IN THE NEWS

Going Tribal

Mon, 19 May 2008 14:10:42 -0400

Seminole Tribe of Florida is famous for many things; recreation parks, its acquisition of Hard Rock International, the only Native American tribe to not surrender to the US government. One less know fact is Seminole Tribes have an amazing aviation department. Being one of our upset recovery clients, The Airplane Co. had the great fortune of being invited to participate in the annual Seminole Tribe Aviation Day. Nearly 1000 school children were bussed in from reservations around Florida to see the tribes unique aircraft and learn about aviation.
Seminole Tribe has an amazing aviation department and even more amazing aviation team. Their varied fleet is composed of both heavy and light corporate turbine aircraft as well as several large and medium sized rotor craft used for corporate transportation as well as firebombing throughout Florida.
For more information on Seminole Tribes of Florida visit their website. Or better yet ... pay one of their beautiful parks and reservations a visit!
www.seminoletribe.com

The Airplane Co. helps raise cash

Fri, 4 Apr 2008 20:41:09 -0400

With great pleasure The Airplane Co. helped raise an estimated $3500.00 for New Hope for Kids at their annual “Art of the Vine” charity auction. Originally TAC had set out to offer a single flight package for two, however, at auctions end, generous and enthusiastic attendees inquired how they too could purchase a flights for their companies. The Airplane Co. was happy to oblige and offered two additional flight pairings totaling $3500 in items sold.
Since 1996, New Hope for Kids has been helping Central Florida children in need. Our purpose is to bring hope, healing and happiness to children and families suffering from grief, loss or life-threatening illnesses. New Hope for Kids achieves this through two programs:
The Center for Grieving Children helps children and families cope with the feelings of grief and loss after the death of a loved one.
Children’s Wish grants wishes to children, ages 3-18, diagnosed with a life-threatening illness.
Funding comes primarily through charitable donations by individuals, corporations, foundations and community service organizations in Central Florida. If you’d like to help, contact New Hope for Kids directly.

Importance of URT found everywhere

Thu, 27 Dec 2007 21:14:08 -0500

More and more pilots are beginning to understand that anyone can find themselves in unusual attitudes

© Plane & Pilot Magazine By James Lawrence

I hate roller coasters. Little tykes who are barely out of their diapers scamper away from the Superman Ride giggling and laughing. I, on the other hand, stumble away with nausea, posttraumatic stress and a desire to sue the park for mayhem, reckless endangerment and domestic terrorism.

