieg-toestellen in heftige crosswind, waar ze gezien hun kleine staartvlakken èigenlijk niet goed op voorbereid zijn? 'Dit en meer', heette dat in Omroepland, toen Hilversum Eén nog bestond. G&G en nu ook Coch: Aanrader!

Let me take you back to the dim distant past and Captain Jeff's start with his legacy airline, ACME, I mean Delta, no ACME, Delta, Acta, Delme… oh whatever. His career started, not in the Captain's seat but somewhere in the bowels of flight deck, sitting sideways with control panels in front of him instead of windows, that stretched to the ceiling!  Jeff was an engineer on his favourite three holer, the Boeing 727. The loss rate for this iconic airliner was, unhappily, quite high.  As of 2019 the aircraft had suffered 351 major incidents of which 119 resulted in a total loss.  The loss of life resulting from these bare numbers has risen to over four thousand souls.  One addition to those sad statistics came from Flight 600.  This is the story.   The Boeing 727 Flight Deck   The 727 on its maiden flight   The famous S bend   With tail mounted engines the wings could be fitted with full span lift devices   The B727 was the first first airliner to have an APU   The 727 had rear mounted stairs that were used by the nefarious DB Cooper   Which resulted in the fitting of a Cooper Vane   The mechanics of a microburst   Our Captain Jeff   Images under Creative Commons licence with thanks to Felix Goetting, Alex Beltyukov, Boeing, Tank67, Daderot, Juras14, Aero Icarus and NASA.

Captain O's Nugget of Hope. "Today is is filled with HOPE. Tomorrow is not promised." Author and advocate for pilots. Captain Reyné O'Shaughnessy has been a commercial airline pilot for over 34 years for a Fortune 50 company. She has logged over 10,000 hours of total heavy jet flight time. Her aircraft experience includes B727, B757/B767, Airbus 300/310, and notably, thirty-four years ago she was one of the first women B747 qualified. Captain O' is a certified health coach accredited by the Functional Medicine Coaching Academy®, the Gold Standard in health coaching. This is the only program designed and delivered in collaboration with the Institute for Functional Medicine® and fully approved by the NSHWC.   The functional medicine model is an individualized, patient-centered, science-based approach that empowers patients and practitioners to work together to address the underlying causes of disease and promote optimal wellness. It requires a detailed understanding of each client's genetic, biochemical, and lifestyle factors and leverages that data to direct personalized program plans that lead to improved outcomes. Book available on Amazon: This is Your Captain Speaking; What you should know about your pilot's mental health. www.piloting2wellbeing.com Masterclass: https://p2wcourses.com/course-catalog/ Learn about your Host, Kim Lengling - www.kimlenglingauthor.com Petlife.care - There is a way to make sure that your pet is cared for in your will. The DIY Pet Estate Will Kits will give you peace of mind that your family pet will be cared for when you are no longer able. This easy step-by-step instruction will guide you through the simple task of completing the forms necessary to add your furry loved one to your existing will.  $29.99. Get your Pet Estate Will Kit here: https://payhip.com/b/ht03b/af645a57e6be23f Receive 33% off by using Coupon Code: LETFEARBOUNCE --- Send in a voice message: https://podcasters.spotify.com/pod/show/letfearbouncepodcast/message

Recorded on 19APR2023 Welcome on board Flight 132 of the Squawk Ident Podcast - the Syndrome Effect On today's flight I am grateful to be joined by some excellent co-hosts Captain Rob & Terry . Together, we will discuss our latest flight schedules, we have an audio update that Alex has sent in, and I will share an event that I was able to take part in that involved some very special Make-A-Wish families.  We also welcome a special guest that I have bribed handsomely to join us today. He is my favorite Acme Airlines captain and a veteran of the U.S. Air Force. His airline career has spanned over three decades where he has flown the B727, L1011, MD88/90, and currently he commands the B717. He is an alumni of Georgia Tech, and Auburn University, and a graduate of the Accident Investigation and Flight Safety School at the University of Southern California/Norton Air Force Base. He is an avid vocalist and the host and creator of a wildly popular aviation podcast that will surely give you a syndrome. We welcome Captain Jeff Nielsen to the podcast today.   So buckle up, this is going to be epic! Sit back, relax, and enjoy the rest of the podcast. references: Airline Pilot Guy website the Points Guy Make-A-Wish.org Give the Kids the World Village Please visit ⁠⁠Av8rtony.com⁠⁠ for more show content, audio archives, cover art, Squawk Ident gear, audio feedback, and more. Original music & cover art by Av8rTony and produced at Av8r Sound Studios of Southern California. Captain Jeff's background music - Flights to Tunisia by Causmic1 ⁠⁠Facebook⁠⁠, ⁠⁠Instagram⁠⁠ & ⁠⁠YouTube⁠⁠ user just search Squawk Ident Podcast Copyright © Squawk Ident 2023, All Rights Reserved Copyright © Av8r Sound Studios 2023, All Rights Reserved Squawk Ident by Av8rTony is licensed under a Creative Commons Attribution - 4.0 International License --- Send in a voice message: https://podcasters.spotify.com/pod/show/squawkident/message Support this podcast: https://podcasters.spotify.com/pod/show/squawkident/support

