FALL 2014

NGPA.ORG

H E A L T H Y , B E A U T I F U L

SIGNS& DESIGNWHY ENVIRONMENTALSIGNAGE MATTERS

BACK PAINSIMPLE EXERCISESPROVIDE RELIEF

SAFESKIN

AMERICAN AIRLINES TO RECRUIT AT CAPE COD CLASSIC

MISSION STATEMENT

NGPA strives to be the leading organization serving members of the gay, lesbian, bisexual and transgender aviation community through advocacy,

professional networking, social outreach, and creative programming.

NOTE FROM THE EDITOR

I am very proud to be a part of the NGPA News. Every quarter, a talented and devoted staff assembles the very proud works for our members that

creates the content you continue to enjoy. Many of us have shared personal experience and aspirations that lend to the unique culture that resides within the NGPA. Creativity and content doesn’t always have to exclusively come from a dedicated staff. If you have an experience noteworthy of any of the sections in this publication, we would love for you to submit your piece.

Please be sure to visit ngpa.org and our social media outlets periodically where upcoming events, current affairs, and various polls are published. Staying connected is the purpose and these are just a few ways we remain linked.

Your addition to society is one way we are making the NGPA better!

EDITOR-IN-CHIEF

AHMET F. ISMAILOGLUChicago, IL

EDITOR Frank King Greenport, NY

EDITOR James Rea San Leandro, CA

EDITOR James Shaffer Goodyear, AZ

ASSISTANT EDITOR John Rosa Alameda, Ca

ART DIRECTOR IN MEMORIAM Kelly Ryan Murphy Dallas, TX

CREATIVE DIRECTOR Rosemary Oldendorf Tampa, FL

BOARD OF DIRECTORS

BOARD CHAIR G. Scott Shatzer Chicago, IL

VICE CHAIR David Pettet Honolulu, HI

EDUCATION FUND BOARD CHAIR, EX-OFFICIO BOARD MEMBER OF NGPA AND TREASURER Gregg Smith Norfolk, VA

MEMBERSHIP COMMITTEE CHAIR Mark Schmidt Philadelphia, PA

GOVERNANCE CHAIR Michelle Yates Lake Worth, FL

EVENTS COMMITTEE CHAIR John Spannagel Phoenix, AZ

EVENTS PLANNING COMMITTEE CHAIR Kyle Szary Boston, MA

CHAIR Tom Buttgenbach Los Angeles, CA

CHAIR Kevin Sperling Minneapolis, MN

CHAIR Kyle Morgan Boston, MA

CHAIR Chris Hoss Dallas, TX

EXECUTIVE DIRECTOR Steven Moore Denver, CO

VOLUNTEER STAFF

WOMEN’S EVENTS COORDINATOR Ms. Gina Martyn Boulder, CO

TRAINING COMMITTEE LIAISON Nick Michaels Washington DC

WEBMASTER Chris Hoss Norman, OK

ADVOCACY COMMITTEE CHAIR Steven Moore Chicago, IL

NGPA News is published quarterly for members of theNational Gay Pilots Association. All news and opinions expressed herein by the authors are not necessarily the views of the editors or of NGPA members. Membership or advertisement in NGPA News

should not be taken as an indication of sexual orientation.We welcome comments from our readers and invite submissions of

news, stories, photos, and other items of interest to NGPA members.NGPA, P.O. Box 11313, Norfolk, VA 23517

Email to: Ahmet.Ismailoglu@ngpa.org

ADVERTISING

To advertise in NGPA News or on our site at NGPA.org,contact Steven Moore at steven.moore@ngpa.org or call 347.762.NGPA.

Contents4

UNDER THE RADARSteven Moore signs off with style

5FLIGHT DECKGet the inside scoop

12Keep your skin healthy and your life long.

FEATURES

9 TRAVELFriends and Joie de Vivre! Join the group as they travel through Italy, Greece, and embark on romantic adventures

10NGPA DESIGNEnvironmental signage plays a majorrole in how we find our way

12HEALTHProtect your skin while you’re on the flight deck

14TRAININGKeep the blue side up

16FROM A WOMANJoin the flight of a lifetime

18ECONOMICSExamining the cost vs. returnof a career as a pilot

AVOID BACK PAIN

WHEN YOU’RE FLYING

8

Cover photo credit DANILO ANDJUS

FACEBOOK.COM/NGPA.FB

NGPA2

t is with a bittersweet feeling that I write this issue of, “On the Radar.” This is the last time I will write this article for the NGPA News magazine. My two-year term as executive director technically ended

in August of 2014, and we will be announcing the next NGPA Executive Director in Prov-incetown just a few short weeks from now.

I will leave this role with a certain sense of satisfaction with all the NGPA accomplished during my term. Entering this role, I knew I had to uphold certain traditions, but I also had a vision for the future of the NGPA.

First, the NGPA needed to be on the map as a national-level organization. We needed to begin seeing airlines participating at our national events. With the help of NGPA member Tony Portalatin facilitating a relationship, GoJet Airlines was the first to sign on as an event vendor. Four months later, we had nine regional airlines recruiting at Palm Springs! It brings a smile to my face to report that in August, GoJet Airlines signed on as an Exec-utive Corporate Partner of the NGPA. Airlines are gaining from their relationship with the NGPA and I believe that trend will continue as time goes on.

The next task was making a balancing act a bit more stable. The board and I had to gauge the formal job description of the executive direc-tor role against what was really needed. This included many changes and a redefinition of the ED role. It included adding paid positions in certain areas while removing others. It included

the outsourcing of certain jobs (What?! It works for mainline carriers). The end result is a more efficient process for producing the print magazine, the NGPA website, membership administration processes, event planning and money management.

In any non-profit, the accounting of the funds is crucial. Acknowledgment of our top donors—our Flight Deck donors—is a deed that needed to be celebrated publicly. Our board, administrative staff, IT chair, editor-in-chief and I worked to put a program in place ensuring these donors are given the proper recognition they are due. We incorporated Flight Deck lists on the website, as well as within every issue of the NGPA News. Without donations like theirs, this group could not function in the manner in which it does.

Another critical task of the ED position is tracking the budget and spending. During my tenure, the board and I worked hard to ensure we were being good stewards with the membership’s money and only spending within the budget. The board of di-rectors and I are both very proud of that, along with the direction the NGPA is heading in this regard.

The NGPA has always enjoyed having very diverse membership. However, that is not how we have always been perceived. I wanted to make sure everyone knew the diversity and resources available within our group. To do this, I worked with some of our transgender members and the communi-ty at large to develop a resource for transgender people needing support and information in the world of aviation. Today, we have that group.

We also needed to focus more on the ex-posure of our female members. We began printing a column written by Erin Recke, From A Woman’s Perspective, which is in every issue of the NGPA News. The feedback from this new column has been very positive.

All our members share a certain pride in the NGPA Education Fund. To date we have given away over $202,000 in scholarships with a total of 65 awards! Finding new and innovative ways to promote the scholarship is a constant challenge. Working with the Education Fund Board of Directors, and the scholarship selec-tion committee chair, we updated the website to include a history of scholarship awards given

since its inception, along with featured biogra-phies of our current year’s recipients. In addition, we continue to implement programs in order to reach out to schools and social media out-lets to promote the NGPA Education Fund.

I’m excited to pass the reins to the next executive director. I believe with each new director, there comes a new focus, a new passion, and new ideas. This is critical to the organiza-tion as we continue to evolve and develop.

No matter which direction the NGPA takes in the future, I will not be far from the prog-ress and direction of this organization. This organization has changed my life tremendously and for that, I will always be indebted to it. Like many of you that I have met here, I will always work to make the NGPA better.

