A BizAvJets Inc./In FlightUSA Joint Publication • Volume 2, Number 2 • Summer 2022
Business Aviation Advocate and Pharmaceutical Industry Disrupter
Cindy Eckert
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A Letter from the Publishers Dear Readers,
It is with great excitement that we present to you our Summer 2022 issue of BizAvJets USA. This is our fifth edition, and we are just as thrilled as ever to be sharing great stories in the business aviation community. This season, we have many airshows and events, including AirVenture in Oshkosh. This past Spring, we had NBAA’s SDC2022 conference where Scott Morrison of JaxJetPort commissioned and debuted aviation artist’s Hank Caruso’s whimsical “JaxJet Biz Buzz” piece. Associate Publisher/Editor Paul T. Glessner interviewed Mr. Morrison and Mr. Caruso on how art can make an powerful statement, even in – or perhaps especially in – business. These events bring pilots, enthusiasts, mechanics and other business aviation users and professionals together. These are great opportunities to learn, grow, network and hear great stories. Since we started our publication in 2020, our focus has been on the charitable and efficient use of business aviation. This quarter, our cover features Cindy Eckert, a business aviation advocate and a pharmaceutical industry disrupter. Co-Publisher Elijah Stepp’s interview with Ms. Eckert reveals her $1.5 billion business success story. We also feature the adventurous chronicles of Threshold Aviation’s Mark DiLullo and how he became the owner of the largest privately-owned Jet Fighter Air Force; Co-Publisher Annamarie Buonocore delves in aviation career planning with coach Jenny Showalter; and writer Matthew Odenbrett tells how he was “overflown” by a Blackbird! We hope you enjoy this issue as much as we enjoyed creating it. For more information on submitting articles or to read our publication online, visit www.bizavjetsusa.com. Sincerely,
Annamarie Buonocore & Eli Stepp Co-Publishers BizAvJets USA Magazine
P.O. Box 5402, San Mateo, CA 94402 (650) 358-9908, Fax (650) 358-9254 Co-Publishers Annamarie Buonocore and Eli Stepp (702/465-2027) Managing Editor Vickie Buonocore Production Editor Matt DuBois Associate Publisher/Editor Paul T. Glessner Columnists John Goglia, Mark DiLullo and Matt Odenbrett Advertising Sales Paul T. Glessner (paul@bizavjetsusa.com) and James Beasley (562/277-6275) Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008-2021 In Flight Publishing. BizAvJets USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of BizAvJets USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. BizAvJets USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsibility of the seller and buyer.
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Contact this Expert Witness
Company: Botta Aviation Expert Witness Phone: 707-658-2880 Cell: 415-320-9811 Fax: 707-658-2880 Website: www.bertbotta.com Specialties & Experience of this Expert Witness
General Specialties: Aviation & Aerospace and Human Factors Specialty Focus: General Aviation Accidents, Loss of Control, Pilot Error, CFIT, Unintended Flight in IMC, Low Altitude Accidents, Power Plant Failure, Human Factors, Flight Crew Performance, Safety Culture, Pilot Fatigue, Pilot Performance, Emotional Intelligence, Corporate Flight Crews, Flight Crew Psychology Education: MA Counseling Psychology, John F Kennedy University; BA Social Science, San Francisco State University; Post Graduate, Advanced Human Studies Institute Years in Practice: 7
Additional Information
Current March, 2022: Captain Botta has 35 years Aviation Experience with a General Aviation background, as an International Airline and Corporate Pilot and 10 years in Private Practice and Group Leader as a former Licensed Professional Counselor. Captain Botta’s specialty is: The Opining of Pilot Psychological and Emotional Fitness As It Relates to Judgment That May Have Led to an Aircraft Accident or Incident • Captain Botta assesses and opines on individuals in a Corporate, Airline or General Aviation case that may have • Involved pilot error, inter-personal conflict or other “human factor” related issues • Based on his Experience as a Licensed Professional Counselor • And as a TWA FAA Designated Check Airman • TWA/ALPA & NetJets Professional Standards Committee Chairman • Experience in Aviation Expert Witness Cases involving Professional Aviator Medical and Flight Fitness Issues • Experience with Rebuttal, Written Reports and Deposition • Certified Leader of a Personal Leadership Training General Specialties: General Aviation, Flight Crew Human Factors, Pilot Judgment, Safety Culture Adherence, Pilot Behavior Analysis, Accident Analysis Education: • Masters Degree, Counseling Psychology, John F Kennedy University, Orinda, CA, 1984 • BA, San Francisco State University, San Francisco, CA, 1964 • Post Graduate Studies in Human Behavior, Advanced Human Studies Institute, Miami, FL, 1985-1989
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Aviation Expert Witness: • SEAK Expert Witness Directory, 12/21 • SEAK Expert Witness Training, 2/22 • Aviation Expert Witness Experience, Opined on pilot competency and medical issues
Aviation ExperienCE:
• General Aviation Background • Airline Pilot/Captain at Trans World Airlines (TWA) 19661993 • FAA Designated Check Airman, TWA, 1989-1993 • NetJets, Corporate Jet Pilot/Captain, 2000-2009 • Licensed Professional Counselor in Private Practice, St. Louis, MO, 1989-1996 • Chairman, TWA/ALPA (Airline Pilots Association) Professional Standards Committee, 1987-1992 • Chairman, TWA/ALPA Pilots Professional Standards Report, The Catalyst, Spring, 1987 • Chairman, Family Awareness Committee, TWA/ALPA, 1990 • Chairman, Family Awareness Committee Seminar, August, 1990 • Chairman, NetJets Professional Standards Committee, 2000-2004 • Certified Leader, Men’s Personal Leadership Training, ManKind Project, 1992 – 1998 • Search and Rescue, Instructor Pilot, Taos NM, Civil Air Patrol Composite Squadron, August, 1996 - June, 1998 • Seminar/workshop leader, St. Louis, MO 1992 – 1998 • Airline Pilot Interview Prep Specialist: Aviation Consulting Services. 2000 – 2001 • Speaker, 5th International Aviation Psychology Symposium, Columbus, Ohio, 1989 • Author, Pilot Sinking Spells, Flite Facts, September, 1979 • Author, Air Safety and Mental Health, Airline Pilot, March, 1989 • Author, Sanity, Common Sense and Air Safety: Keys to Understanding Pilot Error, 1989 • Author, Power Trip, Family Awareness Committee, May, 1990 • Author, Flying Beyond Retirement, Airline Pilot Careers, July, 2001 • Author, Soul-Searching: Thoughts on Life and a Flying Career, Aviation International News, November, 2001 • Author, Can Pilots Find Peace in Turbulent Times, Aviation International News, March, 2002 • Author, A Fractional Pilot’s Life Comes Full Circle, Aviation International News, May, 2002 • Author, USA Today: Fatigue, Understaffing Threaten Runway Safety, January 10, 2008 • Author, Seven Secrets to Eliminating Worry and Insecurity in Your Flying Career, Ebook, August, 2010 • Retired, NetJets, 2009 Captain Botta has a unique, in-depth perspective on the Emotional and Psychological Fitness of Pilots and Aviation Professionals that will prove valuable to any case that he opines on.
