cessna magazine vol 1 issue 2

flying as it is meant to be

AVIATORS AID HAITI owner profile: ELI ZABARheritage: T-37 “TWEET” RETIRESlifestyle: SPECIAL OLYMPICS AIRLIFT

volume 1

issue 2

INSIDE THIS ISSUEflying as it is meant to be

FEATURES12 Blink Notyourtypicalcab:Blinkispioneeringthe

air-taxiconceptinEuropewithafleetof

CessnaCitationMustangs.

36 OwnerProfile:EliZabar MeetoneofNewYorkCity’smosticonic

retailers—whoalsohappenstoflyhisown

CessnaCitationCJ3.

66 Air-to-AirPhotography Lookbehindthelensattheartofexecuting

air-to-airphotoshoots.

DEPARTMENTS18 G1000Training Learnwhatittakestoreallylearntheins

andoutsoftheGarminG1000integrated

flightdeck.

54 HouseCalls Cessnaserviceinyourhangar:Thenew

ServiceDirectinitiativebringsfactorymain-

tenanceandrepairstoyourdoorstep.

60 NowThat’sEntertainment PreviewtheVenue™cabinmanagement

andentertainmentsystemfortheCessna

CitationCJ4.

CESSNA STYLE08 Heritage:The“Tweet”Retires Aftermorethan50yearsofturningpedestriansinto

pilots,theT-37Tweetcallsitquits.

26 Aviator’sDiary:AviatorsAidHaiti Cessnaownersflytotheaidoftheearthquake-ravaged

islandnation.

46 Lifestyle:SpecialOlympicsAirlift CallingallCessnaCitationowners:We’relookingfora

fewhundredaircrafttohelpdelivertheexperienceofa

lifetime.

REGULARS03 LetterFromJack WelcometoCessnamagazine.

04 Contributors Meetafewofthetalentedpeoplewhohelpedcreatethis

issueofCessnamagazine.

COVER Cessnaownersandtheiraircraftflewintoactionto

deliveraidtoallcornersofHaitifollowingtheearthquake

thatdevastatedtheCaribbeannation.Readthestoryon

page26.(photo:BradyLane,www.bradylane.com)

| www.cessna.com 2

letterfromJack

above: Jack Pelton is pictured in front of his restored Cessna Model 195. Jack purchased the aircraft from Velma Wallace, wife of former Cessna President Dwane Wallace. (photo: Junebug Clark, Cessna Visual Media Group) left: Designed for high-altitude flight, the Cessna Corvalis TT also acquits itself quite well near sea level. Read our story on air-to-air photography and find out more about how images like this come to be. (photo: Randy Wentling, Cessna Visual Media Group)

InthedaysfollowingtheHaitiearthquake,itwas

hearteningtoseetheoutpouringofsupportin

thebusinessaviationcommunity—fromairframe

manufacturerstoavionicssupplierstoaircraftowners

andoperators.

Iheardcountlessstoriesofgeneralaviationaircraft—

privateandcorporate—mobilizinginresponsetothe

tragedy.TheNationalBusinessAviationAssociation

playedalargeroleinthesuccessoftheseefforts,

havingcreatedaformalprocessforbusinessjet

participationusinglessonslearnedduringHurricane

Katrina.Themaincomponent,though,isthewillingness

ofourownersandoperatorstogive.

Volunteerpilotsflymorethan118,000hourseachyear

onhumanitarianmissions—thoseincludedisasterrelief

aswellascausesliketheCitationSpecialOlympics

Airlift.Readaboutbothoftheseeffortsinthisissue

ofCessnamagazine,alongwitharticlesyou’llbe

interestedinwhetheryousitinthecockpitorthecabin

ofaCessnapiston,turboproporCitationaircraft.

Happyflying,

JackJ.Pelton

Chairman,PresidentandCEO

CessnaAircraftCompany

Humanitarian efforts too often are overlooked when considering the value of business aviation to our communities.

Jack J. PeltonAIRCRAFT OWNERS SHINE IN TIMES OF NEED

volume 1

issue 2

volume1 , i ssue2 2010 |3

www.cessna.com 4 |

JUNEBUG CLARKTrained as a photojournalist, Junebug

shoots pictures that tell a story,

specializing in “real people doing

real things,” for use in advertising,

corporate publications and magazines.

For more than 30 years, he has been

shooting for the likes of Jack Daniel’s

Distillery, Federal-Mogul Corp., Eli

Lilly and Co., Budweiser, Time, Life,

Newsweek and National Geographic.

BRADY LANE Using every tool in his bag, Brady

works as a multimedia journalist for

the Experimental Aircraft Association

(EAA), telling stories with images,

words, sounds and video. In 2009, he

documented his experience becoming

a sport pilot with cockpit cameras

and a blog at www.eaa.org/wings.

He continues to record videos of his

flights and writes a monthly column

for EAA’s Sport Aviation magazine.

www.bradylane.com

PIA BERGQVIST A certified flight instructor for nearly

10 years, she has flown about 40

different types of aircraft and worked

as a demo pilot and product specialist

for the Cessna Corvalis. Pia loves

antique tail-wheel aircraft and owned

a 1948 Cessna Model 170, which

she flew extensively throughout the

United States and the Baja peninsula.

Besides flying, Pia enjoys running,

hiking, skiing, biking and wine tasting.

contributors

mastheadpublisher | Cessna Aircraft Company

editor | Lori Lucion

associate editor | Melinda Schnyder

design and production | Mandala

creative director | Paul Grignon

art director | Mary Catherine Kozusko

production artist | Lori Hell

writers | Pia Bergqvist, Julie Boatman Filucci, Brady Lane,

Steven Ludlow, Amanda Martin, Kirby Ortega, Geraldine Pluenneke,

Max Trescott

photographers | Junebug Clark, Darin LaCrone, Brady Lane,

Steven Ludlow, Dan Moore, Ricardo Reitmeyer, Wayne Stanfield,

Randy Wentling

Unsolicited contributions become the property of Cessna magazine. No part of this magazine may be used or reproduced in any manner whatsoever without the written consent of Cessna Aircraft Company. All efforts have been made to ensure that all material is accurate at time of publication. © 2010 by Cessna Aircraft Company.

The views and opinions expressed in these articles are the authors’ and don’t necessarily reflect the views and opinions of Cessna Aircraft Company or its officers, employees or advertisers.

reader feedback: We welcome your comments on Cessna magazine. Please mail them to:Cessna magazinec/o Cessna Aircraft Company: Lori LucionOne Cessna Blvd.Wichita, KS 67215

phone: 316-517-2500email: [email protected]

volume 1 , i ssue 2 2010 | 5

STEVEN LUDLOWHe has worked in video production as

part of Cessna’s Visual Media Group

for 10 years. Equally at home behind

the camera, at the Mac editing video

or simply putting pen to paper, Steven

considers the varied demands of the

job a blessing.

Born into a family of pilots and aircraft

workers, he’s come by his love of

aviation naturally. And, for him, there is

nothing as exciting about the work as

simply being in the air.

MAX TRESCOTT He started flying at age 15 and is

passionate about preserving general

aviation for future generations. Max

has authored two books, one on the

G1000 and the other on flying IFR with

modern WAAS-based GPS receivers. He

instructs in a variety of glass-cockpit

aircraft at client locations and at his

home airport of Palo Alto, Calif. He is

the 2008 National Certificated Flight

Instructor of the Year and writes a

monthly avionics and technology

column for EAA’s Sport Aviation

magazine.

www.maxtrescott.com

RANDY WENTLINGGrowing up in an aviation family in

the air capital of the world, Wichita,

Kan., with his father working at Boeing

during WWII and his mother working

at Cessna, Randy was destined to

continue the family tradition. At the

age of 12, after purchasing a used

Pocket Kodak Junior camera, he

discovered a passion for photography.

He then mixed his love of photography

with his family aviation roots and

began working at Cessna in the Visual

Media Group. He has been there for

the past 17 years as a photographer

and videographer.


www.textron.com

We’ve been leading from the front since 1923. Textron is a multi-industry company that leverages its global

network of aircraft, defense, industrial and finance businesses

to provide customers with innovative solutions and services.

Textron is known around the world for its powerful brands

such as Bell Helicopter, Cessna Aircraft Company, Jacobsen,

Kautex, Lycoming, E-Z-GO, Greenlee, and Textron Systems.

www.cessna.com 8 |

MISSION SUCCESSThat airplane went to the

boneyard with no write-ups on

it. It was equally as capable or

more on the day of its retirement

as it was on day one.—Lt. Col. Bo McGowan (USAF, retired)

To manufacture the T-37, Cessna built a dedicated facility adjacent to the then-new Wichita Municipal Airport (now known as the Mid-Continent Airport). The 24,000-square-foot facility was known as the Wallace Plant, named after then Cessna President Dwane Wallace. (photo: Cessna historical archives)

volume 1 , i ssue 2 2010 | 9

on two of the five technical volumes of the

package Cessna developed in response to the

Air Force’s request for proposals. “It didn’t have

to be a jet,” Clements said. But Cessna engineers

proposed turbine power and clearly favored

side-by-side seating for the training environment.

The arrangement allowed for better instructor–

student communication than was true of the

tandem seating in most military trainers of the

era.

Three prototypes plus a static test aircraft were

built for the program. The first series of aircraft

was introduced in 1957 with the Continental-

Teledyne J69-T-9 engines, each with 920

pounds of thrust. In response to a call for more

horsepower, the T-37B took on the J69-T-25

engines, producing about 10 percent more thrust,

and this model went into production in 1959.

QUICK: Name a primary trainer built by Cessna

that served faithfully for more than 50 years.

Did you come up with the Cessna Model 318?

Unless you learned to fly in the military ranks,

probably not. But Cessna has not only produced

the world’s most widely used training aircraft for

the civilian world (think the Cessna 172 Skyhawk

or the Cessna 152), but also the 318, more

commonly known as the T-37 military trainer or,

more affectionately, the Tweet, which was retired

from service in 2009.

Cessna designed the Model 318 (or XT-37) to

fulfill its contract to build the first true jet training

aircraft for the United States Air Force. Harry

Clements was new to Cessna—still in his senior

year at Wichita State University—when he was

hired by the company in 1952. Clements worked

THE T-37 MADE PILOTS FOR THE MILITARY.

story: julie boatman filucci

The Cessna A-37 Dragonfly is a derivative of the T-37, modified to carry weaponry for light attack missions. Serving during the Vietnam War, the A-37 became the first combat-designated airplane ever built by a general

aviation manufacturer and was one of six Cessna models to serve U.S. forces in the conflict. (photo: Cessna historical archives)

www.cessna.com 10 |

Later, Cessna developed the T-37C as a weapons trainer

with pylons outboard of the gear well under each wing. It

also incorporated other enhancements, including a gun

sight, and gun and reconnaissance cameras. The model

ended production in 1975 with 1,269 built, including all

derivatives.

Engineering produced an original design departing from

its contemporaries, sitting low to the ground with a wide

gear stance for easy ground handling and servicing.

According to Lt. Col. Bo McGowan (USAF, retired), “The

aircraft’s primary role was to turn a pedestrian into a pilot.”

McGowan has more than 4,000 hours of flight time logged

in the T-37, most of it giving instruction to new Air Force

pilots. “Two months to solo,” he said, noting that most new

pilots came to the undergraduate pilot training programs

at installations like Sheppard Air Force Base with little

exposure to flying an airplane.

That made the T-37 truly a primary trainer, requiring the

low-speed handling and honest flight characteristics that

would teach a pilot the proper control response yet forgive

mistakes. “If you fly it well, it flies well. If you fly it poorly,

it flies ugly, but it won’t hurt you,” McGowan said. “It’s my

belief that it’s the single most efficient stick-and-rudder

trainer ever built.”

To create such a bird, Cessna engineering developed an

airplane with positive static stability, meaning it tends to

return to straight and level flight if displaced. But the road

top: Lt. Col. Bo McGowan and his student, 2nd Lt. Brittney Oligney, taxiing in from Mc Gowan’s last sortie in the T-37. (photo courtesy: Lt. Col. Bo McGowan) bottom: Unusual for a military jet, the T-37 was designed with side-by-side seating to foster communication between instructor and student. (photo: Cessna historical archives)

volume 1 , i ssue 2 2010 | 11

to a great airplane had to pass through flight testing: The

first prototype would not recover consistently from spins

without using the spin chute installed for flight testing.

