Podcasts about learjets

This Episode also includes an E.W. Essay titled "Learjets" as well as an Uncle Cesare Essay titled "Bernie & Lil", and an excerpt from a piece by Wallace Stevens called "Extracts From Addresses To The Academy Of Fine Ideas." Our music this go round is provided by these wonderful artists: Thelonious Monk, Bob Dorough, Blossom Dearie, Andra Day, Thao & The Get Down Stay Down, Louis Armstrong, Branford Marsalis and Terence Blanchard. Photo of John by Trudy Gerlach. Commercial Free, Small Batch Radio Crafted in the West Mountains of Northeastern Pennsylvania... Heard All Over The World. Tell Your Friends and Neighbors.

Onkel Fisch präsentieren das Leben der Reichen und Schönen: Laut Global Wealth Report gibt es schon wieder mehr Superreiche in Deutschland. Wo fliegen die Dollars durch den Club? Außerdem: Learjets waren Gestern - USA spendieren Deutschland Cruise Missiles. Frankreich wandert von rechts nach links. Wie viele Milliardäre flüchten jetzt aus Angst zu uns? Und: Können wir uns nicht nur das Ausscheiden leisten, sondern sogar einen englischen Europameister? Von Onkel Fisch.

Calling all pilots, dreamers, and changemakers! Tune in for heartwarming stories of daring rescue missions, expert advice for a thriving aviation career, and actionable tips for ANYONE who wants to turn their passion into purpose. Listen to this episode with  David Weeks that'll leave you motivated and ready to make a real difference through charitable flying!   Key takeaways to listen for How to transition from a professional career to meaningful volunteer work Thrilling and touching stories from missions involving rescue dogs and patients Essential tips for aspiring pilots on navigating a successful aviation career The importance of thorough preparation and checklists in ensuring flight safety Memorable highlights and lessons from David's over 45 years of flying experience   Resources Pilots N Paws Liga International ForeFlight   About David Weeks David is a retired 787 Captain from American Airlines with over 45 years of flying experience. Throughout his impressive career, David has flown a wide variety of aircraft, from Cessnas to Learjets, and has accumulated a wealth of knowledge and expertise in the aviation industry. After taking early retirement, David dedicated his skills to charitable flying, volunteering for organizations like Angel Flight West, Pilots N Paws, and Flying Doctors of Mercy.    Passionate about using his aviation skills to help others, David has completed numerous missions, transporting rescue dogs and patients in need of critical medical care. Now flying a Cirrus SF50 Vision Jet, David continues to make a significant impact through his volunteer work, combining his love for aviation with a deep commitment to service.   Connect with Us Website: Angel Flight West LinkedIn: Alan Underwood  YouTube: Plane Success Instagram: @thealanunderwood Facebook: Alan Underwood

Kristen McGuiness is a successful author of books such as her memoir 51/50: The Magical Adventures of the Single Life and her debut novel, Live Through This. She has also founded her own publishing company called Rise Books where her mission is to publish what she describes as “radical works of inspiration.” Kristen is also the daughter of Dan McGuiness – one of the largest and most consequential marijuana smugglers of the 1970s and 1980s. She describes him as “one of the architects of the modern drug trade.” His story and their relationship she detailed in an article for Rolling Stone Magazine called, Learjets, Mistresses, and Bales of Weed: My Dad's Life as Drug Kingpin. While TV and films often glamourize this existence, Kristen's life was one of missing a father who existed for her solely in weekend phone calls from the prisons that tried to keep him under lock and key for decades – Dan escaped three times – and the letters he would send home. Her relationship to his story and to his business and how it impacted her life is complex. There are no heroic apologies from Dan to Kristen. He expresses no real remorse for the lives that might have been negatively impacted by his drug smuggling. Kristen herself at times speaks poignantly about how much her dad had her deep love and devotion, and the other times, she labels him a sociopath. There exists a hard truth that comes through in our conversation and in her writings of what it was like to love her dad so much, even as he loved equally, if not more, the rush he got from being addicted to crime - "the juice" as she describes it. Her views of her life and who Dan McGuniess was are both heartbreaking and provocative; there is not the neat and easy good guy/bad guy trope that we usually expect from this type of story. Mostly, we find ourselves at the tip of the needle, dancing on a point that pricks our feet while we stay as upright as we can, clinging to dear life. At the Podium WebsiteAt the Podium on IGPatrick on IGFor more information contact Patrick at patrick@patrickhueyleadership.com

Stellt euch vor, ihr sitzt in der Flusi-Sauna und besprecht die Tiefen eines Learjets, die Weiten, die durch Frame Generation erreichbar sind und dann doch die Frage, wie viel Flugismulation das Privatleben erlaubt - vielleicht werdet ihr nicht nur nach dieser Episode zur Erkenntnis kommen: Wir sind doch irgendwie alle Nerdish by Nature.

Welcome to the Instant Trivia podcast episode 1018, where we ask the best trivia on the Internet. Round 1. Category: How To Marry A Millionaire 1: Like Manilow's "Lola", Evelyn Nesbitt was one of these theater females; in 1906, her rich, crazy husband shot her ex-lover. showgirl. 2: In 2005, 1,000 champagne corks popped as a Brazilian equestrian married Athina of this clan. Onassis. 3: This "Sea of Love" actress had access to the finest of make-up when she married billionaire Ron Perelman. Ellen Barkin. 4: This singer didn't keep shipping magnate Arne Naess hanging on; she met him in May 1985 and married him in October. Diana Ross. 5: In 1895 this crusader married Robert Seaman, but after he died she had to return to reporting to make money. Nellie Bly. Round 2. Category: British Children'S Authors 1: He first wrote about Christopher Robin in the verse book "When We Were Very Young". A.A. Milne. 2: He began his "Jabberwocky" poem, " 'Twas brillig, and the slithy toves...". Lewis Carroll. 3: Richard Adams originally told this rabbit tale to amuse his young daughters. Watership Down. 4: This author famous for her Mary Poppins books passed away in 1996. P.L. Travers. 5: Though written in 1906, her story of "The Sly Old Cat" wasn't published until 1971. Beatrix Potter. Round 3. Category: Hittite Hodgepodge 1: In Hittite myth, one of these insects is sent to find a missing god; sort of a game of "hive and seek". a bee. 2: After a 16-year war, a treaty was signed with this country and its king, Ramses II, married a Hittite princess. Egypt. 3: The army had 3-man crews and an elaborate system of horse training for these vehicles. chariots. 4: Following the Bronze Age, the Hittites helped initiate this metal's age. the Iron Age. 5: The Hittite language was written in this wedge-shaped system. cuneiform. Round 4. Category: Executive Privilege 1: If you are forced out of the company, a golden this clause will make sure you are well taken care of. parachute. 2: For a good military "retreat", book an executive one at this service academy's Thayer Hotel in the Hudson Valley. West Point. 3: It's the anatomical nickname for executive search consultants. headhunters. 4: The Toyota Century is the limousine of choice for the person with this title (a new one took over in 2019). emperor of Japan. 5: This brand became synonymous with a private jet after it debuted in 1963--Bombardier makes them now. Learjets. Round 5. Category: Presidential Lifetimes 1: 1732-1799. George Washington. 2: 1882-1945. Franklin D. Roosevelt. 3: 1913-1994. Richard M. Nixon. 4: 1843-1901. William McKinley. 5: 1856-1924. Woodrow Wilson. Thanks for listening! Come back tomorrow for more exciting trivia! Special thanks to https://blog.feedspot.com/trivia_podcasts/ AI Voices used

