Podcasts about cessna citation

Tom Pinit's path to becoming a pilot was anything but conventional. As the son of Thai immigrants, he grew up believing he couldn't be a pilot due to vision requirements. After working in corporate consulting and land conservation, a layoff in 2019 pushed him to take a calculated risk: pursuing his dream of flying. With the unwavering support of his wife, Tom decided to pursue his dream of becoming a pilot. He started flight training at a Part 141 school, only to face another roadblock when the school shut down during the pandemic. He adapted—working at an FBO, becoming a CFI, flying aerial survey, and building hours however he could. Even after earning his ATP-CTP, job rejections kept coming. But he didn't give up. Now, he flies a Cessna Citation for a medical transport charter, where he plays a crucial role in life-saving missions, flying surgeons to retrieve organs under intense time constraints and challenging weather conditions. Tom's story is one of persistence, adaptability, and the sacrifices required to turn a passion into a career. What You'll Learn in This Episode: How Tom transitioned from corporate work to aviation The struggles of flight training during the pandemic and how he adapted What it's like to fly medical transport and the critical role pilots play in saving lives The challenges of weather, diversions, and time-sensitive missions in organ transport The reality of applying to aviation jobs and handling rejection Why perseverance, networking, and taking calculated risks can make all the difference Tom's journey proves that setbacks are just detours—if you're willing to keep flying forward. #Aviation #AviationCareers #pilotcareer #pilottips #pilotcareertips #aviationcrew #AviationJobs #AviationLeadership #flying #PilotSuccess #pilotpodcast #PilotPreparation #Pilotrecruitment #AviationEducation #AviationOpportunities #AviationPodcast #flyingtips #AirlineInterviewPrep #PilotDevelopment #PilotFinance #PilotExperience #PilotTraining

Send Us Feedback via TextDon Kirlin is a visionary leader whose remarkable contributions have left a profound impact on both the aviation and skydiving worlds. As the founder of Air USA, Don provided tactical aircraft services to U.S. defense agencies and contractors earning recognition as the owner of one of the "world's most advanced private air forces." An ATP-rated pilot and flight instructor, he is certified in numerous aircraft, including the Boeing 737, Cessna Citation, and even the famed MiG 29 Fulcrum - these just a few of many aircraft certifications he has held.  Don is also an Authorized Instructor for experimental aircraft such as the L-39 and British Hawk. Don's skills extend beyond the cockpit—he is also an A&P mechanic and of course a sport skydiver.Don's most celebrated accomplishment in skydiving is the creation of the World Freefall Convention, the largest skydiving event of its time. Held annually from 1990 to 2006, the convention brought together thousands of participants from all 50 states and over 55 countries, with record-breaking years that saw over 63,000 jumps in just ten days.Don's efforts earned him a well-deserved induction into the Illinois Aviation Hall of Fame in 2022. In 2024, his extraordinary contributions to skydiving were further recognized with his induction into the International Skydiving Hall of Fame, honoring his pivotal role in advancing the sport and bringing people together through his innovative spirit.

It's a preview of AirVenture 2024 and all of the other happenings at EAA! Jack Pelton is CEO and Chairman-of-the-Board of EAA, the Experimental Aviation Association. His leadership has transformed EAA's impact on all of aviation, from experimentals that represent the fastest growing aircraft segment, to Young Eagles, the largest aviation youth outreach program in the world. Jack is a lifelong, passionate aviation enthusiast who built his first airplane with his father as members of EAA Chapter 1 in Riverside, CA. He holds ATP and commercial pilot certificates, with instrument, multi-engine and seaplane ratings, plus type ratings for the Cessna Citation and Cessna Mustang jets. Those type ratings come as no surprise as Jack's previous position was the CEO of Cessna Aircraft Company. “SocialFlight Live!” is a live broadcast dedicated to supporting General Aviation pilots and enthusiasts during these challenging times. Register at SocialFlightLive.com to join the live broadcast every Tuesday evening at 8pm ET (be sure to join early because attendance is limited for the live broadcasts). Aspen Avionics www.aspenavionics.com Avidyne www.avidyne.com Bose Aviation www.boseaviation.com Continental Aerospace Technologies www.continental.aero EarthX Batteries www.earthxbatteries.com Lightspeed Aviation www.lightspeedaviation.com McFarlane Aviation www.mcfarlane-aviation.com Tempest Aero www.tempestaero.com Titan Aircraft www.titanaircraft.com Trio Avionics www.trioavionics.com uAvionix www.uavionix.com Wipaire www.wipaire.com

NetJets signed a record agreement with Textron Aviation for purchase options of up to 1,500 Cessna Citation business jets over the next 15 years. NetJets will also serve as Textron's launch customer for the new Cessna Citation Ascend, with deliveries to begin in 2025. Jeremy Kariuki, Aviation Week associate editor for business aviation, and Molly McMillin, managing editor for business aviation, discuss the agreement. 

Max talks about an emergency that occurred earlier in the month as Endeavor flight 1516 departed LaGuardia enroute to Savannah, GA. The controllers and flight crew worked together remarkably well, and there's a lot that general aviation pilots can learn from their interactions. We also replay an interview from the Plane Crazy Down Under podcast in which they interviewed Mark Robinson, of Frequentis Australasia about remote towers. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories Textron and NetJets sign agreement for 1,500 Cessna Citation jets Cirrus Has Option To Sell New Rotax-Powered Trainer NTSB Says Pilot Posting to Social Media Caused Fatal Crash Kalitta Air 747 Tries To Take Off Without Clearance Pilot error blamed in crash at St. Augustine airport that killed 2 Pilot mistakenly extends flaps instead of landing gear Plane stolen in Canada Two pilots killed in a mid-air collision at Reno Races 42% of U.S. deaths from small aircraft crashes occurred in Alaska Ninth crop-dusting fatality in U.S. Aircraft damaged or destroyed from microburst at Falcon Field Mentioned on the Show Plane Crazy Down Under podcast Max's Books – Order online or call 800-247-6553 to order. Max Trescott's G3000 and G5000 Glass Cockpit HandbookMax Trescott's G1000 & Perspective Glass Cockpit Handbook If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month,  you can get some goodies! Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Join Carlos, Matt, Nev and a virtual Armando for this week's episode! You can get in touch with us all at : WhatsApp +44 757 22 491 66 Email podcast@planetalkinguk.com or comment in our chatroom on YouTube. Here are the links to the stories we featured this week : COMMERCIAL Virgin Galactic launches first tourist flight to space https://www.cnbc.com/2023/08/10/watch-livestream-virgin-galactic-launches-galactic-02-spaceflight.html Couple 'horrified' at £110 Ryanair check-in fee https://www.bbc.co.uk/news/business-66500479 FAA Launches Probe Into Near Collision Involving Southwest Airlines Boeing 737 & Cessna Citation https://simpleflying.com/faa-near-collision-southwest-airlines-boeing-737-cessna-citation/ FAA Advocates for enhanced safety measures in aircraft seats https://www.airlinerwatch.com/2023/08/Study-Uncovers-Severe-Injuries-from-Standard-Lap-Belts.html Congress may let jet owners like Elon Musk block flight info https://www.axios.com/2023/08/11/private-plane-infromation-musk-congress-faa Mount Etna eruption leads to flight cancellations at Sicily's Catania airport https://www.theguardian.com/world/2023/aug/15/mount-etna-eruption-volcano-sicily-catania-airport-closure-volcanic-ash-cloud-flight-cancellations Daher partners with Recreational Aviation Foundation to help maintain backcountry airstrips https://generalaviationnews.com/2023/08/05/daher-partners-with-recreational-aviation-foundation-to-help-maintain-backcountry-airstrips/ Overweight passenger gets stuck in First-Class seat on a British Airways flight https://airlive.net/news/2023/08/13/overweight-passenger-gets-stuck-in-first-class-seat-on-a-british-airways-flight/ Airshare Signs Letter of Intent for Wheels Up Aircraft Management Business https://finance.yahoo.com/news/airshare-signs-letter-intent-wheels-140700920.html MILITARY Military aircraft bring the “boom” during Northern Lightning this month https://www.wbay.com/2023/08/02/military-aircraft-bring-boom-during-northern-lightning-this-month/ National Museum of The USAF Welcomes PT-17 to Its Collection https://warbirdsnews.com/aviation-museum-news/national-museum-of-the-usaf-welcomes-pt-17-to-its-collection.html Two Eject From MiG-23 At Michigan Airshow https://www.avweb.com/aviation-news/two-eject-from-mig-23-at-michigan-airshow/ C-130s are getting World War II-style makeovers for next year's D-Day anniversary https://taskandpurpose.com/history/c-130s-world-war-ii-d-day-paint/

282 Foggy Night: Unraveling the crash of a Cessna Citation 550 jet at French Valley in Southern California Aviation News Talk is a listener supported show. So if you've learned something from the show that made you a safer pilot or pass a checkride, please join the club and support the show! Make a monthly donation via Patreon and get various goodies, or make a one time donation via PayPal. Send us your feedback or comment via email Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance, or to take my online seminar: So You Want to Fly or Buy a Cirrus. If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Summary282 Max talks about the crash of N819KR, a Cessna Citation 550 jet, at French Valley in Southern California. The pilots flew two GPS approaches at 4 AM, while the field was below IFR minimums. After the first approach, they flew the published missed approach and flew a second approach as the weather worsened. On the second approach, they crashed 500 feet short of the runway. Mentioned in the Show N819KR - LA Times article Check Out Lightspeed's ANR Headsets Lightspeed Delta Zulu Headset $1099 Lightspeed Zulu 3 Headset $899Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Max's Books – Order online or call 800-247-6553 to order. Max Trescott's G3000 and G5000 Glass Cockpit HandbookMax Trescott's G1000 & Perspective Glass Cockpit Handbook If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month,  you can get some goodies! So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Holyoke Media, en asociación con WHMP radio, emiten diariamente la Síntesis informativa en español a través del 101.5 FM y en el 1240 / 1400 AM. Esta es la síntesis informativa del lunes 5 de junio de 2023: Con solo dos días de margen, el presidente Joe Biden firmó el sábado una legislación que eleva el techo de la deuda de la nación, evitando un incumplimiento sin precedentes de la deuda del gobierno federal. Fue un desenlace decididamente discreto para un drama de un mes que desconcertó a los mercados financieros en el país y en el extranjero y provocó que jubilados ansiosos y organizaciones de servicios sociales hicieran planes de contingencia en caso de que el país no pudiera pagar todas sus cuentas. En lugar de realizar una ceremonia pública con legisladores de ambos partidos, mostrando el bipartidismo que Biden había citado en un discurso en la Oficina Oval el viernes por la noche, el presidente firmó la legislación en privado como reflejo del ajustado plazo que enfrentan los líderes de la nación. El Departamento del Tesoro había advertido que el país comenzaría a quedarse sin efectivo este lunes, lo que habría conmocionado a las economías estadounidenses y mundiales. La Casa Blanca publicó una foto del presidente firmando la legislación en el Resolute Desk. En un breve comunicado, Biden agradeció a los líderes demócratas y republicanos del Congreso por su colaboración, un mensaje cordial que contrastó con el rencor que caracterizó inicialmente el debate sobre la deuda. FUENTE: AP Estados Unidos envió aviones de combate F-16 en una persecución supersónica de un avión ligero con un piloto inconsciente que violó el espacio aéreo en el área de Washington D.C. y luego se estrelló contra las montañas de Virginia, dijeron las autoridades. Los aviones de combate provocaron un estampido sónico sobre la capital de los EE. UU. en un intento de perseguir al Cessna Citation errante, dijeron las autoridades, causando consternación entre la gente en el área de Washington. Cuatro personas estaban a bordo del Cessna, dijo una fuente familiarizada con el asunto. Un Cessna Citation puede transportar de siete a 12 pasajeros. El avión estaba registrado a nombre de Encore Motors de Melbourne, Florida, según el sitio web de seguimiento de vuelos Flight Aware. El propietario de Encore, John Rumpel, le dijo al Washington Post que su hija, un nieto y su niñera estaban a bordo. El ejército de EE. UU. intentó establecer contacto con el piloto, que no respondía, hasta que el Cessna se estrelló cerca del Bosque Nacional George Washington en Virginia, dijo el Comando de Defensa Aeroespacial de América del Norte (NORAD) en un comunicado. El Cessna parecía estar volando en piloto automático, dijo otra fuente familiarizada con el asunto. Un funcionario estadounidense dijo que los aviones de combate no causaron el accidente. El Cessna despegó del Aeropuerto Municipal de Elizabethton en Elizabethton, Tennessee, y se dirigía al Aeropuerto Long Island MacArthur en Nueva York, a unas 50 millas (80 km) al este de Manhattan, dijo la FAA en un comunicado, y agregó que tanto él como el Transporte Nacional La Junta de Seguridad investigaría. Según Flight Aware, el avión pareció llegar al área de Nueva York e hizo un giro de casi 180 grados, y el vuelo terminó en Virginia. La policía estatal de Virginia dijo que estaban buscando los restos pero que aún no los habían encontrado. FUENTE: REUTERS

Um avião invadiu o espaço aéreo de Washington, nos Estados Unidos, neste domingo (04). De acordo com comunicado oficial divulgado pelo governo estadunidense, a aeronave que violou o espaço aéreo da capital dos Estados Unidos era um Cessna Citation, que pode transportar de sete a 12 passageiros.