Bob Hagan was in charge of the engineering flight test

group at the time, and he flew the XT-37 on its first flight. He

also bailed out of the original prototype during spin testing

when the spin chute failed to deploy. Clements recalled the

issue. “The center of gravity would go off centerline during

refueling,” creating a situation where the airplane would

be recoverable in one direction but “a crisis” in the other.

Under pressure from the Air Force representatives to find a

solution in three days or risk program cancellation, Clements

designed the nose strakes that helped solve the problem.

The tail cone was also extended. In its final configuration, the

T-37 has normal spin characteristics, requiring positive input

from a pilot but recovering using standard techniques.

So why did pilots call it “the Tweety Bird” or “Tweet,” you

may ask. The T-37 acquired its nickname from the high-

pitched scream produced by the engines, even at low power

settings. This noise required the Air Force to do significant

soundproofing at bases where the Tweet was operated

and mandate hearing protection for all personnel working

around the aircraft. Clements noted, “We had a project that

actually quieted down that scream from the inlet on the

airplane. It involved vanes with sound-absorbing surface

material in the ducts, but the pressure losses because of

them were too large and reduced thrust and increased fuel

consumption, so the Air Force concluded it wasn’t worth it.”

McGowan recalls his last flight in the Tweet, after training

more than 1,500 students and making more than 3,200

flights with it: a four-ship formation launched from

Sheppard AFB with three fellow instructor pilots. “That

airplane went to the boneyard with no write-ups on it. It was

equally as capable or more on the day of its retirement as it

was on day one.”

Truly a successful mission.

top: Lt. Col. Bo McGowan (middle) and his daughter, Bailey (left), and wife, Kelley (right), gather on September 18, 2008, at Sheppard Air Force Base in Texas where he flew his last sortie in the “Tweet” and was presented with a gift from the 89th Flying Training Squadron. (photo courtesy: Lt. Col. Bo McGowan) bottom: Forgiving flight

characteristics endeared the T-37 to instructors and students alike throughout the aircraft’s 50-plus years in service. (photo courtesy: United States Air Force)

TIME TO HAIL A TAXI

| www.cessna.com 12

WHAT HAPPENED TO AIR TAXI? The idea that our airways would look like New

York streets has fizzled. The fear that the skies over the American continent

would darken with very light jets did not materialize. Somehow the great

concept of bringing passengers from point to point, avoiding the hub-and-spoke

system of the airlines that makes business and personal travel inconvenient and

inefficient, didn’t work. But why did it fail? And, more important, is there still a

way to make it succeed?

The answer can be found in London, with a company called Blink. The first

air-taxi provider in Europe, Blink was conceived by two young entrepreneurs

who had a vision to revolutionize business travel. Peter Leiman and Cameron

Ogden founded Blink in 2006. In its short life span, the company has expanded

to include three bases: London and the Channel Islands in the United Kingdom

and Geneva in Switzerland. The company serves more than 600 airports covering

all the European countries and operates seven Cessna Citation Mustangs, with

orders for more.

“Given the economic climate, we’ve been very pleased with our growth,” says

Leiman, who serves as the company’s managing director. “In 2009, we averaged

600 hours on each airframe based on the available fleet. And so far, we’ve seen

continued growth in 2010.”

LONDON-BASED BLINK IS PIONEERING THE AIR-TAXI CONCEPT IN THE U.K. AND CONTINENTAL EUROPE WITH A FLEET OF CITATION MUSTANGS.

The world’s fastest taxi? Perhaps. The Blink’s fleet of Citation Mustangs brings most of Europe into range at a cost less than a typical business-class airline seat and on the traveler’s schedule.

story: pia bergqvist | photography: blink

volume 1 , i ssue 2 2010 | 13

www.cessna.com 14 |

Blink brings a contemporary flair to private business travel —from its über-stylish Farn-borough base to its fleet of branded Citation Mustangs, the compnay appeals to the forward-thinking business traveler.

volume 1 , i ssue 2 2010 | 15

After raising $30 million to get their business off the ground, Leiman and Ogden

launched operations out of London in 2008. While Blink most certainly is an

aviation company, the founders did not want traditional words such as aviation,

aircraft or jet as part of its name. With their Harvard MBA diplomas in hand, the

young businessmen wanted something more avant-garde. Their vision was to

provide low-cost personal air travel and give their customers a quick, economical

and safe transportation alternative. Blink and you’re there!

To illustrate this concept, Blink’s fresh-looking logo symbolizes a compass or a

strobe. The center is the hub, and the surrounding dots are the destinations—

some big, some small, some close, some far—in every direction. Blink’s fleet of

Citation Mustangs has a modern custom paint scheme with the unique logo

clearly displayed on the nose. The leather seats in the cabin also feature the logo.

Leiman and Ogden’s innovative ideas become clear on Blink’s Website. It has a

contemporary and original look with rotating images and several videos that give

potential customers an idea of what the air-taxi experience is like. There is also

a useful airport locator that allows customers to enter their address to find the

nearest airport of service.

The new look aside, Blink’s successful business model is predicated on those of

established low-cost airlines such as Southwest Airlines in the United States or

Ryanair in Europe. The key element of this approach is restricting the fleet to

one single aircraft type. What this means is that Blink’s pilots need to be trained

and remain current only on the Citation Mustang, keeping pilot training costs

www.cessna.com 16 |

low. The single aircraft type also makes maintenance more

straightforward and less expensive, so cost remains low.

“We don’t offer a luxury product. We’re a tool for business

travelers, and our goal is to get our passengers from A to B

quickly, economically and safely,” Leiman said. “We increase

the productivity of our customers without increasing the

cost. Typically, our cost is as much as 25 percent less than a

flight in British Airways business class.”

While Blink provides service to personal travelers, its

customers are 80 percent business flyers. There is total

flexibility as far as booking goes. Customers can book one-

way, return or overnight trips at any time, just like hailing

a cab. There are five levels of pricing depending on when

the flight is booked. Last-minute travel is most costly, and

trips booked more than 21 days prior are least expensive.

Customers who fly regularly have another pricing option,

called “Foresight,” where 15,000 miles of travel is purchased

at a cost 70 percent below common “jetcard” programs for

return trips. The least expensive option—the corporate

shuttle—is offered to companies traveling to the same

destinations frequently.

And customers save not only their money but also time—a

highly valuable commodity in the business world today.

Since the Mustang is capable of landing at smaller airports,

the pilots at Blink are able to pick up and drop off their

customers at a fixed base operator facility close to their

offices. Ground transportation time for the customer is

therefore kept to a minimum. Check-in time is nonexistent,

since the pilot is also the customer service representative.

Small airports generally have short taxi time to the runway,

and at 340 knots the Citation Mustang quickly brings its

occupants to their destination.

Leiman and Ogden came up with the concept for Blink while

working on a “proof of concept” idea for Wal-Mart as a part

of the MBA program at Harvard Business School. The idea

was to introduce a very light jet into Wal-Mart’s corporate

fleet—the world’s largest fleet of corporate aircraft. The

very-light-jet category of aircraft had just emerged in

the market, and after studying several types, including

the Eclipse 500 and the Adam A700, Leiman and Ogden

concluded that there were truly only two choices that would

make sense for Wal-Mart’s fleet: the Citation Mustang and

the Embraer Phenom 100.

In the final analysis, the Citation Mustang became the

aircraft of choice over the Phenom 100 because of its

operating characteristics, takeoff and climb performance,

and cost per hour. “When choosing an aircraft for our

business, it was a no-brainer,” Leiman said.

The Citation Mustang’s range makes it the perfect aircraft

for traveling around Europe, and in 2009 Leiman and Ogden

expanded their business to include two new hubs: one in

the Channel Islands and another in Geneva.

“We chose our hubs based on our client base, and Geneva

particularly made sense due to its geographic location and

the range of the Mustang,” Leiman said.

From Geneva, the Mustang enables direct flights to all

corners of Europe, with the exception of the far north. Blink

plans to further expand its hubs in the future. The key focal

points for expansion are France, Belgium, Holland and Italy.

“I can’t tell you how many countries I’ve been to this week,”

Leiman said. And the flexibility of Blink’s air-taxi service

makes traveling to several countries in a day not only

possible, but realistic.

info: www.flyblink.com

The men behind the vision: Blink co-founders Peter Leiman and Cameron Ogden aim to redefine European business travel.

A growing stable: With seven Citation Mustangs in its fleet today, the company plans to add Mustangs as it grows to include bases in additional European cities.

volume 1 , i ssue 2 2010 | 17

| www.cessna.com 18

GAUGES TO GLASSTRANSITIONING TO THE NEW AGE OF AVIONICS

story: max trescott | photography: cessna visual media group

WHEN CESSNA INTRODUCED THE GARMIN G1000 into its product line

in the 2004 Cessna Skylane, some questioned whether the aviation

world would embrace and convert to glass-cockpit technology.

The answer came swiftly and resoundingly: In less than two years,

every major manufacturer of general aviation aircraft switched to

glass cockpits, and most stopped offering round-gauge instrument

panels. That could only occur if buyers were finding value in the

new technology. Now the question pilots ask most frequently is not

whether they should transition to flying glass-cockpit aircraft, but

how to do it effectively.

TODAY’S INTEGRATED FLIGHT DECKS DELIVER ADVANCED CAPABILITIES, BUT PROPER TRAINING IS KEY TO UNLOCKING THEIR POTENTIAL.

technology

G1000 training

volume 1 , i ssue 2 2010 | 19

technology

G1000 training

technology

G1000 training

With the introduction of the Skycatcher light sport aircraft,

Cessna now offers a similar glass-cockpit environment for all

of its aircraft, from the Skycatcher to the Citation Mustang.

Even some older Citation jets can now be retrofitted with

the G1000. That benefits pilots by simplifying the transition

process and lowering training costs as they move up to

more capable aircraft.

If you’re not already convinced that integrated instrument

panels like the G1000 are superior to older, round-gauge

panels, let me share my experiences as an independent

flight instructor teaching in glass-cockpit aircraft for the

past five years. First, understanding the intrinsic value of

glass cockpits without experiencing one firsthand is like

trying to comprehend EAA’s AirVenture, the premier aviation

event held each year in Oshkosh, Wis., by just reading about

it. Like AirVenture, words and pictures are inadequate to

convey the richness of the experience of flying a glass-

cockpit aircraft. To truly understand their benefits, book a

test flight and experience one yourself.

GLASS-COCKPIT BENEFITSA unique benefit of the G1000 is it lets you aviate, navigate

and communicate from a single display. That means your

eyes never need to stray far from the flight instruments,

enhancing safety. The system also increases awareness of

aircraft position, traffic, terrain and weather. Seeing this

real-time information graphically makes it easier for pilots to

understand their current situation and plan alternatives as a

flight unfolds.

Best of all, an automated cockpit frees a properly trained

pilot from mundane activities, such as keeping the wings

level, while providing critical information needed for him or

her to make decisions about more important tasks. If there’s

a downside to glass cockpits, it’s that they can draw pilots’

These magenta rectangular pathways provide a visual

window to help pilots follow the intended flight route.

Spaced no more than 1,000 meters apart, they have

guidelines in each corner that point in the direction of the

active flight plan leg.

Using Synthetic Vision Technology (SVT), the Towers and

Obstacles database makes awareness of non-terrain

structural hazards crystal clear, even in low visibility.

|20 www.cessna.com

volume 1 , i ssue 2 2010 | 21

The topographical display provides excellent situational

awareness over all kinds of terrain. The color-specific

overlays clearly indicate potential terrain conflict areas.

Moving traffic is easy to spot in this three-dimensional

format. Using familiar TAS symbology, SVT shows the

altitude of other traffic in the area. As other aircraft get

closer, their symbols grow larger.

eyes into the cockpit, rather than keeping them outside

looking for traffic. Yet studies show that pilots of aircraft

equipped with glass cockpits spot traffic sooner, since

traffic-avoidance systems provide continuously updated

information on the position of that traffic.