Join me as I chat with my dad Capt. Peter Robinson about his aviation career. Retired in August 2017, my dad accumulated over 23,300 hours with over  27 years with the Ansett group and 15 years in the Qantas group having flown the DC9, B727, B737-200, F27, F28,Bae146, A320, B747-4 and B737-8 flying for Ansett, Airlines SA., Ansett WA, Ansett Australia, Australian Air Express, Air Deccan, JetStar Asia retiring with Qantas Airlines.Email: info@trentrobinsonaviation.com.auFlight Training Australia on You TubeFacebook: http://www.facebook.com.au/trentrobinsonaviationInstagram: http://www.instagram.com/trent_robinson_aviationPodcast Episodes: http://www.flighttrainingaustralia.com.auSupport the show

recorded on 06DEC2021 Welcome aboard Flight 97 of the Squawk Ident Podcast - Throwing Smoke. On today's flight Rob D. and I have the honor in speaking with a captain who's journey in aviation is filled with opportunity, courage, and determination. We first introduced him on Flight 89 - Remembering 9/11, where he shared his experiences on that unforgettable day that changed the course of history. He is a veteran of the United States Air Force with 28 years of service as an instructor/evaluator/and safety officer on the KC-135. He also has amassed more than 30 years on the flight line at “Legacy” Airlines both as a flight engineer on the B727 & B747, and as a pilot on the F-100, B757/767, the DC-9, and currently the A320 family of aircraft. Captain Pete Lindner, joins us today to share his amazing journey. Now that our preflight is complete, let's get ready to push off the gate, and start those virtual podcast engines, Flight 97 of the Squawk Ident podcast is officially underway. references: Air National Guard website chapters: [04:35] introducing Captain Lindner [14:40] $20/hr flight instruction [21:40] T-38s to KC-135s [37:20] Rob's F-111s [43:50] the Walk of Shame [57:40] the Civilian Transition [1:01:35] Brown Box Air Cargo [1:14:40] Boeing vs. Airbus [1:25:45] Side Saddle on the 74 [1:30:30] Quiet on the Set! Thank You for Listening! Don't forget to Follow, Like, Subscribe, and Share Please visit Av8rtony.com for more show content, audio archives, cover art, Squawk Ident gear, audio feedback, and more. Original music & cover art by Av8rTony and produced at Av8r Sound Studios of Southern California. Facebook, Instagram, Twitter & YouTube user just search Squawk Ident Podcast Copyright © Squawk Ident 2021, All Rights Reserved Copyright © Av8r Sound Studios 2021, All Rights Reserved Squawk Ident by Av8rTony is licensed under a Creative Commons Attribution - 4.0 International License --- Send in a voice message: https://anchor.fm/squawkident/message Support this podcast: https://anchor.fm/squawkident/support

Topics of conversation during our broadcast include the REPA (Pilots) Scholarship Program, The Age of the B727, and memories/stories you may want to share. The talk and music comes alive at 1:00 PM EDT Monday November 8th.  Why not join the fun by calling in at: 213-816-1611 or to just listen go to: www.blogtalkradio.com/capteddie.  Hope to see you at the Gate for boarding. 

In this episode, Adele presents the incident of the 1990 Wayne County Airport runway collision, which took place on December 3rd, 1990. This incident occurred with 2 Northwest Airlines planes, a DC-9 and a B727, cause 8 fatalities and multiple injuries.

Transmitido ao vivo em 20 de jan. de 2021 Neste episódio do Fly Safe, vamos lembrar do acidente com o Boeing 727-200 (PP-LBY) da antiga companhia aérea brasileira Fly, que realizava o transporte da delegação do Corinthians entre o antigo aeroporto de Quito , e Guayquil, Equador, no dia 1º de maio de 1996. Felizmente, não houve vítimas fatais. Participam da "live", Ivan Carvalho, comandante de Airbus A320; Edgar Santos, ex-FE no B727 e Agente de Segurança de Voo; e Carlos Henrique Motta, comandante de Boeing 777.