So what am I, a nonaerobatic pilot, doing here at 7,000 feet—with my eyes closed, mind you—falling inverted out of a tailslide in an airplane I’ve never flown before?  Answer: taking one for the team—that is, you, dear reader. Why? I want you to learn how to save your life in any out-of-control flight situation you may wind up in.  I’ve been tasked with flying myself out of this incipient disaster. Did I mention that my eyes are closed?  “Okay,” comes Bill Finagin’s voice over the headset, “open your eyes!” My eyes pop wide. I’m inside a tornado. Everything’s a spinning blur. Where’s the ground? Where’s my stomach?  Oh. My. God.
An hour earlier, Bill Finagin, a master Pitts instructor pilot and a man with a mission (creating supersafe pilots), had offered to teach me this simple, bulletproof flight-recovery method that supposedly works for any flight attitude.  “Any?” I asked, beginning to tap my fingernails on the table.  “Any. It doesn’t matter if you’re in a spin or just fell out of a hammerhead stall—maybe you don’t even know what happened, but you’ve lost control of the airplane.”  “Don’t tell me...you’re going to demonstrate this with me in the front seat of the Pitts, right?”  “Right.” Is he smirking? “It’s like drown-proofing a swimmer. Every pilot should know this.”  Note to self: Start finding ways to weasel out of this flight without making cluck-cluck or weasel sounds.  “I usually ask someone,” says Finagin, “‘What’s your criteria for determining when an airplane’s out of control?’”  I sit there with a blank look on my face, weighing my exit strategies.   “When do you decide?” he continues. “Unfortunately, many pilots haven’t thought about that. So I’m going to define it for you.”   Out of control, I think to myself, is probably when the screaming starts.
“The airplane is out of control when it no longer performs what you expect the next event to be. If you’re flying straight and level and it goes to the left, you should assume it’s out of control.” I routinely have that experience on snowboards.  “Anytime the plane departs from what it should be doing,” he continues, “it’s out of control. So that’s the first step in this recovery method: learning to recognize out-of-control situations.”  “That makes sense,” I say. In fact, I’m beginning to lose bladder control this very second.   He shakes his head and grins. “You’d be amazed. Most people will hesitate. There’s a built-in mechanism that prevents us from admitting we’ve lost it. That kills a lot of pilots.”  In his many years of instruction (10,000 hours in aerobatics alone), Finagin’s seen it all. And his favorite tale is of a student who took 22 seconds to admit he’d lost command of the airplane. In flight, that’s a lifetime—literally.  “People freeze; their brains lock up; their egos won’t let them recognize they’re in trouble,” he says. I wonder, is this before or after the screaming part?  “The first thing I ask people is what spin experience they have. The answers are all over the map, from none to a lot. Then I ask them basic questions.” He leans forward on the table and looks me square in the eye. I feel the urge to cluck. “For instance, when we enter a spin today, where do you expect the ball to be on the attitude indicator?”   Hmmm. Spins? I fumble out some lame answer about all the way left or right depending on the spin direction, but confess that I’m not sure.  “Instead of telling you, we’ll wait until the flight. But you’ll be surprised, I can guarantee you that,” he responds. The inevitability of my imminent upside-down/inside-out spinning grows more tangible by the sentence. Surely there’s a family emergency that needs tending to...where’s that dang cell phone?  “Next question: If you’re in a multiple-turn spin, what’s the airspeed indicator going to show you? In other words, after three turns, or five, or after 10? Will your airspeed show faster, slower or the same.”  “Uh...uh...” Ten spins?! After 10 turns I’ll be praying for a gurney ride to the ICU. “Hell, I don’t know...faster? Hey, aren’t more than three spins unrecoverable in most airplanes?”  He smiles. “That’s what I call a ‘mythstake.’ Today, because spins aren’t required for a pilot’s license, many instructors have never spun an airplane! You can get your ticket simply by verbally demonstrating knowledge of them.”
Finagin goes on to tell me about a former student who had a panic attack during spin training. He had asked the pilot-in-training, “What’s the problem?” No answer. “He was blitzed, a complete vegetable in the cockpit. I couldn’t even get him to talk to me on the intercom. After we landed, he told me his private ticket instructor taught him that after three turns in a spin, the airplane would start coming apart! So he was truly fearing for his life.”  He gives me a sobering look. “This happens all too often. His fear was reinforced by the gospel of his instructor. That’s terrible. Spin training is important so that people will understand what’s happening in flight. These misconceptions perpetuate through generations of pilots, then the myths develop.”  I’m caught in a similar dilemma myself: I’ve been “mythstaken” for a flyboy who’s willing to endure spins and other traumas.  “For your recovery training today,” he prattles on, “we’ll do a few spins, just to familiarize you with the tension of the maneuver.” Tension. There’s a concept.  “I’ll have you close your eyes, then I’ll roll inverted or put the airplane into a hammerhead or a spin, something completely unfamiliar to you. The main thing to remember is this: It doesn’t matter where the airplane is. The recovery technique will always be identical.”  Then he tells me the four vital steps I must remember for a perfect recovery every time. “Say them over and over, like a mantra. Once it’s automatic, you’ll have a confidence you never had before, anytime you’re flying.” He gets up from the table. There’s no way out. “One more thing—when I tell you to open your eyes, I want you to call out each step so I can hear you.”  “You mean out loud?”  “Yep.”  Wonderful. Roller-coaster flying is bad enough. Now I also get to experience the classic actor’s nightmare—naked on stage before a full audience, and I don’t know my lines.  I open my eyes. Everything’s a spinning blur. Where’s the ground? Where’s my stomach? Oh. My. God. Self-preservation hormones flood my endocrinal thingies.   “Throttle!” I bark, yanking the throttle full off. Hey, I remembered! The world rotates, my stomach counterrotates, my head tries to leave my body.  “Neutral!” I center the stick-and-rudder pedals. The airplane hangs weightless, does a sickening flop over onto its back, then points straight at the ground.   “Wait for 100!” My wobbling eyes try to find the airspeed indicator...there it is...85...90...100.  “Four G’s!” I pull back hard and smooth on the stick, watching the G meter. I have to keep the pullout forces from exceeding four G’s. Cheek and chin flesh head for my lap, and I’m only pulling two G’s.
“Harder!” barks Finagin. “Pull harder!” I pull. Two and a half G’s. Crikey, I already feel like I weigh more than Michael Moore on Jupiter.  The airplane rounds out smoothly to straight-and-level flight.  “Good job!” says Finagin.   “Yeah? By God,” I say, smiling, “that was fun! Can we do another one?”   Am I outta my mind? Don’t I remember what happened to Oliver Twist when he asked for “more”?
But it really was fun. We did a 10-spin maneuver. Wow! Then two more recoveries, once from a spin...I think. I have no idea whatsoever what attitude he put the airplane into for the third recovery. But each one was nominal. Translation: The airplane didn’t self-destruct, I didn’t shriek like a Tim Burton character, and normal flight was resumed readily.   Finally he had me pull a loop, stall at the top, call out when I thought I was out of control, then recover using “The Method.” Roll over, Brando. I’m now a contendah.  “You can recover from any situation,” says Bill, back on the ground for the debrief, “in about 900 feet, if you follow the four steps without deviation or hesitation.”  Okay class, you get recess as soon as you repeat the Fearless Finagin Recovery Mantra after me:  1. Slam the power off as quickly and forcefully as you can.  2. Quickly force the controls to neutral. If a stick, center it. If a yoke, center it and hold it where it would be for straight-and-level flight. Rudder pedals should be neutral, too.  3. Now for the most difficult thing of all: Wait! Do absolutely nothing. Keep power off and controls neutral until you see 100 mph on the airspeed. Why 100? “It’s an easy number to remember,” says Finagin. “And it ensures a margin of flyability well above stall speed. If I told you 85, you might suddenly jerk back on the yoke and high-speed-stall it. Not good.”  4. And the easiest step of all: Simply pull out of the dive that you find yourself in. Just don’t exceed four G’s on the G meter. Once you’re straight and level, add power.  The nose will always be sharply down before pullout, but you’ve completed the hard part, which was to keep yourself from panicking and fighting the airplane. Instead, you just got out of its way and let it fly itself out of trouble.  “If you repeat that mantra to yourself a few dozen times every time you fly, you’ll be ready,” Finagin promises. “What’s amazing is how predictably the airplane recovers—every time.  “I wanted you to get the word out,” Finagin concludes, “because I believe learning this recovery technique should be mandatory for every pilot’s license.”  I nod, I grin, I trash the barf bag I filled just after landing. I’m woozy, but I’m a believer.  One last thing: What does the airspeed indicator read in a spin? Zero knots. In a spin, the wind relative to the airplane is corkscrewing up from below your feet. Airspeed pitot tubes are only set up to read straight-ahead velocity.  Allllrighty then! Bring on them sissy roller coasters!