Glass cockpits are no longer just for professional pilots

flying larger aircraft. Over the past five years, thousands of

student pilots have earned their private pilot certificates

in G1000-equipped Cessna Skyhawks at Cessna Pilot

Centers (CPCs) around the world. With the introduction of

the Skycatcher and its Garmin G300, a simpler yet capable

version of the G1000, there is a new entry point for pilots to

learn how to fly using glass cockpits.

TRANSITIONING INTO GLASS COCKPITSSome pilots assume that transitioning into a glass-cockpit

aircraft is inherently difficult. Ironically, the task pilots

often guess to be difficult—scanning flight instruments

on a computer screen—is usually mastered quickly. Pilots

inexperienced in using GPSs and autopilots will spend

proportionately more time learning those components.

While it is true that learning the G1000 requires effort and

motivation on the part of a pilot, it’s not difficult per se; it’s

simply different from what most pilots have previously had

to learn.

Pilots upgrading to a significantly more complex aircraft

than they have flown in the past may find it challenging to

have to learn aircraft systems and the G1000 simultaneously.

By doing some study of the G1000—even a single flight

in a G1000-equipped Skyhawk—before going to Cessna

or FlightSafety International for training, pilots will get

even more out of their training and achieve a deeper

understanding of their aircraft.

| 21vol .1 i ssue 2 2010

www.cessna.com 22 |

Training starts on the ground, where half of the eight hours of ground instruction is spent in the classroom (far left and middle right) and the rest in a state-of-the-art G1000 lab. In the lab, each customer has his/her own Table Top Trainer (far right) to “fly” a scenario before the first in-the-air flight. While the majority of the flight objectives are met in the actual aircraft, Cessna has three Advanced Aviation Training Devices (middle left) to accomplish these same activities should Mother Nature not cooperate. (photos: Wayne Stanfield, Cessna Visual Media Group)

technology

G1000 training

flight instructors. If you’re buying a new Cessna aircraft,

you might want to get one or more lessons in any G1000-

equipped Cessna aircraft at a local CPC before attending

Cessna factory transition training. That way, you’ll have some

familiarity with the system and absorb even more during

the factory training.

If you’re buying a new piston aircraft, such as a Cessna

Skyhawk, Skylane, Stationair or Corvalis TT, consider

taking time to attend Cessna factory transition training in

Independence, Kan. The courses are designed to transition

pilots from aircraft with a traditional panel to these

Technically Advanced Aircraft. Because of time constraints,

the training is not intended to make you an expert on the

G1000. Rather, it is designed to give you the tools to begin

using your new aircraft and G1000 safely, competently and

efficiently.

The top goals of the training are to develop higher-order

thinking and automation competence. These help pilots

quickly recognize potential emergencies, make competent

decisions and use the automation to the greatest extent

possible to get the desired response from their aircraft.

After factory training, pilots may want to do some periodic

review of the G1000 if they fly infrequently or are flying a

mix of different aircraft. For example, Jack Pelton, Cessna’s

chairman, president and CEO, flies a company-owned

Citation X about 200 hours a year that has a different glass

cockpit than the one in his personal G1000-equipped

Cessna Stationair. When I first met Jack, he told me he keeps

a copy of my Max Trescott’s G1000 Glass Cockpit Handbook

in his bedside reading pile. If he hasn’t flown the Stationair

recently, he skims through parts of the book the night

before a flight.

TRAIN WITH THE BESTOccasionally I fly with an aircraft owner who is frustrated

after flying with a flight instructor who knew less about

the G1000 than the owner. To avoid that issue, get the best

possible G1000 training by going to a CPC, Cessna factory

transition training or a reputable outside training facility

such as FlightSafety International.

There are more than 280 CPCs in nine countries. Most have

one or more G1000 aircraft for rent and knowledgeable

volume 1 , i ssue 2 2010 | 23

prepare ahead of time. before getting cessna factory transition training or attending flightsafety international, get flight instruction in any g1000 aircraft or use any of the g1000 training books or computer courses. investing time in learning about the g1000 before your training will help you reach a higher proficiency level more quickly.

avoid automation surprises. the most common surprises i see involve the autopilot. note that some autopilot keys select multiple modes, and in some g1000 installations, the autopilot status indicators are not next to the keys.

form the following habit: before pressing an autopilot key, look first at the autopilot status bar to confirm the selected modes. after pressing an autopilot key, look at the status bar again to verify that the mode you think you selected is indeed shown. also, note whether it is active, or armed to become active later.

To accomplish these goals, a tested curriculum that employs

scenario-based training (SBT), rather than task-based

training, is used. SBT incorporates the same maneuvers

as task-based training, but arranges them into “real

world” learning experiences. Practicing tasks remains the

cornerstone of skill acquisition; however, SBT challenges a

pilot to think and be proactive.

Pilots seeking transition training for a Cessna Caravan

turboprop or a Citation jet will want to seek similar training

at FlightSafety. It uses the same training philosophies,

but the training occurs in multimillion-dollar, full-motion

simulators. These give pilots a cost-effective way to explore

a full range of normal and emergency scenarios safely.

We’ve come a long way since Clyde Cessna developed the

now familiar monoplane design with fully cantilevered

wings more than 80 years ago. Today, it is the glass cockpit

that brings commonality to the entire product line. Clyde

couldn’t possibly have anticipated the G1000. But you can

bet he’d be proud of the benefits it brings to Cessna pilots

everywhere.

TRAINING TIPS

| www.cessna.com 24

technology

G1000 training

The integrated flight deck with the

READYPad™, Synthetic Vision Technology,

Traffic, Terrain, Safe Taxi and Flight Charts

was a key factor in my (purchase) decision.—Ron Bullock

volume 1 , i ssue 2 2010 | 25

AS THE OWNER OF Bison Gear & Engineering Corp., Ron Bullock

covers a lot of ground in his professional and personal lives.

The desire to cover that ground more quickly, easily and

safely recently led him to purchase a new Cessna Corvalis TT

equipped with the Garmin G1000 integrated flight deck. A

300-hour, VFR pilot, Bullock started flying about three years

ago to better support his business and more easily commute

between his family’s homes in Illinois and Montana.

An aerospace engineer by training (he designed autopilot and

nosewheel steering servos for the Learjet earlier in his career),

Bullock appreciates the prodigious capabilities presented by

his Corvalis TT and its G1000 avionics suite.

“I have a great deal of appreciation for the engineering done

on this airframe to achieve a Utility (Category) rating, coupled

with a great avionics package. The integrated flight deck with

the READYPad™, Synthetic Vision Technology, Traffic, Terrain,

Safe Taxi and Flight Charts was a key factor in my decision to

purchase the Corvalis TT,” Bullock said.

CM: What has been your experience with training courses in the past?

Bullock: Cessna’s G1000 factory transition training is the

first immersive training program I’ve been through. In my

development as a pilot, I have taken self-administered

classes, including one from the University of North Dakota,

but nothing as thorough as what I experienced in my three

days at Cessna.

CM: What was your overall impression of the G1000 factory transition training at Cessna?

Bullock: The folks at Cessna factory transition training in

Independence, Kan., provided a pre-arrival assignment

customized for the Corvalis TT with G1000 that reinforced

my preparation. Once there, Mike Moore and his staff were

very well prepared with a solid syllabus and a state-of-the-

art training facility. After completion of their training, I feel

very well prepared for my instrument practical test.

CM: What did you think of the structure of the program?

Bullock: We received a total of three days of training, equally

divided between ground (with G1000 simulators) and flight

schools. At my company, Bison, we engage in an average of

40 hours of training annually for each of our associates, so I

have great appreciation for the professional approach that

is delivered by Mike and his team.

CM: What did you do to prepare for the G1000 factory transition training program?

Bullock: I prepped for the factory flight school by flying

instrument flight plans with my instructors on flights to

Manassas, Va.; Missoula, Mont.; and in the Midwest. Flying

in O’Hare airspace helps to get you up to speed on ATC

communications, and the Readback feature on the radio has

been used more than once. In addition, I studied the POH

(pilot’s operating handbook) for the Corvalis TT, and the

amplified procedures were quite helpful. I put in five hours

in the Redbird simulator at JA Aero in Aurora, Ill., with three

axis motion (servo drives provided by Bullock’s company,

Bison) to polish up my IFR procedures on the G1000.

CM: What part of the training program did you find most difficult?

Bullock: The most challenging aspect of the program is

mastering the procedures and checklists surrounding

instrument approaches. Initially, it all felt somewhat

awkward, but with repetition, it became second nature.

CM: Why is the Corvalis TT the right airplane for you?

Bullock: I got started flying Cessna Skyhawks with standard

gauges and progressed to one equipped with the G1000

and KAP140 autopilot. I was looking to move up to a high-

performance aircraft and have flown a Diamond Star and

had around 30 hours in a Cirrus equipped with Avidyne

avionics. One of the instructors at my flight school owned

a Cessna Corvalis and suggested that, before I make a

purchase decision, I fly a Corvalis. I took one demo flight

in a Corvalis TT and, as they say in the movies, it had me at

hello! The combination of aerodynamic design, solid link

controls and the G1000 integrated flight deck just makes it a

beautiful airplane to fly.

Corvalis TT owner Ron Bullock honed his G1000 skills at Cessna’s three-day factory transition training program in Independence, Kan.

(photo: Wayne Stanfield, Cessna Visual Media Group)

Bullock also owns a Cessna Golden Eagle 421-C that he flies

with an instructor on business trips, building hours and

experience for his multi-engine and instrument ratings. He

also owns a share in a Cessna Skyhawk with traditional

six-pack gauges that he flies for pleasure in the mountains

of Montana.

AVIATOR’S DIARY: HAITI AIR SUPPORT

IF CESSNAS HAD SLEEVES, THEY WOULD BE

story, photography and video: brady lane, photojournalist at EAA

ROLLED UPPRESTON HUNTING’S PHONE RANG AT 7:03 A.M. Half asleep in bed, he rolled over to answer.

“Can you get in the air in 45 minutes?” the voice on the line asked.

Hunting knew the voice and knew his response before the question was asked. Less than two days earlier, an

earthquake had devastated the poorest country in the Western Hemisphere, and Hunting’s employer, Priority

Air Charter, wanted to help.

Brian Stoltzfus, co-owner of Priority Air Charter, has volunteered with Missionary Flights International (MFI)

for more than 10 years flying Douglas DC-3s into Haiti. He knew his Cessna Grand Caravan could help, and he

wanted Hunting to fly it.

|26 www.cessna.com

ITS INFRASTRUCTURE DEVASTATED BY A MASSIVE EARTHQUAKE, MANY PARTS OF HAITI ARE CUT OFF FROM OUTSIDE ASSISTANCE. CESSNA OWNERS JOINED A RESPONSIVE GENERAL AVIATION COMMUNITY THAT DELIVERED DESPERATELY SOUGHT AID TO THOSE IN NEED.

Two Haitian boys size up a Cessna Stationair flown by Mission Aviation

Fellowship moments after it landed in their village on the island of La Gonâve.

(photo: Brady Lane)

volume 1 , i ssue 2 2010 | 27

www.cessna.com 28 |

ha

iti

air

su

pp

ort Hunting departed Kidron, Ohio, for Fort Pierce, Fla., where

MFI was collecting supplies to send to Haiti. That afternoon

and into the night, MFI volunteers loaded 2,700 pounds

of supplies into Priority Air Charter’s Caravan. As the sun

peeked over the Atlantic the next morning, Hunting fired

up the 675-horsepower Pratt & Whitney PT6A-114A and

departed for Haiti with a co-pilot from MFI in the right seat.

Neither knew what to expect.

Toussaint Louverture International Airport (PAP) in Port-au-

Prince was closed for two days after the earthquake and had

just reopened.

“I didn’t know if I was going to be able to land, so I brought

extra fuel. … When we came over the mountains and saw

Port-au-Prince, it looked like a bomb had gone off. Nothing

prepared us for what we saw,” Hunting said.

He was glad to have friends on the ground. “As we

approached Port-au-Prince, I called the guys at Mission

Aviation Fellowship (MAF) who have a hangar at the airport.

They called the tower for me, told them I was one of theirs,

and the tower put us right in.”

PAP has a single runway with no taxiways. Back-taxiing is

common at the airport, which typically sees 30 flights a day.