Thanks for listening to the April 10, 2023, edition of the Pilot Briefing podcast. Here's what we talked about this week:   Cessna Citation makes emergency landing with one winglet missing Foreflight acquires CloudAhoy SayWeather brings changing conditions to pilots' ears NTSB: Cirrus pilot erred before 2021 midair Delta Propel, Skyborne Academy join forces Questions or comments about this podcast? Email jill.tallman@aopa.org.

The Citation world can be confusing. Is it a Citation 501? Or Citation ISP? What happened to the Citation IV?!In this video I breakdown the main differences between choosing the perfect Citation for your needs.—Download the Ultimate Jet Guide: Buyer's Field Notes Here - http://www.theultimatejetguide.com

In Folge 45 geht es um einen bizarren General Aviation Unfall aus dem Jahr 2017. Eine Piper Meridian stürzt im Steigflug plötzlich senkrecht in den Bodensee In der neuen News Sektion geht es um ein Update zum Unfall in der Ostsee, einen Strommast, LH575 in Luanda und ein bisschen um MH370Feedback is back: Eure Mails, meine Kommentare! Ihr habt Feedback, Wünsche oder Anregungen? Air Crash ist ein interaktiver Podcast und wir freuen uns über jede Nachricht.So erreicht ihr uns: feedback@aircrashpodcast.deFacebook: facebook.com/aircrashpodcastInstagram: instagram.com/aircrashpodcastIhr wollt uns untersützen? Werde Patron! ab einem Euro pro Monathttps://www.patreon.com/aircrashpodcastOder einmalig über PayPal:https://paypal.me/aircrashpodcastPodcasten kostet leider Geld ;-) Wir halten ACPC werbefrei. Wenn du uns dabei unterstützen willst (und kannst!), freuen wir uns über einen Patreon Support! Neben Benefits wie Sonderfolgen, Early Bird Zugang zu Folgen, Q&A Sessions bieten wir auch reine Support Level an.Air Crash Podcast ist ein Podcast der Flugwerk24 UG in Mönchengladbach www.flugwerk24.de

Hailing from Austria, Philipp has been involved in the aviation industry from a young age. Always fascinated by aircraft, some of his earliest memories are on the tarmac at Innsbruck Airport, which paved the way for his subsequent career. Following completion of his American Commercial Pilot's Licence on multi-engine aircraft, (transferred to meet European standards), he obtained his Airline Transport Pilot's Licence and type rating for private jets on a Cessna Citation. Working extensively with a number of top-level aircraft and jet providers Philipp's experience grew and he has amassed a vast amount of knowledge and expertise within the industry. As Head of Aviation, well-versed with the alignment of private jets and superyacht clients, Philipp is well placed to bring his unique understanding of the luxury travel landscape and to manage expectations. His primary focus at Ocean Independence will be organising aircraft charter, aircraft acquisition and sales, plus consultancy for aircraft and airports. To contact Philipp: https://www.linkedin.com/in/philipp-wieser-a4bb7728/ For Ocean Independence: www.oceanindependence.com https://www.linkedin.com/company/ocean-independence/ @oceanindependence - Instagram @OceanIndependence - Facebook @OCyachts - Twitter If you would like to be a guest on Yacht Crew Vlogs, send an email to info@yachtinginternationalradio.com, subject, Yacht Crew Vlogs. #yachting #yacht #news #sailing #yachts #boat #boating #luxury #superyacht #luxuryyacht #yachtinginternationalradio #maritime

243 Watsonville mid-air crash, slips with Catherine Cavagnaro + GA News Discussion on the mid-air starts at the 22 minute point. Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance, or to take my online seminar: So You Want to Fly or Buy a Cirrus. Join now as a member to support the show with a donation via PayPal or Patreon. Send us an email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Summary 243 Max discusses the mid-air collision at Watsonville, CA airport. A Cessna 340 flew a long straight-in approach and was still at 180 knots when it hit a Cessna 152 that had just turned from base to final. That's 60 knots faster than this aircraft has been on prior landings at Watsonville. All pilots and passengers were killed. Also, Max talks with Catherine Cavagnaro about slips. News Stories KY woman killed in DA40 Prop Strike ATC suggested Austin pilot ditch on interstate NTSB Report Sheds Light on Copilot Mid-Air Departure FLYING Launches an Aviation Job Board TurbAero is developing a Small Turboprop Researchers develop AI pilot that can navigate crowded airspace CFI takes controls from student on stable approach Aerodynamic stall on final fatal for pilot Cessna Citation crash in US caused by pilot incapacitation Pilot Arrested after Plane Crash in Minnesota Ohio Man Sentenced for Piloting Aircraft Without Valid Certificate Mentioned in the Show Watsonville mid-air crash story ADSBexhange.com Ground Track for Watsonville mid-airLiveATC.netCatherine Cavagnaro YouTube ChannelCatherine Cavagnaro's Ace Aerobatic SchoolAOPA Pilot Magazine Articles by Catherine CavagnaroCatherine Cavagnaro on Instagram Max's Books – Order online or call 800-247-6553 to order. Max Trescott's G3000 and G5000 Glass Cockpit HandbookMax Trescott's G1000 & Perspective Glass Cockpit Handbook If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month,  you can get some goodies! So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Check out our recommended Aviation Headsets, and order one for yourself! Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium Max Trescott is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to amazon.com.

Some air crashes are not really accidents. Todd and John characterize the focus of this week's episode an event where a perfectly good airplane was destroyed. “Some pilots have more money than brains, and this seems to be a case of that,” John says. The 2021 air crash event involved a Cessna Citation flown by a single pilot. Although the pilot had experience in aviation, he had been denied a type rating for the plane and single pilot authorization by an Arizona flight school. This fateful flight started in the Portland area. Before takeoff, the pilot was not fully responsive to air traffic control. That issue continued as the flight progressed to the Mount Hood area. “Something was amiss and it wasn't the aircraft,” Todd notes. The flight ended with an extended spiral into the ground. Also in this episode is advice related to restricted air space rules and risks and the need for student pilots to secure renter's insurance.

As Steve and Ted wrap up a Wednesday we bring you local business news from The Wichita Business Journal.

Bonjour et bienvenue dans le 106ème épisode de ce podcast ! Cette semaine, nous allons parler d'aviation d'affaires long courrier. Nous avons déjà parlé d'aviation d'affaires avec Joël lors de l'épisode 73 et avec Basile lors de l'épisode 53. Cette fois-ci, nous allons nous intéresser plus particulièrement au Bombardier Global 6000 et aux opérations d'un opérateur en propriété partagée. Pour en parler avec nous, notre invité de la semaine est Philip. Rubrique thématique Philip est pilote professionnel. Il a débuté dans la “petite” aviation d'affaires sur Cessna Citation 2 et Mutang. Il a ensuite évolué vers la ligne sur Boeing 737 chez Norwegian avant de retourné dans le privé sur Global 6000 chez Vistajet. Il nous décrira en détail les différences de style de vie et d'opérations entre ces différentes compagnies aérienne ainsi que des avantages et inconvénients de chacune. Ensuite, nous parlerons de ce magnifique avion qu'est le Global 6000 en comparaison aux Citation et 737. Cela nous permettra de parler d'avionique ultra moderne mais aussi de performances exceptionnelles qu'ont typiquement ces jets d'affaire. Nous nous attarderons également sur la diversité incroyable des vols qu'il a la chance d'effectuer à travers le monde. Pour conclure, Philip proposera quelques conseils à ceux qui seraient intéressés pour faire de l'aviation d'affaires long courrier. Vidéo de la semaine La vidéo de la semaine est une vidéo de la chaine Youtube de Matthew Guthmiller. Il a eu la chance de pouvoir visiter l'avion d'essai du Global 7500 et de discuter avec les personnes qui s'occupent de cet avion. Ces intervenants parlent des spécificités d'un avion d'essai au niveau équipement mais également des procédures d'essai en vol permettant d'atteindre la certification. Lien vers la video : https://www.youtube.com/watch?v=vFYM7TtWOY4 Conclusion Ainsi se conclut donc le 106ème épisode. J'espère qu'il vous a plu et je vous invite à vous abonner sur votre application de podcast favoris. Également, n'hésitez pas à laisser un avis 5 étoiles sur iTunes ce qui permettra à d'autres personnes de découvrir ce podcast. Si vous avez des questions, des remarques ou des suggestions, n'hésitez pas à utiliser le formulaire de contact. Si vous voulez recevoir des notifications lors de la sortie des nouveaux épisodes, vous pouvez vous inscrire à la newsletter dans la barre latérale droite de notre site. Vous pouvez également nous suivre sur Twitter sur @ParlonsAviation et sur Facebook sur notre page « Parlons Aviation. »

Am 01. März 2012 fliegt eine privat betriebene Cessna Citation X von Linz nach Egelsbach bei Frankfurt. Der Flug endet 3,4km vor dem Flugplatz, 50 Meter von der Stelle entfernt wo zwei Jahre zuvor eine King Air verunfallte. 5 Menschen sterben in einem vermeidbaren Unfall. Ihr habt Feedback, Wünsche oder Anregungen? Air Crash ist ein interaktiver Podcast und wir freuen uns über jede Nachricht.So erreicht ihr uns: aircrashpodcast.defeedback@aircrashpodcast.deFacebook: facebook.com/aircrashpodcastInstagram: instagram.com/aircrashpodcastSchaut gerne in unserem Shop www.flugwerk24.de vorbei. Dort gibt es tolle Flugzeugmodelle und Luftfahrtgadgets. Für ACPC Hörer gibt es 10% Rabatt auf jede Bestellung: Rabattcode AIRCRASH10Seit neustem betreiben wir auch ein Ladengeschäft am Flughafen Mönchengladbach.Ihr wollt uns untersützen? Werde Patron! ab einem Euro pro Monathttps://www.patreon.com/aircrashpodcastOder einmalig über PayPal:https://paypal.me/aircrashpodcastPodcasten kostet leider Geld ;-) Wir halten ACPC werbefrei. Wenn du uns dabei unterstützen willst (und kannst!), freuen wir uns über einen Patreon Support! Neben Benefits wie Sonderfolgen, Early Bird Zugang zu Folgen, Q&A Sessions bieten wir auch reine Support Level an.