I would like to offer a heartfelt “thank you” to each of you for sharing this journey with me. I am looking forward to the next chapter of the NGPA, where you will al-ways find me just “Under the Radar.” R

04 NGPA FALL 2014

THE NGPA HAS GIVEN AWAY OVER $202,000 IN SCHOLARSHIPS WITH A TOTAL OF 65 AWARDS

R A D A RUNDER THE

DIRECTOR’S LETTER

STEVEN MOORE

I

FROM THE

FLIGHT DECK

s I write this article, we are in the midst of collecting ballots from the active board members, who have voted on the compo-sition of the board going forward, and which will include two new board members to replace recently vacated positions. It’s both exciting and promising to the future of our organization

how much unparalleled interest there has been regarding further involvement. In fact, six members have issued a statement of interest to fill a seat on the board of directors. Keep in mind that not only are these positions served on a completely volunteer basis, but we also ask for a lot of time and dedication from our board members, including a monthly conference call, as well as several mandatory meetings throughout the year. There has been a tremendous amount of competition among those expressing interest in joining the board, and all candidates are very well qualified to fulfill the limited number of open positions we currently have available. That said, I’m delighted that so many of you have expressed an interest in serving, and even after our board positions are filled, there will continue to be much work to be done through volunteer positions within the organization. If you are not elected to fill a currently open seat, please know we are still seeking qualified members to volunteer in areas of advocacy, marketing, membership and other committee roles critical to ensuring a bright future for NGPA.

By the time we all arrive in Provincetown, the new board members will have been voted in and our new board structure and composition will be in place. All the current board members look forward to working with the new members elected this fall, and we can’t wait for you to join us in our efforts to continue serving the organiza-tion as best we can until we pass the torch to those who follow us.

After several years of phenomenal service, Steven Moore’s term as executive director has reached its end. We have also had a great deal of interest expressed by those wishing to be considered for this paid position. I want to make certain that I take the opportunity to thank

each of you for your interest in working in this capacity. We will be working to vet and evaluate each of the interested candidates over the weeks ahead, and we will likely have made our final selection for that new leader by the time you receive this copy of the NGPA News. Fortunately, Steven Moore has agreed to work with us in a patient and—as expected—professional manner so that we can make certain that we select the best candidate for the position to lead our organization. You have my personal commitment that all the necessary and vital work will be done in this process to make certain that you, as a valued member, are kept at the forefront of our decision-making process. Please know that all of us on the board, as well as the executive director, ultimately work for and on behalf of each and every member of the organization, which is something we take seriously in everything we do.

I look forward to seeing all of you during the Cape Cod Classic, and looking ahead to 2015, I can assure you we will continue to host more exciting events, including the Winter Warm-Up in January in Palm Springs and the

Spring Fling in April in Ft. Lauderdale.I want to close with a special note of appreciation

for all of the work that Steven Moore has done for the organization over the last two years, and to make certain that we learn from the positive changes we have made. You, the members, have propelled us in the direction of a better and brighter future for NGPA, and Steven has played a critical role in the organization’s most recent successes. As I’ve said before and I will say again, the fact that we have the opportunity to work with and lead an organization that has been so well-kept over the last several decades makes our job that much easier. It’s so easy to be inspired by and dedicated to an organization comprised of many people who give back to the overall mission of the group, and that level of dedication from members of all ranks is what keeps NGPA in such good health.

Have a great fall and I look forward to seeing all of you in Provincetown. R

WE ARE STILL SEEKING QUALIFIED

MEMBERS TO VOLUNTEER IN AREAS

OF ADVOCACY, MARKETING, MEMBERSHIPAND OTHER

COMMITTEE ROLES.

Greetings fellow aviators! I hope this finds you having enjoyed your summer months and ready to ease into a refreshing autumn season. To say there is a lot going on in the aviation world, both at home and

abroad, would be an understatement. There are also some great things happening right here within NGPA that everyone needs to know

about. We have a tremendous amount of positive change to embrace in the second half of this year for the organization as a whole.

S C O T T S H A T Z E R

NGPA FALL 2014 05

A

KELLY MURPHY

T H A N K YO U F O R YO U R S U P P O R T, YO U R TA L E N T, A N D YO U R S M I L E S .

YO U W I L L N E V E R B E F O R G O T T E N .

IN LOVING MEMORY

1978 - 2014

T H E N AT I O N A L G AY P I L O T S A S S O C I AT I O N

CAPECODCLASSICP R O V I N C E T O W N , M A S S .

S E P T. 1 2 - 1 4 , 2 0 1 4

ACCORDING TO THE NATIONAL INSTITUTE OF HEALTH, 8 OUT OF 10 PEOPLE WILL EXPERIENCE SOME SORT OF BACK PAIN IN THEIR LIFE.

PERSONAL CHECKLIST FOR A HEALTHY BACK

Stretch and change positions during flight

Use lumbar support for proper posture

Sit with your pelvis higher than your knees

Remove your wallet from the back pocket

Give your back time to recover after a long flight

Use proper form and lifting techniques

Exercise regularly and strengthen your core muscles

IMAGES COPYRIGHT 2014, MUSCULAR DYSTROPHY ASSOCIATION INC.

ack pain is one of the most common sources of workplace disability, but what can be done to minimize or avoid back

pain altogether while spending hours at a time sitting in an aircraft?

PILLOW TALK. Many aircraft seats have either limited or nonexistent lumbar support. In 2009, a study was performed to analyze the effects of using a pneumatic support device in order to correct posture in airline seats. The study found those individuals who did not use the device reported fatigue and lower back pain in as little as 10-15 minutes. Pilots who sit for long durations in an airplane or flight deck seat can help reduce or even eliminate lower back pain simply by placing an airplane pillow or a rolled towel between themselves and the seat, just above the waistline. This will help improve proper posture. Since space in your luggage or flight bags are at a premium, another option is to use a self-inflating lumbar device that will lay flat and roll up tightly when not in use.

PELVIS ABOVE THE KNEES. Another ergonomic factor of aircraft seats is their inherent design which forces you to sit at a 90° angle. If this causes your knees to sit higher than your pelvis, combined with the lack

remember to avoid stretches that cause you to bend too far forward, as this can place increased stress on your already fatigued back.

RECOVER BEFORE LIFTING. After a long flight, it is extremely important to use proper form and support when moving your flight bags or retrieving luggage from the overhead bins. An already-stressed and fatigued back will easily cramp or spasm if undue pressure is placed on it by twisting the muscles or lifting heavy objects.

Consider doing your post-flight walk-around before lifting heavy objects, as this will allow the back to slowly recover from the stress placed on it during long flights, decreasing the likelihood of injury. It is also extremely important to use proper lifting techniques and form while retrieving luggage. Always slightly engage your abdominal muscles, and bend with your knees – not your waist. Just like the airplane itself, keeping heavy objects central and close to your body’s center of gravity while lifting will help keep undue stress off your back.

of lumbar support, will lead to muscle fatigue and increased susceptibility of lower back pain – especially after a long flight. If your aircraft is equipped with adjustable seating, the ideal situation is to raise the seat so the hips stay above knee-level. Typically, most airline seats (especially in the cabin) are at a fixed height, so the use of a wedge shaped pillow can come in handy as an alternative option.

LOSE THE WALLET. An often overlooked and surprising source of lower back pain is actually due to the placement of your wallet. By placing your wallet in your back pocket, you are unwittingly changing your bilateral weight distribution while seated. While this may seem insignificant and will often be unnoticed, you are placing an increased amount of stress on the pelvis and low back. By simply changing the location of your wallet to either your front pocket, jacket pocket, or by keeping your wallet in your flight bag, you can eliminate this stress on your back muscles.

MOVEMENT IS KEY. Simple stretches every 10-15 minutes will help you keep your muscles loose and relaxed. For a simple exercise, raise your hands above your head and gently bend to your left then right, then rotate left and right, holding each stretch for 5-10 seconds. Just

BUILD CORE STRENGTH. Be sure to supplement your workout routines with core-strengthening exercises such as yoga or pilates. A strong core will help to alleviate 40-50 percent of the load placed on your lower back. These exercises will help ensure your body is moving properly and improve overall flexibility, which will translate into noticeably reduced soreness and pain throughout your back.