After the earthquake, more than 200 planes were in and out

of PAP daily. To handle this traffic, each plane was given a

time slot. The airport became so busy one day that a Boeing

747 had to hold for five hours before landing. Ramp space

was limited, too. Thankfully, MAF was there to help unload

cargo from Hunting’s Caravan.

For the next eight days, Hunting flew 10-11 hours each

day transporting food, water, medical supplies, doctors,

wheelchairs, crutches and other goods between Fort Pierce

and Port-au-Prince. Each hour of his time was donated.

Priority Air Charter supplied the aircraft, and donations to

MFI covered the fuel bill. Each round-trip cost about $4,000.

“I don’t know who these people are that we’re helping, but

God has told us we’re to help people that need help. It’s

not the guy who dies with the most airplanes who wins. I’m

storing up my treasures in heaven, not here. I’m paying it

forward,” Stoltzfus said.

Complications and obstacles were common. Port-au-Prince

was the only airport in the country with 100LL or Jet A. With

only two fuel trucks available, it would often take hours to

flag one down.

While waving his arms one afternoon to get the fuel truck

driver’s attention, Hunting looked back at his plane. Two

of his passengers had just taken their seats—a 14-year-old

girl and her mother, both wearing exhausted postures. A

missionary from their village climbed into the plane, helped

them buckle in, and then, with tears in his eyes, leaned

forward and gave them both a long hug.

“It was one of those moments where everything stood still,”

Hunting recalled. He realized then how life-changing these

flights were for his passengers. He didn’t know all their

stories but could see the impact of his work in their tears.

When flying the Caravan at max weight, Hunting stopped

for fuel at Exuma International Airport in the Bahamas,

which is almost exactly halfway to Haiti. On one of these

stops, he landed just after another Caravan transporting

medical supplies and doctors to Haiti.

Hunting walked over to the plane and asked if it was

heading to Port-au-Prince. Out of the cockpit poked the

pilot and a recognizable voice. “Yeah,” said actor and

aviation activist Harrison Ford.

Preston Hunting fuels up one of the two Cessna Grand Caravans his employer, Priority Air Charter, sent to Haiti after the earthquake. Hunting donated more

than a month of his time and logged more than 250 hours flying Grand Caravans in Haiti after the earthquake. (photo courtesy: Preston Hunting)

top left: Preston Hunting helps unload relief supplies after one of his many flights to Toussaint Louverture International Airport in Port-au- Prince. (photo courtesy: Preston Hunting). top right: A young Haitian boy holds

his sister while walking on the gravel airstrip in La Gonâve, Haiti. (photo: Brady Lane) middle left: The island of La Gonâve is seen under the wing of

Mission Aviation Fellowship’s Cessna Stationair as it departs for Port-au-Prince. (photo: Brady Lane) bottom: Though Sam Bullers has been flying

in Haiti for 33 years, he said scenes like the one here of a collapsed hospital brought tears to his eyes. “It’s appalling to see a hospital with 200 people

inside that’s now just a pile of rubble.” (photo courtesy: Sam Bullers)

volume 1 , i ssue 2 2010 | 29

www.cessna.com 30 |

ha

iti

air

su

pp

ort

volume 1 , i ssue 2 2010 | 31

“I did everything I could to act normal,” Hunting said. “He

had lots of questions about how to get in, how to park and

how to unload.”

With a few phone calls, Hunting arranged for Ford to use

the general ramp under MAF’s control so he could avoid the

mayhem at the main ramp.

“We helped each other unload airplanes. There weren’t any

cameras and lights. It wasn’t a media event. It was Harrison

Ford sweating. He flew his own airplane in because he

wanted to help,” Hunting said.

The MAF pilots who had been so helpful to Hunting

offered the same kindness to Ford. After all, he was another

pilot there to help hurting people. Huddled around a

map, they gave him tips about flying into Hinche, a small

town about 60 miles northeast of PAP. MAF pilots fly into

Hinche multiple times a week using Cessna Stationairs and

Skywagons.

The dirt and gravel 2,500-foot runway in Hinche is classified

as “unimproved,” but even that might be an overstatement.

Goats and donkeys graze on the runway, and motorcycles,

cars and pedestrians regularly cross it, unaware of planes

approaching to land.

“On final approach, you can’t be watching your airspeed;

your eyes have to stay outside. You never know what or who

you’re going to see run in front of the plane,” said MAF pilot

Michael Broyles.

After the earthquake, thousands of Haitians fled the capital

to surrounding villages. Port-au-Prince hospitals quickly

filled past capacity, so injured people were transported to

temporary clinics in remote villages like Hinche.

These towns were not prepared for the influx and relied

heavily on planes like Ford’s Caravan to deliver relief and

supplies.

Sam Bullers was another pilot who helped fly food, water

and medical teams to these remote villages. Having flown in

There’s a special place in my heart for the Stationair. The plane does a respectable amount of work for its size and has nice STOL (short-field) qualities. There’s not

another plane I’d want to fly into La Gonâve’s short, rocky airstrip. —Sam Bullers

Haiti for 33 years, he borrowed a friend’s 1967 Stationair and

spent two weeks transporting lifesaving supplies among

Hinche, Pignon, La Gonâve, Port-au-Prince and Santiago.

“There’s a special place in my heart for the Stationair. The

plane does a respectable amount of work for its size and has

nice STOL (short-field) qualities. There’s not another plane I’d

want to fly into La Gonâve's short, rocky airstrip,” Bullers said.

A DIFFERENT KIND OF “AIRPORT”Hinche, Pignon and La Gonâve weren’t the only remote

villages in desperate need. The epicenter of the January 12

earthquake was 10 miles southwest of Port-au-Prince in a

small town called Léogâne. Within minutes, the town was 80

to 90 percent leveled.

Robin Eissler, co-founder of Corporate Aircraft Responding

in Emergencies (C.A.R.E.), was busy working from her office

in Georgetown, Texas, when she received a request from a

desperate aid worker in Léogâne. The city was essentially

cut off from Port-au-Prince and had received very little aid in

the first few critical days.

“We don’t have an airport, but we have a road,” the aid

worker told Eissler.

Eissler began doing what she does best. C.A.R.E. was

established after Hurricane Katrina to help coordinate

aircraft going into disaster areas. She works with

government officials and nongovernmental organizations to

match needs in a disaster area with the best plane and pilot

for the job.

With a few phone calls, U.N. forces and local police agreed

to shut down the road and provide security. She then called

Adam Schaefer, chief pilot for Tradewind Aviation out of

Oxford, Conn., who had just arrived in Haiti with a 1998

Grand Caravan.

“If people didn’t need these supplies to stay alive, I would

never have considered it. Not a chance,” Schaefer said.

“Landing on a road wasn’t on my list of things to do in life.”

opposite page—top left: Sam Bullers flew a Cessna Stationair in and out of remote airstrips like the one here in Pignon, Haiti. He said more than 10,000 people relocated to the Pignon area after the earthquake. “It’s not what you say with words; people can see your heart through what you do,” Bullers said. (photo courtesy: Sam Bullers)

middle left: Goats and other animals commonly graze on the runway in Hinche, Haiti, requiring pilots to be extremely cautious when landing on and departing from the airstrip. (photo: Brady Lane) top right: Most roads in Port-au-Prince have more pedestrians than vehicles, like this woman carrying chairs. (photo: Brady Lane) bottom: As local community members gather to talk with the Mission Aviation Fellowship pilots in La Gonâve, children group up for a photo in front of the Cessna Stationair that visits

their village each week. (photo: Brady Lane)

www.cessna.com 32 | www.cessna.com 32 |

If people didn’t need these supplies to stay alive, I would never have considered it. Not a chance. Landing on a road wasn’t on my list of things to do in life.

—Adam Schaefer, chief pilot, Tradewind Aviation, Oxford, Conn.

ha

iti

air

su

pp

ort

volume 1 , i ssue 2 2010 | 33

He talked to his co-pilot and began planning the mission.

Neither knew the exact width or length of the road, so they

agreed if something didn’t look good, they wouldn’t do it. As

they flew over, there appeared to be enough room between

a small bridge and a cluster of trees to make a safe landing.

An anxious crowd gathered at the end of the road. As the

plane settled onto the road, a cloud of dust enveloped the

plane. Schaefer and his co-pilot braked heavily and came

to a stop just 50 feet before the cluster of trees. The crowd

erupted with cheers and applause.

They unloaded supplies and noticed that even the local Boy

and Girl Scouts came to help secure the road.

As they departed, one of the wings brushed a tree, so

Schaefer let the locals know they would need some trees

trimmed in order to come back. “Immediately, people got

out their machetes and started chopping,” Schaefer said.

“Four or five days later, we had about 2,500 feet of road to

use—about twice as much as those first few days.”

In the next three weeks, Schaefer and his team flew 57 more

trips to the Léogâne road—carrying more than 77 medical

and rescue personnel, about 75 gallons of Jet A to run their

generators, and more than 100,000 pounds of food, water,

tarps, clothing and medical supplies.

“It never quite felt normal landing on a road. There were lots

of things to consider. There’s no wind sock,” Schaefer said.

“And we had to make sure the road was closed and secured

… there was tension every time.

“The Caravan has a unique niche for this kind of operation.

Its short-field performance, high load capacity, rugged frame

and high wings made it the perfect plane for the Léogâne

road.”

Within a couple of weeks, C.A.R.E. had established six full-

time dispatchers working the smaller regions throughout

the country and encouraged any pilot traveling to Haiti to

contact them.

“Every flight leaving for Haiti was at gross weight, and it was

our goal to fill every seat coming out,” Eissler said.

opposite page: Ewaton Lokhai (foreground) and members of his elite platoon show off some of the evidence captured in their fight against poachers. Oswald Sangawe (left) and Danny Woodley (right) sit on the wings of Woodley’s KWS Airwing Cessna 180. (photo: Ian Billinghurst)

top left: Since Léogâne has no airport, Adam Schaefer of Tradewind Aviation landed a Cessna Grand Caravan on a 1,200-foot section of road to deliver much-

needed supplies to people located near the epicenter of the January 12 earthquake. Schaefer said the Caravan was the best plane for the job. “For a short-field, heavy-

load performer, you can’t beat it,” he said. (photo courtesy: Adam Schaefer) bottom left: Aerial view of the makeshift airstrip. (photo courtesy: Adam Schaefer) top

right: Mission Aviation Fellowship keeps a whiteboard of Haiti airstrips in its office in Port-au-Prince where pilots can comment and keep track of runway conditions.

(photo: Brady Lane) bottom right: The anticipation of help arriving caused large crowds to gather, but Haitian people knew the importance of staying clear, so they

formed a human barrier on the road so the aircraft could land as safely as possible. (photo courtesy: Adam Schaefer)

www.cessna.com 34 |

After the earthquake, tens of thousands of people left Port-au-Prince and relocated to outlying villages like Hinche and Pignon. small aircraft like cessna stationairs and grand caravans transported food, water and medical supplies to these remote villages, which were not prepared for the influx. (photo courtesy: Sam Bullers)

The response from airplane owners and pilots far surpassed

Eissler’s expectations. “We had everything from Cessna

Stationairs to Cessna Citation Xs, even a Boeing 757 flying

relief into Haiti—a great representation of our industry.”

C.A.R.E. helped coordinate flights among seven airports in

Haiti—eight if you include the Léogâne road. In the first

two months after the earthquake, the organization helped

coordinate nearly 700 flights transporting 3,500 people and

more than 1 million pounds of supplies.

“Airplane owners and pilots are exactly the kind of people

you want in a disaster area. On more than one occasion, they

ha

iti

air

su

pp

ort

I VISITED HAITI LAST SUMMER and witnessed firsthand the

incredible work that airplanes and good-hearted pilots do in

Haiti. Even before the earthquake, Haiti was in great need.

I flew as a passenger with Mission Aviation Fellowship in

a Cessna Stationair to Pignon and La Gonâve and in the

organization’s Cessna Skywagon to Hinche. I could tell you

all about what wonderfully rugged and reliable aircraft we

flew over the mountains or about the donkeys that wouldn’t

move off the runway as we approached Hinche, but instead

I’ll tell you about a woman sitting next to me.