Delta Connection opens new training facility at airport

Sun, 9 Dec 2007 19:48:01 -0500

By Joe Hendricks
Herald Staff
SANFORD – The folks at the Delta Connection Academy pulled out all the stops Thursday morning for the grand opening of their new Maintenance and Simulation training facility at the Orlando-Sanford International Airport. Built by Spolski Construction at a cost of nearly $3 million, the 27,000-square-foot facility features a 12,000-square-foot aviation hangar to be used for maintaining the academy’s expanding fleet of training aircraft – a fleet that was recently expanded by the purchase of 50 Cirrus SR20 aircraft. The new building also contains more than 10,000 square feet of space for instructional purposes, including room for 10 flight simulation halls, some of which have already been equipped with new Level 6 AeroSim flight simulators. Complimenting the academy’s Level 3 simulators, the Level 6 simulators are built using part of an actual fuselage from a SR20 aircraft. While conducting a tour of the simulation halls, Delta pilot John McGann said the Level 6 AeroSim “exactly duplicates” the cockpit configuration, aerodynamic package and flight characteristics of an SR20.
The new simulators also recreate various weather conditions and other flight variables that help better prepare future pilots for their careers as commercial aviators. The increased use of flight simulators allows students to increase their competency levels in fewer hours and helps better prepare for the technological advancements found in modern aircraft. The use of simulators also helps the academy control rising fuel costs.
While touring the facility, guests were allowed to test their flying skills using the flight simulators.
The new training complex also includes an information technology lab, debriefing offices, a confer- ence room, executive offices and a reception area. The flight simulators and other improvements cost an additional $3 million. Comair Airlines established the Comair Aviation Academy in 1989 in order to guarantee themselves a steady supply of professionally trained pilots. In January 2000, Delta Air Lines purchased Comair and its subsidiaries.
The Delta Connection Academy trains “cadets” to fly the smaller j ets that serve as regional carriers for the maj or airlines. The academy places graduates with 30 airlines, including Delta Connection Carriers, American Eagle Airlines and Express Jet Airlines. Many students from China and the Middle East now receive their flight training at the Sanford campus that currently serves about 300 students. The Delta Connection Academy also provides flight training at five other colleges and universities in the United States, with a combined total enrollment of more than 1, 000 students.