SEE A SPECIALIST. I always suggest visiting your chiropractor regularly, even if you are not presently experiencing any back pain. The stresses placed on your body from long days, long flights, confined spaces, and different beds in different hotels are all recipes for causing various misalignments throughout your spine. Unchecked, these misalignments will continue to manifest until one day, a simple task could cause your back muscles to spasm and lock up, leaving you immobile and possibly out of work until you recover. Regular chiropractic care can be extremely beneficial and will help to ensure your spine and central nervous system are operating optimally. R

BACK PAINAVOIDING

ON AN AIRPLANE

HEALTHY BODY

B

ANGEL OCHOA-REA, D.C.CHIROPRACTOR, OAKLAND, CA, PRESIDENT OF THE NATIONAL GAY AND LESBIANCHIROPRACTIC ASSOCIATION NGLCA.ORG

08 NGPA FALL 2014

What question or feedback would you like to submit to Dr. Noven?Go online to: surveymonkey.com/s/AskDrNoven

JOHN BURDICK

few years ago, I decided that for my 50th birthday, I wanted to celebrate it with friends. Friends

are, after all, the family we choose. I wanted to have a trip of a lifetime. I approached a few of our good friends with the idea and asked them if they would join us to celebrate my birthday at a villa in Italy.

What I had originally envisioned as a week in Italy morphed into a wonderful tour of some amazing places. Some we’d been to and others we never had, but had wanted to. Not everyone was able to come, and some weren’t able to be with us for the entire trip. When I stopped to think about it, six of the eight friends that joined us I’d met through NGPA, either at one of the large events or a local Chicago event. Joining NGPA in 1999 was one of the best things I’ve ever done!

We started planning the trip in the summer of 2013. We’re extremely fortunate that our friend, Kyle Szary, took it upon himself to do much of the research and planning for our trip. We decided that we were going to visit Istanbul, Athens, Santorini, Mykonos, Rome and Florence over 16 days. San-torini is a place we’d always wanted to visit. The images of the white buildings with bright blue painted roofs perched on the cliffs high above the azure

and warm. We were going to be there three nights, and I wondered if one of the other nights might work as well. Our friends told me to just let them know when I wanted to do it, and that evening seemed perfect. My decision made, I told our friends that “tonight is the night” and they went into “go” mode. Paul, being the amazing cook he is, started preparing the hors d’oeuvres. Kyle stepped up as lead photographer. Max, Thomas and Tom ran defense and kept Jeff distracted as the time drew nearer.

The pretense was to take sunset pictures of Jeff and I with the amazing Santorini town of Oia in the back-ground. Kyle took a few photographs, and then— I took a deep breath, turned toward Jeff, got down on one knee and asked him if he’d marry me. Of course he said yes! What he said after that is something we’ll remember for the rest of our lives. Well, it turns out that he was planning on proposing to me the next evening! We all got a laugh out of that, and all our friends let out a collective sigh of relief. They had all known that each of us was planning on proposing to the other, but they couldn’t say anything. They

waters of the Aegean Sea was just too much to resist. Jeff and I are both photographers, so we’re always look-ing for amazing places to photograph. None of us had been to Istanbul, Santorini or Mykonos, so there was a lot of planning to be done.

The primary reason for the trip was to celebrate my 50th birthday, but I also secretly planned to take advantage of this trip and the amazing locations to propose to Jeff. We’d been together for 14 years, and with all the amazing advances in marriage laws in the Unit-ed States, it seemed the perfect time to get engaged. Early on, as our fellow travelers fell into place, I told our friends about my plan. I bought the rings in Boston and decided Santorini would be the place I would “pop the question.”

As the day approached, being the pilot that I am, I kept checking the weather. Would it be sunny? Was any precipitation expected? Low ceilings? Ambient temperature? Dewpoint?

To keep things from being suspi-cious, I asked Paul to buy a bottle of Dom Perignon at duty-free in Istanbul as we raced for our Turkish Airlines flight to Athens. I couldn’t buy it myself, in case it tipped my hand. It would be a wonderful way to toast the future. We arrived on Santorini after a five-hour ferry ride from Athens, and the weather was perfect! It was sunny

decided that whoever did it first would do it first, and they weren’t going to interfere. After toasting with a chilled bottle of Dom, we went out for a nice dinner and called it a night. (Oh, and Jeff made preparations to return the rings he’d gotten for us!)

That pretty much set up the stage for the remainder of the trip. We could all enjoy the tour without the nervousness of the proposal. We went to Mykonos, Rome and Florence, and couldn’t have asked for a better experi-ence. We’re both blessed to have such amazing friends here to encourage and support us. Thank you to Kyle Szary, Max Ehrsam, Paul Hart, Thomas Nikolai, Tom Morin, Dennis Schultz and Jeff Johnson for making this trip amazing and one we’ll remember for the rest of our lives! We look forward to spending a lot more time with you amazing guys! R

TRAVEL LIFE

A

and JOY de VIVRE!OF FRIENDS

IMAGINE BEING TASKED WITH GUIDING AFEW THOUSAND PEOPLE THROUGH AN UNFAMILIAR MAZE, KNOWING THEY WILL ALL HAVE TO REACH THEIR DESTINATIONS BY A CERTAIN TIME – BUT NEVER KNOWING WHICH LANGUAGES THEY SPEAK.

t airports, many of us participate in systems designed to accomplish exactly this on a daily basis

without giving much thought to how they came to be. As pilots, most of our attention is focused on getting from one airport to the next; however, with just a little bit of theory and a brief look at history, this article aims to help us appreciate the impressive measures that guide us to and from each flight. In fact, it may help us recognize the role that art plays in an industry characterized by technology – a whole world we pass through every time we leave home and get on an airplane.

all of which could lead to very costly mistakes if not taken seriously.

The fonts themselves are practi-cally their own industry. Frutiger, a ubiquitous typeface still in use today, is named after its creator, Adrian Frutiger, who developed it for Charles de Gaulle International Airport in 1968. It has letters designed to be easily read from a distance, at an angle, or while the reader is moving past them quickly. The concept of the reader being in motion evolved from signs on British roads after the Second World War, when the average motorist was traveling substantially faster than his predecessors. Large, easy-to-read letters, often black on a yellow back-ground, were designed by Jock Kinnier (who had designed the landmark signage for Gatwick Airport) and put to use in 1958. It was Kinnier’s work with his student, Margaret Calvert, that would become the first national system recognizing new concepts in legibility, such as the effect of using a

A formal education in art would be tough to fit into a few pages of this magazine, so we will try and get by without it. The major concepts involved range from seemingly simple to highly conceptual and industry-spe-cific. As a perfect example, the study of color contrast can be traced back to the early nineteenth century. This is tough to skip when deciding which color to make the letters and back-grounds for a new signage system, as it goes beyond making sure the letters stand out. There must be consider-ation of consistency within the rest of a (or a pre-existing) system, cultural association with certain colors, and colors available on certain materials –

mix of uppercase and lowercase letters. While using all-uppercase letters can be simpler and (believe it or not) take up less space, the mind more quickly recognizes and interprets names in the familiar title case form.

The signs themselves are only one part of a much larger system. On their website, Apple Designs states, “Signs are actually band-aids for legibility, used when the information about the place is too complex to be conveyed by the facility, or when other sources of information in the space are insufficient, unreliable, or contradictory.” Apple De-signs should know what they are talking about, too – they were recently charged with designing the wayfinding for Doha Airport in Qatar.

The signs for Doha Airport were the responsibility of Mauk Design in San Francisco. Wayfinding is a little more like the big picture, or holistic version of what we normally think signs are trying to accomplish.