In her arms, she cradled a newborn. As we made the

30-minute flight from Hinche to Port-au-Prince, I watched

the mother gaze upon her baby’s face with a subtle smile.

I looked out my window as we approached the mountains

surrounding Port-au-Prince and saw a winding dirt and

gravel road beneath us. From 4,500 feet, I could see how

recent floods had eroded more than half the road in places.

MORE THAN JUST ANOTHER FLIGHT

helped make on-the-spot decisions … and even siphoned

gas out of their airplanes to help run hospital generators,”

Eissler said.

“These airplanes and pilots were the life of Haiti. They kept

Haiti alive.”

A mother holds her newborn while preparing for a flight from hinche to Port-au-Prince in mission aviation fellowship’s cessna skywagon. (photo: Brady Lane)

I had driven the streets of Port-au-Prince enough to know

potholes were so deep in places, no vehicle dared drive faster

than 20 mph.

Without this aircraft flying in Haiti, not only would the aid

workers who were building schools and installing water

purification systems have a hard time getting to Hinche,

but this mother and newborn would be traveling that road

beneath us. I was told it takes four to eight hours to travel

that road in good conditions, and that’s if you’re fortunate

enough to have no flat tires.

I looked into the face of the sleeping newborn and again

back down to the road and thanked God for airplanes in Haiti.

—Brady Lane, EAA photojournalist

cess

namagazine.com

volume 1 , i ssue 2 2010 | 35

Corporate Aircraft Responding in Emergencies (C.A.R.E.)www.facebook.com/group.

php?gid=345189284760

Robin Eissler, Co-Founder

561-714-3070 Mobile

512-864-2400 Office

[email protected]

Mission Aviation Fellowshipwww.maf.org

800-FLYS-MAF (359-7623)

[email protected]

Missionary Flights Internationalwww.missionaryflights.org

772-462-2395

[email protected]

CONTACT INFORMATION

HOW TO HELPIf you own a plane and want to donate

your aircraft and time, C.A.R.E. can help put you in

contact with organizations in Haiti that have needs.

The most effective pilots operating in Haiti work very

closely with an established organization. These

organizations can help with logistics and ensure

that your efforts fulfill a real need.

Flying in Haiti is unique. Sam Bullers has flown

mission flights for 33 years and said flying in

Haiti is considerably different. “Controllers

don’t watch out for you here, so it’s important

that you bring someone with you who has

flown here before.”

Bullers spent four weeks in Haiti after the

earthquake and saw numerous pilots stranded

without fuel. “You don’t want to come down here,

get in the way and end up causing more damage

than good,” he said.

If you are flying into Port-au-Prince, be mindful that the

airport continues to be very busy, the air traffic controllers don’t have

radar, and ramp space is limited.

Bullers also recommends refreshing your mountain flying technique. The terrain in Haiti is unforgiving, and the runways require

your full attention. “Get advice, and be sure to talk to someone before flying into any airstrip in Haiti,” he said.

Another way to help is to support the airplanes that will be in Haiti for years to come, like Mission Aviation Fellowship’s (MAF's)

Cessna Stationairs and Skywagons. MAF’s pilots have established relationships in the country and have undergone specific

training for the conditions in Haiti. Its planes have also been specially equipped with tire flaps and thick rubber boots installed

on the leading edge of the horizontal stabilizer to protect against flying rocks when landing in rugged places like La Gonâve

and Hinche.

Each of its planes is available for “adoption” on the organization’s Website, www.maf.org.

If you are willing to undergo the same training as MAF’s staff pilots, you can also support these organizations by becoming a

volunteer pilot. Volunteer pilots help fly routes during busy seasons and when the missionary pilots are home on furlough.

Another aviation organization in Haiti for the long haul is Missionary Flights International (MFI). Brian Stoltzfus donated two of

his Caravans to fly supplies for MFI after the earthquake and believes that supporting organizations like MAF, Samaritan’s Purse

and MFI is the best way to help Haiti.

“These organizations already have planes in Haiti and are established to do the most efficient work,” Stoltzfus said. “It may not

be as glamorous, but if you’re really wanting to help, consider donating money or your time to these nonprofits that are going

to be staying in Haiti for the long term.”

According to Stoltzfus, MFI didn’t charge for any flights for weeks after the earthquake. In order to continue providing these

services, it will need donations and volunteers. He puts his heart where his mouth is, because one of his Caravans arrived in

Haiti less than 72 hours after the earthquake and, at the time of this writing, is still there flying six days a week.

The fuselage of Mission Aviation Fellowship’s Cessna Stationair is

reflected in a wing-mounted mirror as it flies from Pignon to Port-au-

Prince. The plane can be “adopted” by visiting www.maf.org to help

cover some of the expenses of main-taining and operating the aircraft in

Haiti. (photo: Brady Lane)

With a keen eye for detail and demanding palate, nothing goes unnoticed by Eli Zabar. Whether it is the specific taste of a finely aged cheese, the aesthetic appeal of an assortment of grapes, the location of the sugar packets on the table or even the special request from a customer for Slovakian nut bread, Eli doesn’t miss a thing.

36 | www.cessna.com

BACK WHEN THE BEATLES’ “LET IT BE” first filled the airwaves, you couldn’t walk into a Jewish

deli and buy a little round of Saint-André—the cheese was difficult to find in Manhattan

outside the restaurant Lutèce. There were no bottles of balsamic vinegar, no French-press

coffee-makers, no mesclun mix, no American farmstead cheeses—anywhere. While you might

stumble upon extra-virgin olive oil in an Italian grocery in Hell’s Kitchen, or the rare bodega

carrying fresh cilantro, both were virtually unknown.

But a 22-foot-wide Jewish “appetizing” store on Broadway and 80th specializing in superior

smoked fish and decent coffee beans was poised to introduce New York to then-mysterious

ingredients and equipment that now stock nearly every city kitchen. The family behind the tiny

store would soon spawn not one but two epicurean empires, straddling Central Park. As it did,

Manhattan mortals first tasting radicchio and chèvre began to see the Zabar brothers as godly

figures on a food Mount Olympus hurling down lightning bolts of sun-dried tomatoes, caviar

and potato gnocchi.

GLOBE-TROTTING BEGETS GASTRONOMYIn 1934, Louis Zabar, a Ukrainian immigrant, opened the sliver-wide store at 80th Street. When

Louis died in 1950 at age 49, his eldest son, Saul, 21, took over temporarily to help his mother.

Today, at 80, he’s still company president. Louis’ middle son, Stanley, transferred to a law school

ONE OF NEW YORK CITY’S PREMIER PURVEYORS OF EPICUREAN DELIGHTS, ELI ZABAR DELIVERS THE GOURMET LIFESTYLE.

because

mattersevery detailstory: geraldine pluenneke | photography: junebug clark

volume 1 , i ssue 2 2010 | 37

www.cessna.com 38 |

nearby so he could tend to Zabar’s finances and has since

1952. Eli, who was 7 at the time of his father’s death and

would go on to found his own culinary empire on the other

side of Central Park, began to learn the business from the

ground up.

“They understood trends before a lot of others did,”

reflected New York Times food and wine columnist Florence

Fabricant. When competitors encroached, Zabar’s fought

back. “They would not be undersold,” Fabricant said. The

store filled with a clientele mix as varied as its smoked fish,

from celebrities like Woody Allen and Itzhak Perlman to

housewives from New Jersey.

David Kamp, a Vanity Fair editor and author of The United

States of Arugula, said Zabar’s became a magnet for “a more

worldly, affluent, educated, Upper West Side–intellectual,

New Yorker–reading, PBS-tote-bag-toting shopper.”

ELI MOVES EASTEli fell hard for French foods on a post-high-school trip in

Provence. It changed his palate, just as Alice Waters’ college

trip to France forever changed hers (and America’s). Eli was

ready for Zabar’s, but was Zabar’s ready for him?

“Eli’s the first to tell you that maybe he was a little bit of

an entitled brat, maybe ... a little abrasive,” Kamp said.

Eli’s brothers “had a more middle-class to working-class

upbringing.”

Eli attended Columbia University by day and worked as

Zabar’s shift manager in the evenings. When he inquired

about the possibility of becoming a partner in the business,

his brothers said “no”—a partnership wasn’t available at

entry level.

Rebuffed, Eli snagged a job at a grocery wholesaler. Soon

he wanted a raise. His boss countered, “You can go out one

day a week and try to pick up some accounts.” With unerring

instinct, Eli worked accounts the full-time salesmen rejected

into a larder of contacts.

Drawing on those accounts, in 1973, he opened E.A.T. at

Madison and 80th Street, fashioned after “Justin de Blank’s

London store, with a New York deli influence,” according to

Eli. A smash hit from the start, he curated an eater’s delight.

“He inherited the ahead-of-his-time gene,” said Fabricant.

When asked about the perceived schism between the

brothers Zabar, Eli demurred. “It’s easy (for people) to think

that when one brother goes off to do something by himself.

I don’t think it existed ... their business was extremely small;

there wasn’t room or opportunity for me.”

Eli Zabar knows the value of local and organically grown produce. He advocates buying from local upstate New York farmers whenever possible—that is, of course, for what he doesn’t grow in his rooftop greenhouses. He even pays local farmers special visits to keep the relationship going and growing.

volume 1 , i ssue 2 2010 | 39

www.cessna.com 40 |

Kamp offered another reason: “Eli said, ‘I want to open on the

Upper East Side because I love the way the women smell.’”

Either way, E.A.T. was just the beginning. He’d barely settled

into leased space at Madison and 72nd when Ralph Lauren

arrived, coveting the whole building, and bought Eli’s lease

out. “For $3 million,” recalled Saul.

“No,” Eli said with a smile the next day, “for much more.” With

the proceeds, Eli bought an old vinegar factory at 91st and

York and developed a market, café, commercial bakery and

later 20,000 square feet of rooftop greenhouses. Next came

Eli’s Manhattan—at Third Avenue at 80th—offering a café,

wine, flowers and a food market. Today, his total Manhattan

square footage, including retail, bakery, warehousing and

greenhouses, is more than 160,000.

SPARING NO EXPENSEWhile his brothers shaved prices, Eli tested the ceiling. “(Eli)

was prescient. He anticipated the direction in which America

was going culinarily before most did. ... What he doesn’t

apologize for was his ambition or his pricing,” Kamp said.

“He doesn’t fool around,” said Fabricant. “His produce is

excellent. He has some of the best prepared food in the city.”

“Taste was really a big part of his M.O.,” said Mary Cleaver,

this page: Eli concocted his own special coffee and espresso blends. Eli’s House Blend is made from very lightly roasted beans. It is 75 percent Guatemalan and 25 percent Costa Rican, with just a hint of acid to give it great body. opposite page: Eli’s love of aviation blossomed long before actually owning an aircraft. He holds several ratings and uses his CJ3 for business and pleasure. He even remembers to make sure the family dog is taken care of: Chew toys are found in the seat-back pockets just in case the canine gets restless.

owner of acclaimed Cleaver Co. caterers, who worked at

E.A.T. in the ’70s. “He understood that some of his clientele

needed to learn about taste and were willing to (let him) be

the one to tell them. That there was a slice of the population

interested in buying something because it was expensive.

That was the market Eli really understood, and he was

brilliant at working it.”

Of grumbles that he’s overpriced? When asked, Eli sat silent,

then said, “What it comes down to is that I bring something

very special to the table. There is a creative soul behind

this whole enterprise ... a lot of experimentation. I put a

very high value on my talent. And if you want what I’ve got,

you’ve got to pay for it. What the customer gets in return

is something very, very special that I don’t think they get

anyplace else.”