All I have to say is, "WOW!" After you listen to Steve's testimony, you will be as blown away as I was. He speaks on the most pivotal moments and changes of his life ranging from sorcery, using drugs, picking up hitchhikers, flying Learjets to believing that God is real! The powerful name of Jesus certainly flourishes in Steve's life. Turn up the volume for this one! — El Paso Northeast is a Seventh-day Adventist Church that exists to follow in the footsteps of Jesus Christ, embracing all people in our community to make this church their home. Learn more: https://epnortheast.org Facebook: https://facebook.com/elpasonortheast Instagram: https://instagram.com/epnortheast Podcast: https://epnortheast.org/podcast --- Send in a voice message: https://podcasters.spotify.com/pod/show/athomewithnesda/message Support this podcast: https://podcasters.spotify.com/pod/show/athomewithnesda/support

This is a Holy Spirit inspired sermon about LearJets and the cousin of PJ Flynn who owns a huge fleet of them. They are supposed to use their planes to transport life or death organs, at least that is what he told me in 2020. This person was disconnected and someone remotely reconnected them to my LinkedIn account. I specifically asked him in the direct messages if he was the cousin of PJ Flynn because I was trained by the best security detail person in America highly respected all over the world. This man lied. Why would they desire to be connected to me if I had called the non emergency 911 line to get PJ Flynn mental health welfare check when he tried to kill his own mother? That phone call was erased to the police. Why was he wasting time and resources spying on my social media if PJ Flynn wasn't involved in illegal organ transport and illegal shady businesses? I would highly recommend listening to this and investigating all monies associated with PJ Flynn, Laureen Flynn as she is the financial caretaker of PJ's monies, and his cousin who pretended like he wasn't his cousin. So many liars blocked me on purpose for 3 years from making money in America that could have helped me help so many people with depression. The Holy Spirit is very angry with them. May His will be done.

Ich hatte letzte Woche das Vergnügen, als Gast bei einem Corporate Piloten dabei zu sein, der Business-Flugzeuge flog. Corporate Piloten sind Fachleute, die nicht Linienflugzeuge, sondern Business-Flugzeuge wie Learjets oder Business Turbo Propellermaschinen fliegen. Einige der Aufgaben, die ein Corporate Pilot hat, sind das Planen von Flügen, die Überprüfung von Flugplänen und die Verantwortung für die Sicherheit aller Passagiere und Crewmitglieder an Bord. Das Planen von Flügen ist besonders wichtig, um sicherzustellen, dass alle Flüge reibungslos verlaufen und alle Sicherheitsvorschriften eingehalten werden. Corporate Piloten überprüfen Flugpläne sorgfältig, um sicherzustellen, dass sie alle erforderlichen Informationen haben und alle Flugbedingungen berücksichtigen. Der Corporate Pilot ist auch für die Sicherheit aller Passagiere und Crewmitglieder an Bord verantwortlich und sorgt dafür, dass alle Sicherheitsvorkehrungen getroffen werden, um jeden Flug sicher und angenehm zu gestalten. Es war wirklich interessant, mehr über die Arbeit eines Corporate Pilots zu erfahren und dabei zu sein, wie er all diese Aufgaben erfüllt hat.✈️ Reinhören lohnt sich.Wenn du davon träumst, selbst die grenzenlose Freiheit über den Wolken zu erfahren, dann geh auf unsere Seite und erfahre mehr über dieses außergewöhnliche Hobby.

Instrumentenlandesysteme zu vermessen. Dazu setzt sie King Airs und Learjets ein. In dieser Episode spreche ich mit Markus, Daniel und Nico über ihre Arbeit und begleite sie auch bei einem (Nacht-)Flug zur ILS Kalibrierung in Stuttgart.

Instrumentenlandesysteme zu vermessen. Dazu setzt sie King Airs und Learjets ein. In dieser Episode spreche ich mit Markus, Daniel und Nico über ihre Arbeit und begleite sie auch bei einem (Nacht-)Flug zur ILS Kalibrierung in Stuttgart.

Kevin LaRosa II is the Aerial Coordinator & Camera Pilot for Top Gun: Maverick. He's one of Hollywood's most sought-after pilot and aerial coordinators, licensed to fly a variety of aircraft ranging from helicopters and airplanes to Learjets and more. He's known for his work on major blockbusters including Ironman, The Avengers, and Transformers 5. Kevin is an accomplished ATP rated pilot in a multitude of fixed wing and rotorcraft, and works heavily in the motion picture and television industries worldwide coordinating and directing film sequences in the air and on the ground.Kevin joins me in this interview to discuss his career and his latest work which can be seen in Paramount's Top Gun: Maverick.——————————————————————

Interview with aerial stunt coordinator for Top Gun: Maverick! Kevin LaRosa II is the Aerial Coordinator & Camera Pilot for Top Gun: Maverick. He's one of Hollywood's most sought-after pilot and aerial coordinators, licensed to fly a variety of aircraft ranging from helicopters and airplanes to Learjets and more. He's known for his work on major... The post TOP GUN: MAVERICK – Kevin LaRosa II – Aerial Coordinator & Camera Pilot appeared first on 15 Minutes With Chuck - podcast.

Ever wonder who flies the fighter jets in all those mind-blowing action movies? Buckle up because in this episode of the Live Through Love Podcast, Ruben welcomes Kevin LaRosa II to talk about life as one of Hollywood's most sought-after motion picture stunt pilot and aerial coordinators.  Kevin sheds light on what it takes to become an aerial coordinator and stunt pilot, given it's an extremely rare and high-level profession, as well as two major lessons he's learned from aviation that he integrates into his daily civilian life. He also shares details on how he developed the CineJet to make the high-speed aerial sequences on “Top Gun Maverick” possible. Kevin highlights the role of breath work and fitness in being a stunt pilot along with the importance of compartmentalizing your stressors so you can focus on your work. Plus, Kevin talks about what you can expect from “Top Gun Maverick” and what it's like to work with Tom Cruise! “I'm honored and I'm fortunate and this is probably a pinnacle moment in my career that will live with me forever.” - Kevin LaRosa II   SUBSCRIBE to Live Through Love so you never miss an episode & RATE/REVIEW the show!   About the Guest: Kevin LaRosa Kevin is one of Hollywood's most sought-after pilot and aerial coordinators, licensed to fly a variety of aircraft ranging from helicopters and airplanes to Learjets and more. Kevin is an ATP rated pilot trained and certified in a multitude of aircraft. He also holds type ratings in several Learjet models in addition to the C-130/ L-382 Hercules and the Sikorsky S-70/ UH-60, as well as an FAA Part 107 UAS rating for flying unmanned aircraft. Kevin is a member of the Screen Actors Guild, and the Motion Picture Pilots Association. Known for his work on major blockbusters like Top Gun Mavrick, The Avengers, Iron Man, Transformers, and The Last Knight, Kevin LaRosa, II has worked on over 100 different motion picture and commercial productions. An accomplished pilot like his father and grandfather, Kevin grew up with the sights and sounds of engines and propellers for as long as he can remember. Kevin's father, Kevin LaRosa Sr, began taking him on movie shoots at the early age of 10 and by age 17, Kevin received his certificate to fly.   Follow Kevin on Instagram Visit his website   About the Host: Ruben Rojas is a Los Angeles based artist, designer, speaker, and entrepreneur who uses art to inspire others to see through the lens of LOVE. By using the urban landscape as his canvas, Ruben encourages communities to change for the better through optimism and collaboration. Once vacant walls, and now this podcast, are vibrant reminders created to inspire you to dream big, feel beautiful, live in possibility, and to love. Ruben's murals can be seen in cities across the country and around the world from Paris to New York and Florida to Mississippi. You can also bring love home by buying his art.    Follow Ruben on Instagram Visit his website   This is an Operation Podcast production.  For more information, please contact us at info@operationpodcast.com. Follow Operation Podcast on Instagram.