#018 - À peine revenu de vacances, ton podcast préféré (l'Expérience Chibane, n'est-ce pas ?) t'emmène faire le tour du monde dans cet épisode consacré à l'aviation d'affaires. En compagnie de Léa, viens découvrir le quotidien d'une pilote de jet privé long-courrier ! D'abord pilote sur Citation Mustang en Europe, elle est aujourd'hui OPL sur Global6000. Cet épisode aborde le thème sous différents angles : contemplative de la beauté des paysages et des aéroports du monde entier, Léa ne manque pas de nous distiller des informations pratiques et techniques sur son métier et les différents appareils dont elle a pris les commandes.Viens faire un tour sur xpchibane.com !Soutiens-nous :Si tu aimes ce podcast, la meilleure façon de nous soutenir est de nous mettre une bonne note et un commentaire. Tu peux également parler de L'Expérience Chibane autour de toi à ta famille, tes amis et sur les réseaux sociaux !Au delà de ça, si tu souhaites nous apporter un soutien financier pour nous aider à aller à la recherche d'invités toujours plus passionnants, deux options s'offrent à toi :Patreon - Tu peux t'abonner mensuellement sur Patreon pour nous soutenir et obtenir des contreparties sympa  comme des goodies par exemple ! https://www.patreon.com/xpchibanePayPal - Tu peux également nous faire un don ponctuel sur PayPal si tu souhaites nous aider à poursuivre cette aventure palpitante !Production : Marek Madl, Ilia Gerber, Thibaut Maurin, Léa Renault, Victor Guichaoua, Maxence Le Flahec, Paul Le Roux De Bretagne et Sébastien Selle.Merci beaucoup pour ton temps et bons vols !Support the show (https://www.patreon.com/xpchibane)

Aircraft Mechanic/ Technician - @andreyvasilchuk Below is a list of Andreys experience and knowledge from literally around the world! -Joined military at 19 in 2010 - Worked on f16s in Germany and Iraq (multiple European countries as well) - Served 4 years active duty in Germany and Texas. - Got out of active duty 2014 and joined Air Force Reserves in Travis Air Force Base in CA working on C-5 Super Galaxy - Got my A&P license and worked for Cessna Citation for 5 years - Current job is working overseas on Cessna citations for a fire fighting company. Our Social Media and YouTube Links: Instagram - https://bit.ly/2UtZM7v YouTube - https://bit.ly/3dNkbMn Equipment used to record this podcast: Microphone (newer version) :https://amzn.to/2zM2myF ============================= Affiliate Links: ============================= Some of the links in our video descriptions are affiliate links, which means at no extra cost to you, we will make a small commission if you click them and make a qualifying purchase.

In this week’s episode, AIN editor-in-chief Matt Thurber discusses his demonstration flight earlier this month in the super-midsize Cessna Citation Longitude.

Our crew today: Hosts Dr. Steph, Miami Rick, Captains Nick and Jeff, Producer/Director Liz. Join us for the latest in aviation news, your feedback, and this week's Plane Tale: "101 Seconds." Photo Credit: Nick Anderson [00:02:52] NEWS [00:03:10] Accident: Sanga DHC6 at Wobagen on Dec 1st 2020, Runway Excursion During Rejected Takeoff [00:08:03] Report: Shanghai B738 at Pusan on Sep 7th 2019, Landed on Wrong Runway [00:22:45] Report: Winair DHC6 at Saint Barthelemy on Jan 24th 2014, Aircraft on Final Approach Struck Pedestrian on Road [00:29:43] Dallas Flights Grounded as Air Traffic Facility with 3 Positive Covid tests in a Week is Sanitized [00:34:46] Revolutionary Process Converts CO2 into Jet Fuel [00:40:50] Nepali Airline Buddha Air Flies Passengers To The Wrong Airport [00:44:26] Incident: Avianca A319 at Bogota on Dec 31st 2020, Hot Air Balloon Entangled with Aircraft [00:48:20] GETTING TO KNOW US [01:07:18] COFFEE FUND [01:09:01] FEEDBACK [01:09:10] Liz - Israeli Mother Drone [01:14:22] Nick - Swirl-in Airlift: Irregular Antonov Flights Deliver Relief to Phoenix Laxative Factory [01:21:53] Dana - My 737 OE and More [01:34:38] Ray - Language vs Situational Awareness [01:46:57] Mohammed - Trainee Iraqi Aerodrome Air Traffic Controller..Request ATC Advice [01:53:45] Joe - Qantas 747 Flying Short U.S. Routes? [01:57:46] Plane Tales - 101 Seconds [02:26:41] Mike - Davis Monthan AFB Beautiful Aircraft from Yesteryear [02:31:39] Greg Peterson - Pitch Angles in the Pattern? [02:47:41] Gustav - Feedback re Cessna Citation and the Atlantic Ocean VIDEO Don't see the video? Click this to watch it on YouTube! Looking for the older episodes? You can find them by going here: All APG Episodes Feed ABOUT RADIO ROGER “Radio Roger” Stern has been a TV and Radio reporter since he was a teenager. He’s won an Emmy award for his coverage in the New York City Market. Currently you can hear his reporting in New York on radio station 1010 WINS, the number one all-news station in the nation. Nationally you can hear him anchor newscasts on the Fox News Radio Network and on Fox’s Headlines 24-7 service on Sirius XM Radio. In addition Roger is a proud member of and contributor to the APG community. Audible.com Trial Membership Offer - Get your free audio book today! Give us your review in iTunes! I'm "airlinepilotguy" on Facebook, and "airlinepilotguy" on Twitter. feedback@airlinepilotguy.com airlinepilotguy.com "Appify" the Airline Pilot Guy website (http://airlinepilotguy.com) on your phone or tablet! ATC audio from http://LiveATC.net Intro/outro Music, Coffee Fund theme music by Geoff Smith thegeoffsmith.com Dr. Steph's intro music by Nevil Bounds Capt Nick's intro music by Kevin from Norway (aka Kevski) Doh De Oh by Kevin MacLeod is licensed under a Creative Commons Attribution license (https://creativecommons.org/licenses/by/4.0/) Source: http://incompetech.com/music/royalty-free/index.html?isrc=USUAN1100255 Artist: http://incompetech.com/ Copyright © AirlinePilotGuy 2021, All Rights Reserved Airline Pilot Guy Show by Jeff Nielsen is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License

Flying Wild Alaska's Ariel Tweto and Reno Air Racer & Test Pilot Sean Van Hatten join Carlos, Armando and Matt for this week's episode of the UK's number one Aviation Podcast.   Ariel Tweto from the wildly popular Discovery Channel TV show Flying Wild Alaska joins us on the show to talk to us about flying in Alaska, filming and producing the TV show, and her own journey to become a pilot, and life after the show. Sean Van Hatten talks to us about being a test pilot, flight instructor, aerobatic performer, and being the pilot at the controls for the first flight of the Stratos 716 light jet which is a 6-seat aircraft aimed to compete with the Cirrus Vision Jet, the Cessna Citation and other light turboprops. We take a quick sim through the big news stories of the week and in the Plane Truths with Captain Al we find out why the windows shades need to be up for take off and landing. You have between now and Episode 330 to send us in something that we can play out on the show and the theme is "Aviation in My Life" - Any feedback written, audio, audio visual will do! You'll be entered in the draw to win £150 voucher for the Plane Reclaimers Website kindly donated by Andrew Keegan who was with us on Episode 324. Ariel Tweto Links Twitter : @arieltweto https://www.poppingbubbles.org/ https://fnx.org/watch/show/native-shorts/ https://intoamericaswild.com/ https://www.fox.com/the-great-north/ Sean Van Hatten Links Twitter : @flyseanfly https://www.facebook.com/havocairracing/ https://stratosaircraft.com/partner-program/ To get in touch and help driving the conversation : Send us an email via podcast@planetalkinguk.com via the website using https://www.planetalkinguk.com or send us a WhatsApp using +447572249166. Here are the links for the stories we featured this week : COMMERCIAL BRITISH AIRWAYS ANNOUNCE IMMEDIATE 747 FLEET RETIREMENT https://airlinegeeks.com/2020/07/16/british-airways-announces-immediate-retirement-of-747-fleet/ RYANAIR FLIGHT'S EMERGENCY LANDING AT STANSTED AIRPORT SEES TWO PEOPLE ARRESTED https://www.cambridge-news.co.uk/news/local-news/ryanair-flights-emergency-landing-stansted-18592070.amp VIRGIN ATLANTIC FINALISES £1.2BN RESCUE DEAL https://www.bbc.com/news/business-53406604 3 PHILLY WOMEN CHARGED WITH ASSAULT FOR ATTACK ON SPIRIT AIRLINES EMPLOYEES OVER DELAYED FLIGHT https://www.inquirer.com/news/philadelphia-spirit-airlines-ft-lauderdale-fight-20200716.html AN ALASKA AIRLINES FLIGHT WAS FORCED TO LAND WHEN A PASSENGER THREATENED TO KILL EVERYONE ON BOARD https://www.businessinsider.com/alaska-airlines-emergency-violent-passenger-kill-everyone-2020-7 BLUEBIRD AVIATION DASH 8 CRASHES ON LANDING IN SOMALIA. ALL 3 PILOTS SURVIVE WITH MINOR INJURIES https://simpleflying.com/blue-bird-dash-8-somalia-crash/ NEPAL AIRLINES GROUNDS ALL ITS CHINESE BUILT AIRCRAFT https://simpleflying.com/nepal-airlines-grounds-chinese-aircraft/ THE NETHERLANDS IS TAKING RUSSIA TO COURT OVER DOWNING OF MALAYSIA AIRLINES MH17 https://uk.reuters.com/article/uk-ukraine-crisis-mh17/dutch-government-to-file-suit-against-russia-over-downing-of-mh17-idUKKBN24B1OF EMIRATES A380S RETURN TO THE SKIES [WITH PASSENGERS] FOR THE FIRST TIME SINCE MARCH https://www.thenational.ae/lifestyle/travel/emirates-a380-is-back-in-the-skies-superjumbo-takes-off-from-dubai-after-four-month-hiatus-1.1049411 