Celebrating aviation
Joining new Delta Connection Academy President and CEO Doug Blissit for the ribbon cutting ceremony were airport President and CEO Larry Dale, Mayor Linda Kuhn and Sanford Chamber of Commerce Executive Director Pat Hicks.
The ribbon cutting ceremony was followed by a one-man aerobatic show given by stunt pilot extraordinaire Keith Lickteig.
With white smoke trailing from his specially equipped plane, Lickteig, owner of The Airplane Company, wowed students
and guests with a 10 to 15 minute display of rolls, loops, hammerheads and other thrilling aerobatic maneuvers. Lickteig received a round of applause from those standing around his plane when he taxied to a stop and climbed out of his bright yellow Extra 300LP wearing converse tennis shoes, khakis, a t-shirt and a boyish smile. One gentle- man approached him and said, “Keith, you are one bad mother. ” When asked later if he ever gets scared doing his stunts, Lickteig said, “I love it. I grew up on it. It’s a genetic flaw. ”
Lickteig trained Delta Connection Academy Lead Instructors Paul Mauro and Mike Moran in the art of Upset Recovery – skills used to help recover from unexpected flight control malfunctions and other unforeseen problems that can result in a pilot losing control of an airplane. Mauro and Moran now use those skills to teach the academy’s Upset Recovery training courses and the academy leases Lickteig’s plane to supplement the Extra 200LP plane that is part of the academy fleet. Lickteig’s girlfriend is a commercial pilot and flies international flights for a maj or carrier.
After the aerobatics show, attendees gathered in the aviation hangar to hear brief comments made by Blissit, Kuhn and Dale before being served lunch. Blissit used the opportunity to announce that the new facility would be known as the Gary Beck Complex, in honor of his predecessor, Gary Beck, who is retiring at year ’s end. During his remarks, Dale praised the academy for what it brings to the airport and complimented Beck for taking the risks necessary to move forward and complete the new facility. Beck did not attend Thursday’s event.
Mayor Kuhn express pride in having the Delta Connection Academy located in Sanford and said the airport as a whole serves as a key component to economic development in Sanford and Seminole County.
Two hours before the 11 a. m. ribbon cutting ceremony took place, Delta Airlines’ “Pink Plane” landed at the Orlando-Sanford International Airport and taxied to a stop in front of the new hangar. Featuring a pink paint scheme that includes the pink ribbons symbolic of the fight against breast cancer, the Pink Plane is part of Delta’s efforts to increase public awareness of the disease and the efforts to find a cure.
Students and guests were allowed to tour the 757 that is part of Delta’s current operating fleet and one of the largest planes to land at the Sanford Airport. Students and guests were allowed to stand inside one of the 757’s massive jet engines and many students had their pictures taken while doing so.
Adding to the day’s festive atmosphere was a tarmac filled with academy training planes, Sanford Airport fire and rescue equipment, a traveling Cirrus Design showroom and a GT1 racecar.

Herald photo by
Joe Hendricks
A Delta student checks out the inner workings of a Boeing 757 jet engine, above, while dignitaries cut the ribbon at the new Delta Connection maintenance and simulation facility on Thursday.