IN THIS EPISODE:       Our good friend Jonathan Collins gets his medical back after first being declared medically unfit.  A major victory for Jonno and other aviators living with Type 1 Diabetes.  Nigeria is set to launch a new national carrier. Cathay leapfrogs everyone else to claim the longest flight title on its route between Hong Kong and New York. Airport slot shortages bring the A380 back into play.  Digital vs paper.  Learjets, Tupolevs and a new Captain Alpha.       LINKS: CAA Services: email: info@caaservices.co.za  Linkedin: https://www.linkedin.com/in/suzanne-aviation-59203818a/       SPONSOR SITES:       Simaero https://www.sim.aero Flying Eyes bit.ly/BAPflyingeyes       PODCAST INFO:       YouTube: https://www.youtube.com/c/BryanRoseveare Podcast website: https://bryanair.libsyn.com Apple Podcasts: https://podcasts.apple.com/za/podcast/bryan-air/id1482906139 Spotify: https://open.spotify.com/show/1Hb2Fpe5OsLwXf0F8xdx5Q?si=oloCHIqzSBGw0BBTQTheRQ&dl_branch=1       SUPPORT AND CONNECT:       If you would like to support the podcast by pledging a small monthly fee you can do so through Patreon, your support in this regard will be greatly appreciated (Thank You). https://www.patreon.com/bryanair     Linkedin: https://www.linkedin.com/in/bryanroseveare/  Instagram: https://www.instagram.com/bryanroseveare/  Twitter:https://twitter.com/bryanroseveare  Webpage: https://bryanroseveare.com

Airline customer service story, conversation with Cranky Flier, leaded aviation fuel proposal, next-generation lav, infant safety inflight, Learjets, ground stop, lasers on FedEx, busted TFR.

General aviation Garmin G1000 in a Cessna 182 Many modern general aviation aircraft are available with glass cockpits. Systems such as the Garmin G1000 are now available on many new GA aircraft, including the classic Cessna 172. Many small aircraft can also be modified post-production to replace analogue instruments. Glass cockpits are also popular as a retrofit for older private jets and turboprops such as Dassault Falcons, Raytheon Hawkers, Bombardier Challengers, Cessna Citations, Gulfstreams, King Airs, Learjets, Astras, and many others. Aviation service companies work closely with equipment manufacturers to address the needs of the owners of these aircraft. Consumer, research, hobby & recreational aviation. Today, smartphones and tablets use mini-applications, or "apps", to remotely control complex devices, by WiFi radio interface. They demonstrate how the "glass cockpit" idea is being applied to consumer devices. Applications include toy-grade UAVs which use the display and touch screen of a tablet or smartphone to employ every aspect of the "glass cockpit" for instrument display, and fly-by-wire for aircraft control. Spaceflight. The Space Shuttle glass cockpit The glass cockpit idea made news in 1980s trade magazines, like Aviation Week & Space Technology, when NASA announced that it would be replacing most of the electro-mechanical flight instruments in the space shuttles with glass cockpit components. The articles mentioned how glass cockpit components had the added benefit of being a few hundred pounds lighter than the original flight instruments and support systems used in the Space Shuttles. The Space Shuttle Atlantis was the first orbiter to be retrofitted with a glass cockpit in 2000 with the launch of STS-101. Columbia was the second orbiter with a glass cockpit on STS-109 in 2002, followed by Discovery in 2005 with STS-114, and Endeavour in 2007 with STS-118. NASA's Orion spacecraft will use glass cockpits derived from Boeing 787 Dreamliner. As aircraft operation depends on glass cockpit systems, flight crews must be trained to deal with failures.The Airbus A320 family has seen fifty incidents where several flight displays were lost. --- This episode is sponsored by · Anchor: The easiest way to make a podcast. https://anchor.fm/app

In this episode we talk with Neshomar, a Medevac pilot from Bonaire flying Learjets around the Caribbean and South America. We talk about how he got involved in aviation and his flight training experience. He also tells us about his professional career path from flying the Twin Otter into challenging airports with short runways and the steep learning curve and fast paced environment of flying Learjets on Medevac flights.

I was pleased to have on the Acquisition Talk podcast Joseph Murray and Andrew Van Timmeren. Joe is the co-founder of Blue Force Technologies, a small aerospace company that is developing a new combat UAV for the Air Force due to fly in 2023. Andrew is a former F-22 pilot and now advises companies on their defense market strategies. In the episode, we discuss how Blue Force is positioning itself to become a prime contractor with DoD. They are developing a stealthy, high performance, and low cost UAV name is "Fury" -- which comes from a mythological Greek creature that punishes mistakes. The title is fitting because the first mission that Fury intends to fulfill for the Air Force is Adversary Air (ADAIR). Currently, the Air Force uses front-line fighters in the role which severely hampers training and due to the wear, tear, and expense. Fury provides many of the same characteristics of the adversaries they're trying to emulate. It has a 5,000 pound takeoff weight, similar in size to a T-38 trainer, can operate up to 50,000 feet at Mach 0.95, turn at nine Gs, and boasts low observability. It has a modular design that allows for a range of sensors and weapons integration. Despite the performance, it was built almost exclusively with commercially available hardware, allowing it to target a sustainment cost per flying hour of under $4,000. While it's often difficult to compare CPFH numbers due to understanding what goes in it, an F-16 is perhaps four or five times that amount and while F-35s and F-22s are perhaps ten times greater. Certainly top-of-the-line fighters have a number of capabilities that emerging UAVs do not, but not all that capability is needed for many training scenarios. Defense against cruise missiles is one example. Andrew explained in his 10 years as a F-22 pilot, he flew zero defense flights against cruise missiles. Instead, cruise missiles were simulated with Learjets -- a commercial business jet -- which fails to replicate important characteristics. While Blue Force Technologies has started some engagement with the Air Force's Skyborg program, it's initial focus is ADAIR. This is an advantageous place to start because it not only provides realistic training, it is a testbed for manned-unmanned teaming that will be critical to the future fight. As Andrew observed: "Maybe the greatest thing you can do from an operator perspective in manned-unmanned teaming is build that trust." This podcast was produced by Eric Lofgren. You can follow us on Twitter @AcqTalk and find more information at https://AcquisitionTalk.com.