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Cindy Eckert - Pharmaceutical Industry Disrupter and Business Aviation Advocate By Elijah Stepp
At BizAvJets USA Magazine (BAJUSA) we network to meet and interview those who have utilized business aviation in one form or another. I was fortunate to hear Ms. Eckert’s (CE) speak at a Grant Cardone conference where she was featured onstage. Afterward, I approached her regarding possibly connecting for an interview. I am pleased to say Ms. Eckert agreed to take time out of her schedule to speak with us. We are thrilled to have someone of her caliber on the cover of our publication. Bio
Cindy Eckert is a self-made serial entrepreneur and two minutes. So I’ll focus on the highlight reel. You vocal advocate for women. She defies convention in her probably best know me from getting what the media industry, in her companies, and in her outcomes. Over calls female Viagra approved by the FDA. Men had a distinguished 24-year career in healthcare, in only the 26 different options for the bedroom. I thought it was time women had one of our own. last 10 years she has built and It became a very colorful story sold two businesses for more covered in media. And ultimately, than $1.5B. One business being while it was an interesting chalSprout Pharmaceuticals which lenge to build that business, I sold broke through with the first ever it for a billion-dollars cash to a big FDA-approved drug for low sexcompany to march it across the ual desire in women — dubbed world. Remarkably, I didn’t get “female Viagra” by the media. the billion-dollar happy ending After selling the company for in quite the way that all entrepre$1B in 2015, she successfully neurs dream. The company didn’t fought to get the drug company launch the product, so I then went back and launched it on her own back, bought them, got it back at terms. Cindy has made waves, no cost to me or my organization and made her own success, creand kept the billion. Now I invest ating mission driven companies the proceeds of that sale into oththat deliver big. Her results have er female disruptors in health and become a widely covered busiwellness today. ness success story featured in BAJUSA: Wow, that’s a great major media outlets such as Enstory. We love it! trepreneur, Fortune, New York CE: Yes, it sounds so fun in Times, Vanity Fair, Fast Compathe “Cliff Notes” version. Howny, and Forbes. Her work today Cindy Eckert says she appreciates the ever, I must to tell you, going in “The Pinkubator” continues advantages of flying in business aircraft. through it resulted in days of to break barriers by investing in (Photo courtesy Cindy Eckert) remarkable pain, as you might and mentoring other women to imagine, just like anybody who’s get to her same outcomes. building something from scratch. So at my heart, I’m a BAJUSA: Welcome Ms. Eckert! BizAvJets USA builder, a serial entrepreneur. I love building and selling Magazine Co-Publishers Eli Stepp and Annemarie businesses and helping other people get there. Buonocore here with you today. Thank you so much for BAJUSA: We appreciate your comments and as taking time to speak with us! mentioned it is easy to hear, but I’m sure it’s a lot harder CE: Thank you. to experience. Okay, so a few business aviation-related BAJUSA: To start off, could you give us your questions. To start, was your past business aircraft expetwo-minute brief snapshot of your story? CE: Yes. Well, it’s hard to imagine getting that into Continued on Page 7
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rience a charter, or a with a guest owner of an aircraft, or other business aircraft utilization? CE: How about all of the above? I have sampled it all. I started off in private aviation with memberships into some of the different organizations, and ultimately have gotten to where I charter now with a vision. I am being told repeatedly by my friends that surely there’s a pink aircraft in my future. (Laughing) Let’s just say that’s on the wish list to make a reality here soon. BAJUSA: Have you ever used a Jet Card Membership? CE: Yes, for sure. And I’m a Jet Card member today. Even though I currently charter, I always keep a membership just to have that complete flexibility to be able to hop on. I am a Wheels Up member today. BAJUSA: Do you feel that the cost of business aircraft travel is justified for your business purposes? CE: While it can be viewed as the ultimate luxury, from a practical sense you must consider what your time is worth. The efficiency of being able to get there quickly, being present for meetings, and not walking out too soon because you might miss your flight, has not only afforded me better quality of life in terms of my travel, but also really more productivity in terms of being truly present, when I am at a destination. BAJUSA: Understood. We certainly understand the cost of a CEO’s time waiting in an airport if they were not flying private. As a well-known person, sometimes there are security issues that need to be considered. Do you feel there is a safety factor flying private as well? CE: Yes, definitely. BAJUSA: Okay, great. Is there a business aviationrelated charity you’re familiar with? CE: Yes. I am based in Raleigh, North Carolina. There is a wonderful charity that I’ve been involved with which is Children’s Flight of Hope. Their website address is www.childrensflightofhope.org. Helping children who really have a need for specialized medical care. Duke Raleigh Hospital is right in my backyard. So many children will come into Duke who have life-threatening illnesses. And being able to get them and their family here, often, through private transport because they cannot fly commercially for their medical needs is just something I feel very passionate about. BAJUSA: That is wonderful you support such a worthy aviation-related cause, benefitting those with medical needs. Are you familiar with Corporate Angel Network? CE: Please tell me more about them.