SLAVE TO STARTEREli’s creative soul leavened his breads. By the early ’80s,

wonderful breads were growing scarce in Manhattan as

old bakers died off. Eli baked his very first loaf following

a New York Times recipe, then began incubating theories:

Outstanding bread requires non-industrial flours, high

temperatures and natural yeast starters, not flavor-abrasive

commercial yeast. (“I’m a slave to starter,” he said. The

culture he uses today, the progeny of a piece of dough

from an old Jewish bakery in Tarrytown, has been fed flour

and water every few hours for nearly 30 years.) By 1985,

he’d developed his wildly popular Health Loaf. “The best

bread I ever invented,” he said proudly. Baked from coarse,

stone-ground whole wheat flour, its dense, moist flavor and

seeded crunch reveal a great deal about its creator.

volume 1 , i ssue 2 2010 | 41

www.cessna.com 42 |

top left: With the store at 91st and York Avenue being housed in an old vinegar factory, Eli pays tribute to that heritage by offering a large international selection of vinegars. lower left: Eli’s flower shop design and bouquet styles are fashioned after those found on the streets of Paris. top right: The perfect meal must be accompanied by the perfect bottle of vino. No one understands this better than Eli. Having a wine shop in his repertoire allows him to share this passion with others. He often invites his favorite wine producers to conduct tastings in his store. lower right: Eli Zabar works with the Amagansett Farmers Market, the Peconic Land Trust and Amber Waves Farm to deliver organic foods and promote education of the local community on the value of eating nourishing foods.

volume 1 , i ssue 2 2010 | 43

He wanted more. In the early ’90s, he flew his own personal aircraft

to Saratoga Springs, N.Y., to meet with Michael London, whom Saveur

magazine calls “the best baker in America.” London recalled that Eli

kept a taxi waiting outside for several hours while they talked. “Eli

told me he wanted the lion’s share of bread in New York,” London

said.

Today, Eli’s Bread uses 105,000 pounds of flour weekly baking bread

for nearly 1,000 restaurants, hotels and markets.

FLYING YOUR OWN CITATION HAS ITS BENEFITSFlying his own aircraft has put Eli in the unique position to serve the

culinary demands of an extremely specialized clientele—the aircraft

owner and operator.

“We do a lot of aviation catering, mostly out of the E.A.T. store on

Madison Avenue,” Eli said. “My own direct experience has helped me

in this catering business because I know small spaces. I don’t care

how big your plane is, it’s still small.

“Most of the people that use my catering are regular customers in the

store themselves. They are looking for a particular quality, and they

are looking for something that they are familiar with. My chefs make

wonderful sandwiches and wonderful salads that are really fresh, that

are made out of ingredients that have never been frozen. They are

absolutely seasonal, and you are eating them just a few hours after

they are made.

“It’s really the highest level that you can get in airplane food. The

people who use my catering are people who mostly own their own

airplanes. People who know what good is.”

IT ALL BEGINS WITH THE INGREDIENTSAll conversations about food with Eli Zabar almost immediately turn

Eli’s Cafe wears two hats. During the day it is a café, with self-service break-fast and lunch offerings and coffee bar. Featuring sandwiches, soups, salads,

and pastries, it allows patrons to sit and relax a bit, or supports the on-the-go lifestyle of Manhattan. As the sun sets, it is transformed into TASTE, a more

formal venue. Out come the Frette linens for elegant, full-service dinners, complete with hand-selected wines.

¾ cup butter

1 cup sugar

1 teaspoon vanilla

3 ½ cups all-purpose flour

¼ teaspoon salt

• Preheat oven to 350 degrees.

• Bring butter to room temperature.

• Mix together the butter, sugar and salt—by hand or with an electric beater or mixer.

• Add the vanilla.

• Sift the flour and add it to the butter and sugar—this will be easier with an electric beater or mixer than by hand.

• When the dough begins to form a ball, dump it onto a flat surface dusted with flour and shape it into a flat disk about 1 inch thick.

• Wrap it in plastic and chill for 30 minutes.

• Roll the dough out on a floured surface to about ¼ inch thick.

• Cut it into shapes using cookie cutters —hearts are nice.

• Place on an ungreased cookie sheet and bake 20-25 minutes, just until the edges begin to color.

• Cool the cookies on a wire rack.

• Enjoy!

ELI’S E.A.T. SHORTBREAD COOKIES

www.cessna.com 44 |

into a lecture on the importance of ingredients. To ensure

the freshest ingredients, Eli has gone to extraordinary

lengths to procure the best of the local, while traveling

across the planet to bring back the exotic. Wine tastings

back and forth between Italy and France, cheeses from the

Alps and the south of Spain, salmon from Scotland, caviar

from Russia—even the salt comes from the Mediterranean:

E.A.T. would not be E.A.T. if Eli didn’t have the capability of

projecting himself anywhere in the world on a moment’s

notice. The entries in his logbook of his trips around Europe

in his Cessna Citation CJ3 look like a European airline

schedule. Always on the lookout for what you will think

tastes fabulous, Eli leaves no small landing strip unexplored.

“I couldn’t do what I do without my plane,” said Eli. “My

passion for food extends into making new discoveries,

finding tastes no one in New York has experienced. I’m like a

little kid when I discover something that’s really good, that

somebody else has made.”

The trick is to recognize a taste that will be popular and

bring it back before anyone else. You have to know both the

chemistry and psychology of cooking to do it well, and it’s

something Eli has been doing spectacularly since 1973. Eli

said his driving passion today stems from his anger over the

debasement of so much American food by industrialization,

combined with a responsibility to teach what he’s learned.

THE IMPORTANT THINGSDespite a healthy competition among the brothers, the

extended Zabar family has celebrated four holidays

together annually for 40 years. Recently, Eli, his wife, Devon,

and their twin 17-year-old sons prepared the Seder feast

for 34 guests, the 20th straight year the clan celebrated

Passover at Eli’s. The food was exquisite.

Today, the brothers have nothing but compliments for

one another. And retirement? Not when the game is so

exhilarating.

Not your typical airplane food:With Eli’s love of aviation and exquisite food, it comes as no surprise that he would have an airplane catering business. You can order snacks or full meals. Ingredients come from the vast selection of delicacies found in his stores, and each meal includes all the essentials for a fabulous culinary experience. opposite page: A rare find in Manhattan, large greenhouses sit on the roof of the vinegar factory. Here, Eli puts his green thumb to work by growing his own tomatoes, salad greens and herbs. Now that’s fresh!

ELI ZABAR—FLIGHTOGRAPHY

Years flying: Nearly 30—first flight lesson was in July 1980.

Ratings: Single-engine private, IFR, commercial and single

pilot for CJ series.

Average hours flown per year: Approximately 200.

Aircraft ownership history:

Mooney 201

Cessna 140A

Piper Aerostar

Cessna 425 Conquest 1

Piper J-3 Cub

Cessna Citation CJ1

Cessna Citation CJ2

Cessna Citation CJ3 (three)

Cessna Citation CJ4 (on

order)

volume 1 , i ssue 2 2010 | 45

46 www.cessna.com |

The Citation Special Olympics Airlift delivers more than just athletes to the

games. Be a part of it this year!

COME TOGETHER, CESSNA STYLE

story: melinda schnyder | photography: cessna visual media group

The lighting of the cauldron at the Special Olympics U.S.A. National Games indicates that the games have begun. Approximately 3,000 athletes from every state in the U.S. and about 10,000 coaches, volunteers, family members and sup-porters come together to cheer on the athletes to the finish line. (photo courtesy: Special Olympics)

volume 1 , i ssue 2 2010 | 47

www.cessna.com 48 |

SEEING MORE THAN 200 CESSNA CITATION business jets

arriving one after another. Watching the most enthusiastic

and grateful passengers you can imagine emerge from each

airplane.

Witnessing an army of volunteers work in unison to

fit in hundreds of arrivals, taxis and tows while off-

loading, transporting passengers and crew, refueling and

orchestrating departures in about 600 minutes of ground

time.

Knowing that the event has been more than 18 months in

the making: a massive collaboration including the Federal

Aviation Administration, on-site airport officials, local

fixed base operators, hundreds of volunteers from the

community, Cessna employees and volunteers, Citation

owners from across the country and the Special Olympics

organization.

Talk to anyone who has participated in the Citation

Special Olympics Airlift and he or she will say you have to

experience the event to really understand the impact it will

have on your life.

You have the chance to discover for yourself—Cessna

Aircraft Company needs additional Citations to help reach

its goal of transporting 2,000 athletes, family members and

coaches from across the country to Lincoln, Neb., for the

2010 Special Olympics USA National Games on July 17 and

returning athletes to their home bases on July 24.

“It takes a lot of pre-planning to make the Citation Special

Olympics Airlift happen, and the most important element

Smiles & Laughter

As athletes emerge from the door of their special “dove,” they are greeted by volunteers who get the pleasure of accepting the first smile. They are there to lend a helping hand as the athletes take one step closer to their dream of participating in the Special Olympics U.S.A. National Games.

If we didn’t have your help, I’m not sure how we would get there. It is people like you who make it

happen for athletes like me.—Kyle, SO athlete, basketball

Hats off to all involved in this most worthy endeavor. The

planning and professionalism of this event is unsurpassed. It was

a seamless event for us. —Greg Cook, president and

co-founder, Cook Portable Warehouses

The Citation Special Olympics Airlift is a unique event that brings together the general

aviation community to carry out the largest peacetime

airlift in the world.—Harrison Ford, actor and

honorary event chair

If you don’t have a smile, I’ll give you one of mine.

—Author unknown

I could not believe the generosity and kindness that my child

was shown. It made a stressful time much easier.

—Barbara, mother of an SO athlete

Peace begins with a smile. —Mother Teresa

www.cessna.com 50 |

Hugs & Happiness

of our planning is knowing how many aircraft we can count

on and where those aircraft are based,” said Jack Pelton,

Cessna chairman, president and CEO. “Not only does this

information allow the Airlift team to begin coordinating

logistics, it lets each state’s Special Olympics delegation

plan for how they will get to the games. State organizations

have small budgets, and often the cost of travel falls on the

families of the athletes. Many cannot afford last-minute

airfare, so travel methods will need to be decided now.”

The Airlift relies on corporations and individual Citation

owner-operators to donate their Citation business jet(s),

pilots and fuel to transport participants to the games, which

are held every four years. In 2006, 235 Citations carried 1,500

athletes, their families and coaches to Des Moines, Iowa, for

the competition. They came from 40 departure points in 28

states.

Special Olympics is an international organization that

provides people with intellectual disabilities continuing

opportunities to realize their potential, develop physical

fitness, demonstrate courage, and experience joy and

friendship. Special Olympics offers year-round athletic

training and competition in Olympic-type sports, including

the USA National Games. This is the sixth Citation Special

Olympics Airlift organized by Cessna.

“The Airlift is an opportunity for the athletes, it’s an

opportunity for Cessna to demonstrate its community-

minded approach, and it’s an opportunity for all of us to do

something positive and high-profile to promote aviation

in a time when aviation faces some difficulties,” said actor

In just a few short moments, bonds of love are formed between the athletes, the pilots and the volunteers. Each shows his or her gratitude toward one another with a simple yet very meaningful hug.

and honorary event chair Harrison Ford, who plans to fly his

Citation in the Airlift.

While the Airlift’s purpose is to safely transport athletes,

families and coaches to the Special Olympics USA National

Games, the pilots who volunteer get a lift, too.

“There is no more rewarding trip that you will ever make in

your career than to fly coaches and athletes in the Citation

Special Olympics Airlift,” said Neil Brackin, General Mills’

director of air transportation. “You will be rewarded multiple

times over, not only in the personal feeling of making a

difference, but also in goodwill in your business community.”

General Mills has had an all-Citation flight department for

more than 20 years, and the Minneapolis-based company

has participated in each of the Citation Special Olympics

Airlifts.

“Not only is this a great thing to do for the athletes, but

the coaches and chaperones accompanying them are very

appreciative,” Brackin said. “They spend weeks, months,

years getting the athletes ready, and the Airlift allows them

to concentrate on having fun with the athletes instead of

worrying about getting everyone to the games safely.”

As Eddie Shaw of San Antonio-based Zachry Holdings Inc.

pointed out, the commitment is an easy one for a company

already using business aircraft.

“It’s such a great feeling to be a part of the Airlift, and it’s

easy to do,” said Shaw, Zachry’s chief pilot. “An established

operator like us already owns the airplane and has it

insured, the crews are already employed, the hangar space is

This is just another example of how general aviation owners

and operators give back to their communities.

—Jack Pelton, Cessna chairman,

president and CEO

(This) is an opportunity for the athletes, it’s an opportunity

for Cessna to demonstrate its community-minded approach,

and it’s an opportunity for all of us to do something positive and high-profile to promote aviation

in a time when aviation faces some difficulties.