"Take me to the pilot"

Fri, 7 Dec 2007 20:07:51 -0500

By Joe Hendricks
Herald Staff
SANFORD – I’ve never liked flying, especially on commercial airliners. Every time I’ve flown, which has been about 10 times in my life, I’ve spent the rest of the day feeling off-kilter and hungover – whether I drank or not. Flying makes me nervous but it doesn’t scare me to the point where I can’t do it. I just don’t enjoy being 30,000 feet in the air, riding in a machine I have no control of, waiting for one of the wings to fall
off; and news stories about struggling airlines and mechanics engaged in salary disputes does nothing to bolster my confidence. I’d rather drive.
The last time I was in a small plane was back in 9th grade. In our English class we were asked to pick a career and write a paper about it. I had just given up on the idea that I was going to be a Big League baseball player so I decided I would be a pilot. My parents were thrilled and my teacher made arrangements for each student to get some hands-on experience in the career they selected. My Dad and I attended a couple introductory flying classes at a small community airport and then came the day for my introductory lesson.
My Dad took me to the airport on a cold spring day and started snapping pictures as the instructor and I taxied down the runway in a small Cessna without him. When we got airborne, the pilot told me to take the controls and make a left turn.
Sitting on the left side of the plane, I made the turn and about threw up when I looked out the side window and saw nothing but empty space and a patch of ground far below. I leveled the plane out, but couldn’t shake the feeling that I was about to get sick. I tried to feel better but after a couple minutes I told the pilot we needed to land before I puked in his plane.
My Dad was surprised to see us back so soon. He was probably disappointed with
his son, but being the kindly man he was he never said anything along those lines. Before we drove home, I went behind a building and did what I didn’t want to do in the plane. I felt like crap the rest of the day and I was depressed for a week because I had no idea what I wanted to be when I grew up.
Redemption
During Thursday’s grand opening of the Delta Connection Academy (at the Sanford Airport), I witnessed an aerobatics display full of loops and rolls and spins given by pilot Keith Lickteig. Afterwards, Keith told me to give him a call some timeand he’d take me up. I said, “OK” and headed for the safety of the flight simulators.
A little while later, Amber Suma, the PR person for the event, asked me if I wanted to go up with Keith, right then and there. Wanting to chase away those demons from 30 years ago, I told Amber I’d love to go. What the hell … I’ve lived a good life and if that was my day to die, so be it. As Delta Academy instructor Paul Mauro gave me a crash course on parachute operations (a liability requirement), I was more scared of getting sick than I was of getting hurt. I had the utmost confidence in Keith as a pilot. After strapping me into the front seat of Keith’s plane and handing me my headset, Paul pointed to the air sickness bag and said, “Just in case.” As we taxied down the runway, Keith asked how I was doing. I said, “Great.” It was a beautiful sunny day and the thrill seeker in me was excited.
Keith pointed the plane east and I saw Sanford from the air for the first time. After a couple minutes he told me to take the stick and make a few mild turns. He then pointed to a small lake and told me to fly toward that.
When we got over a swampy area somewhere between Sanford and Daytona, Keith asked if I was ready for some tricks. I said I was and he told to keep a light hand on the stick so I could feel how he did a barrel roll. When I said I enjoyed the first one, he told me to push the stick to the left and we did another one.
He asked how I was doing, and I said, “Great.” When he asked if I was ready to do a loop, I said I was. He pulled back on the stick and it felt like being on a giant roller coaster with a loop-de-loop. The loop was fun, but I did feel the G-forces at work as we came out the bottom of it and leveled off again. Keith asked how I was, I said “Great,” and we did another loop. Then we did a hammerhead, which involves flying straight up, turning on a dime and flying straight down. That one felt like riding down a really steep hill on a roller coaster and when we came out of our steep decent I felt by stomach turn a little – not from fear, but from G-forces. Keith told me I had just experienced about 2 G’s of gravitational pull and said he pulled about 11 G’s during his show earlier that day. The man must have an iron stomach. Keith then turned the plane over and we flew upside down for a little bit. Looking down at the world from that perspective was very cool, but I felt stomach do another little flip when he righted the plane.
I felt a little queasy as we flew back to the airport, and couple times had to choke back a bit of bile rising in my throat, but I enjoyed flying over Lake Monroe and downtown Sanford.
When we came in low over a neighborhood near the air- port, I thought about the Dechat and Woodard families and how much damage a wayward plane did to their lives.
After landing, I thanked Keith and told him how much fun I had. He said to call him again sometime and maybe we could fly backwards the next time. I felt like I had a hangover the rest of the day, and went to bed early, but if Keith asked me to go up again I’d go in a heartbeat. If you would like to take a flight similar to the one I described you’re in luck. In addition to owning Keith Aviation Airshows, Keith also owns The Airplane Co. and offers rides to the public. He’s running a holiday special and for $200 you can take a 20- minute “unlimited flight demo”. You tell Keith how much excitement you can handle flying upside down, backward and anything else you can think of and he’ll even let you take the stick. For $300, you can make that a 50- minute flight.
For more information visit
www.theairplaneco.com

Photo by Fernando Medina
Keith Lickteig, right, prepares to take Herald reporter Joe Hendricks into the skies over Sanford.