Earning Freedom: Conquering a 45-Year Prison Term, by Michael Santos Running, getting ready for release. Transferring to Atwater and getting ready for release.   It’s Christmas, 2010, my 24th Christmas morning as a federal prisoner.  I’ve now served eight thousand, five hundred, and thirty-nine days, but today is a very special day and I’m excited to call my wife.  For the first time that I can remember, I’ll be giving her a magnificent surprise. I’ve been awake since 2:17, writing her a letter while I wait for the phones to turn on.  Now it’s nearly six and I expect to hear a dial tone soon. She received the envelope that I sent her, but we agreed that she would not open it until I called her this morning.  While waiting for the phone to turn on, I’ve been writing a letter to her, describing the joy that I feel at crossing into 2011.  We will begin making final plans for my release from prison, my return to society, and I am ready. “Merry Christmas honey,” she answers my call at precisely 6:01 am.” “Merry Christmas.  Are you ready to leave?”  Carole’s driving up to Taft for a visit this morning and I want to make sure that leaves on time so that she arrives as soon as the visiting room opens at 8:00 am. “I’m ready.  Can I open the envelope now?” “Do you promise you haven’t opened it yet honey?” “I told you I wouldn’t.” “Okay precious.  Merry Christmas.  You can open it now.” I wait, listening to her slice open the envelope.  “Be careful, my love, you won’t want to slice what’s inside.” “What is it?” I hear her giggle.  “Oh my God!  It’s a check for $45,000.” “That’s for us honey, to help start our life when I come home to you.  I want you to set that aside so that we don’t have any financial stress when I walk out of here to you.” “But we’ve already saved enough money.  How did you do that?” “I work hard for you, my love.  You’re my inspiration and nothing fulfills me more than to think that I’m providing for you, making your life better.  It’s the only way that I can feel like a man rather than a prisoner.” Whenever I earn financial resources from prison, whether it’s through a writing fee or a stock trade, I derive an enormous sense of gratification.  This environment is designed to crush the human spirit.  Prisoners are supposed to go home broken, without financial resources, without a support network, destitute.  Yet despite the quarter century that I’m serving, I’m going to walk out of here strong, stable.  My wife has earned her credentials as a registered nurse.  She has secured a job at Cottage Hospital in Santa Barbara and expects to earn $80,000 per year.  Besides that income, men who know the value of work have paid me well, sufficiently to have supported my wife through what others would construe as incomprehensible struggle.  After all of those expense, we’ve managed to build an after-tax savings account that now exceeds $100,000. Having achieved these goals from within prison boundaries magnifies the delight I feel. ******* It’s April 12 of 2011 and I have to make a decision.  My release date is scheduled for August 12, 2013.  I have 284 months behind me and a maximum of only 28 more months of prison ahead of me. But I know that I won’t serve a full 28 months.  Some complications surround my release date because I have that sliver of parole eligibility.  It’s strange.  My case is so old that I’m one of the few prisoners remaining in the federal system that qualifies for an initial parole hearing.  By my calculations, members of the U.S. Parole Commission have the discretion to release me as soon as February of 2013, in only 22 more months. That doesn’t tell the whole story.  Besides the parole date, I qualify for up to 12 months of halfway house time.  If I were to receive the February 2013 parole date, I could transfer to a halfway house as soon as February of 2012, in only 10 more months.  But even in the unlikely event that the U.S. Parole Commission declined to grant me parole, I’m eligible to transfer to a halfway house 12 months before my scheduled release date, which would be in August of 2012.  That means release should come for me somewhere between 10 and 16 months from today. I need to decide where Carole and I are going to make our home.  We don’t have roots anywhere.  It feels as if we’re going to be hatched in society.  Carole’s children, Michael and Nichole are grown and building lives of their own in Washington state.  She has agreed to let me choose where we should start our life together.  I’m thinking about what city would be best. My sister Julie lives in Seattle, and that’s an obvious possibility.  Both Carole and I grew up in Seattle, but after 25 years, we don’t have a home anywhere.  My younger sister, Christina, lives in Miami, which is another possibility we’ve discussed as a potential starting point.  My mother lives in Los Angeles with my grandmother, and in light of the foundation that my friend Justin established, we’re thinking about LA as well. “The reality, honey,” I tell my wife during a visit, “is that we’re both going to be 48 years old when I walk out of here in the next 10 to 16 months.  We’ll only have 12 years before we’re 60.  Just as the decisions that I made early in my prison term played a pivotal, influential role in my journey, these decisions I make going forward are going to have an enormous influence on where we’re going to be when we’re 60.” “That’s why I want you to choose, where we go.” Carole holds my hand during our visit.  It’s the only physical contact we’ve ever had during our entire marriage, but that life of celibacy is coming to an end. “As long as I’m with you, I don’t care where we go.” “What’s most important to me is that I go to the city where I have the best opportunity to earn an income and bring stability to our life.” “As a registered nurse, I can get a job anywhere.  And we have enough savings to give you that stability.  You should arrange your release to wherever you want to go.  How about Santa Barbara?” “The market is too small, honey.  As I see it, we have three choices.  We can choose Los Angeles, we can choose San Francisco, or we can choose New York.  I need to be in a big city.” “But how will you start in New York or San Francisco?  We don’t know anyone there.” “Geoff is in New York and Lee is in San Francisco. Both of them would help us if I asked.”  I remind her of my friend Geoff Richstone, the cardiologist from New York and my friend Lee Nobmann, the lumber baron of Northern California. “You choose, honey.  Wherever you want to go, I’m with you.” ******* I’m waiting on the track at Taft camp on Friday morning, April 22, 2011.  My friend Lee Nobmann is flying in for a visit today and his pilot will land the private jet, a Cessna Citation, at Taft’s airport.  I see the blinding spotlight as it approaches and then I hear the roar of the engines.  It’s a magnificent airplane, a sign of Lee’s business brilliance and the successful company he built in Golden State Lumber.  Carole is picking him up at the airport. “It’s good to see,” I say when I walk into the visiting room.  He is a great man and a great friend. I tell Lee about the dilemma I’m facing with regard to which city I should choose to launch my life.  While we dine on vending machine hamburgers, he listens to the different options I present and to the plans I have for building a career around all that I’ve learned as a federal prisoner. “Do you really want to be talking about your experiences in federal prison for the rest of your life?  I’ve got to tell you,” he says, “no one in the real world is really going to care anything about prison.  Why don’t you come work with me?  I could always use a man with your intensity and I’ve got the perfect spot for you in a real estate development company that my kids are running.” I have enormous respect for Lee. He isn’t only an extraordinarily successful businessman, employing several hundred people, but he’s also genuinely happy, with a loving marriage that has spanned four decades and great relationships with his children.  When he extends an offer for me to work with him, it’s an offer that I have to consider. “If that’s what you think would be best for me,” I tell him, “then that’s what I’m going to do.  But I’m passionate about this idea I have of building a business around all that I’ve learned.  There aren’t many people who’ve sustained a high level of discipline and focus through a quarter century of adversity.  I’m confident that I can find a market for products and services I intend to create around that journey.” Lee leans back and looks at me.  He has blue, penetrating eyes, white hair, and looks every bit the self-made man that he is.  I admire him immensely and I aspire to earn his respect.  It’s as if I’m always auditioning for him, trying to prove worthy of the trust he places in me with his friendship. “Here’s what we’re going to do,” he settles it.  “Tell your case manager here that you’re going to relocate to the Bay area.  I’ve got a fully furnished guesthouse on my property.  You won’t need anything at all.  It has everything, including towels, silverware, even a coffee pot.  Use that as your release address.  You and Carole can stay there for a year without any cost.  One of my companies will employ you for a year so that you can earn an income while you build your business.  If it doesn’t work out, then you come work with me.” With Lee’s generosity, my decision becomes easy.  As he would say, it’s a no brainer.  Our home is going to be in the city by the Bay, a city I’ve never visited before. ******* It’s Wednesday, April 27th, 2011 and I’m sitting on a bench with my friend Greg Reyes.  We’re reviewing edits I’ve been making to the manuscript that describes his life and he turns to me with a peculiar question.  “Do you think you could run a marathon?” I’ve run every day without a single day of rest since Saturday, December 13, 2008.  During the 866 days that have passed since then, I’ve run 7,795 miles.  The strict accountability logs that I keep give me a clear indication of where I am.  I’ve averaged more than nine miles every day, but I’ve never been inclined to run a marathon distance of 26.2 miles.  The longest distance I’ve ever run has been 20 miles, and I’ve done that about a half dozen times.  I’m not a natural athlete, but running is an exercise of will, and these 8,661 days of imprisonment have given me a strong determination. “Anyone can run a marathon, I tell Greg.  But what’s the point?” “I’d like to run one before I get out.” Like my friend Lee, Greg is the type of man who clearly defines goals, and then he puts a deliberate course of action in place to achieve them.  As I do with Lee, I feel as if I’m always auditioning for Greg’s respect.  Since prison consumed more of my life than I lived outside, I need these tests to feel as I can carry my own around guys who’ve truly succeeded. “Then let’s run one this weekend,” I say. Greg laughs.  “You’re too much.  We’ve got to train for running a marathon.  Every book I’ve read talks about a strict training regimen, increasing distances in incremental levels.” Greg walked into prison weighing 252 pounds.  Besides working together on writing his life story, we set a disciplined exercise regimen in place.  He wasn’t a runner before, but he has run alongside me on several occasions and he’s lost more than 60 pounds during the eight months that he’s served.  He now has a chiseled physique. “That’s ridiculous, Greg.  We can do it.  Those books aren’t for people like you.  Running is all in your mind.  Let’s just do it.” “You’re nuts.”  He laughs.  “I’ve got four months left to serve.  Let’s just set a training plan in place and get to one marathon distance before I go.” “Look we can do this,” I tell him.  “But let’s start by running 20 miles on Saturday.” “I’ve never run longer than 10 miles in my life,” he says.  “I’m not running 20 miles on Saturday.” “You may not have run more than 10 miles,” I tell him.  “But you can run that routinely now and you run much faster than I do.  Without a doubt, you can run 15 miles.  Let’s set our mind to that.  You’ll see.  It’s no big deal.  Then we’ll run 20 miles on the next Saturday.” He agrees and on Saturday, April 30th, we run through 15 miles as if it isn’t anything.  On Saturday May 7th, we meet on the track with a joint commitment of running 20 miles. Greg may not have run before he surrendered to serve his sentence but he has developed into a strong runner.  We run around a dusty dirt track, and since he goes at faster pace, he laps me numerous times.  He paces alongside me at the 18-mile mark and asks how I’m feeling. “I feel great.  How ‘bout you?” “I’m okay.” “You know,” I remind him, “we’re in May now.  Every day going forward will bring hotter temperatures here in Taft. If you feel up to it, I think we should just knock out the full marathon distance today and be done with it.  What do you think?” “Let’s get through the 20 and see how we feel.” At 20 miles he is still lapping me.  He finishes his first marathon distance in four hours and 14 minutes; it takes me 15 minutes longer to complete the 26.2-mile distance. We celebrate with a good meal that my roommate prepares for us.  He’s elated at the accomplishment, as he should be. “I’ve got to tell you, what you’ve done today is really impressive,” I tell him. “We both did it,” he says. “Well, it’s not quite the same,” I say.  “What do you mean?  We ran the same distance.” “True, but you’ve only been running for a few months and you knocked out a marathon.  I’ve been running for longer than 20 years.  I don’t even feel tired.” “Then run another one.” “That’s what I was thinking,” I said.  “I’m going to.” “Are you nuts? I was only kidding,” he tells me.  “You’ve got to let your body heal.” I shrug.  “Yeah, I don’t think so.  I don’t even feel as if I’ve done anything.  Next time, I’m going to run a double marathon.” “You’re crazy.” “Seriously, I can do it.  I could totally do it.” “When?” “I was thinking that I’ll run it on Wednesday.” “On Wednesday of this week?  That’s ridiculous.” “Do you want to run it with me?” I ask him. “No, I don’t.  I’m not running 52 miles.  Don’t you think that’s a little excessive?” “I can do it.” “Then go for it.” On Wednesday, May 11th, I wake early and I’m eager to set out for the run.  I have a plan.  I’ll start at 6:00, when the track opens, and I’ll run for four hours.  By 10:00 I’ll knock out the first 24 miles.  Then I’ll return to the housing unit for the census count.  After that clears, I’ll return to the track and run another 16 miles, bringing me to 40 miles.  At the slow pace I intend to run, I expect that stretch will last about three hours.  Then I’ll return to the housing unit for the afternoon census and a shower.  I’ll go back to the track after the count and knock out the final 12.4 miles. “You’re a maniac.” Greg meets me on the track when I’m on the final stretch.  Temperatures are still in the 90s and he passes me a bottle of Gatorade. “I’ve got this,” I tell him.  “Only one more mile.” It takes me nine hours and 40 minutes, but I finish, reaching my goal. “What’re you going to do next?” Greg asks. “I thought about that during the run,” I tell him.  “I’ve got three marathons in now.  By the end of this year, I’ll run 50 marathons.” He laughs.  “There’s something wrong with you,” he says.  “You’re crazy.” “I’m going to do it.” ******* ******* It’s December 31st, 2011 and I’m now in the Atwater federal prison camp, with 8,909 days of prison behind me.  As far as exercise goals are concerned, it’s been an extraordinary year.  My fitness log shows that it’s been 1,114 days since I’ve taken a day off from running.  During that stretch, I’ve logged 10,773 miles.  Over the course of 2011, the log shows that I ran 4,073 miles, including 55 marathon distances, 98,500 pushups, with 857.3 total hours of exercise.  I intend to push myself harder in 2012. Carole and I transferred to Atwater on October 3, knowing that it would be our last prison town as I prepare for my release to the San Francisco Bay area.  As a privately run facility, the Taft camp could not handle the complicated issues of parole and extended halfway house possibilities.  When authorities determined that a Bureau of Prisons facility should oversee my return to society, I asked for Atwater. Carole settled a few miles away in Merced and she has a job as a registered nurse at Mercy Medical Center, her second job in a major hospital.  We’re counting down the days, expecting that my case manager will provide some guidance with regard to my release date soon. I expect this system to release me before Halloween, but to keep my mind from dwelling on that which is beyond my ability to control, I work toward some clearly defined goals.  The first is helping my friend Andris Pukke (pronounced ‘On-dris Puck-y’).  Like Lee and Greg, Andris built an awesome business.  He launched a credit counseling and debt consolidation company from his living room while advancing through his senior year at the University of Maryland.  Under Andris’ leadership, that company, branded as Ameridebt, grew to more than 250,000 customers.  It became so profitable that Bear Sterns offered to purchase it for more than $100,000,000 before Andris celebrated his 35th birthday.  I spend several hours each day with Andris, asking questions that help me write his biography. Andris’ story strengthens my resolve to write about lessons I’ve learned from exceptional businessmen.  Many business leaders served time alongside me despite their never having had any inclination that decisions they were making could expose them to troubles with the law.  Speaking and writing about what I’ve learned could bring more awareness to the dangers of doing business in America today.  Indeed, people I’ve met in prison convince me that business decisions can lead to imprisonment, even when there isn’t any criminal intent or efforts to self-enrich at the expense of others.  Prosecution of white-collar crime is the new frontier of America’s criminal justice system, and I have some unique insight that can help others understand the subject. Andris is the fourth man I met in prison who has built a hugely successful business.  In working with him to write his story, I’m able to push out thoughts about my imminent release.  It’s important now, during these final months, to focus on work.  Otherwise, the combination of excitement and anticipation could derail me.  As it always has, work and focus on goals carries me through. Andris is released on March 30, 2012.  That’s it.  He is the last friend I expect to make in prison.  I’ll serve the rest of this time alone, expecting that I’ll walk out of here before October.