Entrepreneur, high-stakes poker player and author, the one and only Dan Bilzerian joins Mike in studio, after a FREEZING rooftop ice bath! He and Mike talk all about Dan's new book, The Setup! Hear stories of legendary parties with A-listers like Leonardo DiCaprio and Justin Bieber, his time training with SEALs, the stress of betting Bugattis and Learjets in poker games, starting Ignite and taking it global, stories of the craziest guy Dan hung out with, dealing with negative press, recent beef between Machine Gun Kelly and Conor McGregor, Jake Paul setting himself up as the bad guy, and so much more! Be sure to hit that subscribe button and click the bell for notifications so you can watch all of our Podcasts, Headlines, and Recaps as soon as they are released! Pre-order Dan's book The Setup here! https://dbthesetup.co Unauthorized use and/or duplication of this video or audio is strictly prohibited. Watch the taping of this episode here: https://youtu.be/ESqN-4hOudw Our brand new official Real Quick with Mike Swick Podcast Shirts and AKA Thailand merch now available online at https://www.akathailand.com/store !!! Please check out our sponsors and save: AKA Thailand, The Worlds Premier Luxury Training Resort. Save money by booking online now at https://akathailand.com ! Get 20% OFF @manscaped + Free Shipping with promo code "Quick" at MANSCAPED.com! Timestamps: 0:00 Kicking things of with a Rooftop Ice Bath! 4:29 David Goggins inspired Dan to tell his story 9:13 The Setup is like four books in one! 13:36 Dan opens up on the shady side of his SEAL training 15:16 Why Dan doesn't comment on negative publicity 20:29 One of the few people who slept with more hot girls than Dan 22:48 Breaking down The Setup 26:46 Mike and Dan are STILL freezing! 28:51 How The Setup plays into Dan's poker strategy 38:28 Betting Learjets and Bugattis on a poker hand 43:53 The time Dan won over $10 million without breaking a sweat 45:57 Dan almost ruined his biggest hand 51:20 Molly's Game and the true identity of Player X 54:42 Leonardo DiCaprio and Justin Bieber had a great time at Dan's parties 57:14 The time Dan blacked out at his own party 58:36 This was the highlight of Dan's acting career 1:01:46 Beef between MGK and Conor McGregor 1:05:26 Does Floyd Mayweather have bad management? 1:13:26 Starting Ignite 1:16:19 Taking Ignite global and dealing with negative press 1:22:07 The most patient cop in the world 1:25:43 Why it's hard to find Dan at his own parties 1:33:09 The craziest guy Dan hung out with 1:35:57 Dan is a fan of old school fighters 1:38:43 Why AKA Thailand is Dan's home away from home 1:43:12 Jake Paul took a big gamble Business E-mail: Info@MikeSwick.com Follow: Dan Bilzerian: https://www.instagram.com/danbilzerian https://twitter.com/DanBilzerian https://www.facebook.com/danbilzerianofficial https://www.youtube.com/c/danbilzerian Mike Swick: http://www.Instagram.com/Mike_Swick http://www.twitter.com/OfficialSwick http://www.Facebook.com/MikeSwick Mike Swick is a 15-time UFC veteran and a former top contender in two weight divisions. He is also the founder and CEO of the AKA Thailand super gym in Phuket, as well as the owner of Swick Savage™ and Savage Life Media™. Follow Us: http://www.youtube.com/c/RealQuickwMikeSwickPodcast http://itunes.apple.com/us/podcast/real-quick-w-mike-swick-podcast/id1268441670 http://soundcloud.com/RealQuickPodcast http://Instagram.com/RealQuickWithMikeSwick http://Twitter.com/RQMSPodcast ​​https://www.stitcher.com/s?fid=408915&refid=stpr Host: Mike Swick Guest: Dan Bilzerian Produced & Directed by: Mike Swick Filmed & Edited by: Greg Blunt Clips and Marketing by: Evan Shoman Music Producer: Benny Youngbaht Music: Danny Bunnathong Artwork: Simon Netherton For more info about AKA Thailand: http://AKAThailand.com https://www.youtube.com/c/AKAThailandGym http://Instagram.com/AKAThailand http://Facebook.com/AKAThailandGym http://Twitter.com/AKAThailand

Die Branche boomt wie noch nie. Weil ständig Linienflüge gestrichen werden, Airlines ganze Verbindungen einsparen und durch die Folgen der Pandemie nahezu jedes Flugticket mit einem Risiko behaftet ist, steigen immer mehr Kunden um auf Privatjets. Das Business-Model wechselt vom Luxus-Tool zur oft einzigen Möglichkeiten, unaufschiebbare Geschäftstermine überhaupt noch wahrnehmen zu können. Hinzu kommt die Angst durch Covid, in einem überfüllten Touri-Flieger zum Super-Spreader zu werden. Die neue Kunden-Nachfrage: Nein, es geht nicht um Kaviar oder Champagner statt des üblichen Tomatensafts. Es geht um Viren-Freiheit. Um isoliertes Reisen, wie es in der Branche heißt. Privatjets sind wie eine eigene Bio-Bubble. Die Gefahr, sich darin mit Covid zu infizieren, ist bis zu 30mal kleiner als in einer Linienmaschine. Man ist eben allein on Board oder unter sich. Wie sich die Vorfahrt am Himmel ändert, erklärt Cajus A. Steinhauer. Er ist Founder und CEO von Meajet, Private and Business Aviation Company in München mit Zugriff auf über 12.000 Learjets weltweit. Ich habe ihn jetzt am Privatgate in Oberpfaffenhofen besucht. Hier starten die Learjets für Unternehmer, Top-Entscheider, FC Bayern Spieler, Persönlichkeiten und die vielen Privatpersonen, die es sich eines dieser schnellen Himmel-Shuttles jetzt auch leisten können und wollen. Der neue Run auf Privatjets: was es wirklich kostet, warum zwischen Reisebuchung und Abflug manchmal nur 38 Minuten liegen – das alles jetzt hier in TOMorrow.

Nick Tarascio, CEO, Ventura Air Services Nick Tarascio is the dynamic CEO of Ventura Air Services, a fast-growing aviation company focused on aircraft sales, maintenance and private air charter services. Based at Republic Airport in Farmingdale, New York, Ventura is a family business that was founded by Nick's father more than three decades ago. The company's fleet of jets provides business and leisure travel services in North and South America and the Caribbean. Ventura is also a preferred “on-call” provider for rapid medical organ transplant teams that fly to hospitals in advance of life-saving surgeries. A licensed pilot since the age of 13, Nick is rated to fly jet, turboprop and piston aircraft, including Learjets. In addition to being a jet pilot, he has extensive experience as a certified aircraft mechanic, avionics technician, and successful aircraft salesman. A leader in the private aviation industry, Nick's been interviewed by Fortune, HuffPost, Business Insider, Newsday and Aviation Pros, and on BBC Television. Nick is the author of “Own Your Own Plane: It Costs Less Than You Think,” which explains the significant benefits of private aircraft ownership. He is an astute entrepreneur with a deep understanding of finance, which he uses to assist clients in purchasing aircraft for personal use while helping them to develop financial strategies for using their aircraft as business and investment tools. Nick believes that having a “pilot mindset”— which incorporates rigorous training, situational awareness, and rapid problem solving — gives him a unique advantage in business management and corporate leadership. He offers presentations to business groups and organizations on this subject. During his talks, he shares his experiences of flying, and of building a successful enterprise in a highly competitive sector. At Ventura, Nick has built a culture centered around “operational excellence,” which is consistent among the company's team of more than 45 employees, which includes pilots, maintenance personnel, and travel and customer service representatives. As a pilot and an industry leader, he has been fortunate to have worked with and served influential leaders in the fields of politics, medicine, entertainment, the arts, and philanthropy, and finds great satisfaction in introducing people to the possibilities of a flying lifestyle. Nick is also a multi-instrumentalist, songwriter and performer, who has released three albums and continues to write new music. https://www.linkedin.com/in/nicktarascio/ https://www.linkedin.com/company/venturajet/ https://www.facebook.com/venturajet https://venturajet.com/ Learn more about your ad choices. Visit megaphone.fm/adchoices

