Project Main Details
Audio will need to be submitted as first-round proofed and edited- our company will take care of final proofing, final editing, mastering and finishing. Our company will proof the audio and send back a list of corrections (read errors) to be made. Our company will take the corrections and splice them into the audio.
Talent will be expected to participate in a conference call with the production company and author for initial notes and direction. The first chapter will be reviewed prior to the talent getting the green-light to record the remaining chapters.
We are looking for experienced talent that can work professionally under a deadline, is familiar with transferring files online, and can take direction well. Please no first time or inexperienced talent. 2016-03-17 19:26:27 GMT 2016-03-27 12:00:00 (GMT -07:00) Mountain Time (US & Canada) Yes (click here to learn more about ) Closed 22 1 2 direct invitation(s) have been sent by the voice seeker resulting in 2 audition(s) and/or proposal(s) so far. Voice123 SmartCast is seeking 20 auditions and/or proposals for this project (approx.) Invitations sent by SmartCast have resulted in 20 audition(s) and/or proposal(s) so far.
Hoot asked the station manager for the phone number for the crew hotel. When he called to reserve three rooms, Hoot learned that the van driver had left for the night, and the hotel had no way of picking up the crew. With no other option, the three exhausted crew members trudged their way through the snow and slush to the Detroit Airport Hilton.
As soon as Hoot entered his room, he began rummaging through his belongings looking for a phone number. He was searching for the emergency phone number of the ALPA union rep who handled accidents. Hoot remembered receiving a reference card from the union that contained a to-do list if he were ever involved in an accident. Hoot had saved the card just in case he would need it someday. Hoot now felt a sense of urgency to locate the card. He spread out the contents of his flight bag across the bed. He found the worn and tattered card, but when he dialed the number, he found it was a wrong number. The card was out of date. Hoot looked over the list of do’s and don’ts. The first item on the list was, “Don’t talk to anyone before speaking with your union rep.”
Hoot put the card down and then collapsed on the bed. He had just closed his eyes when the phone rang. He glanced at the clock and saw that it was after midnight. On the other end of the line was an FAA inspector by the name of Ronald Montgomery. Montgomery asked Hoot if it would be okay if he and another FAA inspector asked him a few questions. Hoot was dead tired. He hadn’t slept a wink. He told the FAA inspector that he didn’t feel like talking.
“I only need a few minutes of your time to get a statement,” Montgomery insisted.
Hoot glanced at the union card sitting on the dresser with the admonition not to talk to anyone before speaking to a union rep.
“We just need a brief statement about what happened,” added Montgomery.
Hoot knew the FAA inspector was only trying to do his job. “Okay,” Hoot told him. “Come on up.”
At a little after 1:00 a.m. the two FAA inspectors knocked at his door. Hoot hastily put on a shirt from his overnight bag but no pants.
“You know, we have always been told not to talk to you [FAA] when something happens like this,” Hoot told them as they stepped inside the room. “But I don’t have anything to hide. I really don’t know what happened.”[i]
Ron Montgomery, the senior of the two inspectors, thanked Hoot for agreeing to meet with them. He told Hoot that he was not wired for sound and that their conversation was not being recorded. He opened up his briefcase for Hoot’s inspection.
Montgomery later said that Hoot appeared frazzled and nervous. He asked Hoot if he needed a drink to calm down. Hoot mentioned that he was thinking about going downstairs before the lounge closed, but that he was okay for the time being. Ron asked Hoot to tell them what had happened. Hoot began with the climb from 35,000 to 39,000 feet. He told them that they had just finished their meals and had the food trays removed from the cockpit. He said that not long after leveling off at 39,000 feet, he reached down beside his seat to get his Minneapolis approach charts. That was when he felt a slight vibration or buzzing sensation. He described how the plane was banking to the right, but the autopilot was trying to compensate by turning the wheel to the left. He then went through the entire event from the upset to the landing at Detroit. He paced back and forth as he recounted the ordeal of a few hours earlier. He spoke rapidly and with few pauses. He didn’t cover every detail. It was more a summary of events.
“Was everyone in their seats when it happened?” Montgomery asked.
Hoot said he didn’t think anybody was out of their seats. He thought about it a few seconds longer then commented that he remembered the flight engineer sitting down sometime before the event. Hoot repeated his comment that they had just finished their crew meals.
Neither of the two FAA inspectors took notes. They stayed less than half an hour. As they left, they thanked Hoot for his time and handed him their business cards. As Hoot thought back on his conversation with the two FAA inspectors, he realized that he had gotten some details wrong. He remembered saying that they had finished their crew meals, but he failed to indicate that they had finished the crew meals before the climb to 39,000 feet. It was a minor detail, and he was too tired to worry about it. Hoot didn’t know it then, but his statement to the two FAA inspectors was the beginning of an investigation that was soon about to spiral out of control.
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