Hello APG fans! I am Captain Dana and would like to share a bit of my background with all of you. My first logged flight was on my seventeenth birthday in August 1987. Ever since I can remember as a child I always loved airplanes and flying. I graduated with my degree in aviation management from a small college in southeastern Massachusetts with a fairly large aviation program. While going to school I was hired by ACME JR in Boston as a customer service agent, eventually moving up to a supervisory role. Then I was offered a position with ACME and have worked in baggage service, ticketing, gates, reservations, ramp operations, supervisor, customer service operations instructor and Mad Dog systems instructor. While working full time I completed all my flight training all the way through flight instructor and started teaching on the side, bought a partnership in a PA28-161 (Piper Warrior), flew parachute jumpers and eventually became a corporate pilot earning my type rating in a Cessna Citation. I then took a position with ACME JR ATL leaving my career at ACME behind to fly the EMB120 and the CRJ200. Now I am fortunate to be back at ACME as a Mad Dawg pilot, which was my goal, since it is the aircraft I spent 3 years teaching and with the company I’ve spent most of my career. I have logged time over my flying career in 31 different civilian aircraft. I still currently hold a CFI/II and love to share my wisdom, experience and knowledge of my aviation career with anyone who listens. Thank you all for supporting Jeff, the APG crew and APG community. Fly safe.

You’re lining up for takeoff on a cool, foggy morning. A recent frontal passage has left behind low ceilings, marginal visibility, and a thick cloud layer. If you were flying any other airplane, you probably would've canceled the flight. As an experienced pilot and airplane owner, you have confidence in yourself and your machine.Cleared for takeoff, you release the brakes and apply full power. The engines spool up quickly and evenly, pushing you ever-so-slightly into the seat. The throttles go all the way to the firewall without a second thought; no need to worry about over speeding or over-temping the engines thanks to the FADEC’s takeoff detent which automatically controls and monitors the engine’s output. With takeoff power set, acceleration is quite brisk. In just a few seconds, and only 3,000 feet of runway behind you, you reach rotation speed of 90 knots. Positive rate, gear up. At 400 feet, you bring the flaps up and bring the throttles into the climb power detent.In the blink of an eye, you’re in the clouds. It’s a fairly benign experience though thanks to the Mustang’s G1000 panel and GFC700 autopilot. Climbing out at 190 knots, you see climb rates close to 3,000 feet per minute. You could get even more with a slightly slower airspeed. In a matter of minutes, you’re through the thick cloud layer leaving you with blue skies and sunshine ahead. After a brief level off, you make it to your cruise altitude of FL350 in just 17 minutes. You could go higher, up to FL410, but today, the winds are more favorable at this altitude.With George doing the flying, you’re left to managing the airplane’s systems, supervising the automation, and talking to ATC. Handoffs come quickly with a cruise speed of 340kts true; that’s Mach 0.63, a pretty reasonable speed for a jet of this size, especially when you consider you’re burning about 85 gallons per hour.A typical flight for this airplane is about 500-700 nautical miles. A 600-mile flight would take you just shy of two hours with plenty of reserves. Useful load on the aircraft is 3,100 pounds, leaving you a full-fuel payload of about 700 pounds. That’s good for three average-size adults and their luggage. As with many general aviation airplanes, there’s always a tradeoff between payload and fuel.The top of descent comes quickly, and before you know it, it’s time to come down. Descents are easily managed thanks for the VNAV feature in the G1000 which can be set up for any arrival. In addition, the Mustang’s speed brakes can be deployed anytime to assist the airplane in getting down faster. The gear can be extended at a whopping 250 knots. With ADS-B, the Mustang can fly virtually any instrument approach with ease, including ILS and LPV. Thanks to the 3-axis GFC700 autopilot, the airplane can fly the approach down to minimums with a Vref approach speed of 90 knots, which is perfect whether you’re on an instrument approach or in the pattern.Touchdown is smooth and the airplane stops quickly. While there aren’t thrust reversers on the Mustang, the FADED keeps the engine idle RPM quite low, aiding in deceleration. Not to mention the speed brakes and big rig-powered wheel brakes. Landing performance is a generous 2,390 feet.That was a fun demo flight, but it’s time to make a decision. By now you're an experienced pilot and airplane owner. You've flown a lot of airplanes, and after years of flying pistons and a handful of turboprops, you’re ready for the speed, capability, and safety you can only get from a jet. But which one? There’s no one-size-fits-all solution; every airplane does some things well, and other things not-so-well.The Citation Mustang is a twin-engine, single-pilot certified, entry-level light jet built by Cessna Aircraft Company between 2006 and 2017. A total of 479 aircraft were produced with hundreds sold to owner/pilots. The Mustang boasts comfort, capability, performance, and efficiency while being a suitable next step for high-performance piston and turboprop owners. Equipped with the Garmin G1000 avionics package, you’ll feel right at home when sitting up front. And thanks to its fully automated FADEC-equipped powerplants, power management is as simple as it gets. Other features include club seating for up to five passengers, cruise speeds of 340 knots True, de-ice boots, speed brakes, dual-zone climate control, and a forward potty.While Mustang technically falls under the Very Light Jet category, thanks to its 8645-pound gross weight, Cessna simply refers to the Mustang as an entry-level jet. Certified under Part 23, Cessna has built the Mustang with the same safety standards as its larger aircraft with safety and redundancy in mind. However, unlike its bigger cousins, the Mustang was a clean-sheet design, leaving behind the more traditional looks of earlier Citation models such as the Citation I and even the later-model 525-series airplanes. The most noticeable differences can be seen thanks to its totally redesigned nose section, windscreen, and fuselage. The result is a stylish airplane with great ramp presence and a commanding look.At first glance, you may be surprised at just how large the Mustang is. If you're used to a cabin-class twin, a TBM, Meridian, or Eclipse Jet, you'll see a noticeable difference in size thanks to its thirteen and a half-foot T-tail and 43-foot wingspan. The Mustang sits tall on its wheels, too, but getting in and out is a breeze thanks to its 24-inch wide main cabin door and fold-down steps. If you're used to older Citation cabin doors, you'll be happy to find a completely redesigned cabin door handle. The new handle is more ergonomic and much easier to open than what you might be used to on legacy Citations. You’re welcomed into the cabin with a 2-step ladder that folds out from the doorway. Getting in and out is a breeze, even for older adults and young children. Once inside, you’ll probably notice a comfortably familiar automotive feel reminiscent of a high-end car. To the right, four leather seats in club configuration with automotive-style seatbelts and buckles.But the other end is where all the fun happens. A quick turn to the left and you’re in the cockpit. The first thing you’ll probably notice is the massive 15-inch multifunction display for the G1000 in perfect view of both pilots, complete with large, easy to reach hard keys and knobs. The second thing you’ll notice is a familiar flight control yoke setup rather than the bulky control columns found on larger aircraft. The yokes on this airplane are stylish, too.Each pilot gets a 12-inch Primary Flight Display and a simple, yet practical switch panel for controlling aircraft systems. Systems on this airplane are about as simple as it gets for an airplane of this caliber. Many are automated and require little attention from the pilot. The pressurization and anti-icing systems are computer-controlled from the G1000, automatically scheduling the wing and tail-mounted deice boots and holding the cabin altitude at 8,000’ in cruise—that’s an incredible 8.3psi!Other systems control switches are located below the primary and multi-function displays, all within easy reach from either side. A left-to-right flow pattern makes cockpit setup a breeze. On the left is your electrical controls, including battery and avionics, then over to engine controls such as ignition, boost pumps, and engine sync, then over to the environmental controls. Again, thanks to automation, many of these switches don’t even have to be turned on or off. Even fuel management is completely automatic. With the simple cockpit layout, you can go from cold cockpit to taxi out in less than 10 minutes.Engine start is also pretty easy. Simply turn on the 24-volt lead-acid battery, do a quick systems test, then push the left or right starter button. At 8-10% N2, introduce fuel by bringing the thrust lever out of cut-off and into the idle gate. From there, just monitor the parameters and let the FADEC do the rest. Even takeoff, climb, and cruise power is calculated automatically for you by the FADEC. Gone are the days of needing paper charts and tables to crunch power settings for ambient conditions. Simply bring the throttles to the desired detent and the FADEC does the rest.The hydraulic system on the Mustang more reminiscent of a Cessna 182 – only the brakes are hydraulically actuated through a master cylinder system found in most light singles. The speed brakes, landing gear, and flaps are actuated electrically through motors and power packs, again like a Cessna single. A backup nitrogen bottle will ensure the gear is down and locked in the event of a failure of the powerpack. The nitrogen also provides you with a means for braking should that system fail.Like many larger jets, the Mustang has a lot of redundancy, including an isolated and paralleled electrical system should you lose a generator. If you lose all electrical power, the back up battery will power essential avionics for 30 minutes. Fuel can be transferred from one wing tank to the other in the event of an engine failure.The cabin is comfortable, and fairly roomy considering the overall size of the airplane. Cabin volume is about 163 cubic feet. The cabin is also well insulated, dampening sound and keeping the noise level comfortable for normal conversation. The passenger compartment is basic, yet classy and comfortable. It can seat four passengers comfortably with a club-configuration. The two aft seats are a split bench with a shared armrest and cup holder. There is one fold-out table on each side and three windows as well as overhead reading lights. Thanks to the center drop aisle, the cabin has a height of just over 4.5 feet.Right now, there are 24 Citation Mustang aircraft for sale, ranging in price from $1.3-2.7M depending on condition and year. Perhaps the biggest variable in the sales price of the Mustang is engine time and whether the aircraft is on any maintenance programs. Unlike piston airplanes, the overhaul intervals on jet engines is mandatory, and without an engine maintenance program, the airplane’s value takes a hit anywhere between $200-500K. For the Pratt & Whitney PW615F engines installed on the Mustang, TBO is 3,500 hours, with a mid-time hot-section inspection required at 1,750 hours.In addition, airframe hours and scheduled inspections play a significant role in pricing. For instance, annual scheduled maintenance on the Mustang will cost about $17,000 a year. If the airplane hasn’t complied with yearly inspection requirement, expect a reduction in the sales price. Likewise, the airplane is due for several big inspections every 72 months, namely the Doc 11 and Doc 32. Between the two, these inspections will run about $15-20,000. Again, the sales price will reflect. You’ll need to consider AD and service bulletin compliance as well. Fortunately for the Mustang, there are really only two airworthiness directives to worry about, one for the brakes and the other for a fuel/oil heat exchanger on the engines. I’ve linked both in the show notes at AirplaneIntelPodcast.com.So if you see a Mustang on the market that looks underpriced, there’s probably a good reason for it and you should proceed with caution. Of course, I recommend enlisting the help of someone that specializes in jet-aircraft transactions to avoid some of the major pitfalls which we’ll hear more about shortly during our interview with Brad. I’m happy to discuss these issues with you, including maintenance and helping you research the market through our coaching program [LINK]In addition to maintenance, you’ll likely need to invest in a maintenance tracking software such as SierraTrack, Cescom, or CAMP. All of these software programs help you track scheduled maintenance and inspections as well as organize the maintenance records for the airplane. For more information on scheduled maintenance and inspections on jet aircraft, check out my recent AOPA article titled “The Maintenance Maze.” [LINKS] I’ve linked the article into the show notes.While the Mustang is an excellent contender, it’s not the only airplane in this class that many prospective owners consider. For instance, the TBM, Eclipse Jet, Phenom 100, and King Air 90 are all in relatively the same class of airplane. But each of these airplane does different things well. It all comes down to the mission the airplane will be flying most of the time. The TBM has almost identical performance to the Mustang, but is more suited for shorter trips, say 200-500 miles cruising in the mid-to-high twenties. The Eclipse Jet is a bit smaller and doesn’t have the same range or useful load; same is true with the Cirrus Vision Jet, which is also much slower. The King Air 90 is great for carrying a lot of people or cargo; it has excellent useful load and takeoff performance but is 100 knots slower than the Mustang. All factors to consider before making a purchase decision.