Transmitido ao vivo em 7 de jan. de 2021 Na seção Fly Safe do Canal ASA, o debate sobre o emblemático acidente com o voo 143 da Air Canada, em 23 de julho de 1983, onde o Boeing 767-200 acabou na pista da antiga base aérea em Gimli, Manitoba, totalmente sem combustível. Por ter realizado a descida com os motores apagados, ficou conhecido como o planador de Gimli. Participam da "live", o comandante Ivan Carvalho, comandante de Airbus A320 e Safety na Azul; e também, Edgar Santos, ex-FE no B727 e Agente de Segurança de Voo; e Cláudio Lupoli, ex-investigador de acidentes aeronáuticos pelo CENIPA.

In case you got the impression from Episode RFT 423 that I was hired for every job when I was interviewed, I want to set the record straight. When I was a Standards Captain on the B727 at United, the current Fleet Captain – they guy I worked for – was leaving the Training Center and returning to line flying, and his job was going to be open. I applied for the position of B727 Fleet Captain, and had an interview with the head of the narrow-body fleets (the Fleet Captain’s boss) and a lady from the Personnel department. I was wearing my best interview suit, cufflinks and all, and I felt like a had a great interview. But I didn’t get the job. Someone else got it, and I ended up back as a Standards Captain, working for the person who got the job. So I obviously hadn’t done well enough in the interview. THEN, new Assistant Fleet Captain positions (2) were added. I interviewed for one of these positions. I didn’t get it. About six months before my scheduled retirement from United, I was on a layover at Narita, Japan. I met some American pilots who worked for a major Japanese auto company, flying their Gulfstream V. They told me about working for this company, flying out of California. I applied and was interviewed. I didn’t get the job. Several years ago I had lunch with a retired United pilot who was now working for a major aerospace company in Denver. He said they were looking for some people with my qualifications. I sent him my resume, and was never called for an interview. Two years ago I applied for a management position with United, in a non-flying role. I was a finalist, and they wanted me to submit a video in which I answered several interview questions. I didn’t get the job. Finally, I applied for various positions at the Air Force Academy, seven times in total. My resume demonstrated that I am HIGHLY qualified for each of the positions. I was never even interviewed. So, failure and being turned down is something everyone will at one time or another experience.

If you are in the job market (and you definitely will some day be in the job market!) you will discover that sending out resumes and using the "shotgun approach" will probably not work very well. Virtually every job I've ever had, other than the Air Force, was obtained through networking: Networking with Bill Arnott got me my interview with Clay Lacy Aviation Networking with Bill Arnott got me my interview with United Networking with Gordie Cohen got me my interview with Lockheed I got my job teaching at Metro by walking in to the Aviation Department and chatting with the Department Head. No networking. But I got my job (at the same time) teaching for Embry-Riddle through networking with Jim Savard, who had used my B727 training videos and recommended me. I got my job interview at FlightSafety International by networking with my friend Harv LaFollett. I suspect someone recommended me for my job at Jet Airways. I got my job interview as an IOSA auditor with ARGUS Pros through networking with former Denver Chief Pilot Joe Swenson. I got my interview at Boeing through a former Jet Airways pilot who hand-carried in my resume. I got my telephone interview at Omni Air International through the recommendation of another Boeing instructor. I got my interview with United (this time) through networking with former RFT guest Nick Hinch, who works at United.    

She piloted the B777, B767, B757, B747, B737, B727, A319 and A320 as an international airline pilot/captain for United Airlines.She flew for Eastern and Pan Am regionals before that. On her way to becoming an airline pilot, she worked as a flight instructor, charter pilot, freight pilot and aerial sightseeing tour pilot.Today only 5% of pilots are female, a number essentially unchanged since Amelia Earhart’s era. Of those, less than 1% are Captains. She wants to change this. Her dream now is to help other young women rock STEM fields!