Wayfinding is a field of study that builds entire spaces to be intuitively navigated and comforting, emphasizing functional flow of traffic and ease of access to information. Even with such a basic introduction, it is easy to think of places we have been where the wayfind-ing was not great.

International travelers are even more sensitive to the usability or legibility of wayfinding systems in places where one does not speak the local language. Much of the visual components of such systems fall under niche fields, such as experiential or environmental design.

A

CAPT. NICK MICHAELS

THE DESIGN OF

THE SIGN

10 NGPA FALL 2014

For example, consider the vari-ety of signs an airport might need: informational signs, directional signs, identification signs and warning signs. Through the use of consistent coloring, intuitive symbology, and other tricks of the artistic and scientific trades, simply scanning the ceiling when walking off the jetway can quickly tell you how to get to baggage claim instead of trying to open a door to a restricted area – even if you have never been there and are not

At the inception of the NGPA News, it was decided to send the magazine in a plastic privacy bag. This was understandable for many reasons: People didn’t want to risk being ‘outed’ at work. We didn’t have the same respect publicly that we do now. Over the years, shipping the magazine this way has become less of an issue, so we have decided it’s time to take the magazine out of the bag. In effect, we can say the NGPA is “coming out of the closet.”

Although there are some people who would like to keep the magazine in the bag for privacy, there are more who feel that it’s time to take it out of the bag. We feel as though taking the magazine out

effective, as Schiphol successfully went on to handle the impressive numbers of passengers delivered by the Boeing 747 and eventually the Airbus A380 (with credit due to a 1991 update to the wayfinding by Paul Mijksenaar). It was art and it worked.

Edgard Varese said, “An artist is never ahead of his time, but most people are far behind theirs.” Criticism has proven to be a poor predictor of which artists will endure and be remembered, but you can always count on criticism being present. Recently, there was a fair amount of criticism surrounding Ruedi Baur’s update of the signage at Vienna International Airport in Austria in 2012. Featuring unique touches like blurred symbols, translucent grey signs with grey letter-ing and playful shadowing, the intent is to maintain the functionality of modern wayfinding while combating the homogenized look of forgettable

of the bag is the best decision to make because there is potential for those with either preference to be happy. Those who wish to receive the magazine out of it’s white plastic wrapper believe we are an organization that focuses on advocacy. How can we claim to be advocates if we are still being closeted in shipping our magazine? This is a valid argument. It becomes more valid when it is asked by people in management positions with firms that give our organization money!

Those who oppose receiving the magazine unless it’s wrapped have a different argument. They say it’s not their neighbor or mail person’s business

even sure what the local language is. This type of consideration for

large amounts of international passengers shaped the development of Amsterdam’s Schiphol Airport. When it was decided in 1949 that Schiphol would be the primary airport for the Netherlands, foresight was considered for the unprecedented change in scale that the jet age promised.

In the sixties, Benno Wissing developed the signage for the airport

and instituted the historically signif-icant ban on signs using the same yellow and green as the new airport signage system. The use of rules beyond simply dictating a font or color scheme was apparently

terminals in whatever-city-that-was. Passengers are meant to get a sense of the individuality of the airport, which is an intentional reflection of the proud variety and rich cultural heritage of the city.

Signage is one of many facets of airport design, but for some it may be more easily overlooked. With airport expansion and improvement projects ranging in the hundreds of millions to billions of dollars, it sure-ly is not overlooked by everyone.

The next time you travel, braving that atmosphere dominated by tight connection times, available seat miles, and rising fuel costs, see if you can spot an opportunity that a thoughtful designer took to make your experience a little more organic – the seemingly small ergonomic touches that make your home airport so welcoming when you eventually find your way back. R

about the mail they are receiving. Thankfully, there are a few options which can ultimately keep both sides happy. First, you can opt out of receiving the magazine by logging into your account online and choosing the option listed in your profile to opt out of the magazine shipment. Another option that everyone has is to download the electronic version of your magazine from our website. Any paid member has the option to do this.

Please be sure to update your profile on the website if you are a paid member and you wish to stop receiving the magazine. The NGPA News will ‘come out’ effective December 1, 2014.

GOOD DESIGN IS ESSENTIAL, ESPECIALLY WHEN TRAVELERS MAY NOT SPEAK THE LANGUAGE.

NGPA NEWS IS COMING OUT! THIS IS THE LAST COPY OF THE MAGAZINEYOU’LL RECEIVE IN THE WHITE PLASTIC BAG.

NGPA FALL 2014 11

& HOW MUCH DAMAGE ARE YOUEXPOSED TO IN THE COCKPIT, HOW CAN YOU PREVENT IT?

THE LIGHT TRANSMITTED THROUGH THE WINDSHIELD OF YOUR COCKPIT IS MORE THAN TWICE AS BRIGHT AS IT IS ON EARTH. WHAT CAN YOU DO ABOUT IT TO SAVE YOUR SKIN – AND POSSIBLY YOUR LIFE?

y iPhone was always dying – even in airplane mode – as it was plagued with what I now know was a damaged battery. Then one day, I flew with a

guy that had a genius gadget he had purchased at my favorite store – Costco! It was a solar panel that had the ability to charge a multitude of devices. He told me, “the funny thing is that it only takes half as long to charge my phone at 36,000 feet than it does on the ground.”

I am not sure he knew just how that made my head spin. I rolled up the window shade in an innocent attempt to protect myself from the sudden attack of excessive electromagnetic energy, making a mental note to lather on some SPF 9000 after we landed. However, would that be enough?

It turns out, no. In an interview conducted by National Public Radio’s Patti Neighmond, dermatologist James Spencer explains the new sunscreen rating system set to roll out next summer. The current system of Sun Protection Factor (SPF) only protects against UVB rays. Spencer explains, “They don’t last all day, they’re only good for a few hours. I don’t like having to put that goo all over myself every few hours any more than you do, but that’s the way it is. Scientists are working on ‘all-day’ sunscreen. Someday we’ll have that. But for now, you’ve got to re-apply.”

The new sunscreen rating will still include the current SPF scale, while the Food and Drug Administration (FDA) is in the final stage of mandating an additional 1 to 4-star rating scale which will help consumers ascertain the level of UVA protection. This new scale comes 30 years after the FDA first introduced the SPF scale with the realization that chemicals created by the WWII Navy had wider civilian applications.

You can simplify that UVB is responsible for the sunburn while UVA is responsible for the tan. Until recently, the harmful ramifica-tions of the deeper-penetrating UVA rays were unknown. It is now understood that both ul-traviolet rays, over time, destroy protective pro-teins within your body’s largest organ – your skin – and can mutate DNA to cause cancers. This unravels everything from expedited aging affects to melanoma, and even if you have naturally dark almond-mocha-latte color, there is still high risk. In 2001, the Air Line Pilots Association (ALPA) published data claiming airline pilots have a melanoma incident rate as much as 3.47 times the global expectation. The correlation is clear when cancer occurrences are introduced.

The theory is that while flying at higher altitudes with less atmosphere above us – and therefore less UV filtration – we are not as protected as we would be if we were on the ground. Military jets capable of undisclosed

M

CAPT. AHMET F. ISMAILOGLUEDITOR-IN-CHIEF, NGPA NEWS

SUNBURNINGY E A R S O F F YO U R L I F E

NGPA FALL 2014 13

Many experts recommend anything to shield from solar rays, therefore the cockpit window shades in my airliner. Unfortunately, we do not have flight suits or gold-infused windscreens at my company, just bug-laced windows. Consequently, I contacted Rosen Sunvisor Systems, the developers of the fancy window shades in my flightdeck, to ask if current installations have countermeasures from solar radiation.