Cindy Eckert says flying in business jets has made her more productive in the business world. (Photo courtesy Cindy Eckert) BAJUSA: Basically, Corporate Angel Network arranges free seats on corporate aircraft, for cancer patients needing treatment. Corporate flight departments volunteer empty aircraft seats to fulfill CAN’s mission. CE: Thank you. I love knowing about them. BAJUSA: Our pleasure. Are you considering a business aircraft ownership in the future? CE: Yes, absolutely. I can’t say it’s happening this year, but it’s in the plans. And I think we’re looking at it more seriously than we ever had before. BAJUSA: Okay, great. Could you share your current company status in your own words? CE: Sure. The company that I took back, I’ll say inside of Sprout Pharmaceuticals rocket ship growth, we’re doubling year over year. We have for the last couple of years. We will again this year. And nothing delights me more than getting this product into the hands of women who need it to improve their lives. In terms of the pink ceiling and my investment arm, we have taken on 12 different, really exciting disruptions in women’s health and wellness. And I just can’t wait for the world to see all of these categories we’re going to disrupt one at a time. BAJUSA: That’s excellent. Could you share the meaning of the pink ceiling from your perspective? CE: Sure. I think the pink ceiling is this invisible barrier that exists for women either to advance themselves, or for concepts that uniquely affect women to advance. And that’s been the story of my career. Some of the things that are the most taboo, I have taken on. Be it women in sex, or women in money. And I think that makes no sense that these really unwritten rules exist. And so I’m determined to break most of them. BAJUSA: Great. Excellent. So we’re excited for you. Have you ever thought about becoming a pilot or Continued on Page 8
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experiencing aviation in the pilot seat? CE: Okay. That is really a fun question. I bet there are certain things I think I am not qualified for, and that might be one of them. However, it would sure be fun to get a ride in the cockpit. I always do a little “fist bump” when my crew is all female in my current business aviation travels. BAJUSA: Do you have a plane that is a favorite of yours, like a certain jet? CE: Yes. There is something so magical about a Challenger. BAJUSA: Wonderful. Is women’s health something you have always had an interest in, or did you dabble in other businesses before that? CE: So I’ve always been in the healthcare space. And I would tell you at heart, I’m a science geek. It is about products that can improve people’s lives. Everything I’ve worked on in my career, I would say the common thread is to put power in the hands of women. That is what we invest in today. Those are the products we want to see in the market. It is my deep passion. I’ll share a “fun fact,” however, there is nothing fun about it. A mere four percent of all research dollars go to women’s health. Wow. That’s staggering in terms of how low it is. And I think in some small way, we’re trying to do our part to change that and really to be the champion of scientific innovation for women. BAJUSA: Wow. Thank you for educating us, and our readers regarding women’s health research. That is a very revealing statistic. CE: My pleasure. BAJUSA: Do you feel your location in the Southeast United States has been beneficial? CE: I’m not originally from Raleigh, North Carolina, but I chose it deliberately to start companies. And the joy to me has been the community, how supportive they are of entrepreneurial ventures. And the talent pool is second to none. Sitting in the seat of Duke UNC, NC State, Wake Forest. The youthful talent here that can come in and build organizations is just extraordinary. I’m a very proud business builder in Raleigh, and I think that market has been a big contributor to our success. BAJUSA: Oh, great. That’s awesome. It’s always good to hear about entrepreneurs being successful away from areas like San Francisco, Denver, and Seattle. CE: No doubt. I never had Silicon Valley mon-
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ey. I am like the weird entrepreneur. You know, pharmacy is expensive. So it was $100 million capital requirement to take Sprout from start to finish. I raised it all through family, office, and high net worth individuals. Not a dime from venture. BAJUSA: Great! CE: I am a little unusual bird in that way. But I do love the Raleigh area and have to brag. We surprise people with how much we deliver on our companies. BAJUSA: Wonderful! We appreciate your time. Thank you for your time and insight on your business aviation experiences, as well as educating us and our readers in the pharmaceutical industry regarding women’s health. CE: My pleasure. BAJUSA: Our sincere thanks to Cindy Eckert who was a pleasure to interview. Our best wishes to her and her and her entire organization. Eli Stepp has served the Business Aviation Industry for more than 40 years. In addition to founding BizAvJets Inc., and co-founding BizAvJets USA Magazine, he continues to serve the BizAv Industry on a full time basis in multiple roles.
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The Blackbird
By Matthew Odenbrett, President of Odenbrett Pilot Services
Author Matthew Odenbrett is “overflown” by a Blackbird! Seattle Center saw it, almost identified it, but never made radio contact. (Photo courtesy Matthew Odenbrett) Now I am not one for telling ghost stories, but this one really happened back in the winter of 2012. I’m flying along in cruise flight at Flight Level 430 above California’s Mount Shasta on a gorgeous winter day. I was flying from Chino, Calif. to Seattle’s Boeing Field in a single-pilot Cessna Citation Stallion. This was a Citation 501 that had been modified by Uvalde, Texas-based Sierra Industries by replacing the Pratt & Whitney JT-15D engines with Williams FJ-44’s. The extra thousand pounds of thrust provided by the newer engines turned what had been a marginally performing jet into a real hot rod. Most of my jet flying up to this point had been in old Citation II’s and I had never gone above 36,000 feet with them, so I was tickled to be sitting way up high in the Stallion, looking down at the airliners beneath me. They may be going faster than me, but they couldn’t reach my lofty height! I was very pleased with my situation. In the back, my passenger – who was also a very experienced private pilot – was relaxing and reading a magazine. I had just been handed off from Oakland Center to Seattle Center, and as I continued my scan of my instruments and the skies around me I continued to thank my lucky stars for being able to continue to work during what at the time was a very difficult market for pilot jobs. I was still thinking these thoughts when I scanned the sky above me. My eyes focused upon the telltale line of a contrail from a twin-engine jet flying very far above me and moving very fast. He was so high that I could not
make out the shape of the airplane, just the twin contrails from his exhaust. I was admiring the view, and I made a rough estimate that this airplane was around 35,000 feet above me. That was when my Cerebral Cortex kicked into high gear. I did a double take and thought to myself, “Wait a second! I am at 43,000 feet! Who the heck is this guy that is 35,000 feet above me?” Doing quick math in my head placed this traffic at 78,000 feet or higher, at the very least. I was shocked. I know of only two airplanes that can fly that high – the SR-71 Blackbird, and the U-2 Dragon Lady. The U-2 was still in service with the Air Force and NASA, but the Blackbird had supposedly been retired in the 1990’s. I know the U-2 is a single-engine airplane and subsonic, so the twin exhaust pattern I was seeing ruled it out. It could only be a Blackbird. I yelled back to my passenger at the rear of the cabin, “Hey John!, You should come up here. It appears that we were just overflown by a Blackbird!” John came up to the cockpit and peered up through the windshield. “Well, what do you know. Have you asked Center who that is?” I hadn’t thought of doing that, so I made the call. “Seattle Center, Citation 501 Whiskey Juliet. As you know I am at FL430, and I was just overflown by someone whose contrails appear to be perhaps 35,000 feet or higher above me. I was curious if you know who that may be?” Continued on Page 10