Mit 22.000 Flugstunden war Michael Franke länger in der Luft als die meisten Vögel. Als Besitzer und Pilot eines Learjets flog er Hildegard Knef, Boris Becker und Joe Cocker, und beinahe hätte er einen Airbus an Putin verkauft. Moderation: Achim Bogdahn

Aviation Enthusiast Alud Davies speaks with ASG’s Jeffrey Lowe on the ‘Country Profiles’ for Malaysia, Singapore, Philippines, Indonesia and Thailand from ASG’s YE 2019 Asia Pacific Business Jet Fleet Report.LISTEN IN AS THEY DISCUSS:How Southeast Asia drove fleet growth 2019 (01:10)Sneak peek at Vietnam (02:40)MalaysiaOverview (03:24)1st Global 7500 in Asia (03:55)A long-range & large-cabin market (04:06)Bombardier dominates (04:38)OEMs reliance on China (04:58)The largest operator: The 3 prongs of the Government (05:53)The competition between Subang and Seletar as business aviation hubs (06:25)Why not Macao as a Hub? (06:48)FBOs and facilities developing in Skypark & Government support (08:00)SingaporeOverview (08:45)Fleet numbers in Singapore yo-yo (09:00)Another Bombardier market (09:36)OEM facilities in Seletar (09:36)Clouds on the horizon for Seletar (10:05)Few operators based in Singapore, most elsewhere (10:45)The local Singapore registry (11:17)SIA flight training with Learjets (11:24)PhilippinesOverview (12:14)A different drummer: Textron, Light Jets and PK Reg (12:24)The age of the fleet – younger than you think (13:28)Diversification - MRO and FBO investments in Clark & Subic Bay (14:18)The challenges (14:53)Metrojet & ATCSI go about it differently (15:14)Business opportunities Greater China brings (15:45)Parking and slots (16:20)IndonesiaToughest operating environment in S. E. Asia (16:46)Of red tape and regulations (17:12)Locally-registered aircraft making all the difference (17:39)Embraer’s largest market in Asia (18:00)Premiair - the dominate operator (19:12)Infrastruture or lack of it (19:27)Thailand2019’s disappointing fleet numbers (20:20)Why are aircraft leaving Thailand – it’s the economy! (20:48)Long-range and medium-size requirement – Gulfstream & Textron (21:42)Mjets and the Government the largest operators (22:36)Government fleet: big & bigger (23:00)MJets – one of each size category (23:30)This is a preview of Asian Sky Media’s Country Profile series, which features in depth analysis into the Business Jet sector for every country and region in the Asia Pacific. To acquire the Country Profiles, please click here.To learn more about the comprehensive coverage and breakdown of the business jet fleet in the Asia Pacific Region, download a copy of our Asia Pacific Business Jet Fleet Report here.To find out more about Alud Davies, please click here.

Meet Keith Broecker, a former Air Force pilot who used his guitar and quick wit to convince a cadre of instructor pilots he was worth keeping around....leading to an aviation career that spans Learjets, Tankers, Spy planes, and your next United flight (eventually). During the podcast, Keith opens up about how the Air Force culture deals with death, how the "dreaded" assignment to Grand Forks North Dakota was actually pretty awesome and how 17 deployments and hundreds of combat hours led him to create songs that resonate with anyone who's been away from family for extended periods. A "product of the 80's", Keith plays "Two Weeks", a song about a parent's feeling when a child joins the military, "Slipping Bonds", a tribute to Air Force pilots who have made the ultimate sacrifice, and "Late November" from the first OE album. A humble talent with a commanding voice that can be heard in San Francisco cul de sacs during the Coronavirus, Keith is everyone's next best friend. Support the show (http://www.operationencore.org)

von 18.02.20 heute war Prof. Dr.-Ing. Josef Kallo zu Gast bei den Zukunftsmobilisten und wir sprachen über seine Forschungen in der Luftfahrt über Wasserstoffantriebe. Herr Prof. Dr.-Ing. Josef Kallo hat einen Hintergrund in der Automobilwirtschaft und in der Tat gab es in den letzten Jahrzehnten mit schwankender Intensität Forschungen über die Frage, wie Wasserstoff zusammen mit der Brennstoffzelle als Antrieb für das Auto verwendet werden könnte. In Deutschland wird dieses Thema im Jahr 2019 wieder breiter diskutiert. Aber in der ingenieurwissenschaftlichen Forschung stellt man sich nun die Frage, ob man Wasserstoff nicht auch im Flugzeugbau einsetzen kann. Herr Prof. Dr. Josef Kallo berichtet über die ersten Anfänge, am Anfang versucht man Kleinstfahrzeuge wie z. B. eine Cessna mit Wasserstoff zu betreiben. Im Lauf der Zeit entwickelte sich dieser Ansatz weiter und heute ist die Technik so weit, dass man Learjets mit einer Reichweite von bis zu 1500 Kilometer mit einem Wasserstoffantrieb ausrüsten könnte. Serienreif, aber hoher Investitionsbedarf Man kann verkürzend sagen, dass die Technik für den Flugzeugbau so weit wäre, aber jetzt liegt der Handschuh im Feld der Industrie. Nun müsste die Industrie Investitionen stemmen, damit wir in den nächsten Jahren oder Jahrzehnten mit einem Wasserstoffflugzeug fliegen könnten. In diesem Zusammenhang sprechen wir über Flugzeuge, die auf Strecken von bis zu 1000 Kilometer Reichweite eingesetzt werden könnten. Also stellt sich die Frage, ob und wann der klassische Business -flieger mit 50 bis 60 Passagieren mit Wasserstoff betrieben wird. Warum ist Wasserstoff ein Thema für den Flugzeugbau? Beim Automobil setzt sich der batterie- elektrische Antrieb durch, wenn man im Jahr 2020 eine Bilanz zieht. Aber Batterien machen ein Flugzeug schwer und die Energiedichte ist zu schlecht. Die Energiedichte beschreibt das Verhältnis von Masse und zur gespeicherten Energiemenge und das bedeutet, dass selbst in kleine Wasserstofftanks ausreichend Energie für Flüge von 1000 Kilometer gespeichert werden können. Daher ist Wasserstoff ein für die Luftfahrt sinnvolles Antriebskonzept und die Dekarbonisierung wird auch in der Luftfahrt ein Thema und Wasserstoff ist somit eine spannende Option als Antriebstechnik.

The Queen of green has the monumental task of convincing the oligarchy to give up there Learjets, this mission of attrition to which no one will listen is falling onto the deafest of diamond earrings ,they think it's just a tempest in a teapot. NEVER WAS SO MUCH BORROWED BY SO FEW FROM SO MANY.

Darf jemand, der selbst in vielen Aspekten nicht nachhaltig lebt, anderen Tipps geben, wie man seinen ökologischen Fußabdruck verbessert? Der Formel1 Fahrer Lewis Hamilton, der vegan mit seinem Privatflieger durch die Gegen jettet, ist vielleicht eines der prominentesten Beispiele. Wird seine Argumentation durch den Ausstoß seines Learjets geschwächt? Aber was hat das mit dem Titel zutun? Nichts. Darum reden wir ja auch noch über den größten Beziehungslehrer, den Jakob jemals hatte.