TWA 514 crashed into terrain while attempting to land at Washington Dulles International Airport. from Wikipedia: "The flight was being vectored for a non-precision instrument approach to runway 12 at Dulles. Air traffic controllers cleared the flight down to 7,000 feet (2,130 m) before clearing them for the approach while not on a published segment. The jetliner began a descent to 1,800 feet (550 m), shown on the first checkpoint for the published approach. The cockpit voice recorder later indicated there was some confusion in the cockpit over whether they were still under a radar-controlled approach segment which would allow them to descend safely. After reaching 1,800 feet (550 m) there were some 100-to-200-foot (30 to 60 m) altitude deviations which the flight crew discussed as encountering heavy downdrafts and reduced visibility in snow. The plane impacted the west slope of Mount Weather at 1,670 feet (510 m) above sea level at approximately 230 knots (265 mph; 425 km/h). The wreckage was contained within an area about 900 by 200 feet (275 by 60 m). The evidence of first impact were trees sheared off about 70 feet (20 m) above the ground; the elevation at the base of the trees was 1,650 feet (505 m). The wreckage path was oriented along a line 118 degrees magnetic. Calculations indicated that the left wing went down about six degrees as the aircraft passed through the trees and the aircraft was descending at an angle of about one degree. After about five hundred feet (150 m) of travel through the trees, it struck a rock outcropping at an elevation of about 1,675 feet (510 m). Numerous heavy components of the aircraft were thrown forward of the outcropping, and numerous intense post-impact fires broke out which were later extinguished. The mountain's summit is at 1,754 feet (535 m) above sea level." As a result of this accident, air traffic controllers now assign an altitude to fly until intercepting a segment of a published approach.   Northwest 6231 crashed after encountering an aerodynamic stall. From Wikipedia: "The flight was chartered to pick up the Baltimore Colts in Buffalo after the aircraft originally earmarked to transport the team was grounded by a snowstorm in Detroit. The Boeing 727-251, registration N274US, departed New York City's John F. Kennedy International Airport at 19:14 for a ferry flight to Buffalo. As the craft climbed past 16,000 feet (4,900 m), the overspeed warning horn sounded, followed 10 seconds later by a stick shaker stall warning. The aircraft leveled at 24,800 feet (7,600 m) until it started to descend out of control in a spin, reaching a vertical acceleration of +5g. At about 3,500 feet (1,100 m), a large portion of the aircraft's horizontal stabilizer separated due to the high G-forces, making recovery impossible. Flight 6231 struck the ground in a slightly nose down and right wing-down attitude twelve minutes after take-off, at 19:26." The accident board determined that the pitot heat had been inadvertently turned OFF prior to takeoff, and as the aircraft climbed through clouds the pitot tubes froze, causing altimeter effect on the airspeed indicator, in which an increase in altitude will cause indicated airspeed to increase. On many aircraft today, the pitot heat will automatically be turned ON when the aircraft is airborne.

There have been numerous air carrier accidents in which the crew attempted takeoff without the leading and trailing edge flaps extended to the takeoff position. Unlike many general aviation airplanes, large turbojet aircraft require high-lift devices (leading and trailing edge flaps and slats) for the airplane to safely get airborne. In some of these accidents, the Takeoff Warning System (TOWS) was intentionally disabled, preventing the crew from receiving a warning of incorrect airplane configuration. Here are notable accidents resulting in 746 fatalities: 1974 Lufthansa flight 540, B747, 59 fatalities 1987 Northwest 255, MD 82, 150 fatalities 1988 Delta 1411, B727-200, 14 fatalities 1999 LAPA Flight 3142, B737-200, 65 fatalities 2005 Mandala Airlines 91, B737-200, 144 fatalities 2008 Spanair 5022 - MD 82, 154 fatalities In every case, if the flight crews had performed their normal pre-takeoff checks, the accidents would have been averted. It is essential that all crew members actually confirm every item on the appropriate checklist. As an additional mnemonic, many pilots will perform a FEATS check before every takeoff: Flaps, EPRs, Airspeed bugs, Trim, Speed brake.

From the Phillips 66 website: As a 39-year veteran for a major Chicago airline and Line Check Captain on the globally flying B-777, it is no wonder Gerry has over 30,000 hours of flying time. Being a Certified Flight Instructor, former three-time US Advanced Aerobatic Champion and Captain of the Gold Medal Winning 1997 US Advanced Aerobatic Team, it only makes sense that Gerry serves as President Emeritus and current director at the International Aerobatic Club. Gerry is type rated on the Lear Jet, Lockheed Jetstar, DC-3, B727, B737, B757, B767 and B-777. Before becoming a Phillips 66 Aerostar, Gerry flew the Sukhoi Su-26m, which is now on display at the Smithsonian Air & Space Museum. Gerry is a proud alumnus of St. Louis University – Parks College.