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Center replied back: “501 Whiskey Juliet, Center. That is likely an SR-71 as best as we can tell.” Can tell? I replied, “Are you in radio contact with him?” “Negative.” Hunh. Not in radio contact with a very fast target. Apparently, this guy was above 60,000 feet – the maximum altitude of Class A airspace – so he didn’t need to be in touch with anyone. I turned to John and said, “Seattle Center isn’t talking to him, but they believe it is a Blackbird.” Now I should mention my principal John was a government contractor, and he had done lots of construction work and demolition work for the Department of Defense over the years, so I was not too surprised when he replied to me, “Yeah that looks about right. I understand they are up to Mod Six on the production line.” I replied, “Mod Six? I don’t know what that means. I know the Air Force retired their Blackbirds after the Cold War ended. So who is operating this airplane?” John smiled and replied, “A certain unnamed alphabet soup government agency.” “Really?” I replied, “How do you know this?” “I built the underground hangars that they keep them in.” My eyebrows shot up, “And where are these hangars at?” “That is for me to know and you to guess.” We continued to watch the contrail as it made a very large 180-degree turn from roughly north, out over the Pacific Ocean, and then disappeared towards the horizon on a southbound trajectory. I had been so awestruck that it never occurred to me to ask Seattle Center for a groundspeed readout on the target. I can only assume it was going supersonic, or near supersonic. Maybe they had already figured out how to negate the sonic boom by flying much higher than anything else does. I never noticed anything while I was in flight, and I can only guess that if there had been one I would have observed it. John’s remarks were believable as far as I was concerned. He had described to me in detail about the time one of his demolition companies had taken down the old North American Aviation production factory at El Segundo, Calif. My father had worked at the factory in his younger years, and he was able to corroborate John’s recollections. That made John a credible source. But what of the Blackbird? Darned if I know. To this day the United States Government says that all Blackbirds were retired. Officially, the Air Force retired the Blackbird in 1998 and NASA says it retired them in
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1999. Were more produced? Maybe. None of us will ever know unless the aforementioned alphabet soup government agency comes clean, but I highly doubt that will ever happen. It is possible that I may have observed what some over the years have called the Aurora, which according to conspiracy theorists was a follow-on supersonic stealth reconnaissance airplane intended to replace the Blackbird. Either way, while I didn’t have the means to take a photograph of the contrail or the airplane producing it, it was there. John and I are still in touch, and he is willing to back up my story. We also had a verification of sorts from Seattle Center that whatever we saw was not a hallucination. They had a radar target, and they were not talking to it. To paraphrase an old country song by Colin Raye, “That’s my story and I’m sticking to it.” Matthew Odenbrett is a 12,000 hour ATP and CFII with Gulfstream IV and Citation type ratings. During his 22-year career, Matthew has served as Chief Pilot, Check Airman, and Flight Department Manager for various companies. Matthew currently serves as Captain on a Gulfstream IV for a charter company, and is a Contract Captain on both the GIV and Pilatus PC-12.
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Tony Kaufman
Email Address: support@standoutuniverse.com Phone Number: Toni Kaufman: 832-545-4050
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Guidance for Takeoff
Jenny Showalter Offers New Aviation Career Consulting Service By Annamarie Buonocore Choosing a career can be a challenging experience. a very strong legislative bent. Fortunately, there are many careers for those interested I later served as a recruiter in the industry and in aviation. From flying for the airlines to aerial photog- worked with new recruits getting into the workplace raphy, there are many paths to choose from, but where and businesses looking for candidates. I worked in redoes one begin in the search for the perfect aviation ca- cruiting during the pandemic and helped displaced emreer? ployees get ready to work in the industry again. After Jenny Showalter is an experienced aviation profes- that and with all this experience, I decided it was my sional who recently started an aviation career consulting calling to help aviation professionals to work on their practice in sunny, aviation-heavy Florida. She applies resumes, build their LinkedIn profiles, and give them interviewing skills. I realher diverse background to helping students and caly enjoy providing oneon-one consulting. reer changers of all ages BAJUSA: We have and locations find their heard a great deal about dream job. This is her stopilot shortages and other ry, and she looks forward shortages of professionals to working with new cain the industry. What do reer seekers today! companies need to do to BAJUSA: Tell me attract top talent? about your background. JS: One of the things Why did you start career that companies really consulting? need to do in this market JS: Some people acthat we’re in is look at cidentally trip into this their standards or guideindustry; I was born into this industry. I came lines and make sure those into this industry as a are in check. Our main third-generation member competitors are the airof an aviation family. We lines. The airlines are very owned an FBO at Orlando transparent when it comes Executive Airport (ORL). to requirements, salary, It was in our family since and benefits. Because our 1945. industry is a little more diCareer Coach Jenny Showalter works hard to help When I graduated students achieve their aviation dreams. verse, it sometimes strugfrom college, I had a dif- (Photo courtesy of Jenny Showalter) gles to speak directly to the talent that’s out there. ferent career path planned for myself, but my parents asked me to come and help I would say that they have to reassess how they present for one year because we had a big convention that we their open positions and exactly what they’re looking were hosting the static display for. I decided to do it for. BAJUSA: What advice would you give to students because my parents had never asked me for something so big. I agreed to do it for one year, but I ended up stay- who desire a career in business aviation? JS: It’s hard. I acknowledge that it’s hard for stuing for 20 until we sold the business. This was where I learned about customer service. I really got a great dents in business aviation or those wanting a business foundation there. aviation career. The airlines will take you by the hand We sold the business in 2015, and at the time, I was and say, “Come with me. I’ll show you the way.” In volunteering for the Florida Aviation Business Associa- business aviation, you have to be a little more aggrestion, one of our state’s regional groups. I ended up being sive. You have to be willing to network and find your their executive director for a period of time. They have Continued on Page 13
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Takeoff