This week, we catch up with panel attorney Rick Durden on a topic we often hear about after natural disasters - flying to help others, and - importantly - how to do it legally.    Show Notes:  Rick Durden: Mr. Durden has been practicing aviation law for more than 40 years and is a panel attorney for AOPA's Legal Services Plan. He holds an ATP with type ratings in the DC-3 and Cessna Citation. The AOPA Legal Services plan is offered as part of AOPA’s Pilot Protection Services.   Rick’s website: http://www.rickdurden.com   Link to Rick’s article https://www.aopa.org/news-and-media/all-news/2019/july/pilot/ownership-flying-to-help-others   ACA http://www.aircarealliance.org/   AOPA Volunteer Pilots home page and public benefit flying course: https://www.aopa.org/training-and-safety/online-learning/safety-advisors-and-safety-briefs/volunteer-pilots https://www.aopa.org/lms/courses/public-benefit-flying/#01-intro&01-volunteerism   FAR 61.113 https://www.ecfr.gov/cgi-bin/text-idx?node=14:2.0.1.1.2.5.1.8&rgn=div8   FAA’s Kirwin interpretation https://www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/Data/interps/2005/Kirwan%20-%20(2005)%20Legal%20Interpretation.pdf   FAA’s Bunce interpretation https://www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/Data/interps/2008/Bunce-GAMA%20-%20(2008)%20Legal%20Interpretation.pdf

Mark Baker has been flying for more than 40 years, using airplanes for fun, commuting, and business. With more than 10,000 hours in the left seat and a commercial pilot certificate with single and multiengine land and seaplane ratings, rotorcraft rating, and type ratings in the Cessna Citation 500 and 525s, as well as a DC-3 type rating. Mark’s favorite plane is a Piper Super Cub he’s owned for more than 25 years. Before taking the helm at AOPA, Mark had a distinguished career in top leadership positions at companies including The Home Depot, Gander Mountain, and Orchard Supply Hardware. What you’ll learn about in this episode: How Mark Baker changed the tone and trajectory of AOPA after taking over Why Baker chose to leave retail and move into an association The challenges Mark Baker had to overcome while transitioning to the nonprofit industry The importance of enabling and engaging your staff How Baker improved AOPA’s regional fly-ins and other types of member engagement events The challenges of advocacy in a complex association climate Where we are at with the growth of the pilot population The role that mentorship played in Baker’s growth as a leader Additional resources: Website: www.aopa.org Twitter: @AOPA

This week, we travel to Jacksonville, FL to get an inside look at owning a Cessna Citation CJ2+ We’ll catch up with its owner, our friend, Dr. Ken Wolf, to find out what it's like and what it costs to own, fly and maintain a private jet.