Hundred Dollar Hamburger No so hundred dollar price

Fri, 23 Nov 2007 21:09:27 -0500

It would seem the days of $100 anything are long gone in aviation as it now costs $100 just to taxi to the runway. To break up the usual routine of flopping about in the sky and boring holes through clouds we decided to fly over to Tampa for lunch and make our wallets a bit thinner. Flying to Texas for some mesquite barbecue would have been great too, but our imaginary Citation Mustang was in the shop again.
Located on beautiful Davis Island and only minutes from the heart of Tampa’s best entertainment areas, Peter O’Knight makes for a great stop. Departing SFB at the crack-of-noon we landed in Tampa (80 NM away) only 28 minutes later without getting lost once. There’s no charge for leaving your plane on the ramp at TPF, an increasingly rare courtesy at metropolitan airports. A few dollar cab ride and about five minutes gets you to Howard Street which is home to dozens of unique (non-chain) eateries and a short walk to popular Hyde Park (much like Winter Parks Park Avenue district). To our dismay our favorite lunch/dinner spot Bellas Trattoria was not open for lunch on a Sunday so we strolled north on Howard Avenue perusing the wide choice of local fare. We eventually settled on a charming open air cafe called The Lime. It is naturally lit with large french doors and windows lining the street letting in the cool autumn air. Our choice had nothing to do with the very long legs of the Buccaneer cheerleaders that happened by our table after we were seated ... really!
The menu was unique for what seemed very Tex-Mex with a very creative and personal flare. Numerous healthy options, salads, ceviche, Brazilian and other very creative choices. Most of our party opted for one of the delicious looking salads while I chose lamb soft tacos. Four are available however two were more than sufficient for a human and didn’t require additional weight and balance calculations for the return trip to Sanford. Endless clay bowls of chips and a delicious house salsa came to our table, soft drinks, along with excellent service by our waiter. He had nice legs too, but was no Buccaneer cheerleader. The lamb tacos were outstanding with lime marinated onions, diced jalapeños, guacamole, and a choice of green tomato salsa, roasted tomato sauce or lime salsa. I was given a bit of everything to sample and it was all delicious. No one in our party was dissatisfied by their choices and all were very satiated. The grand total for our party of four was mere $38 leaving us plenty of cash to spare and not have to push the plane home.
So next time your searching for a place for a scrumptious bite and quick get away try making the trek to Tampa’s Peter O’Knight and take the quick cab ride to Howard Avenue. You won’t be disappointed and you’ll be left with a little something in your wallet to put towards that next Cirrus maintenance bill.

www.ciccioandtonys.com/lime

915 S. Howard Avenue
Tampa, FL 33606

813.868.LIME

Weekday Lunch
11:30 a.m. - 2:30 p.m.

Dinner 7 Days
5:30 p.m. - close

Weekend Lunch
11:30 a.m. - 5:00 p.m.

Bar
5:00 p.m. - close

Training the Training Experts

Mon, 27 Aug 2007 14:27:51 -0400

When looking to develop their airline candidate upset recovery program, Delta Connection Academy, a subsidiary of Delta Airlines turned to none other than Keith Aviation/The Airplane Company. With over 2500 hours in Extra aircraft, Keith helped Delta develop a flight training curriculum for DCA instructors covering flight regimes from basic aerobatics to advanced spins and upset recoveries.
Delta Connection Academy has gone to great lengths in developing an in depth curriculum for its student pilots. The course is comprised of a two days ground school and five hours of upsets, spins, stalls, and aerobatics in Extra aircraft. Students study several areas of general and commercial aviation accidents and learn how to handle such ‘real world’ situations as they might face when flying large commercial aircraft.
Kudos to Delta for their efforts for installing in their curriculum and such an advanced and progressing program for airline candidates.