Continued from Page 12 local and regional groups. You should start meeting with other professionals, be active on LinkedIn, and really start developing a network to provide you with mentors and assistance as you come into the industry. I have met many young students and professionals who have found their way to an NBAA student membership and to their local and regional networking group. It’s hard for them to do it, but it does pay off. You just have to be more resourceful. BAJUSA: What kinds of jobs have you helped people land? JS: I want to make clear that I am not working as a recruiter. I am simply a coach who can guide clients to an aviation career that they have in mind. I have helped many Part 91 operators find talent for their teams. We’re talking about pilots, mechanics, and schedulers and dispatchers. I have also assisted with some of the leadership roles that we worked on. BAJUSA: What would you say is your strongest skill in aviation? JS: I would say customer service is really where I cut my teeth. I enjoy providing one-on-one service with people, and I value confidentiality. As we all know, confidentiality in this industry means a great deal. I cut my teeth on both of those things at the FBO, and I pride myself on those things today. BAJUSA: How would you say we are doing in the area of diversity? Have we opened the doors to more women and people of color? JS: I would say we have made great strides in doing that. There is still a lot of work that needs to be done. I recognize, having worked for corporate HR departments that have tried hard to create more diversity, that we can’t just snap our fingers and create a qualified candidate. It’s going to take some time to really show results. BAJUSA: What age group of students or career changers do you work with the most? JS: Here in Florida, I am uniquely positioned. We have a wealth of aviation universities and high schools. My son is actually a junior at one of the aviation high schools. He is in their aviation ROTC program. He already has his drone license, and those students will finish their four years with their ground school completed. There are a lot of programs like that here in Florida. Embry-Riddle is close by, and I have worked with many of their students over the years. The University of Central Florida is right up the street. They are not an aviation school, but they have very industrious students who go out of their way to find someone locally within the in-
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dustry that they have an interest in. That has been very rewarding. The ones that really have that passion and drive are the most fun to work with. BAJUSA: Is the coaching done virtually or in person? JS: The coaching is done largely over Zoom. I offer free 15-minute consultations for those who just want to get to know me. I welcome the opportunity to meet people in person. I live in a busy part of Florida. I don’t think Zoom has replaced in-person meeting; it has just widened the scope. I can consult people from anywhere via Zoom, but I love doing in-person sessions. BAJUSA: Whom in aviation do you admire the most? JS: Wow! You know, I don’t think I’ve ever been asked that question. I think I would have to say my parents. My dad was born into the industry and got his pilot’s license right after he got his driver’s license. It was in his blood. My mom got into it… well, because she married my dad. Together, they grew a tremendously successful business with a far reach and a great reputation. As their daughter, I can’t think of anything better. BAJUSA: How important is social media presence in getting hired? JS: That’s a great question, and it has been even more important since the pandemic. To me, social media is Facebook, Twitter, Instagram… not so much LinkedIn. I know it gets lumped into social media, but for me, LinkedIn is your personal brand and image that you want to portray to the industry. With so much remote work during the pandemic, I think your LinkedIn profile has become more important than ever. That is how many people are finding jobs, getting hired, and how they’re learning to connect as people. Not having a LinkedIn will be a red flag. Recruiters probably won’t look at your other social media as much, but you want to make sure it’s clean. Politics have become a big issue everywhere. Some things just need to be carefully reviewed before you put yourself in job-search mode. For information and consulting rates, visit www. showalter.com. Showalter looks forward to working with existing and aspiring aviation industry professionals. She knows the language, the lingo, and how things work, so visit the website today! Annamarie Buonocore is the co-publisher of BizAvJets USA magazine. She enjoys writing, everything aviation, and spending time with her two dogs. She can be reached at annamarie@ bizavjetsusa.com.
AVIATION NEWS MONTHLY 650-358-9908 www.inflightusa.com annamarie@inflightusa.com
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How I Became the Owner of the Largest Privately Owned Jet Fighter Air Force By Mark DiLullo, CEO, Threshold Aviation Group
In part four of a four part series, I was Flying the Red Eye up to Anchorage from Southern California, trying to get some sleep, but I kept thinking about something I always warn my students about. As a Certified Flight Instructor (CFI) and a Designated Pilot Examiner (DPE), the one thing I always cautioned young pilots about what is known as “Hurry-up-Itis”. For those who are not familiar with this term, it is often used by pilots to express an urgency to “hurry up and get there,” especially if they are trying to beat weather, daylight or the clock. The problem is, when you rush, mistakes are made; things are overlooked or forgotten and that’s when accidents can occur. I was beginning to rethink my plan for bringing our last L-39 back to SoCal. I analyzed the risk and came to the conclusion that a carefully executed plan that was not driven by other commitments would result in the best outcome. Simply I could not afford to end this flight in a parachute over the hostile territory that lied below my flight path. I was committed
to a winning plan that mitigated risks whenever possible. Originally, we were planning to get to Anchorage, pre-flight the Aircraft, then depart for Whitehorse, Yukon Territory, completing the first leg of our trip. With two Alaskan Transcons under my belt, I was feeling pretty confident about number three. However, I did have some concerns. Generally, the ice begins breaking up in Alaska in late April to mid-May. The ice breakup and snow melt can cause ground fog and low visibility. With a lot of mountains in Alaska, the last things you want are poor visibility flight conditions. Sometimes because of a condition known as Flat Light the terrain is difficult to see, often lacking dimension, reminiscent of a black and white photograph. Doug Sumler would join me as the second Pilot to fly the L-39 back. Doug is a qualified L-39 Pilot and an Airframe and Power Plant mechanic who makes his living flying Gulfstreams and Helicopters for celebrities. Doug had previously flown both multi-ship Transcons in Continued on Page 16
Mark DiLullo & Doug Sumler with “Bonaduce” in Chino, CA after arriving home from the third and final Transcon mission. (Photo courtesy of Lisa DiLullo)