According to customer support specialist, Dan Cable, we’re good!92% ±3% of total light is transmitted over 10 years through these shields. This purely provides its tint. However delving deeper in the data reveals, “it

filters the highest level of damaging UV light (200-400 nm) and offers excellent light transmission in the visible range between 400 and 700 nm.” If every plane could have Rosen’s filtration technology on the windows, then per-haps we could reverse the trends noted by ALPA and the FAA in 2007. Then the

FAA, in a quest to end all inquiries, concluded an investigation that the laminated glass of commercial aircraft windscreens transmitted substantial UV radiation below 380 nm [UVA wavelength], while the polycarbonate general aviation aircraft windscreens were more effective UV blockers. The polycarbonate windscreens transmitted almost no radiation below 380 nm. Since the commercial aircraft wind-screens that were tested did not block all harmful UV radiation, profession-al pilots who routinely fly at high altitudes for longer periods of time than private pilots should take special precautions to protect their vision from UV exposure. Aircrew members should always wear UV lenses that provide adequate UV protection and appropriate filtering of visible light when flying during daylight hours.” Although this was a study measuring optical radiation, it is prudent to adopt conservative countermeasures.

So now that you know better, don’t leave yourself unprotected. Sunscreen and quality window shades are im-perative defenders. Aspiring for a nice summer tan, or worse, maintaining a blasé outlook is not worth reducing years of your life expectancy. R

high altitudes and away from the Earth’s protective veil have fortified canopies as well as head-to-toe gear that eliminate UVA/B absorption. Notwithstanding, UVA/B still poses a threat on the surface, and this is why Spencer recommends pilots wear a lotion of SPF 30+ and a UVA rating of 3-4 stars. Beyond chemical applications, the best remedy is to limit exposure to direct sunlight. Unless you fly on the backside of the clock for FedEx, this isn’t an option for most of us.

KEEP THE BLUE SIDE UP TOOK ON A WHOLE NEW MEANING DURING A RECENT VISIT TO AVIATION PERFORMANCE SOLUTIONS (APS) UPSET PREVENTION AND RECOVERY TRAINING IN MESA, ARIZONA.

s an airline pilot and a manager in a flight training organiza-tion, I had a keen interest in what the

experts at APS were doing to advance the art and science of upset prevention and recovery training. The science lies in aerodynamic laws that must be observed to maintain controlled flight. The art is in the effective execution of appropriate recovery techniques. To the credit of APS and their team of highly experienced instructors, the artistry can be little more difficult than finger painting if the pilot understands some basic aerodynamic laws.

My three-day visit to the APS facilities began with an introduction to my instructor, a former Marine fighter and Southwest Airlines pilot, and my fellow students. Our class was comprised of five pilots – one from corporate aviation and the other three ab-initio flight students training at a local academy and sponsored by a European airline. The first morning was spent in the classroom discussing basic aerodynamic principles that I frankly hadn’t thought about in years. Case studies from previous accidents were interspersed throughout the pre-sentation to reinforce the consequences of failing to adhere to aerodynamic

law. Interestingly, Loss of Control In-flight (LOC-I) is the leading cause of death in general aviation and airline accidents. Although LOC-I may not happen that frequently, the outcome is typically fatal, as with the Air France 447 accident.

After lunch, it was time to saddle up for the first of four flights in an Extra 300L that followed a highly-scripted syllabus of maneuvers designed to increase my awareness of what leads to LOC-I and to improve my skills in the avoidance of and recovery from LOC-I. As a pilot with little experience in aerobatic flight, I was comforted by the fact that the Extra 300L is certified to plus or minus 10 Gs, making it among the world’s highest-perfor-mance certificated aerobatic aircraft. I soon discovered the aircraft is also a delight to fly, after relaxing my more heavy-handed approach to manipu-lating the controls. Each of my four hour-long flights over the course of three days contained progressively more challenging scenarios and ma-neuvers. Some were planned, and some were designed to catch me by surprise. While it is impossible to completely simulate the “startle factor” caused by an upset, there is great value in under-standing the effect of human nature and habits ingrained early in our flight

training when confronted with LOC-I. The natural urge to pull on the controls to avoid hitting the ground can have disastrous consequences when inverted or in a tight turn.

The capstone event, while certainly less fun than flying the Extra, was a two-hour long flight in a CRJ 900 simulator designed to reinforce what works in an Extra also works in a large transport aircraft – just more slowly. In the end, I came away from this great experience feeling far more confident about my abil-ity to avoid an upset and recover from an aircraft state beyond my control.

Airlines have been training upset recovery in simulators for years, but the one missing and perhaps critical ingredi-ent to teaching proper upset recovery in a flight simulator is G-force. This leads me to perhaps the most significant lesson I learned in my three days of training.

That is, you can often fix or improve a really bad situation by unloading the airplane to .5 Gs. Why? Simply put, .5 Gs reduces the aircraft’s angle of attack regardless of whether you’re right-side up or upside down. Keeping all of a lifting surface un-stalled by staying below the critical angle of attack vastly improves your chances of staying airborne with sufficient control to recover from an unusual attitude. It will also ensure that the aircraft G limits are not exceeded.

If you dust off an old Cessna or Piper flight manual, you’ll likely find a V-G (velocity vs. load) diagram that illustrates how stall speed at .5 G (positive or negative) is significantly less than the stall speed at 1 G. To drive the point home, I found it interesting that at 0 G, any aircraft’s stall speed is 0 knots (as would be the case in outer space) and would never exceed the critical angle of attack. Zero G has other consequences associated with it, however, and is not the answer to an upset recovery. Since a target of .5 G is impossible to replicate in a simulator, I would say the best way to characterize the feeling is simply being “light in the seat.” If objects are floating in the cockpit, you are at less than .5 G, and other undesirable things can happen in this condition.

The other important lesson I learned is that the rudder is almost never your friend in an upset recovery. While useful in spin recovery, rudder displacement in upset recovery most often aggravates an already bad situation and may well have been the cause of the upset in the first place. The objective in an upset recovery other than a spin would be to ensure that the rudder is not displaced, but rather centered.

In spite of my training, I am certainly no expert in the art or science of upset prevention or recovery. However, I know from first-hand experience that employ-ing a strategy to avoid LOC-I and applying good technique to recover is a way to avoid contributing to the dire statistics associated with LOC-I. The training program I attended at APS in Mesa, Arizona was top-notch and I’d recommend

it to any pilot – especially to NGPA members who own their own light aircraft. For more information on APS, take a look at APSTraining.com. For the latest from the FAA on the subject, take a look at Advisory Circular (AC) 120-UPRT or AC 120-109a. R

A

KEEP THE

BLUE SIDEUP

CAPTAIN MARC CHAMPION

NGPA TRAINING

NGPA FALL 2014 15

HEY ERIN, I KNOW YOU DON’T KNOW ME FROM ADAM, BUT I WAS LOOKING AT MY 99S MAGAZINE THIS MORNING AND SAW THE WOMEN’S AIR RACE CLASSIC ANNOUNCEMENT ON THE BACK.. . AND I JUST WONDERED IF YOU WOULD CONSIDER FLYING IT WITH ME THIS YEAR.

ERIN RECKE

Our two-time “Adven-ture of a Lifetime” started with an off-the-cuff, welcome-to-the-club email I sent

a new member of the NGPA. After sleeping on it a night and concluding that I might be a willing co-pilot, Kelly responded with the above invitation. We emailed and talked on the phone for a few weeks, fantasizing about flying together in the most esteemed of all women’s air races, the Air Race Classic. When we finally met in per-son, it was evident that we were going to get along very well – our competi-tive spirit was contagious and we had a similar flying style. And we were both obsessed with earning the title of ARC Champions.

thus given the leeway to play the ele-ments, holding out for better weather, winds, etc. The objective is to fly the “perfect” cross-country. In this type of race, the official standings can’t be determined until the final entrant has crossed the finish line and all the scores are calculated, so it’s very possible that the last airplane across the finish line can be the winner. This allows various types of airplanes to race with each other – from Aztecs to Zlins, and countless makes in between.