Darf jemand, der selbst in vielen Aspekten nicht nachhaltig lebt, anderen Tipps geben, wie man seinen ökologischen Fußabdruck verbessert? Der Formel1 Fahrer Lewis Hamilton, der vegan mit seinem Privatflieger durch die Gegen jettet, ist vielleicht eines der prominentesten Beispiele. Wird seine Argumentation durch den Ausstoß seines Learjets geschwächt? Aber was hat das mit dem Titel zutun? Nichts. Darum reden wir ja auch noch über den größten Beziehungslehrer, den Jakob jemals hatte.

Whether you are contemplating getting your real estate license, looking to buy or sell a home, or looking for a good dose of what makes successful people tick - this podcast is for you. Marian D ‘Unger author of On The Level (the nitty gritty of new home construction), renowned, well respected DFW Realtor and leader of the D ’Unger Team joins us to discuss the trials of joining the real estate industry, launching a new career in a new city with no connections (only to become a top performer in her first year) and to share with us what people don’t know about the new construction business. If you are considering the purchase of a newly constructed home, save yourself loads of frustration and money by taking someone from the D-Unger team with you. Also, Marian shares her fascinating story of how she was traveling in Learjets with her husband one day to broke and nursing him through brain cancer the next – all while raising her 7-year-old daughter and caring for her mother with Alzheimer’s. She was now the breadwinner and their only hope. This is her story! www.dungerteam.com https://mdunger.cbapex.com/new-constructionhttps://www.facebook.com/thedungerteam/

Cinematographer Dean Semler is one Australia's greatest exports to Hollywood. From 'Mad Max 2: The Road Warrior' to 'Waterworld', 'Dances with Wolves', 'Maleficent' and 'Apocalypto,' Academy Award winning Dean is a true master of his craft. Jenny Cooney sits down with Dean to celebrate his career; from humble beginnings in regional South Australia to riding in Learjets, becoming best friends with Hollywood's finest and going back to his roots to share the learnings. Dean's story is about seizing the opportunities as they present, always being up for the next challenge and having a great time along the way. 

Bad eyes kept Lee Lauderback from becoming an Air Force pilot, but he never lost his passion for flying. After graduating from Embry-Riddle Aeronautical University with all of his ratings, he landed a job flying Learjets for golf legend Arnold Palmer. He flew all of Arnold Palmer's airplanes for 17 years, but branched out on his own after purchasing an old P-51D and returning it to service. After completing a contract instructing in the airplane at the famed U.S. Navy Test Pilot School, Lee established his own school to train pilot-owners in the P-51. With 9,000 hours in the Mustang, Lee is the most experienced P-51 pilot in the world, and regularly flies aerobatic demonstration flights at airshows.

On this weeks show we rapid fire a bunch of stories. Bring back the concorde, tilt rotor record breaker, restoring a B-29, fly a man-sized drone, Airbus in the house, smuggling in planes, and stealing Learjets. Enjoy! Facebook www.facebook.com/CleardForTakeoff iTunes itunes.apple.com/us/podcast/clear…d1023098747?mt=2 Soundcloud @clearedfortakeoff Overcast.FM overcast.fm/itunes1023098747/cleared-for-takeoff Fly the Concorde http://www.theverge.com/2015/9/18/9353131/concorde-jet-flight-revival Tilt Rotor Record http://jetlinemarvel.net/2015/09/16/tiltrotor-sets-speed-record-on-a-1000-km-point-to-pointjourney/ B-29 "Doc" http://www.warbirdsnews.com/warbird-restorations/breaking-news-engine-start-b-29-doc.html Man Flies in Drone http://www.cnet.com/news/swarm-manned-superdrone-lifts-off-with-a-person-inside/#ftag=CAD590a51e Airbus in the House http://jetlinemarvel.net/2015/09/15/airbus-officially-opens-us-manufacturing-facility-in-alabama/ Smuggling Plane http://www.koco.com/news/plane-registered-to-okc-business-seized-after-trying-to-smuggle-7-illegal-aliens/35245048?utm_campaign=KOCO%205%20News&utm_medium=FBPAGE&utm_source=Social Steal a Learjet http://www.wfaa.com/story/news/local/texas-news/2015/09/17/man-crashes-gate-tries-steal-lear-jet-waco/72371016/