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the year prior, making him a good choice as he checked the L-39 experience box, the Alaskan Transcon box and the mechanic certificate added confidence as well. Two of our most experienced L-39 mechanics, and all the needed parts, traveled to Anchorage in early April, which gave them plenty of time to get the jet back in flying condition. Often times jets get nicknames that match their personalities. Some flattering, some not so much. The mechanics christened this L-39, The Bonaduce after Danny Bonaduce of Partridge Family fame. The paint scheme reminded them of the family’s school bus that was driven to gigs in the ‘70’s television show. Like Danny, this Jet was difficult and unpredictable. The challenging part about this Transcon was that we were going to be flying an unproven aircraft nearly 3,000 miles from Anchorage, Alaska to Chino, California. By unproven, I mean this aircraft’s last assignment was a rolling parts storage cabinet for both of its last two owners. Whenever another jet needed a part, Bonaduce was cannibalized. The aircraft had not flown in some time and was clearly the “problem child” of our eight-jet retrieval mission. Aircraft in this condition complicate and delay flight operations. Keep in mind, Bonaduce spent an additional winter stored in a hangar alone, rather than on the wing of another jet trans packing to SoCal. Before the mechanics had left in the fall, they assembled a comprehensive list of the parts needed to rehabilitate the jet. This gave us plenty of time to acquire and plan for the maintenance event that would hopefully render Bonaduce airworthy. The mechanics were successful and reported that we were good to go. We arrived in Anchorage and drove over to the hangar we had rented on the general aviation side of Ted Stevens International Airport. We found the mechanics doing a run-up on the jet on the ramp and testing the jet’s systems. The report was overall good with the exception of a few minor squawks that they were addressing. One issue was an inoperative Horizontal Situation Indicator (HSI) in the aft cockpit. It had to be changed out which was going to cost us some time. The HSI was considered an essential instrument because if the front seat HSI failed, the backseat pilot needed this instrument to control the jet. Our plan was not to fly in instrument conditions but when you are severely fuel limited and the usable airports are at max range, you may have to fly in the weather to get back on the ground. Doug and I went into the FBO and re-checked the weather and made necessary revisions to the flight plan. After looking at the weather and the clock, it was
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decided that the right thing to do would be to scrub the launch, get a good night’s sleep and depart early the next morning after doing a test flight. The next morning, Doug and I carefully pre-flighted Bonaduce, did a run-up and engine test, but due to low ceilings and some area fog, we cancelled the test flight. We used the weather delay to re-check all the permits and customs requirements, making sure everything was in order. We strapped in and waited for the skies to clear. As the sky turned a brilliant blue and the visibility increased, we taxied for departure, took off and headed out over Denali. Alaska is one of the most amazing visual experiences life offers. Bonaduce was strong and willing. We pushed hard to Whitehorse, YT. After arrival in the early afternoon, we checked the weather and decided that Seattle was doable before darkness. We refueled the jet and departed for our intermediate fuel stop, which was Fort Saint John, BC and then onto Seattle. After an excellent steak dinner, we retired for a well-deserved night in Seattle. By the time the sun came up, Doug and I were strapped in and taxiing with Reno “under the hammer.” Bonaduce was a rockstar performing flawlessly and a dream to fly. With the exception of the paint scheme, it turned out to be a very nice airplane. In the late afternoon of our fourth day on the road, we RTB’d (returned to base) Chino, CA without fanfare. This was probably the toughest of the three Transcons completed. Primarily because we were alone in an unproven aircraft and responsible for all of the planning, unlike the earlier flights where there was sufficient manpower to attend to the necessary tasks. Writing this series of articles and reminiscing on the events leading up to the actual flights reminded me of the main reason I got into aviation. The adventure of taking flight into the heavens and seeing God’s view of the Earth firsthand; the honorable idea that I could deploy hard earned skills and a jet’s capabilities to defend our freedom. The gift of looking through the cockpit windscreen at the endless expanses of the most forbidding place on Earth and sheer amazing beauty of the Alaskan and Yukon Territory is simply beyond imagination. It’s humbling that very few people will ever get to see this view from this seat, yet, I got to do it three times! Mark DiLullo is the founder and Director of Operations of Threshold Aviation Group. He has 20,000 + flight hours and is rated in 32 jet aircraft, ranging from the Boeing 747 to the Northrop F-5 Freedom Fighter. He can be contacted at mark@flytti.com
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No Pressure in Aviation By John Goglia, President of John Goglia, LLC.
In the last issue of BizAvJets USA, I discussed my amples could be in error due to several variables, such as observations of pilots’ use of wheel chocks, both their tire pressure monitors inside the tires, pressure checked proper and improper uses. This month, I want to talk earlier than the observation time or maintenance servicing about my observations of both private and corporate pi- the tires before I started my observation. But at the very lots when they are away from their home bases. Being least it started the thought process on the issue of under-inaway from home base puts additional responsibilities on flated tires. every crew member. At their home base, flight crews are During the preflight inspection of an aircraft, we accustomed to support from their maintenance facilities look at the tires and brakes. The brakes for condition and from the fixed base operator whose job it is to assist and possible leaking, the tires for condition and inflathe flight operation. Of course, en route FBOs can do tion. Most of us look for the signs of under-inflation an excellent job, but often they are not as familiar with just as we would in looking at our automobile tires. But your operations and their performance may not rise to that doesn’t always work when it comes to aircraft tires. the level of our home team. Without getting into a long discussion on how aircraft So, in addition to the tires are different from improper use of chocks, I automotive, tires let’s started to notice another just say the construction potential problem: propmakes them stiffer so the tire doesn’t deflect [show erly inflated tires. As you signs of under-inflation] all know, under-inflation as quickly as automotive has caused more than one type tires. This means that aircraft to crash with loss by the time an aircraft tire of life, as well as the loss shows visible low-presof the aircraft. We have lost aircraft of all sizes sure deflection, you probbecause of tires operating ably have operated that under-inflated with probtire with the possibility of internal damage which, at lems developing in a relthe very least, could cause atively short time frame. Tire instruction from Michelin students during the premature removal with Tires on today’s corporate aerospace maintenance skills competition. additional costs. aircraft are frequently op(Photo courtesy of Brandy Sales) So, my point is that pierated close to the technological limits of those lots need to take extra care tires. We know from painful experience that operating – especially when away from their home bases – that under-inflated tires causes them to degrade. Books have their aircraft tires are not under-inflated so as to avoid been written on this subject but for this article let’s just the possibility of an aircraft incident or accident. talk about one aspect of under-inflated tires. I’m talking Mr. John Goglia has worked about structural failure of the tire being operated in an in both the private and public under-inflated condition and the real possibility of a fire sectors, from leading the Defrom extreme overheating. partment of Transportation to Now back to what I have observed over the last running his own aviation busiseveral months. I wish I counted how many flights I ness. With more than 40 years monitored but it was enough to generate some serious in the aviation industry, he is concerns. Over the last three weeks, I observed more the only A&P mechanic ever named to the National than 20 aircraft departures of aircraft that were not home Transportation Safety Board, where he served from based in the locations observed. Of those 20 aircraft, of 1995 to 2004. He has proven to be a true leader, adall sizes, no one was observed checking tire pressures. hering to the highest professional standards in the Now before my inbox explodes, I know that these ex- industry and is president of John Goglia, LLC.