The Abuse of Money in Christian Ministry Turn in your Bibles to 1 Corinthians 9. This morning we're going to be looking at verses 1-15. And as you do that, I'm very well aware that one of the common accusations about preachers from people who perhaps don't usually go to church is that all they ever talk about is money. Well, I understand that. The stories of famous preachers and their abuse of ministry funds is well known. I was watching a documentary on the Word of Faith movement and the health and wealth, what commonly called the prosperity Gospel, and there was one individual that was focused on, and this individual has an estate outside Fort Worth Texas, water-front estate worth $6 million. And he has a private jet, listen carefully, a Cessna Citation. It's a really good jet, so keep that in mind. I'm just kidding, I don't want a jet, I have no interest in an airplane. I'm just telling you what this individual has, again, through ministry money. Price tag over $20 million with an operating cost every year of $1.1 million to keep it in the air. So I may, and you all may together with me be feeling a little awkward this morning as I get up to do precisely that, which is to talk about money, and to make a case that local churches should pay their pastors, and say that it's a biblical case, but however much awkwardness we may feel, this is the Word of God. This is the next text in 1 Corinthians, and I continue to put my trust in the Word of God. And ironically, while Paul does in fact give very carefully and clearly five reasons why churches should pay their pastors, at the end of that Paul says concerning himself, he is not taking advantage of any of that. He's actually citing the opposite example for himself, how he chose to give up what was rightfully his for the sake of the Gospel. So honestly, this in the end becomes in an overarching sense, a continued and lasting call for all of us to search our hearts and minds and say, "What are we willing to sacrifice of our own freedoms for the sake of the Gospel?" Because that's really the point ultimately Paul is making. However, along the way, it's reasonable for us to learn the lessons. And so for me as an expositor, I think my primary goal every week is to take the central lesson of the text and present it to the church. The main lesson of the text is the main lesson of the sermon, that's what expositional preaching is. But I think it's wider and broader than that. Secondary lessons are important too. And so the secondary lesson here is that churches should pay their pastors. The primary lesson is we all need to make sacrifices for the sake of the Gospel and follow Paul's example in that. I. The Central Lesson: Laying Down Our Rights Out of Love for Others So let's look at that primary lesson, laying down our rights for the love of others. Christianity is a religion of self-sacrifice. Jesus Christ, as the time was drawing near for Him to die, and He was very well aware that His hour was coming, in John 12:24, He gave this timeless principle for the Kingdom of God, for Christianity, and for His own life as well: "Truly, truly I say to you, unless a kernel of wheat falls into the ground and dies, it remains alone; but if it dies it bears much fruit." He was first and foremost talking about Himself, His own sacrifice on the cross. But He also was giving a lasting principle, by which the blood of the cross would then be sacrificially applied to people all over the world by messengers, by Christians, by Evangelists and missionaries and servants of the Word, who themselves would have to die, who themselves like that kernel of wheat would have to fall into the ground and die if they wanted to see great fruit coming from their lives. So this is a lasting principle not just for Jesus, but for all of us who follow Christ. And to this we are clearly called. Jesus said in Mark 8:34-35, "If anyone would come after me, he must deny himself daily and take up his cross and follow me. For whoever wants to save his life will lose it. But whoever loses his life for me and for the Gospel will save it." So in other words, Christ was not seeking to please Himself when He became incarnate, when He took on human flesh. He was not seeking to please Himself and to do what was in His own best interest. But it was because He denied Himself and because He died and shed His blood that we sinners have our sins atoned for. And it is by the same way that the Kingdom of God spreads to the ends of the earth. Now, this is amazingly difficult for us sinners. It is very much the issue of sanctification. All of you who have been walking with the Lord for a long time, you know exactly what I'm talking about. We come face-to-face with our flesh every day, and how hard it is for us to turn our backs on what we want to do. It's hard even for a newborn infant. Recently, I was reading Augustine's Confessions, and there he speaks directly to God in the second-person singular. He addresses his confession directly to God. And he talks to God about what God did to save him, and it's really remarkable, you ought to read it. But there's a section here that I'd never seen before. When years ago I read it, it didn't hit me. But Augustine said he was sinning from infancy, from the first day that he was alive on Earth. This is what he wrote, "Who reminds me of the sins of my infancy? Does not each little infant teach me what my own sins were when I was an infant? What then was my sin? Was it that I cried and howled to be nursed? For if I would behave like that now for the food that's reasonable to my age, I would deserve to be scorned and rebuked by everyone around me. That proves that those selfish, angry ways were really sinful. I have seen and known even a baby jealous. That little baby could not speak, yet it turned pale and looked bitterly on its foster brother when he was being nursed. So infants seethe with sinful jealousy, though they are too weak to do anything about it." So this is what we face from infancy, from the moment we are born, we are fanatically committed to self-interest. That's what the flesh is all about. And Christianity calls on us to turn away from fanatic commitment to self-interest for the glory of God, to deny ourselves for the glory of God and for others, but our flesh fights it. We want to eat what we want to eat when we want to eat it. We want to spend our time and our energy and our money the way we choose. We don't want anyone from the outside forcing us or compelling us. We want to live as comfortable and pleasure filled lives as we possibly can. But such a mentality cannot build the Kingdom of God. It is essentially selfish and Jesus calls us away from it. The Apostle Paul in this text calls us away from it. The Context in 1 Corinthians: Chapters 8-10 address Meat Sacrificed to Idols Now, the context here in 1 Corinthians 9 is three chapters of dealing with the problem that was facing the Corinthian church of meat sacrificed to idols. He is dealing with various issues the Corinthian church brought up to him probably in a letter they had written him. And in 1 Corinthians 8:1 he brings up this topic, "Now about food sacrificed to idols... " and then he goes on, three chapters. For three chapters he talks about this. Now, Paul had come to Corinth and had preached very plainly the doctrine that there is one God, the Creator of the ends of the earth, there is one God and only one God, and all the gods of the nations are but idols, they're empty. And the actual idols have no spiritual significance, and that meat is just meat, that Jesus has declared all foods clean. He taught all of these doctrines, and the more knowledgeable Christians there among the Corinthians had gotten it. They had absorbed these lessons and were moving on in a life of freedom. And they were using their freedoms as they saw fit. And they felt they had the right to do whatever they wanted, they were eating meat as much as they wanted. But Paul was saying they were not acting in love toward those in the congregation that were weaker, that were not so developed in the faith, that had heard these doctrines but they had not been able to internalize them yet. And so these older, more mature, more knowledgeable Christians were hurting the consciences and the hearts of their more immature brothers and sisters by their freedom, by their flaunting of their freedoms. And so the younger, the more immature, less knowledgeable Christians were following the example of the older, more mature Christians and eating meat whenever they wanted, visiting the temple grounds as though it just didn't apply to them moving through. But the younger ones were struggling and their consciences were smiting them, and they felt guilty for what they were doing but they were following the example of those who were further along in the faith. And so Paul is saying to the older ones, the knowledgeable ones, he said, "You're not acting in love." And so that principle, love limits liberty, Paul's solution here is to teach right doctrine about all these things, about there being one God and only one God, about how idols are nothing at all in the world, and how meat is just meat. He's going to teach all those principles to hope to mature the younger more immature ones so they get to a level of stability and strength in their monotheistic, their Christian faith, he's going to teach them. But meanwhile in his lifestyle, in his pattern, he's going to curtail his own freedoms. He's going to pull back his liberties, and he's going to urge the others to do the same; love limits liberty. And so at the end of chapter 8, inverse 13 he said, "Therefore, if what I eat causes my brother to fall into sin, I will never eat meat again so that I will not cause him to fall." Now, Paul's still discussing this topic at the end of chapter 10. In verse 24, 1 Corinthians 10:24 he says, "Nobody should seek his own good, but the good of others." What a lasting timeless statement that is; nobody should seek his own good. Don't be after your own good, but seek the good of others. And then at the end of that chapter, he sums it all up saying, "So whether you eat or drink or whatever you do, do it all for the glory of God. Do not cause anyone to stumble, whether Jews or Greeks or the Church of God, even as I try to please everybody in every way, for I am not seeking my own good but the good of many, so they may be saved." So I just want you to see chapter 9 in the overall flow, in context. Three chapters on meat sacrificed to idols, and chapter 9 is part of that case. Now chapter 9, 1 Corinthians 9 for the most part is just Paul's example. Paul's citing his own lifestyle as an example. Paul does this frequently, "Follow my example as you follow the example of Christ, or as I follow Christ." Or he says in Philippians, "Whatever you've learned or received or heard from me or seen in me, put it in practice, and the God of peace will be with you." So he's presenting himself as a role model here, as an example. And in the overall flow he's going to talk about how he voluntarily gives up his own rights. In the first part of the chapter, the part we're looking at today, how he does it for the sake of the church, for the benefit of the new Christians or the growing Christians there in Corinth. Then he's going to talk about how he does it for lost people, too. To the lost Jews he became like a Jew to win the Jews. To the lost Gentiles, he became like a Gentile to win the Gentiles. He's become all things to all people, so by all possible means he may save some. God willing, we'll get to that next week. So this is what he's doing for the sake of the Gospel. II. The Right of Ministers to Financial Support (vs. 1-14) Now, the topic in this passage that we're studying today must be seen in that light as well. It's an illustration of the principle. Paul is saying, he's asserting he had the right to financial support from the local church. He had the right to do it. And he establishes it clearly by five reasons which we are going to walk through this morning, five clear reasons why local churches should support their pastors financially. But then he says concerning himself, he chose voluntarily to give up those rights. So that's the context in the flow of the argument. However, we should not miss the fact that these verses really do contain the clearest and most careful exposition of why local churches should pay for ministry, or pay for those that are preaching the Gospel. And so we want to learn that lesson as well. So let's walk through that now, the right of ministers to financial support. Reason #1: Apostles Have Rights Too (vs. 1-6) The first reason he gives is, we can put it this way in verses 1-6, apostles have rights too. Apostles have rights, too. Look what he says in verse 1, "Am I not free? Am I not an apostle? Have I not seen Jesus our Lord? Are you not the result of my work in the Lord?" So Paul's basic argument here is, "Look, if ordinary Christians have freedom and rights, why wouldn't we apostles?" So in other words, "I have freedoms too, don't I? Don't I have the right to come and go and do what I want?" So I'm an apostle, and so it's a how much more kind of argument. So Paul gives his apostolic credentials. First, he had seen Jesus our Lord. If you look in Acts 1, as they're trying to replace Judas the traitor, they gave us one of the requirements that he had to be an eye witness of the resurrected Jesus, he had to testify to the resurrection of Jesus by having been an eye witness. And he said, "I have seen Jesus, the resurrected Lord, with my own eyes." Now, it wasn't like the other 11 that were still apostles. They had walked with Jesus through years, three years of ministry, and they had been there in the upper room, etcetera. Paul came, he says, as one untimely born, later on. But we know the story, the very famous story, how the apostle Paul, when he was still an unbeliever, Saul of Tarsus, breathing out murderous threats against the Lord's disciples, was confronted by the resurrected glorified Jesus on the road to Damascus, and he saw Him. Paul saw the resurrected Lord, and that was not the only time. There were numbers of times throughout Paul's ministry, as recorded in the book of Acts, that Jesus showed Himself or appeared to Paul and encouraged him in ministry. As a matter of fact, the apostle Paul even was caught up to the third heaven to paradise and saw heaven with his own eyes. So he says, "These are my apostolic credentials. Not only that," Paul's saying to the Corinthian Church, "I planted your church. You are the direct result of my labors in the Lord." As he said back in 1 Corinthians 4, " Even though you have ten thousand guardians in Christ, you do not have many fathers, for in Christ Jesus I became your father through the gospel." And you see, he said, "You know my apostolic credentials." They had a clear memory of Paul preaching Christ and Him crucified by the power of the Spirit. They had seen him do a river of miracles. He said the signs, the works that mark an apostle, signs and wonders, healings, were done among you with great perseverance. So Paul had done a number of healings. So he's saying, "I'm an apostle, clearly, and as an apostle, I have the right of financial support from you," he's saying. "I have the right to be cared for physically while I am ministering to you spiritually." Look what he says in verse 3-5, "This is my defense to those who sit in judgment on me; don't we have the right to food and drink? Don't we have the right to take a believing wife along with us as do the other apostles and the Lord's brothers and Cephas?" So Paul says, "We have the right for basic life support just like the other apostles do." Notice that he mentions specifically the right that he had to take along a believing wife. It's interesting in the Greek, literally says, "To lead about a sister, a wife." It's just an interesting expression, to lead her about. And so there is that sense of a godly leadership and she being, in the pattern of Genesis 2, a helper suitable for the ministry, but I have that right. Now, we knew from 1 Corinthians 7, Paul was single, probably a bachelor. But he said, "Look, I have the right. And not only that, in the context here for you to support us, for you to support our family financially. My wife and I have that right." And the other apostle Cephas, that's Peter, he did. So, so much for the celibacy of the first bishop of Rome, so to speak. But he had a believing wife who he took with him in ministry, and also the Lord's brothers. And it's not mentioned here, but you could extend it to the children as well, to the family, that these families had the right for financial support, Paul says that. Then he gets, as he does characteristically with the Corinthians, a little bit sarcastic. Paul can do this with the Corinthians. I think he would say, "Look, you drove me to it. I didn't want to get sarcastic, I didn't want to get snarky, but it's your fault." He does that a number of times. But look what he says here, "Or is it only I and Barnabas that must do manual labor?" I guess we're the only ones, we're the special case." So he's saying, "Look, apostles have rights. Do you think that I and Barnabas are the only ones of the leaders of the church who have to work with our own hands to support ourselves?" Now, usually back in Greece, even before the Gospel got there, there was a pattern of traveling scholars, of traveling philosophers who would settle down in a certain place and bring their wisdom, their philosophy, they would gather teachers around them, and they would be paid. They would be paid for their intellectual capital. This is a well-established pattern. He's saying, "Look, if other people had received that kind of support for you before we even got here, shouldn't we all the more now that we're bringing you the Gospel?" So that's the kind of logic he's using. So as an apostle of Christ, he had every right to expect his basic physical needs to be met while he did the work of an apostle. Reason #2: Workers Get Paid in All Other Professions (vs. 7) Reason number two: Workers get paid in all other professions. Workers get paid in all other professions. Look at verse 7, "Who serves as a soldier at his own expense? Who plants a vineyard and does not eat of its grapes? Who tends a flock and does not drink of the milk?" So just think of the usual pattern for all other professions and look at his rhetorical questions, all of them expecting a negative answer. Who serves as a soldier at his own expense? No one. Soldiers' needs, their food, clothing and shelter and all of their equipment needs are supplied by the government, they're supplied by the army or whatever branch or service they're in, and they get a paycheck. It's not a big one, but they do get a paycheck. Now, back in those days, if the Romans had not been paid, they would have revolted. So everyone knows the soldier's not working... Moonlighting, like working during the day for his commanding officer and then he's got to go out and work at a convenience store. Well, they didn't have those anyway, but working at another job back then. They didn't moonlight. All of their needs were met. Second example, he says, who plants a vineyard and does not eat of its grapes? Again, no one. We would expect a hard working farmer, when harvest time came, to be able to bring for his family what he needed into his granaries, into his store house. He had labored on that. And if anybody saw him eating some grapes along the way, be like, "What are you doing?" No, that's his crop, he'd labored on it, he had the right to share in the harvest, that's the logic he's using here. And again, who tends a flock and does not drink of the milk? Again, no one. This is a universally accepted practice or principle. Why would church work be any different? And does it not stand to reason the same principle will be here, look at verse 11, "If we have sown spiritual seed among you, is it too much if we reap a material harvest from you?" He's using a how much more argument. Look, we are farmers of a different sort. We are sowing spiritual seed, the seed of the word, like Jesus gave in that parable, the seed and the soils. We are doing spiritual farming work, and it's a how much more argument, if we're sowing this eternally consequential, this eternally