Flight 086. Remembering Herb Kelleher, how he changed the aviation world, his legacy, his lessons, his arm wrestling. The Miracle of the Hudson, as witnessed by Alex. FRA comes to its senses and asks passengers to not come to the airport. Tipping flight attends, for or against? United loves Pacific Blue, Premium Purple, Atlantic Amethyst, and Apple. Cook your own United food. Is there always a doctor in the plane? Gulf Air goes "boutique", British Airways goes vintage, Aer Lingus goes non-sense, S7 stays a very bright green horse. No fancy dressing, no noise, no food liberation, the lounge etiquettes. The last B727 passenger flight. Will the A220-500 be built in the USA? The US shutdown effects, from security lapses to Delta not getting its A220s, to pizza deliveries. The Amadeus exploit, no seat or the ATR oxygen, what's the worse safety lapse? With QR getting full EU access, should BA move to Qatar post-Brexit? BCN uses MS Paint to create the worse e-gates in the world. Does drone geofencing work? Do McNuggets in lounge work? Our best 2018 flight memory (cheeky and charming, maybe?).

Captain Tom Crank tells us about his life as a Military and Commercial Aviator. Tom tells us about his struggles at the USAF Academy, and how he unexpectedly became an Air Force Pilot. Captain Crank began his airline career at Eastern Airlines, and he flew the Boeing 727 until the airline started to fail as a result of financial difficulties. After Eastern Airlines, Tom headed west and went to work for Alaska Airlines. Tom also tells us how he handled some leadership challenges that he had as a Captain. Tom's motto is "It's not the mistake, it is the recovery."

Today we are visiting with my longtime friend, Captain Barry Copeland. Barry and I were hired into the same Alaska Airlines Pilot Class in April of 1980. It was the beginning of a long friendship as we both progressed through our careers. We learn how Barry started his work life as a Electronics Salesman in Southern California after graduating from The University of California at Los Angeles (UCLA) with a degree in Asian Studies and Business. Barry became interested in Aviation during his transition from High School to College. During his time working in the Electronics Industry, he became more and more intrigued by the idea of becoming an Airline Pilot. He had been advised by one of his pilot mentors to avoid the Airline Pilot profession because of the stringent medical requirements. But Barry decided to follow his heart and go after his dream. Early in his flying career, Barry made a major mistake, and severly damaged a turboprop engine. But he took responsibility for the mistake, and it did not hold him back from a brilliant career. We hope that you will enjoy the story about Barry's wonderful life as a Captain for Alaska Airlines.

Our guest today is Retired Alaska Airlines Captain David Crawley, MD. David folllowed his mother's advice and spent years in school preparing to be a Doctor. He finished school and started his working career as a Medical Doctor, practicing Emergency Medicine and Aeromedical Medicine. But a childhood adventure had a profound effect on David. A visit to his Grandmother's house planted a dream that would not go away. Grandma's neighbor, Braniff Airlines Captain Warren Larsen invited David to join him when he went out to the airport to clean the plane that he had flown the night before. Captain Larsen put little David in the Captain's seat and told him that he could play with the controls, with the exception of a few buttons and levers. That day was the start of a journey that would lead him to Medical School and ultimately to the Flight Deck of an Alaska Airlines MD80. David's adventure is chronicled in his latest book "Steep Turn: A Physician's Journey from Clinic to Cockpit". You can find his book on Amazon or wherever books are sold.

We visit with Retired American Airlines Vice President/Corporate Communications John McDonald. His fascination with airplanes started when he was a boy spending summers with his family in Cape Cod. He hung around the airport watching airplanes come and go, while waiting for this father to return from business trips. John started his airline career as a Flight Attendant with TWA. After a few years on the line, he became a Flight Attendant Supervisor and ultimately worked his way into the TWA Corporate Communications Department.  John served as as the TWA Corporate Spokesman during some of the most difficult times for this legendary airline. He tells us what it was like dealing with the aftermath of the crash of TWA 800. That crash resulted in some major operational changes to the entire airline industry that are still in effect today. Mr. McDonald also held corporate communications positions with General Motors and United Airlines before moving to America West Airlines, which later merged with American Airlines. He shares his experiences and lessons learned from all of these great companies.  

“MAYDAY”  “MAYDAY” … “we're out of control… descending through 20,000 feet.” ”We're descending through 12 (thousand feet) – we're in a stall!”  17 seconds afterwards, there were no further calls from the B727.  Tune in as we  re-create this tragic commercial airlner crash. 

We are happy to have, as our guest, Captain Karlene Petitt currently flying with a major airline, but finds the time to write novels based on her airline experience. Karlene is an International Airline Pilot who is type-rated and has flown and/or Instructed on the B744, B747, B757, B767, B737, B727 and A330. Petitt is a 33-year veteran of flying, and has worked for Coastal Airways, Evergreen, Braniff, Premair, America West, Guyana, Tower Air, Northwest Airlines and currently flies an Airbus for an international airline. She is the mother of three daughters, grandmother of seven, and holds MBA and MHS degrees.  There is much, much more so tune in Monday, June 30th at 7:00 pm EST.  See you at the Gate