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Pilots performing a preflight aircraft inspection
JaxJet Biz Buzz (Image courtesy Hank Caruso)
Aviation Artwork Aplenty as Jacksonville JetPort Commissions Aerocature By Paul T. Glessner, M.S.
Scott Morrison serves as the Government Liaison and Director of Marketing for the Jacksonville JetPort at Cecil Spaceport, which in April became Million Air Jacksonville. He continues to coordinate military training conducted at the airport and advises the company on specific military requirements as well as directing advertising and marketing strategy for the location. Scott is a 1979 graduate of the United States Naval Academy. He served more than 20 years as a Naval Aviator flying the A-7E Corsair II and FA-18 Hornet aircraft
in a number of squadrons, mostly based at Naval Air Station Cecil Field. Scott was the last Executive Officer of Cecil Field before the base was closed and turned into a civilian airport. Following his Navy retirement, Scott was a pilot/ instructor at United Airlines where he flew the Airbus A320. He subsequently served as a Captain flying Hawker 800 and Gulfstream G200 corporate aircraft prior to assuming his duties at the Jacksonville JetPort. Continued on Page 21
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Scott Morrison, Government Liaison and Director of Marketing - Millionair Jacksonville (Photo courtesy Scott Morrison) BAJUSA: Scott, what prompted you to commission this aviation art piece? SM: Paul, thank you for the opportunity to add some personalization to the story. I’ve known of Hank’s wonderful Aerocatures for decades but had not actually met Hank until about ten years ago. I called him to discuss commissioning a piece commemorating the history of Cecil Field and I had a few ideas that I ran by him. He came up with a fabulous Aerocature called “Jet Juice” and it depicted a group of characters huddled around a bar which served jet fuel. I’ve used that art in numerous applications from the Tailhook backdrop to brochures; I get so many comments! Serving as a Naval Air Station since 1941, NAS Cecil Field was closed in 1999 and ownership was passed to the Jacksonville Aviation Authority. Since that time, Cecil Airport and Cecil Spaceport traffic has grown steadily to include not only military aircraft but general aviation, corporate aviation and horizontal launch of spacecraft as well. “JaxJet Biz Buzz” recognizes the incredible Cecil Field success story and the variety of
aircraft which operate from Cecil on a daily basis. BAJUSA: Scott, why Hank versus a Stan Stokes or other aviation artists? SM: Fast forward about eight years. I had been using a very successful drawing, actually a crayon drawing, as the theme for my civilian marketing. You see, many civilian companies seem to use a corporate jet sitting on a wet ramp with the sun setting and I wanted something different. The crayon stick figures were very different and very distinctive. But after eight years, that was getting a little old. I decided to call Hank to ask if he had ever drawn any civilian aircraft and he had not. I knew Hank would come up with something spectacular and after reading his thought process that went into creating JaxJet Biz Buzz, you can see that I wasn’t wrong! The detail that goes into every aircraft is exquisite and I can stare at this for a long time just picking out the specifics. BAJUSA: Scott, how will this artwork add or complement your work efforts? Will it be used in more and more upcoming brochures and advertising into the future? SM: I used this as the main feature in a new backdrop for the NBAA Schedulers and Dispatchers Conference in San Diego April 2022 and for other NBAA functions going forward as well as printed brochures and on the website. I know this will attract attention since it is so different from what any other FBO would use. BAJUSA: Anything else you would like to add, Scott? SM: While military aviation is the core of our business, general and corporate aviation is also vitally important and this new campaign centered around “JaxJet Biz Buzz” will certainly get the message out. Continued on Page 22
Aviation Artist Hank Caruso on the deck of USS Theodore Roosevelt (CVN 71) during X-47B carrier trials (Photo courtesy Hank Caruso)
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Hank Caruso’s Aerocatures are among the most novel and distinctive images in aviation art today. Trained as both an artist and engineer, Hank Caruso’s familiarity with aviation technology and aircraft operations enable him to convincingly show how flight crews feel about their aircraft and how the aircraft feel about themselves. His careful draftsmanship and attention to detail add a strong sense of realism to his dynamic portrayals of each aircraft’s unique personality. The credibility of Hank’s aviation art is enhanced by his first-hand flying experiences as a backseater with Navy and Air Force tactical, test, and training organizations, including the Blue Angels, Top Gun, and the U.S. Naval Test Pilot School. An Artist Fellow in the American Society of Aviation Artists (ASAA) and a contributor to the Air Force Art Program, Hank’s creations appear regularly in Naval Aviation News. His art has been displayed in juried shows in art museums and galleries throughout the country. Many military aviation squadrons and civilian aerospace organizations have commissioned original Aerocatures for use as logos, special presentations, and limited-edition commemorative prints. He currently re-
Picture Yourself on a “JetColleagues” Networking Event
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sides in southern Maryland. BAJUSA: Hank, what excited you about this project? What difficulties might you have run into? HC: Paul, thank you for giving me the chance to offer a bit of back-story regarding “JaxJet Biz Buzz.” Scott and I had collaborated on a couple of other projects, so I knew he is creative, flexible, and very easy to work with. To be honest, I’m not sure I was excited about this project initially. First, it involved business and general aviation aircraft, which I’m not as familiar with. They do not have the there-I-was stories that accompany military aircraft and the personalities are less extreme. However, since the Aerocature was to depict a formation flyover, there was the opportunity for interactions between aircraft. The other source of concern was the need to show the JetPort reasonably accurately and in the proper perspective for the altitude. I wanted a good portrayal of important features, but only to the point where the supporting elements didn’t compete with the aircraft. There is also a good deal of geography surrounding the runways and hangars that contributes nothing to the story, so I didn’t want to spend time recreating all of that terrain, especially since the reference photos were a bit dodgy on details. My solution was to add cloud forms over the parts that I didn’t want to include. I used a somewhat artificial Continued on Page 23
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cloud form that resembles contrails. These allowed me to add a bit of perspective and dynamism into the Aerocature by having them all emanate from an appropriate vanishing point (the Lear Jet’s nose). I also had high-altitude clouds radiating outward from the same vanishing point for a bit more energy. BAJUSA: Hank, what did you add to this project that maybe you hadn’t in previous projects, if that is a good question? HC: The colors of the aircraft are somewhat representative of what shows in the online photos. Showing white aircraft against white clouds is always a challenge. I had the sun shine in from the left so that I could add a lot of shadow to contrast the aircraft against the light background. The sun angle also let me add a shadow under the clouds to develop more visual separation between them and the ground. I also avoided making any of the aircraft an extreme solid color to avoid giving it more attention than warranted. The cast of characters was determined by Scott, as was some of the “posing.” The Gulfstream was to be the center attraction, with all of the others surrounding it in