—Harrison Ford, actor and honorary event chair

A hug is a great gift—one size fits all, and it’s easy to exchange.

—Author unknown

The Airlift would not be possible without the support of

Citation owners and operators, so our goal as event

organizers is to make participation as easy as possible.

—Rhonda Fullerton, Cessna community relations manager and director of the

Citation Special Olympics Airlift

A hug is a smile with arms, a laugh with a stronger grip.

—The Quote Garden

Let me win, but if I cannot win, let me be brave in the attempt.

—Special Olympics motto

www.cessna.com 52 |

rented—all we are doing is taking the aircraft out of service

a couple of days and buying some fuel. The reward for the

company and us personally is well worth it.”

Everyone who has participated agrees: The Citation Special

Olympics Airlift will be an experience that will have an

impact on your life in addition to the lives of the athletes

and families you help.

“This is just another example of how general aviation

owners and operators give back to their communities,”

Pelton said. “I’m very grateful for all the Citation owners who

participated in our past Airlifts. Here’s an opportunity again

for those of you who know how important it is and those of

you who have recently joined the Cessna family. Catch the

spirit and join me in Lincoln this year.”

Togetherness & Teamwork

In the celebration, high school band members get their drums and trumpets blazing, cheerleading squads clap to the beat, and FAA and airport staff guide the doves as volunteers form lines to high-five the athletes as they make their way across the tarmac.

The Airlift requires the efforts of hundreds of volunteers and aircraft. Cessna is aiming to transport 2,000 athletes, coaches and family members to the 2010 games.

REGISTRATION FOR THE CITATION SPECIAL OLYMPICS AIRLIFT IS SIMPLE AND EXCLUSIVELY ONLINE AT:

WWW.AIRLIFT.CESSNA.COM

IF YOU HAVE QUESTIONS, PLEASE CALL 888-LNK-LIFT (888-565-5438).

HOW TO GET INVOLVED AT A GLANCE

WHAT: CITATIONS ARE NEEDED TO TRANSPORT 2,000 PARTICIPANTS TO AND FROM THE 2010 SPECIAL OLYMPICS USA NATIONAL GAMES.

WHEN: JULY 17 & 24, 2010

WHERE: LINCOLN, NEB.

COME TOGETHER, CESSNA STYLE

volume 1 , i ssue 2 2010 | 53

There is no more rewarding trip that you will ever make in your career than to fly coaches

and athletes in the Citation Special Olympics Airlift.

—Neal Brackin, director of air transportation, General Mills

Coming together is a beginning. Keeping together is progress. Working together is success.

—Henry Ford

The emotions caught me off guard. Every time Cessna

announces they are accepting volunteers, I jump on it.

—Terry Stent, volunteer pilot

It is amazing how much you can accomplish when it doesn’t

matter who gets the credit. —Author unknown

Delegation travel is the largest expense for state Special Olympics programs, and without

the Airlift, fewer athletes would be given the

opportunity to compete. —Charles Cooper, president and

CEO, 2010 Special Olympics USA National Games

www.cessna.com 54 |

YOU MIGHT CONSIDER AN ON-DEMAND Citation Service

Center operating out of your hangar a revolutionary idea, but

Mark Paolucci would disagree with you. Paolucci, senior vice

president of customer service at Cessna, sees the company’s

new ServiceDirect initiative as the next logical progression in

a disciplined evolutionary process.

In 2007, Cessna prototyped its first Mobile Service Unit (MSU)

to provide aircraft-on-ground (AOG) support to customers

within a day’s drive of its base of operations in Texas. The MSU

is a full-sized service truck, equipped to handle a variety of

maintenance and diagnostic functions. The self-contained

truck, with a ground power unit (GPU) and compressor, is

also outfitted with hydraulic power, jacks for every model of

Cessna Citation, a Tommy lift capable of removing engines,

an extensive technical library and select replacement parts.

Manned by two Cessna-trained technicians, the MSU can

handle everything from light to medium maintenance and

repairs.

The program was well received for its AOG response, but

Paolucci and his team continually sought more customer

input. And that’s when, as Paolucci put it, “we became

enlightened.” They saw that scheduled MSU visits became

nearly as common as unscheduled ones and realized that

customers were seeing cost savings and convenience in using

the MSU for routine maintenance.

Paolucci said that initially the cost benefits of using the MSU

seemed to be in the fuel expenses, wear on the aircraft and—

perhaps most important—time saved by not traveling to the

nearest Citation Service Center. All of this more than offset the

nominal mileage and deployment fee of the MSU. But owners

who operate their own service departments also realized

that using the MSU could minimize or even eliminate costly

SERVICEDEMAND

onYOUR HANGAR. CESSNA FACTORY SERVICE.

story: steven ludlow | photography: cessna visual media group

volume 1 , i ssue 2 2010 | 55

technology

mobile service units

Hydraulic controls operate outriggers that anchor the MSU truck while a large boom enables it to perform heavy lifting operations.

Specially equipped Mobile Service Unit trucks are strategically deployed around the country in support of scheduled and unscheduled Citation

maintenance activities.

The trucks are designed with onboard equipment necessary for diagnostic checks and fixes for nearly every system in the Citation product line.

Testing Citation electrical systems in customer han-gars is just one of the procedures the versatile MSU is called on to perform.

technology

mobile service unit

For 30-40 years, fixed base operators

(FBOs) were the industry model of

general aviation service. In 1972, as

Cessna was preparing to debut the

first Citation jet, the company realized

that these more complicated aircraft

would require a dedicated service

network. With the implementation

of the first Citation Service Centers,

Cessna became the first to build

company-owned, brick-and-mortar

service facilities dedicated to a single

product line.

Eventually, as customers requested

a more robust AOG response from

manufacturers, GO Teams were

developed whereby technicians could

be dispatched on short notice to

remote locales. The weakness of these

teams was that the service personnel

still had to scour the local airports for

specialty tools, jacks and sometimes

parts. It was a step in the right

direction, and Paolucci acknowledged

that GO Teams have their place, but

customers needed more.

Cessna developed the Air Response

Team (ART) to build on the GO Team

concept. ART deploys a dedicated

Citation aircraft, carrying technicians,

tools and parts, with the singular goal

of ensuring the customer doesn’t miss

his or her next flight. ART offers a more

complete response for the customer,

and in the event the grounded

aircraft cannot be fixed on time, ART

can provide the transportation the

customer needs.

In response to an ART deployment

in December 2009, a new Citation

Mustang owner penned an open

letter in a Citation owners’ forum with

a glowing review of his experience.

With his aircraft grounded due to a

trio of glitches he refers to as “teething

pains,” customer Russell Boyd

contacted Team Mustang to resolve

his issues. Within 24 hours, after not

finding resolution over the phone, two

Citation Service Center techs and a

variety of FedEx packages filled with

parts arrived at Boyd’s hangar. When

an anti-skid control board was found

to be the problem, and the part was

not on hand, ART was immediately

dispatched, and the crew worked into

the night so Boyd could make his flight

the next morning. After making that

flight, Boyd was pleasantly shocked

to find that the team had tracked

his progress when they called him

right after landing to confirm that

everything had worked properly.

Paolucci was quick to throw water on

his own team’s success, however, when

he pointed out that there are nearly

6,000 Citations in service around the

world, and there is only one ART. So,

by its nature, it’s a resource of last

resort, and simply one that cannot be

promised to everyone. He said again,

“Our customers needed more.”

Thus was born the MSU and, with

the addition of the new Temporary

Personnel Support (TPS) and

HomeService programs, the

introduction of the multifaceted

ServiceDirect maintenance delivery

group.

technology

mobile service unit

investments in specialized tooling and

training for technicians.

In addition, owners began to recognize

that maintaining the Cessna pedigree

is more easily achieved with on-site

support. “One of the most important

things about owning an aircraft,”

Paolucci said, “is preserving resale

value, and there is no better way to

do it than by ensuring that every

maintenance sign-off is from the

factory.”

He pointed out that Cessna has

a well-earned reputation for the

technical excellence of its factory-

trained technicians. “Every year, each

Citation Service Center achieves the

FAA’s Diamond Award for continual

training,” Paolucci said.

With the success of the experiment,

Cessna fast-tracked MSU expansion,

and the fifth MSU went into service in

South Florida earlier this year, joining

units in Texas, North Carolina, Arizona

and Southern California. By the end of

2010, between nine and 14 MSUs will

be in operation domestically, along

with one in Europe.

As successful as it has been, the MSU

was just one element of a bigger

progression. Paolucci’s team began to

take a closer look at the limitations of

the MSU and discovered other areas

of opportunity. This is what Paolucci

meant by an evolutionary process, and

he pointed out that Cessna’s history of

customer service is further illustration

of the point.

TPS offers customers on-site factory

technicians for a contracted period

of time to provide assistance with

maintenance and implementation of

their aircraft.

HomeService then melds what is

perhaps the best of both the MSU and

TPS concepts, while simultaneously

offering unprecedented support

to remote areas. With HomeService

(tagged “Your Home, Our Service”),

Paolucci’s team took most of the

components of an MSU and packed

them into a specially designed cargo

container. With the capability to ship

the container to nearly anywhere

in the world, combined with the

deployment of Citation Service Center

technicians, Cessna is again modeling

an industry-leading advance in

customer support.

Paolucci would say little about

what the next development in

customer support may be, insisting

his team is focused on the successful

implementation of the next fleet

of MSUs and ramping up the other

elements of ServiceDirect. But he is

clearly always on the lookout, and

his message to Citation customers is:

“We’re listening.”

Each Mobile Service Unit carries a full comple-ment of equipment and usually is dispatched with two Citation A&P mechanics.

The Mobile Service Units can handle most service procedures up to and including engine swaps on all Citation models.

volume 1 , i ssue 2 2010 | 57

Any way you look at it, it's an impressive list. But these aren't our accomplishments, they're yours. You told us what you wanted from Cessna Customer Service, and this is where it led. You helped us create and launch innovative programs that are efficient, money saving, time saving, and personalized. And we can't wait to see where our partnership takes us next. Once again, thank you for your loyalty. And thank you for making us the best Citation service in the business.

TWO YEARS OF ACCOMPLISHMENTS CAN BE SUMMED UP IN TWO WORDS: "THANK YOU."

www.cessna.com 60 |

TAKING THE DIGITAL LIFESTYLE TO THE SKIES

WHEN CESSNA INTRODUCED THE CITATION CJ4, the

company promised to take all the things customers have

come to know and love about the CitationJet family and

elevate them to entirely new levels. A key element in any

new aircraft development process is creating the ideal

cabin environment. Beyond spaciousness and sleek design,

customers want comfort and usefulness that matches their

lifestyle.

Engineers on the CJ4 program found a way to incorporate

the first high-definition cabin management and

entertainment system available for light jets. Venue™

Cabin Management System by Rockwell Collins sets a new

standard for cabin entertainment and connectivity by

delivering an array of features and capabilities never before

available in the light-jet category. It fully integrates your

in-flight entertainment and business capabilities into one

easy-to-use system.

ROCKS!story: amanda martin | photography: junebug clark

the

“When developing the cabin management and

entertainment system for the CJ4, we put a special emphasis

on simplicity and ease of use,” said Brian Steele, Cessna’s

program manager on the Citation CJ4 program. “It doesn’t

get any easier than Venue. There’s a menu-driven system

controller at each seat. Plus, along with selecting audio

and video programming, you can use the controllers to

control cabin lighting, temperature and even the window

shades. Once you experience Venue, you’ll wish your home

entertainment system was this capable and easy to use.”

Rockwell Collins announced Venue in 2007 at the same

National Business Aviation Association (NBAA) trade show

where Cessna announced the Citation CJ4. The companies

also announced at the show that Venue would debut on the

CJ4.

Until Venue, jets the size of the CJ4 lacked the necessary

architecture for advanced cabin capabilities. These aircraft

technology

in-flight entertainment

ROCKS!

www.cessna.com 62 |

technology

in-flight entertainment

Venue allows Cessna to move toward a common platform with the flexibil ity to add advanced features and continuous introduction of new capabil it ies.

have limited room for onboard equipment, and there is little

space to run the cables necessary to deliver high-definition

video in a traditional manner.