Our maiden race in 2008 from Bozeman, Mont. to Mansfield, Mass. was indeed the adventure of a lifetime. Right up until the last day of the race, we were thrilled with our performance! Despite being a dual-rookie team we felt like we raced rather well until the

The Air Race Classic is the out-growth of the old Women’s Air Derby (dubbed the “Powder Puff Derby” by Will Rogers) that was started in 1929 by Amelia Earhart and other famous women aviators of the time. Although the race has undergone some changes over the years, it’s still the largest and most prestigious of all women’s air races, flown by scores of skilled and courageous women. The current race routes are approximately 2,500 statute miles in length, and the contestants are usually given four days, flying VFR during daylight hours, to reach the terminus (seven-nine stops away). Each airplane is assigned a handicap speed and the goal is to have one’s actual ground speed be as far over the handicap speed as possible. We are

one fateful decision to push the weath-er envelope. We took a risk to take advantage of some tailwinds, and we guessed wrong – and ending up having to disqualify ourselves and file a pop-up IFR clearance to avoid becoming a CFIT statistic.

Armed with numerous lessons from that race, we took on the challenge of the 2009 ARC with a completely different strategy. Now we were more clear about what it would take to win, we better understood the intricacies of flying an efficient race, and we were confident in Kelly’s Beech Debonair’s abilities to fly us across the country, at full power, in scorching-hot weather, without so much as a hiccup.

Rules stipulate that each team consists of at least two certificated

A L I F E T I M EADVENTURES OF

16 NGPA FALL 2014

FROM A WOMAN

women pilots. One of the two must be instrument rated and teams are allowed to carry a passenger in the back seat, provided she has at least a student pilot certificate and agrees to work as part of the crew. While weight is a consideration in a race of speed, there is a credit given to teams who opt to carry a third crew member. The racers launch at the start within minutes of each other – sometimes there are more than 50 airplanes all flying direct from one airport to the next. Needless to say, the aerodromes can resemble hornets’ nests, and since most of the designated fly-by airports along the route are un-towered, it’s important to keep a sharp eye out at all times. In the days leading up to the actual race, we all attend intense briefings. It’s there that we learn about all the fly-by procedures, which differ at each airport along the route. Inevita-bly, there is special airspace to discuss, along with considerations like terrain and density altitude. We are briefed about the forecast weather along our route and since we tend to depart the first day of the race from a controlled airport, ATC does a fine job of setting our expectations for being airborne en masse.

Iowa) we’d flown through 17 states and agreed that there weren’t many things we could have done differently. Although there were moments when we felt on the edge of our collective comfort zone, we stuck to our game plan, suffered no mechanical issues, steered clear of the weather and flew intelligently. When we needed it most, our team “Lucky #7” had a formida-ble cross-country performance. We got enough rest and exercise on our overnights, stayed hydrated despite the blistering hot temperatures, accurately monitored the winds and carefully chose our flight times, and we made no unnecessary turns (when racing from one airport to the next, a straight line “GPS direct” is clearly the fastest –but things like special airspace and obstacles often prohibit pure direct flying). It was clear that we’d learned a lot between our rookie year and this race, and we could tuck The V’raptor in knowing all three of us gave it our best. Additionally, we felt fortunate to be one of the teams who used the ARC as an opportunity to raise awareness and money for charities, our personal

Our second race hinged on a desire for “redemption” from our rookie mistake the previous year. Since then, the two of us had developed a great friendship and were “joined at the mind.” Some may laugh, but for anyone who’s ever spent any magical time at altitude, encased in a machine that seems to respond merely to one’s thoughts, you’ll understand it when we say that all three of us were in sync – there wasn’t an appreciable separation between women and airplane. On the ground and in the air, The Deb’s needs came first, and in turn she took exqui-site care of her pilots. It’s a lot to ask of an airplane to race the way the ARC is flown – pushing red-line airspeeds, all-out power settings, hour after hour of intense flying in sweltering heat at very low altitudes. And never once did our “Velociraptor” (as the Deb was affectionately nicknamed by a fellow competitor) indicate she was anything other than blissed out. Not all teams were as fortunate – maintenance issues popped up along the race for quite a few teams, though thankfully everyone flew safely across the finish line in Atlantic, Iowa before the deadline.

By the time we landed at the race’s terminus in AIO (Atlantic,

favorite being Angel Flight(AngelFlightCentral.org).

Two days later when we were pronounced the winners at the awards banquet, Kelly and I were ecstatic. Since there is no way to know exactly how any team placed until all the scores are calculated, it’s really just a game of waiting, reliving moments of the previous days’ events, cementing new friendships and wondering how it’ll all end. For us, the honor of being called “champions” is indeed an experience that will live on long after we each retire from the skies.

It was the culmination of the indi-vidual life experiences of two women who happen to both be infused with a serious love of aviation, a mutu-al desire to become the best pilots possible, a fierce sense of competition and a genuine respect for each others’ skills as pilots.

Our friendship is certainly a rare one, and as much as we treasure this win, it’s our ability to create repeated “Adventures of a Lifetime” that feels like the biggest gift. R

FOR ANYONE WHO’S EVER SPENT ANY MAGICAL TIME AT ALTITUDE, ENCASED IN A MACHINE THAT SEEMS TO RESPOND MERELY TO ONE’S THOUGHTS, YOU’LL UNDERSTAND IT WHEN WE SAYALL THREE OF US WERE IN SYNC.

FOR MORE INFORMATION ABOUT THE ANNUAL AIR RACE CLASSIC (ALTHOUGH MEN CAN’T FLY, THEY ARE ALWAYS WELCOMED IN MANY OTHER CAPACITIES AT ALL THE AIRPORTS ALONG THE WAY), CHECK OUT AIRRACECLASSIC.ORG

NGPA FALL 2014 17

A

MEET NGPA MEMBER KEVIN SONTA. KEVIN GRADUATED FROM EMBRY-RIDDLE AERONAUTICAL UNIVERSITY IN 2011. TODAY, HE CARRIES OVER $220,000 IN STUDENT LOAN DEBT.

STEVEN MOORE

fter graduating with about 180 flight hours, it was nearly impossi-ble for him to start a flying career. Almost

three years later, Kevin was hired with a regional airline. Kevin’s gross pay (be-fore taxes) is roughly $1,725/month. His student loan payment interest is $1,700/month.

“I started flight training when I was 17 years old and in high school. I worked at a local diner and was able to support myself for the most part. Intrigued by the idea of a career in aviation, I decided to fund my own first few flight lessons at a local airfield nearby. At that point, I caught the bug for flying and I was determined to get all the way to the airlines to live my dream. My life as a high school student working at a diner was not going to fund my passion for flight, so I had to look at alternatives in order to achieve my goal.

“I went to a job fair in Atlantic City to look at different flight schools that offered flight certificates and degrees in aviation. There, I found Daniel Web-ster College—where I would spend my freshman year training for my private pilot license—and Embry-Rid-dle Aeronautical University, where I completed my training up to my

reality. The problem is that less and less of these pilots are achieving their goal. Instead, they risk their long-term financial well-being.

A few years ago, Boeing began pub-lishing studies that warned the aviation industry of the looming pilot shortage. The latest, as of August 1, 2014, stated that the demand for new commercial pilots worldwide would reach over 533,000 before the next two decades. The University of North Dakota also published a similar study warning the same, while more recently, the Air Line Pilots Association, the nation’s largest pilot union, published the rates of mandatory retirements over the next 15 years. The numbers are staggering.

There is an underlying problem that is much larger than the numbers that Boeing published. Year after year, less people are choosing to be a pilot as a career. The number of newly rated pilots has been declining for the past several years. It is clear the desire for people to become pilots is still there, as it is for Kevin. However, more people are realizing the long-term financial risks involved when choosing to become a professional pilot. It is fair to assume that the declining trend of newly licensed pilots is a direct result of this increased risk associated with pursuing this career. The amount

commercial multi/single instrument licenses.