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one way or another. Showing the smaller aircraft in a somewhat distressed state was Scott’s idea. When drawing propeller aircraft, I don’t like showing blurred black smudges for individual prop blades. Instead, I prefer to show complete circular forms because they look prettier and I feel have more energy than blades frozen in midspin. The crown on the KingAir needed to be King’s Crown and not the subtly different Queen’s Crown. (The top of the King’s crown bows upward (convex), while the Queen’s Crown bows inward at the top. BAJUSA: What is your final assessment of something you never ventured to do in the past? HC: Ultimately, I was very happy with the final rendering, both in composition and color palette. I was especially pleased that the background worked out as an identifying element without overwhelming the aircraft. I think the balance works very well. This is definitely an image I never would have thought to develop on my own. Hank’s work and contact information can be seen at aerocatures.com. Hank’s work and contact information ca be seen at aerocatures.com. (Please note: The name “Aerocature” is trademarked.) Continued on Page 27
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Sky Harbour
SkyHarbour Group Opens Private Aviation Campus in Nashville SkyHarbour Group, White Plains, NY Sky Harbour Group announced recently they will open a new private aviation campus at Nashville International Airport, marking their arrival in Nashville. This is the second opening of the Company’s soon to be six national private hangar locations and they will be celebrating with an exclusive, invite-only sneak preview later next week. Sky Harbour’s private hangar member experience includes exclusive line crew and your own dedicated personal hangar space. Premium interior suites include private offices, lounges, kitchens, bathrooms, showers, laundry, and crew facilities. At the Nashville Campus (BNA) each Sky Harbour hangar features temperature and humidity control, drive-in vehicle access, indoor and outdoor parking, and all features required for routine aircraft maintenance and inspection. Members manage their space through the SkyHarbour Smart Hangar App, which includes remote access control, video monitoring, remote environmental control, and service management. “We are proud to become active members of the
Nashville Aviation Community offering a customized home basing solution to Nashville Aircraft Owners that is superior to anything being offered currently in BNA and its surrounding airports. With our experienced line staff, and new state of the art, turnkey hangar facility, we welcome Aircraft Owners from the state of Tennessee and the Nashville area to come meet our experienced and dedicated team and get a personalized tour of the campus to experience The SkyHarbour difference in Nashville,” Tal Keinan, CEO said. “We aim to be the best home-base solution in aviation, bar none.” On June 2 SkyHarbour celebrated their arrival by offering tours of the new private hangar complex, complete with an exhibit of aircraft courtesy of JetLinx and a display of luxury automobiles provided by Go Rentals. Guests, including Tennessee aircraft owners, business leaders, government airport officials, and friends enjoyed live music, Nashville’s own Sunda New Asian specialty menu items and a premium tequila tasting by SkyHarbour partners at Komos.
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and the strategic location, started marketing the Cecil Field location to military units throughout the country and developed a thriving niche business. Through last April, the Jacksonville JetPort not only catered to corporate aircraft customers but specialized in support of military aircraft through rapid refueling and training detachment services. Units from all branches of the Military visit Cecil Field continuously for training opportunities, fuel and support while corporate flight customers enjoy a relaxed atmosphere and the best prices and service available. This past April, as Cecil Field continued to expand operations, the Jacksonville JetPort became the new Million Air Jacksonville-Cecil and will remain center stage providing unparalleled support to all tenant activities, corporate flight customers and military aviation units.
History of The Jacksonville JetPort at Cecil Spaceport Naval Air Station Cecil Field in Jacksonville, Florida was closed in late 1999 as part of the Base Realignment and Closure Commission decision in 1993. Following closure, the entire 17,864 acres of property was ultimately transferred to the Jacksonville Aviation Authority. The Fixed Base Operator at Jacksonville International Airport opened a new location at Cecil Field to service commercial aircraft that would be flying into the airport. That FBO was ultimately sold to a large FBO chain and the former base operations building was partially converted and upgraded to house the new FBO. Paul T. Glessner, M.S. is both an In 2005, a new competitor, Air One FBO, entered FAA certificated commercial pilot the Cecil Field FBO market and opened a small operawith instrument and multi-engine tion on another ramp. Air One started with a small fuel ratings, SIC G-IV and an aerofarm and two 10,000 gallon trucks and slowly grew the space engineer with 30+ years of business through superior service and lower fuel prices experience having worked for Boecompared to the large FBO on the airport. ing, Lockheed, Grumman AeroIn 2008, the two FBO’s merged and formed a single space, the F-22 CTF and the F-35 entity, The Jacksonville JetPort. The leadership of JackITF and others in flying/handling sonville JetPort, wanting to take advantage of the base qualities, aerodynamics and flight infrastructure which includes a number of hangars, large testing. Paul currently works for General Atomics’ Elecramps, the longest runway in the southeast United States tromagnetic Systems in San Diego.
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L. Forrest Owens, B.C.S. Attorney at Law
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J.D. Valparaiso University School of Law 2005 Admitted to The Florida Bar in 2007
Department of T
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THE EVIDENCE
Mr. Owens’ practice concentrates on T: 888-6FLYLAW aircraft and aviation related transactions, F: 888-635-9529 M: 954-882-8090 cross-border transactions, civil litigation, and airman defense before the FAA and Department of Transportation.
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CREDENTIALS • Florida Bar Certified Specialist—Aviation Law • Airframe and Powerplant Mechanic for more than 20 Years • Private Pilot for more than 20 Years • Over $225 million in aviation transactions in the past 3 years L. Forrest Owens, B.C.S. Attorney at Law J.D. Valparaiso University School of Law 2005 Admitted to The Florida Bar in 2007
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and airman defen
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