Venue achieves the goal of having a digital infrastructure—

communications, lighting and temperature controls, and

high-definition video displays—on a light jet by combining

several functions in fewer boxes and distributing high-

definition video signals through small, lightweight cables.

In addition, a flexible distributed architecture with powerful

processors at each seat makes it easy to quickly add

innovative features to the Venue system.

The system’s light weight, cost and functional requirements

make it an ideal solution for aircraft spanning from the

light- to super-mid-jet segments of the market, thereby

enabling unprecedented capability in smaller jet cabins.

Its scalable architecture allows Venue to expand to meet

future technological advances and larger jets. Different

systems based on plane size are very expensive, but Venue

allows Cessna to move toward a common platform with

Work, watch, listen, manage: The contemporary CJ4 cabin trans-forms into a sophisticated multimedia room with the new Venue Cabin Management System.

Collaborate in flight: Venue lets you share your laptop display on its screens.

Bring your media with you: iPods and other MP3 devices dock seamlessly with Venue.

volume 1 , i ssue 2 2010 | 63

jukebox and make last-minute preparations en route, keep

an eye on flight progress with the integrated wide-screen

3-D digital Airshow® moving maps or enjoy entertainment

options including music and video. Venue’s Media Center

was developed for use with the latest consumer electronics

technologies—from MP3s to gaming systems to Blu-ray

Discs™ and DVDs. The advanced architecture offered by

Venue supports video resolutions up to 1080 pixels and is

fully compatible with new high-definition standards such as

HDMI®.

Not only is Venue the first high-definition cabin

entertainment system available for light jets, it is the most

complete system ever offered in this category of aircraft.

the flexibility to add advanced features and continuous

introduction of new capabilities.

“Venue emulates the home electronics experience, bringing

high definition and an intuitive user interface to the aircraft

cabin,” said Andrew Mohr, Rockwell Collins’ director of

marketing for cabin systems. “We’ve never had a product like

this before. Citation owners are going to be blown away that

Rockwell Collins and Cessna have been able to take state-of-

the-art technology and put it in cabin management.”

Venue makes the Citation CJ4 an extension of today’s digital

lifestyle, whether in the office or at home. The system creates

flexible, workable and integrated business capabilities.

Passengers can plug their laptop into the audio and video

Ideal for more than just work: Venue’s wide-screen, high-definition displays bring Blu-ray and DVD movies to life.

Like remote controls that you’ll never lose, intuitive Venue control panels are located at each seat.

G O L F. E N T E RTA I N . R E L A X . E N J O Y.

SPECIAL FREE GOLF OFFER FOR CESSNA AIRCRAFT OWNERS

As a valued Textron customer, we have an exciting offer for you. Cessna and the Pete Dye Golf Club in Bridgeport,

West Virginia invite you to become a member of this nationally renowned Club. Over the years, Pete Dye Golf Club has earned

great recognition in the U.S. golf industry:

• #1 Golf Digest Best Course In West Virginia • #4 GolfWeek Top 100 Modern Courses

• #32 GolfWorld Reader’s Choice Award Top Private Courses • #57 Golf Digest Top 100 Courses

As a Cessna owner, you should know the North Central West Virginia Airport is located just 15 minutes from the Club.

This airport features a 7,000 foot runway—the largest commercial runway in West Virginia. Transportation to and from the

airport is provided by the Pete Dye Golf Club staff.

We welcome you to play a complimentary round of golf and if you desire, stay for a night at our newly renovated Black

Diamond Lounge. If you wish to bring guests, the special Cessna owner guest rate is $100.

In addition to a complimentary round of golf, we are pleased to announce that Pete Dye Golf Club is offering Cessna

customers a special 2010 membership package unlike no other — annual dues with no initiation fee!

Please call our general manager and membership director, Donna B. Mitchell at (877)-304-PDGC (7342)

or email her at [email protected] to arrange your complimentary visit.

This offer is good until September 30, 2010. Call today to learn more.

“It is eighteen of the most exciting and memorable holes that I have built on one course.”

–

TEX9999_PeteDye_Cessna_Ad_v3.indd 1 4/5/10 3:07:07 PM

Close encounters in the skies over the American Southeast

produce images of the mesmerizing kind.

Here’s the true story.

ON A MISSION: AIR-TO-AIR PHOTOGRAPHYstory: kirby ortega with pia bergqvist | photography: steven ludlow and randy wentling, cessna visual media group

GREAT AVIATION PHOTOGRAPHS CAN BE ENCHANTING.

Airplanes appearing to fly right out of glossy magazine

covers. Airplanes banking into golden sunsets. Airplanes

skimming rugged mountain ridges. It’s hard to take

your eyes off the images. Have you ever wondered how

those exquisite mood shots are created? As chief pilot

for propeller operations at Cessna Aircraft Company, I’m

often assigned the challenging and exciting task of flying

either the photo ship or the target aircraft used for a

Cessna photo flight. Let me describe to you what has to

happen before you are able to marvel at those beautiful

images that grace magazines, brochures and posters

worthy of framing.

66 www.cessna.com |

volume 1 , i ssue 2 2010 | 67

Photo specs: camera—Nikon D700 shutter speed value—1/250

aperture value—f/18 ISO—200

(photo: Steven Ludlow)

www.cessna.com 68 |


aperture value—f/7.1 ISO—160


The night before the

shoot begins. The

gods of photography

and weather must be

appeased.

Man and

machine require

refreshment prior

to flight.

The talent is ready.

Now, where are the

photographers?

This thing also has

a microphone, so be

careful what you say.

8 p.m. 7:55 a.m.6:45 a.m. 7:35 a.m.

|68 www.cessna.com

BEHIND THE LENS




The creation of Cessna’s air-to-air photos occurs during what

we call a photo mission, which requires several departments

to work in harmony. The Marketing Communications

Department works as the conductor of an orchestra

consisting of photographers, airplanes and pilots. “There

are so many things that need to come together, the most

challenging of which is sometimes the one we don’t have

control over: the weather. But when everything lines up,

it’s perfection,” said Lori Lucion, director of Marketing

Communications at Cessna Aircraft Company.

Once a need for still or video pictures of certain airplanes is

established, a shot list is developed of the photos that need

to be taken.

“When we create a shot list for a marketing project, we’ve

already got the layout thought out,” said Lucion. “We sketch

the positions we want the aircraft to be in, and from there we

create a list of what we’re looking for.”

Once the shot list has been established, the pilots and

cameramen identify the ideal locations for the photo mission,

given seasonal conditions and aircraft performance.

The shooters often come from Cessna’s own Visual

Media Group (VMG)—a team of highly experienced staff

photographers, videographers and designers. In addition to

being a brilliant photographer, you can’t be afraid of flying

real close to other airplanes to be chosen for an air-to-air

photo mission. You also have to be immune to motion

sickness as you’re hanging out the window of one moving

object looking through a lens that’s pointed at another

moving object. But the excitement is worth the challenge.

“The biggest thrill really is just nailing it—when all of the

elements come together, and you get dynamic, beautiful

footage of the aircraft,” said Steven Ludlow, photographer/

videographer at VMG. “When you find the right light, the right

backdrop and smooth air to work with to get the shot you

want, it’s a rush.” We’re losing the light.

Let’s go already!

Action.

Finally on the move.

Is it my camera, or is

something not right

about that prop?

Lights. Camera ...

8:20 a.m. 9:25 a.m.8:45 a.m. 9:10 a.m.

In addition to great photographers, a successful air-to-air

photo mission requires machine and man to be functioning

together, so the photo platform—the aircraft carrying the

photographer—is an important part of the mission. I became

intimately familiar with N6542U, a 1986 Cessna Turbo

Centurion that served dutifully as Cessna’s photo platform

for almost 20 years. The middle seats in Four-Two-Uniform

were removed to accommodate the pilot, art director, two

shooters and all the gear they needed to complete their tasks.

But, as the product line grew, the Turbo Centurion appeared

to shrink. With an increasing number of jets to shoot, its

speed capability simply became inadequate for the task. This

became apparent in some of the photos shot from the Turbo

Centurion as the subject aircraft had to fly with a high angle

of attack to keep its speed down.

Cessna resolved this dilemma by adding a Cessna Grand

Caravan to the photo ship fleet. The faster and much more

spacious Grand Caravan became the new photo platform. The

Grand Caravan photo ship is a nice ride, equipped with the

Oasis interior and customized for air-to-air photography. At

the rear of the aircraft, there are windows on both sides that

open in flight, so the photographers can hang their cameras

outside to improve shooting angles. The shooters can also

rotate their seats 180 degrees and find the ideal perch from

which to record the excitement of formation flight.

Depending on what’s needed for the photo mission, there

may be a still and a video photographer onboard the photo

platform at the same time.

“Most times we’re shooting, there’s only one prime open-

window position. So whereas we’d often love to shoot both

the still and video shots at the same time, we have to trade

back and forth,” Ludlow said. “When you’re flying by that

perfectly lit mountain pass, there is no second flyby. Those

moments are truly fleeting.”

“Hey, man, I’m trying to

shoot video here! Can you

quit moving so much?”

Hurry up and wait: Ninety

percent of most photo

shoots are spent waiting

for just the right moment.

No longer using your

grandpa’s Kodak Brownie.

HD video and monitors

gauge the quality of the

shot in real time.

Turns out ,the Cessna

Corvalis TT looks pretty

good on the ramp, too.

9:32 a.m. 10:24 a.m.9:44 a.m. 9:56 a.m.

70 www.cessna.com |

Calling in the heavy

artillery: A turbine-powered

Astar fitted with an

articulating HD camera.

The creative director

modeling equipment he

hopes he won’t need.

“You climb real hard

and bank left. I’ll be

right on your 6.”

How you turn lots of

money into great images.

Don’t touch. If you break

it, you buy it.

10:38 a.m. 10:55 a.m.10:45 a.m. 10:50 a.m.



(photo: Randy Wentling)

72 www.cessna.com |

Who needs windows?

The real view from the

backseat today is on a

9 inch HD monitor.

11:34 a.m. 12:35 p.m.11:52 a.m. 11:54 a.m.

“I’ve got radar lock.”

Yankin’ and bankin’ for the

perfect shot.

Just fly, aim and shoot.

The cinematographer

works his magic from the

Astar’s left seat.




Besides the photographer, the formation pilot is key to a

successful photo mission. This guy needs to have the skills to

position the aircraft in the optimal location for photos with

an emphasis on safety. Before a pilot gets to this point, he

is enlisted on a photo shoot and given the role of grip. The

grip in the world of air-to-air photography is responsible for

moving subject airplanes to different locations and pushing

airplanes around on the ground for detail shots. During his

internship, he will ride in and observe from both the photo

platform and target airplanes’ perspectives. If it’s a good fit for

the pilot, he will keep training with an experienced formation

pilot in the Grand Caravan and eventually be slated to fly the

photo platform on an actual shoot.

The photo platform pilot is the director of the show during

the photo shoot. From selecting the locations to reviewing

the shot list to forecasting the weather, he is the go-to guy.

He may not be on the next cover of Flying magazine, but he

silently enjoys a sense of satisfaction in knowing how it all

came together. And once he achieves competence, he’ll be

transferred to the shutter side of the camera. Normally, I’ll

spend about six to eight hours flying with a candidate on the

wing of the Caravan before turning him loose.

Creating spectacular air-to-air photography requires a great

deal of skill from all the team members involved. Between

the Marketing Department’s vision, the photographers’ skills,

the performance of the aircraft and the capability of the

pilots, Cessna’s team has brought about an untold number of

iconic images. While it is a beautiful and thrilling sight to see

another airplane tucked up against your wing, the proverbial

statement “Do not try this at home” definitely applies.

Team Corvalis TT. Who

knew it took so many

people to take a few

pictures?

Mission accomplished.

Photo ship in hangar.

Crew in bar.

“The job is done.

Now I rest.”

Good thing Three-Bravo-

Mike was ordered

with a cargo pod.

2:38 p.m. 5:35 p.m.4:45 p.m. 5:10 p.m.

Photo specs: camera—Nikon D700 shutter speed value—1/800 aperture value—f/5 ISO—160 (photo: Steven Ludlow)

cess

namagazine.com

CessnaMagazine_Adv2_ro.indd 1 4/13/10 12:24 PM

cessna magazine vol 1 issue 2

Documents