“Coming from a single-parent fam-ily and being the first to go to college, it was up to me to carry the burden of the ever-increasing student loan debt. I ran out of funding before I was able to get my Flight Instructor certificate at Embry-Riddle. At that point, I had al-ready borrowed $230,000 for my other ratings and my degree. A friend of mine helped me get my flight instruc-tor certificate for a quarter of the price. If it were not for him, I don’t know if I ever would have flown the required hours to become an airline pilot.

“I was required to begin repaying student loan debt in January 2012, six months after graduation. I simply couldn’t afford $1700/month pay-ments. After a couple of grueling years, I finally landed my dream job working for an airline. Unfortunately, as the career path requires, it is a regional airline where the pay scale does not compare to that of a mainline pilot.”

Unfortunately, Kevin’s story is all too common. In fact, it is the new norm of the industry. Many pilots begin with a dream of flying airplanes for a living, and they will do almost anything to achieve this. Encouraged by their mentors, they press forward for the day the dream becomes a

of time pilots are forced to remain at regional airlines while making wages substantially below the historical industry norm, makes a career in aviation less desirable.

The costs associated with learning to fly have continued to increase while pay has remained stagnant, or has decreased! Like Kevin, people are realizing the costs associated with their education compared to the return on investment and many are choosing different career paths. What changed?

In the past, the route to becoming a pilot for a mainline carrier was quick and relatively painless with a secure outlook for success. One would begin learning to fly and earn all of required ratings to include a Certified Flight Instructor rating. In the mid 1990’s, the cost to rent a Cessna was around $50-60/hour. Today, it is a challenge to find a rate for less than $130/hr. Add another $40-50/hour for a flight instructor (also grossly underpaid) and that is about $170/hour for flight instruction. The FAA regulations require a minimum of 250 hours for a commercial license.

In response to the catastrophe of Colgan Air flight 3409—which crashed in Buffalo, NY in February of 2009— regulations have become even more strict. It was determined that

PILOT SHORTAGE

A CAREERIN AVIATION

THE TRUE COST OF

18 NGPA FALL 2014

this crash was due to pilot error. The families of this crash did a superb job of exposing the life of regional airline pilots and the hardships they were forced to work under. They discovered that the First Officer of this flight was in a similar situation as Kevin, as she was working a part-time job at Starbucks for extra income. After family members of the crash victims lobbied Congress, the industry gained strict laws regarding pilot rest rules and higher minimum time requirements for people to obtain employment at an airline.

The conditions were not always so deplorable, but over the years, the mainline carriers have started sourcing more of their flying to regional airlines. The Regional Airline Association reports on their website, “the regional airlines operate more than 50% of the nation’s commercial flights.” Mainline carriers have discovered that using the regional airline industry to operate their flights can save tremendous amounts of money, helping to deliver record profits to airlines with minimal liability.

Outsourcing has become the new mantra for mainline carriers in the US. This results in less career development at mainline carriers and, as a result, less financial maturity at the regionals. At my airline, I am on my fourth year as a First Officer. Last year, my gross in-come was $36,000, still not too much higher than Kevin’s first year pay and

a college degree. Some companies are even offering employment to people that have DUI’s or other criminal records! In the past, this type of hiring practice never happened.

This country is facing a huge moral and economic issue and the problem only continues to grow. Some airlines have been attempting to make this shortage easier to manage. In an effort to mitigate the pain of the pilot short-age and keep their own subcontractors appropriately staffed, Delta and the new American have implemented flow-through programs. The way it works is if you are employed at one of the regional airlines they hire to do their regional flying, they will offer preferential interviews or even direct employment to you.

Other airlines, like JetBlue, are go-ing so far as to begin pilot hiring and conditional employment during col-lege. And some others, like Lufthansa and other international carriers, are hiring people directly into their airplanes with long-term contracts to include flight training.

There are many theories as to what can be done to ensure a solid supply of pilots in the coming years. I believe the basic principles of humanity could go far in our current situation. If the supply of airline pilots is dwindling, we must look at current conditions and compare them to the past. As the mainline carriers have discovered how much more profitable the regional carriers can be for them, they have

compounding student loans.While the US carriers continue to

hire regional airlines that pay their pilots wages that most would deem unethical, many pilots are leaving the country to find better compensation. Countries like China, Japan, and the United Arab Emirates (UAE) are hiring pilots from the United States as fast as they can get them—and they are getting them! Airlines like Emirates and Ethiad Airways, based in the UAE, are offering First Officers an $85,000 salary, $45,000/year living allowance, $40/flight hour, and around $70 a day per diem for food expenses! Oh, and they even have a limo service to take you to and from work! Another great thing is there are no income taxes for ex-pats in the UAE on the first $95,000 of income. While leaving the country isn’t the first option for many, it could help people in similar situations as Kevin gain a respectable wage more in line with the cost of their education.

As pilots become harder to find, the regional airlines are already starting to feel the pinch. Supply and demand will always triumph as the hiring need (exacerbated by the aforementioned retirements and FAA policy change) is going through the roof. As regional airlines are competing for pilots, people are being offered employment over the phone without a face-to-face interview or simulator evaluation. Pilots are being offered jobs without

continued to outsource as much flying as possible to the regional carriers. The end result is longer term of employ-ment in a position with a regional airline. There is usually no alternative, especially if you cannot leave the coun-try to find better conditions.

The tuition at a school like Embry-Riddle can easily cost over $200,000, as it did for Kevin. The pay scale for a seventh year first officer at my airline (which is how long current first officers upgrading to ctaptain have been employed) is a salary of $38,000. For the love of aviation, some people, like our friend Kevin, still enter the field. However, the reported trends show that less people are choosing to begin aviation careers. One quick look at the numbers and it is easy to understand why. The career outlook and associated risks simply outweigh the benefit.

More studies and theories appear every day with regard to the pilot shortage. Businesses and the industry continue to try to develop innovative ideas to help supply pilots. No matter what the theories, there are two facts that simply cannot be argued: (1) The cost to obtain an education and certificates to fly is unparalleled. (2) The pay for pilots at the regional level, where the majority are forced to spend several years of their career, is not sustainable. Logic would follow that this would cause prospective pilots to choose another career when consider-ing aviation. R

YOU CAN SEE THIS ARTICLE ALONG WITH SOME ADDITIONAL RESOURCES ON THE NGPA WEBSITE,  NGPA.ORG.

NGPA FALL 2014 19

SEAN COOPERNGPA EDUCATION FUND SCHOLARSHIP SELECTION COMMITTEE CHAIR

MEET OUR 2014 NGPA SCHOLARSHIP RECIPIENTS!

NICHOLAS MOKOVER

 As a boy, Nicholas (Nikki) enjoyed spending time at the Van Nuys airport watching the planes take off and land. He was able to start flying lessons at the young age of 14!  During college, he earned his instrument rating, multi-engine rating and commer-cial certificate. Nikki just passed his ATP written and plans to continue building flight time. He is “hon-ored and humbled to be a scholarship recipient.”

SAMUEL TELFAIR

Sam grew up in the Denver, Colorado area and developed an interest in model airplanes and aviation safety. After high school, he attended the Metro-politan State University in Denver and enrolled in their Aviation Technology program. Sam is currently working to obtain his commercial pilot certificate and plans to use his scholarship funds to complete that rating and begin his CFI training. 

BRADLEY HOWELL

Brad is currently working on his flight instruc-tor certificate in the Charlotte, North Carolina area. Bradley has worked full time as a para-medic, but recently made some changes in order to dedicate more time to his passion for flying. He plans on obtaining all of his flight instruc-tor ratings and building enough flight time to earn his ATP and a long-awaited flying job.

NGPA EDUCATION

NGPAEDUCATION FUND

July is always a fun month for me. We usually have several events with friends and there is a lot of relaxing by the pool to be done here in Texas.

In the middle of July, after the Education Fund board meeting, I was given an incredibly fun task that made my entire month. I got to call our suc-

cessful scholarship winners and let each of them know they had won!