rich seed, spiritual seed, it's a little thing we should expect to receive some physical return for it. He uses the exact same argument with the Gentile churches in Romans 15 where he's raising financial support from them for the Jewish believers, the poor among the Jews in Jerusalem and Judea. And he says in Romans 15, "Macedonia and Achaia were pleased to make a contribution for the poor among the saints in Jerusalem. They were pleased to do it," listen to this, "And indeed they owe it to them." They owe it to them, the Gentile churches owe it to the Jews to support them. Here's why, "for if the Gentiles have shared in the Jews' spiritual blessings, they owe it to the Jews to share with them their material blessings." The how much more argument. You Gentile believers have gotten salvation from the Jews. The least you can do is support them financially. That's the logic Paul uses in Romans 15. So ordinary workers expect to be paid; how much more then those who work in the eternally rich harvest of the word of God? Reason #3: God’s Law Teaches It (vs. 8-10) Reason number three: God's law teaches it. This is verse 8-10, " Do I say this merely from a human point of view. Doesn't the law say the same thing for it is written in the law of Moses, 'Do not muzzle an ox while it is treading out the grain.' Is it about oxen that God is concerned? Surely he says this for us, doesn't he? Yes, this was written for us because when the ploughman ploughs and the thresher threshes, they ought to do so in the hope of sharing in the harvest." So Paul reaches for the law of Moses here, Deuteronomy 25:4, "Do not muzzle the ox while it is treading out the grain." So in the ancient Near East, farmers, when they had harvested all the grain, the wheat, they'd bring it to a threshing floor and lay it out flat and then the oxen would trample on it, frequently carrying a sled, dragging a sled weighed down with boulders. And this trampling would crush the wheat and separate it from the chaff and they could then throw it up in the air and the wind would blow away the chaff and the wheat would be there. That was the process. But Paul's saying make sure you don't muzzle the ox. Give the ox a chance to just bow its head down and eat a little wheat along the way. It would be cruel to have the very thing the ox desires right there but to have it be restrained by a muzzle. So that's the image that the law of Moses gives. Honestly, to me, it's fascinating that Paul reaches for the ox here. Just one chapter before that, if you read Deuteronomy 24:15, he talks about laborers in a harvest field and he says, "Pay him his wages each day before sunset." So I don't want to give Paul advice on writing scripture, but I'm like there's a clear verse in Deuteronomy, but he goes for the ox, do not muzzle the ox. Now don't misunderstand what Paul's saying here, like God doesn't care about oxen. Cares very much about oxen. One of my favorite Psalms in the Old Testament's Psalm 104. And it talked about all the beauties of nature, the interconnected spheres of nature and how you have all of these fish of the sea and whales and all that and birds that soar through the heavens. And you have the Coney, the rock badger, that God assigned its place up on the cliffs. And the stork and all of these, and the lions, the animals of prey that come out at night and seek their prey and all of this, and it says about all of these animals and birds and fish that when God opens His hand, He satisfies the desire of every living thing. So God feeds all of the animals. What Paul's saying here is this line was written in the law so that preachers of the Gospel later would be paid. That's what Paul saying. He says he's saying it for us, for our benefit. The oxen doesn't know anything about the word of God and God's going to provide. But the idea is there's a principle here, do not muzzle the ox while it's treading out the grain. The Consistent Religious Pattern (vs. 11-13) Reason number four: Consistent religious pattern. Verses 11-13, "If we have sown spiritual seed among you, is it too much if we reap a material harvest from you? If others have this right of support from you, shouldn't we have it all the more? But we did not use this right. On the contrary, we put up with anything rather than to hinder the Gospel of Christ." Verse 13, "Don't you know that those who work in the temple get their food from the temple, and those who serve at the altar share in what is offered on the altar?" So it is well known in the religious world, in the ancient Near East, that priests lived off of the offerings that the people brought. It was true in the Jewish religion, it was true in the pagan religions. I already mentioned that, that whenever the animals were brought even in paganism the priest would get... Some of it you burned up, the priest would get a portion, and then the family could take some home. But also, it's true in the Old Testament. In the law of Moses a whole system of tithes and offerings was set up to benefit and support the Levites. The Levites were supported on the sacrificial system. As a matter of fact, it says in Deuteronomy 18:1, "The priests, who are Levites, indeed the whole tribe of Levi are to have no allotment or inheritance with Israel." In other words, when they crossed the Jordan and the land was conquered, and then it was divvied up among the tribes and there were boundary lines in the book of Joshua, Levi got nothing, got none of that. Their offering... Or their inheritance was Almighty God Himself, and for their support was the sacrificial system, the offerings, the tithes and offerings that people would make as they were giving it to God. It says in Deuteronomy 18:1, "They shall live on the offerings made to the Lord by fire, for that is their inheritance." So Paul takes that principle and moves it over to the New Testament. He's arguing that those who minister the Gospel and teach it and shepherd Christ's flock are worthy of financial support from the church. The Lord Jesus Commands It (vs. 14) And then reason number five: The Lord Jesus commands it. The Lord Jesus commands it. Look at verse 14, "In the same way the Lord has commanded that those who preach the Gospel should receive their living from the Gospel." In other words, Paul says we have an actual teaching from Jesus on this. When Jesus sent out the apostles two by two to begin their training as evangelists, as missionaries, he said this to them in Matthew 10:9-11, "Do not take along any gold or silver or copper in your belts. Take no bag for the journey or extra tunic or sandals or a staff, for the worker is worth his keep. Whatever town or village you enter, search for some worthy person there and stay at his house until you leave." In other words, just go out and serve and let the harvest, the people out in the harvest support your physical needs. The worker is worth his keep. This was established at the beginning of the spread of the Gospel in the New Testament age, at the end of Matthew 10 so beautifully. Paul talks about rewards given to the support system people. He says, " Anyone who receives a prophet because he is a prophet will receive a prophet's reward, and anyone who receives a righteous man because he is a righteous man will receive a righteous man's reward. 42 And if anyone gives even a cup of cold water to one of these little ones because he is my disciple, I tell you the truth, he will certainly not lose his reward." I think he's talking about his apostles, as they're sent out on their way if you even get a cup of cold water from somebody who wants to help you on your mission, that person will never lose their reward. Isn't that incredible? So what that means is those that provide material support; a house, a room for the traveling missionaries, etcetera, financial support, encouragement, even a cup of cold water receive the same reward as those who go out. That's a beautiful picture of the body of Christ, isn't it? We have different roles to play but those that are supporters receive the same reward. Now listen, other verses in the New Testament teach the same thing. Paul says in Galatians 6:6, "Anyone who receives instruction in the word must share all good things with his instructor." So the idea is you're receiving the word, then you need to share material things also, Galatians 6:6. And then Paul... This will be very familiar, 1 Timothy 5:17-18, it says, "The elders who direct the affairs of the church well are worthy of double honor, especially those whose work is preaching and teaching, for the scripture says, 'Do not muzzle the ox while it is treading out the grain,' and, 'The worker deserves his wages.'" so this is the exact same scriptural support that Paul uses there for supporting the elders, paying the elders. III. Paul Voluntarily Gave Up His Rights (vs. 15) Alright, so Paul's clearly established with these five reasons that we've walked through that local churches should support those who are ministering the word of God to them, support them financially. But the point he's making in verse 15 is Paul voluntarily gave up his rights. Look at verse 15, he says, "But I have not used any of these rights and I'm not writing this in the hope that you will do such things for me." In other words, I'm not using reverse psychology here where I talk like this for a while and you say, "Alright Paul, here's an offering." No, no, no, no, no, I don't want... No, really, really we want you to have it. No, no I really... No, we want you to... Alright fine. He's saying, "Look, that's not what's going on here." I'm trying to establish a principle that the ministry of the Gospel calls sacrifice from the people who would take part in its fruit. If you want to have the fruit of the Gospel in your life, you have to be willing to give up some of your freedoms. You have to limit your liberties if you want to share in the harvest of the Gospel. That's the point he's making. Now, we've noted along the way, there is this lasting principle for financial support that Paul makes as well. We'll talk about this, the sacrifices we make for the lost more next week. IV. Applications Let's do some application work now. First of all, I just want to say on behalf of the paid elders that I think this church has been faithful for as long as I've been here and increasingly so to be obedient to this passage. Our pastors and directors as well, those that receive money for ministry are well cared for. But as with all exhortations in the New Testament, especially where things are up and running and there's obedience, what you say is, yet we ask you and urge you in the Lord Jesus, keep on doing this. Keep on being vigilant, especially let's say the non-paid elders, those that have a responsibility to look in this matter, to be faithful, to look after each one and for the church as well. And one of the number one ways church members can do this is by supporting the budget, the annual budget. So we have a number of things going on, more than a building, that's a special offering and we're going to keep taking in money to upgrade our building, but the ongoing weekly offering goes to the support of the ministry, including the pastors. So just be faithful. Other churches, not so much. Other churches have been historically, not just now but over centuries, on the stingy side. As a matter of fact, there's a mentality that I think the local churches wanted to guard the holiness of their pastors by not tempting them with money, and so they would just try to protect their tender souls by not tempting them with high salaries, I guess. I don't know. I don't know what defense you can make for it but... And it may come from some of the heritage from the Catholic background where you've got monastic orders that would take vows of celibacy but also vows of poverty. And so they were the holy ones, they were on the inner-track for heavenly glory, but they were poor in this world. Well, the Southern Baptist Convention a number of years ago saw some... Really a scandal that was happening with retired pastors who would serve faithfully in smaller congregations, rural congregation etcetera, reach the end of their time where they could serve, and they would retire with nothing having been saved up, there was never a possibility. And so the Southern Baptist Convention in 1925 began something called the cooperative program, in which Southern Baptists would pool their resources together to do things that were too big for any one local church to do. Among those would be funding seminaries, funding missions, both domestically and abroad but also an annuity program for pastors, and so that's been a big benefit. But also, other churches have seen the wisdom of contributing to the annuity for pastors. So that's, I think that's encouraging in our denomination. Another issue related to this financial side is, I think it's important to mention, there is sometimes in some churches a mentality that he who pays the piper calls the tune. In other words, that if you pay the money, you get to control the message. And friends, nothing could be further from the truth. If the pastor is a true man of God, he's going to be serving God directly. He's going to be going and standing in the presence of God to get a message from God. The people like Bereans need to listen and test by the Scripture to see whether it is in fact the word of God. That's a responsibility all hearers have. But the idea that if you pay the salary you get to control the man or the message, that couldn't be further from the truth. If he's a man of God, he's somewhat like a table waiter in a fine Parisian restaurant with a five-star chef who's one of the best in the world. And the chef has set up the plate just how he wants it to be and hands it to the table waiter. That's what we are, the table waiters. So the Holy Spirit has set the message up. Imagine in that fine restaurant, if the table waiter is found to be re-arranging plates on the way to the table. Doing something with the drizzle a little bit, or the asparagus, moving the potatoes over just a little bit, just improving it a bit. Imagine if it got back to the chef who runs the restaurant. I think that man is not long for that for that restaurant, he's going to get fired. And so in the end, I and any faithful minister of the word, I'm going to stand before God and give an account for faithfulness in reference to the scripture, not to the church, though it is the church's responsibility to be certain I'm preaching according to the word. So I think that's important to say. One final word I want to say about the money before I turn one last time to the Gospel, I'm worried about the spread of something called the prosperity gospel. And what's sad is in some churches, it seems to be much to the church's desire to set their pastors up in luxury so they are driving around the finest cars in the congregation, and they're wearing the finest clothes and they're in mansions, as I talked about at the beginning, and the reason is there's a theology, a trickle-down, almost like a pyramid scheme theology that if you contribute to that, the same blessings will come in your life. Again, this is unbiblical. For me, I think it is not... We are not talking here about luxuries or mansions or Cessna jets. What we're talking about is food, clothing and shelter, the basic needs appropriate to that level of society, appropriate to that culture, all over the world. When it comes to church-planting, I worry somewhat, and I've heard more and more about this, advocating, consistently advocating tent-making. And what they say is they're thinking about rapidity, they want to spread the Gospel as rapidly as possible and they find that fundraising tends to slow things down. It takes a while to get enough money to pay for the pastors and all that, and so they just openly advocate that church planters be tent makers. What they need to understand is Paul is saying his own situation is an aberration, very unusual. I think it's important for churches to learn early on that if let's say 10 households tithed and gave that money to the pastor, just keeping it simple and not talking about any other overhead costs, that individual, the pastor could live at the median financial level of those 10 families. So early on, I think churches need to learn the principles of 1 Corinthians 9 and support their pastors. Now, what Jesus said is that those who preach the Gospel should make their living from the Gospel. The best, the most important thing I do every week is preach the Gospel. Nothing is more important than that. Now, the verses we've looked through here are inspired, they are the word of God, they are helpful for local churches, but nothing is more important for you to hear right now than that Jesus gave himself for sinners. He was not selfish with his own freedoms. He was not required to leave heaven and come to earth. He was not compelled to do it, the Father was not compelled to give His only begotten son. He chose to do it out of love. As the Scripture says in 1 John, "This is love: not that we loved God, but that he loved us and sent His son as an atoning sacrifice for our sins." And Jesus laid down his life for the brothers, so we ought to lay down our lives for others. And so as I was praying this morning about this message, I was thinking about any that God might have brought here today who are lost. You might be a teenager in a Christian home. You might be a guest. You might have been playing a religious game over these years. You might have just walked by and come in here this morning or gone online. The most important thing I want you to hear has nothing to do with money. Jesus doesn't want anything from you, he wants to give something to you. He said in John 6 that he is going to give his flesh for the life of the world, which he did on the cross. He said in John 7, "If anyone is thirsty, let him come to me and drink." And so you get the feeling through the Holy Spirit that Jesus is pleading with you who are thirsty to come and drink from Jesus this morning. To not leave here today spiritually thirsty. All you need to do, you don't need to come forward. We don't have that kind of an invitation here. But I am inviting you to trust in Jesus for the forgiveness of your sins. I'm inviting you to turn to Christ and say, "I'm thirsty. My life is not satisfying to me. My sins are ensnaring me. I've seen no way out. I don't want to go to the hell that Court talked about earlier," made it very clear, if you don't repent and believe, by the time you die, you will depart and be condemned to eternity in hell. But if you do believe, Jesus wants to give you life forever more, life in heaven. So the final word I want to say to you this morning has nothing to do with money, has nothing to do with what we want to get from you. It's what I yearn to give to you in the name of Jesus, and that is eternal life. Close with me in prayer.

Today, Don and I discuss the Cessna Citation II corporate jet. Then we talk about the true benefits of jet aircraft ownership and we reveal the tip of the week. Plus, general aviation news, fuel prices and your questions.

Rick Durden started flying in junior high school. He became a flight instructor during his first year of college and helped pay for college and law school by flight instructing and hauling air freight.  Holding an ATP with type ratings in the Douglas DC-3 and Cessna Citation 500 series. Rick splits his time between practicing aviation law and as an editor of Aviation Consumer magazine and AVweb, the Internet aviation magazine.  Rick has been a volunteer pilot for LightHawk, a public benefit flying organization that supports conservation efforts in North and Central America for 25 years and is also the author of the book The Thinking Pilot's Flight Manual or, How to Survive Flying Little Airplanes and Have a Ball Doing It, Vol I. Volume 2 will be released shortly.   You can also leave a comment for Rick , just below the show notes for this episode and for the other guests, on their pages at http://www.inspiredpilot.com

Here's the video from the Cessna Citation Mustang flight at Appleton, Wisconsin during EAA AirVenture 2009.

Demo flight in a Cessna Citation Mustang VLJ out of Appleton, Wisconsin during AirVenture 2009.

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