Many of us think of test pilots as leather-faced guys in Nomex flight suits with eyes permanently reduced to slits by squinting into the sun across Rogers Dry Lake Bed at Edwards Air Force Base. And there are some of those.But today we're going to talk about some test pilots who look a lot more like you and me. In fact, they are you and me.Now I'm not suggesting that you go strap some JATO rockets to your RV-4 and push the big red button. What I'm talking about is systematically exploring the operating characteristics of the aircraft you fly and yourself as the pilot.Here's an example. I've always wondered just how much altitude I would need to have before I'd consider trying to turn around and land on the departure runway if I lost the engine shortly after takeoff. There's even a great article about that very subject in AOPA pilot from four or five years ago. But I wanted to know what the numbers would be for the aircraft that I regularly fly and especially for me personally as the pilot in command.So I decided to go play test pilot.I set up a profile for the test in advance of the flight. I briefed it on the ground with the instructor and then briefed it again in the air right before the maneuvers. This isn't something you want to pull out of your ear while in flight. You won't have the test fully thought-out and you'll be distracted to boot.So here's the test:1. Establish a full-power climb at 79 knots (which is Vy - or best rate of climb - for this aircraft).2. At a known altitude, pull the throttle to idle.3. Wait for five seconds. This pause is to simulate the amount of time that it would likely take for a pilot to realize that he had an engine-out, evacuate his bowels, and initiate action.4. Initiate a turn at 65 knots (which is the best glide speed for this aircraft) and up to 45 degrees of bank.5. After 210 degrees of turn (180 degrees to reverse direction and another 30 degrees to point back at the runway), level out and note the altitude loss.Because I'm already recording this for the podcast using an MP3 recorder plugged into the intercom, I don't have to worry about capturing data on paper or remembering it. I can just call out the data as it happens. Everything I'm calling out is something that I'd have to monitor anyway as a part of flying the airplane, so I'm not worried about being distracted. The only additional workload beyond that required to fly the plane in the first place is saying the instrument readings out loud so I can record them. Being that I'm preparing for my instrument checkride concurrently, Iâ??m already doing my John King call-outs, so this isn't much of a departure from normal procedure.After putting together this rough outline of the test, I thought about what, if anything, might approach the operating envelope of either the aircraft or the pilot.As far as the aircraft is concerned, the only thing I could think of that would approach the edge of the envelope would be being banked over pretty far and flying pretty slow. Any slow-speed maneuver necessarily makes one think about possible stalls and spins. So I looked at the pilot's operating handbook to verify that I'd have enough of a margin above a stall during the turn. The POH says that, in the clean configuration and with the weight and balance we had for that flight, the stall speed with 45 degrees of bank is 53 knots indicated. Plenty of room.How about the pilot? I'm pretty good at slow flight and my steep turns are great. But I can't say that I'm good â?? or current â?? at doing both simultaneously. So I'll practice both separately before we do the test and I'll have a high-time CFII in the right seat and close to the controls as a safety measure.There is perhaps some benefit to not being very current with slow steep turns. It might be a good proxy for being surprised or stressed. Additionally, low-speed, steeply-banked turns are not something that itâ??s likely that Iâ??ll end up practicing that often anyway, so not being current is a great proxy for not being current, too!So, all that said, ace flight instructor Jamie Willis and I got into the plane on a beautiful severe-clear Thursday morning and went up to see what we could find out.I hadnâ??t been up in months, so we went through some VFR basics to warm up. The steep turns were like the airplane was on rails. A nice little burble at the end of each one to tell me that I had flown through my own wake turbulence from the start of the turn. Slow flight and stalls were also all fine.So we set up to do the test. Three iterations with the same procedure each time.Hereâ??s the first one.[Audio 1]The airspeed was all over the map. As expected, I had a lot of trouble nailing the airspeed while rolling into the turn and then getting her around those 210 degrees. So we tried it again. This time, I asked Jamie to really ride me about the airspeed and he obliged.[Audio 2]Guys, this podcast is the real deal. Who else would let more than a thousand people sit in the back seat while he got dope-slapped by his instructor for chasing the airspeed needle up and down the dial? Iâ??m learning stuff here. But Iâ??m also not going to let it go at that. This needs another try, so here we go.[Audio 3]Much better. Iâ??m a little happier with that one.So thatâ??s the test run. We proceeded to knock off the rest of the VFR rust on that flight and Iâ??m pleased to say that I greased all four landings after not having flown since September. I didnâ??t hurt that the wind was dead calm, but Iâ??ll take at least some credit for pilot skill.Like any good test pilot, my debriefing included a frank discussion of the shortcomings of the test. Here's what I identified.· The five-count may or may not be a good proxy for the amount of time that I might need to identify an engine-out and make the decision to turn back. I've never had an engine out, so I really don't know how I'd react.· Accomplishing a 210-degree turn is not the same as getting back to a runway. Depending on the wind and any number of other factors, even a 210-degree turn might leave you a long way laterally off the runway and needing to glide back to the centerline â?? and then turn back that 30 degrees to align the aircraft with the centerline. If you're at, say, Willow Run airport with lots and lots of flat real estate even if not all of it is paved, that's less of a problem. Grass is okay by me in a pinch and I'll even take out a marker if I have to. But if you're at Troy Executive Airport with shopping centers, industrial buildings, and power lines hemming in the runway, that's an issue. Shopping centers are harder to land on than grass. I took a handheld GPS up on the flight with the intention of analyzing the vertical and horizontal track so that I could correct for winds at altitude (the preflight briefing called for winds at 320 at 33 at that altitude), but it turned out to be too complicated to work out in time for this episode. Maybe again on a day where the winds at altitude are closer to what you'd expect on the surface.· The data I got would all go out the window if I don't pre-brief the procedure on every takeoff. That includes wind and turn direction. It also includes situational awareness of what's going on other runways, especially if the wind is such that your best turn direction is toward a parallel runway. The offset is good because you have less lateral distance to travel back to a runway (assuming that you're going to land on the parallel), but, if you're not sure that the parallel is clear, you could risk eating Learjet. Learjets are sometimes worse to land on than shopping centers. And they usually cost more.· I need to work on my ability to establish and maintain pitch for a given airspeed when in steeply-banked turns. I was all over the map on two of the three trials and even the last trial had me behind the airplane a little. I think Iâ??ll make this maneuver a consistent part of my periodic VFR training.Long story short, I now know that, if Iâ??ve pre-briefed the procedure before taking off and Iâ??m a little better than I have been at maintaining the best-glide speed of 65 knots while banked over 45 degrees, I could get probably get the plane turned 210 degrees within four hundred feet. What I donâ??t know is what kind of lateral position Iâ??d be in after the turn and whether Iâ??d be in a position to make it to the runway from there. Before I turn this into an actual operating procedure, Iâ??m going to have to figure out how to get event data out of the GPS and figure out the lateral part â?? and the remaining horizontal part â?? of the situation.But thatâ??s whatâ??s good about going out and â?? within reason â?? being a test pilot. You add to what you know and you figure out what you donâ??t know. Done well within the flight envelope of the airplane and the pilot in command, and with appropriate safety precautions (and seasoned flight instructors who have had upset training tend to be good safety precautions), youâ??ll be a better, safer, and more thoughtful pilot.Long-time listeners wonâ??t be surprised by the following disclaimers. I am by no means suggesting that you go out and do risky stuff. All of the maneuvers that I'm talking about are well within the normal operating envelope of the aircraft involved.I have well over 100 hours in C-172s and probably 20 hours in this particular airplane. I went up with a 900-hour CFII who has hundreds of hours more than I do in C-172s and who has had training in unusual attitude and upset recoveries. The CFII had the seat forward and was close to the controls the whole time. It was a severe clear day over known territory. And we had flight following from Flint Approach the whole time for traffic advisories and in case we needed to talk to someone immediately in an emergency.Nothing in what you've heard here is flight instruction or a recommendation about aircraft operations. Consult a qualified flight instructor before attempting anything you hear about on Airspeed.Different aircraft do different things at different airspeeds and in different configurations and even the characteristics of the same model of aircraft will vary from specific aircraft to specific aircraft.Donâ??t integrate anything you heard on this episode into your operating procedures. As you can tell from my commentary, Iâ??ve only figured out about half of what I need to know before even thinking about making any firm decisions about what Iâ??d do at any particular altitude or situation. And bear in mind that my personal flight skills and biases are inseparable from the results that I got. None of this is transferable to your particular situation because youâ??re probably not flying the same aircraft and youâ??re definitely not me (the latter of which will probably come as a relief to many of you).Remember your training, observe the limitations in the pilot's operating handbook, and - above all - fly the airplane. But you knew that.See also:ASF Safety Advisor â?? Would You Make It? http://www.aopa.org/asf/publications/inst_reports2.cfm?article=5317

It's the season for icing here in the midwest. As some instrument-rated and other pilots can tell you, few things have higher pucker factor than looking out at your wings while you're in the clouds and seeing ice begin to form. Most general aviation aircraft don't have de-icing equipment on board and even those that do often aren't certified for flight into known icing conditions.For most GA pilots, that means avoiding icing in the first place - and that requires the development and use of the most effective anti-icing tool you have. Your noggin.Few are more qualified to provide authoritative information about icing than the professionals on the Icing Team and in the Flight Operations team at NASA Glenn Research Center in Cleveland, Ohio. We had the opportunity recently to talk to NASA Glenn pilots Kurt Blankenship and Bill Rieke and researcher Dr. Judy Van Zante, a contractor with ASRC Aerospace.Bill Rieke is chief of aircraft operations at the NASA Glenn. He began his flying career with the U. S. Navy in 1966 and flew with Fighter Squadron 74 aboard the USS Forrestal and later flew tactical aircraft with the U. S. Air Force (Air National Guard). He also flew as a captain for the Standard Oil Company before joining NASA. He has flown research and test missions for NASA since 1981.During his time at NASA he has been the lead project pilot for numerous projects ranging from zero-gravity flight to advanced cockpit technology for the U. S. Air Force. He has also been deeply involved in airborne icing research since 1982.Bill has an airline transport certificate, five type ratings and 12,000 hours of flight time. His military flight experience was almost exclusively in tactical jet aircraft.Kurt Blankenship is an NASA Icing Research Tunnel Operator, NASA Glenn Research Center Pilot and the Centerâ??s Aviation Safety Officer. He served in the United States Marine Corps as a CH-53 Helicopter Crew Chief from 1981 to 1985 and then worked for Continental Air Lines as a mechanic. He then attended Bowling Green State University and was a flight instructor and director of maintenance for the schoolâ??s flight department during that time. He was a corporate pilot and mechanic from 1990 to 1994 and has been with NASA Glenn since 1994. He holds commercial, flight instructor, and airline transport pilot certificates and, in addition to flying NASA Glennâ??s icing research aircraft, he is type rated in Learjets and has over 1,000 hours of flight research time.Judy Van Zante is a researcher and project lead for the pilot training aids at NASA Glenn and has also done flight test engineering. She holds a Ph.D. in Aerospace Engineering. She flew on the icing research aircraft and did substantial other research as part of the NASA/FAA Tailplane Icing Program.NASA Glenn's icing research aircraft is a modified DeHavilland DHC-6 Twin Otter. It is powered by two 550 hp Pratt & Whitney PT6A-20A turbine engines that drive three-bladed Hartzel constant speed propellers. Its relatively large size makes this aircraft a versatile test bed for in-flight icing research reaching speeds of 150 knots with a range of 500 nautical miles with a maximum fuel load. The Twin Otter has been modified to carry a full complement of sophisticated instruments that measure and record important properties of icing clouds. A stereoscopic camera system documents ice accretion characteristics of the aircraft in flight.Most test flights are conducted below 10,000 ft., but the Otter has an oxygen system onboard for flight up to 16,000 ft. Research flights are performed with two pilots and up to three research personnel on-board. The ice protection system on the Otter is a combination of pneumatic boots, electrothermal anti-icing, and electrothermal de-icing. NASA has added pneumatic de-icing boots to the vertical tail, wing struts, and main gear struts. The high level of ice protection allows safe flight into known icing conditions, as well as the ability to selectively de-ice aircraft surfaces. By selectively de-icing, it is possible to evaluate the performance, stability, and control effects of ice on various surfaces. The Twin Otter supports the Icing Research Tunnel research and new icing protection systems. It has two experimental sites, the overhead hatch and the wing cuff, that subject test models to the icing environment while the aircraft remains clear of ice through de-icing. This aircraft is currently being used to acquire extensive experimental data about icing effects on aircraft flight. The aircraft has been used for, and is adaptable to other flight research projects.Those who aren't pilots or who haven't undertaken instrument training might be a little mystified by some of the terminology that you're about to hear, so here's a quick glossary.MEA: Minimum Enroute Altitude ( or "MEA") is the recommended minimum altitude that an aircraft should fly on a segment of an airway in instrument meteorological conditions. Flying at or above the MEA ensures clearance from terrain and obstacles, ensures reception of signals from ground-based navigation aids and, in a radar environment, makes it so that relevant air traffic controlfacilities can see the aircraft on radar.Pirep: A pilot report. It is a report of weather conditions given by a pilot of an aircraft that is aloft. Pireps for turbulence, icing, and visibility are considered particularly valuable pireps.STC: A supplemental type certificate. Aircraft that have type certificates (such as most production airplanes) must conform to the specifications in their type certificates or be registered as experimental or not flown. You can't mess much with an aircraft without losing the type certificate. An STC issued by the FAA permits the owner of an aircraft to make the covered modifications while maintaining the aircraft's type certificate. Frequent subjects of STCs are engine modifications and de-icing systems. There are also several STCs that allow installation of ballistic recovery parachutes in various production aircraft.So on to the interview with NASA Glenn pilots Kurt Blankenship and Bill Rieke and researcher Dr. Judy Van Zante.[Interview audio.]Thanks to Bill Rieke, Kurt Blankenship, and Judy Van Zante and thanks to NASA Glenn Research Center in Cleveland, Ohio!With all this talk of icing, it might be easy to forget that NASA Glenn does a lot more than icing research. Space exploration systems, microgravity science, bioscience, aeronautic propulsion, instrumentation, and turbomachinery all form a part of the program at NASA Glenn. For example, many shuttle and space station science missions have an experiment managed by Glenn. The Center also designs power and propulsion systems for space flight systems in support of NASA programs such as the International Space Station, Mars Pathfinder, and Deep Space 1. Glenn also leads NASA' Space Communications Program which included the operation of the ACTS satellite and systems for Cassini. The general public benefits from NASA's investment in the future through the knowledge gained, the inspiration provided and often technology dividends. NASA Glenn has won many awards including an Emmy, a Collier Trophy, and the 1996 Invention of the Year.Thanks also to Dave Schwartz, an Otter pilot and one of the hosts of Skydive Radio for his contrinbution of background information about flying Otters. You can hear Dave, Stump, and Cory on Skydive Radio by subscribing through your favorite podcatcher or visiting Skydive Radio's website at www.skydiveradio.com.More information about the Icing Branch of NASA Glenn Research Center: http://icebox-esn.grc.nasa.gov/More information about Kurt Blankenship: http://quest.arc.nasa.gov/ltc/special/ltp/kurt.htmlMore information about Judy Van Zante: http://quest.arc.nasa.gov/people/bios/aero/vanzante.htmlNASA print resources: http://aircrafticing.grc.nasa.gov/resources/reading.htmlInformation about the icing videos: http://www.aopa.org/whatsnew/newsitems/2002/02-2-214x.html or http://aircrafticing.grc.nasa.gov/.Information about the Otter: http://facilities.grc.nasa.gov/hangar/hangar_desc.htmlImage address: http://www.nasa.gov/centers/glenn/images/content/156287main_C-89-7713.jpg.Image used per NASA's policy entitled Using NASA Imagery and Linking to NASA Web Sites (October 13, 2005) located at http://www.nasa.gov/audience/formedia/features/MP_Photo_Guidelines.html.

Nick Tarascio is the dynamic CEO of Ventura Air Services, a fast-growing aviation company focused on aircraft sales, maintenance and private air charter services. Based at Republic Airport in Farmingdale, New York, Ventura is a family business that was founded by Nick's father more than three decades ago. The company's fleet of jets provides business and leisure travel services in North and South America and the Caribbean. Ventura is also a preferred “on-call” provider for rapid medical organ transplant teams that fly to hospitals in advance of life-saving surgeries. A licensed pilot since the age of 16, Nick is rated to fly jet, turboprop and piston aircraft, including Learjets. In addition to being a jet pilot, he has extensive experience as a certified aircraft mechanic, avionics technician, and successful aircraft salesman. Nick is the author of “Own Your Own Plane: It Costs Less Than You Think,” which explains the significant benefits of private aircraft ownership. He is an astute entrepreneur with a deep understanding of finance, which he uses to assist clients in purchasing aircraft for personal use while helping them to developfinancial strategies for using their aircraft as business and investment tools. Nick believes that having a “pilot mindset”— which incorporates rigorous training, situational awareness, and rapid problem solving — gives him a unique advantage in business management and corporate leadership. At Ventura, Nick has built a culture centered around “operational excellence,” which is consistent among the company's team of more than 45 employees, which includes pilots, maintenance personnel, and travel and customer service representatives. As a pilot and an industry leader, he has been fortunate to have worked with and served influential leaders in the fields of politics, medicine, entertainment, the arts, and philanthropy, and finds great satisfaction in introducing people to the possibilities of a flying lifestyle. Nick is also a multi-instrumentalist, songwriter and performer, who has released three albums and continues to write new music. Website: https://ventura.aero Support this podcast at — https://redcircle.com/the-dave-pamah-show/donations