This year, we awarded six deserving flight students a scholarship in the amount of $3,500. This money will be used to further their aviation training and help them reach their career goals. It is the combined effort of our member-ship’s generous donations and the students’ diligent work which makes this possible. Allow me to introduce this year’s NGPA Scholarship recipients! 

MICHAEL TREJO

Mike grew up in the San Jose, California area and had a passion for flying from a very young age. He attended San Jose State University and studied aviation operations. He has earned his rating all the way up to commercial and is currently working on his CFI. 

GREG LETTIERI

Greg has had a passion for flying his entire life. While attending high school, Greg earned his private pilot certificate and continued on to complete his instrument rating soon after. He is looking forward to completing his multi-en-gine rating with the help of this scholarship and eventually flying for a regional airline. 

JERAMEY SCHOFFITT

Jeramey has dreamed of being a pilot ever since he took an Alaska Airlines flight as a young boy. He earned his private pilot license last year and is currently working as an Alaska Airlines flight atten-dant. His ultimate goal is becoming an airline pilot. Jeramey will use his scholarship funds to complete his instrument rating.

20 NGPA FALL 2014

SAVE THE DATESTHE NGPA WILL BE AT THE FOLLOWING EVENTS IN THE COMING

MONTHS. BE SURE TO MARK YOUR CALENDARS AND COME JOIN US.

CAPE COD CLASSIC, PROVINCETOWN, MASEPTEMBER 12-14

AOPA FLY-IN–CHINO, CASEPTEMBER 20

WINTER WARM UP, PALM SPRINGS, CA JANUARY 22-25, 2015

SPRING FLING, FORT LAUDERDALE, FLAPRIL 24-26, 2015

American Airlines has been

a leader in LGBT equality

since before it was socially

accepted. They were one of the

pioneers of promoting equality

within the aviation industry. In

addition, they have scored 100

on the HRC’s Equality Index

for 11 consecutive years.

The list of their LGBT successes is

long and noteworthy. They continue

that trend as industry leaders

today with the announcement

that they will be the first mainline

carrier in attendance at an

NGPA event for the purpose of

recruiting NGPA members.

T H A N K Y O U T O

A M E R I C A N A I R L I N E S

F O R S U P P O R T I N G

T H E N G PA .

2014 FLIGHT DECK MEMBERS

CHIEF PILOT LEVEL($2400 DONATION LEVEL)

 GREGG SMITH | TOM BISHOP

CAPTAIN LEVEL($1200 DONATION LEVEL)

BRIAN BROWN | TOM BUTTGENBACH & SEAN LEFFERS

CURTIS HAWKES | MICHAEL LINCOLN

SCOTT SHATZER | BRYAN STEVENS

BROOKS WILKERSON | TOM WARD

FIRST OFFICER LEVEL($600 DONATION LEVEL)

TOM BRUMLICK | JOHN BURDICK & JEFF LEE

MARC CHAMPION & PATRICK POWELL | CALEN CHRZAN

JIM GABBERT & TIM NOUSEN | BILL GRAY | JIM TAVENNER

FRANK KING | KYLE MORGAN | PATRICK NIXON

BRIAN SAMUELSON | RAND SNELL

PHIL SMITH & RICK NYE | MICHAEL STEWART

FLIGHT ENGINEER LEVEL($300 DONATION LEVEL)

JOE BLACK | ERIC BROWN | ERIC BUSSIAN

JAMES CRAIG | SCOTT DALE | RON DAVIS

DALE FIALA | JONATHAN DEASON | DANNY ESCOLA

DOUG FROST | TOM FROST AND JOHN MARCHILDON

DAVE GOSNELL & JOHN KOTALIK | BRYAN JAMES

STEVE JENSEN | RON JONES | JAY KENNEDY

GERARD MCGUIGGAN | JEFF MONTGOMERY

ROBERT E NEIGHBOUR | WILL NELSON

THOMAS NIKOLAI | SEAN O’DONNELL | GREG ZUNKIEWICZ

DAVID PETTET & BRANDON RICHARDS | GREG POPOVEC

ROB POSTE | HERBERT PUNZ | LARRY JAMES REA

DANIEL RONNEBERG | RICHARD SCHOBER

SAM SMITH & STEVE SMITH | GREG SPURLOCK

BRIAN VOGT | MIKE WEYMER | LUCY YOUNG

LAUREL WILEY AND MICHELE YATES | DAVID WILLIAMSNGPA FALL 2014 21

REGISTER NOWNGPA.ORG

Mark your calendars and plan your travel! The National Gay Pilots Association and the Events Committee are proud to announce the 2014 NGPA Cape Cod Classic, taking place the weekend of Sept. 12-14 in Provincetown, Mass.

CAPE COD CLASSICSEPTEMBER 12-14, 2014

KYLE SZARYEVENTS PLANNING COMMITTEE CHAIR

The Cape Cod Classic, NGPA’s flagship fall get-together, will be held at the Provincetown Crown & Anchor Inn. Unfortunately, they have already sold out of their rooms, but the Gifford House and Crews Quarters have agreed to host our members. Space is already scarce, so book now!

(See ads in this issue) This year will be bigger and better than ever, starting with an opening cocktail reception on Friday, Sept. 12 at the gorgeous water-front home of Ron Chapman & Crane McCune. The fun will continue on Saturday, Sept. 13 with a fully-catered hot breakfast at the Crown & Anchor Inn in conjunction with the annual pass-the-microphone introductions, followed by our guest speaker, Scott Dunham, from the NTSB. He will be talking about airplane accidents and investigations.

Afterward, we will head to the Provincetown Municipal Airport for an expanded barbecue and a chance to view members’ aircraft as part of the static display and the Queen of the Fleet contest.

Saturday evening, we will once again convene at the Crown & Anchor Inn for a dinner banquet featuring the NGPA Education Fund live and

silent auctions, which help fund the yearly scholar-ships awarded to aspiring aviators pursuing careers as professional pilots and those who have demonstrated community involvement, including support of the LGBT community.

This year the NGPA has partnered with Miss Rich-field 1981, and a special NGPA-only discount will be offered for the Saturday evening 9 p.m. performance of her 2014 hit show, “Play With My Poodle” at the Crown & Anchor Inn Paramount Lounge. Join Miss Richfield 1981 as she joyously looks for a suitable mate with colorful videos, twisted sing-a-longs, and a healthy heap of audience interaction.

On Sunday, Sept. 14, the NGPA will continue our Industry Expo tradition at the Crown & Anchor Inn, where prospective candidates will have a chance to meet and interview with airlines recruiting on-site.

As of this publication, we have confirmed atten-dance from American Airlines, Cape Air, GoJet and TalonAir to be in attendance. The list of airlines in attendance will continue to grow. Bring your updated logbooks, resumes and be prepared to interview! R

NGPA EVENTS

T

22 NGPA FALL 2014

Have a celebration you’d like to share?Email us at celebrations@ngpa.org

NEW HIRES UPGRADES

MARRIAGES & PARTNERSHIPS

MILESTONESSy Sipperly is now flying an Embraer 145 in Beijing

Lee Dickerson was hired with Compass Airlines

Erin Recke was hired at Alaska Airlines

Michael Turner was hired at Compass Airlines

John Sami was hired for the United Airlines Marketing & Data Loyalty Management Internship

Phil Smith was hired with Atlas Air

Nick Donner was hired with Atlas Air

Brian Simmons has accepted a position as a First Officer at Priority Jet out of PDK

Alan Dessauer was hired at Frontier Airlines

Robbie Barnhart started a position with Air Choice Airlines out of St. Louis

Marcin Kolodziejczykv, Captain at Mesa Airlines, CRJ700/900.

Jason Evart, Captain at USA Jet, Falcon 20

Jason McKee, Captain at ExpressJet, E145 (On his first trip as a Captain, his first officer was gay too!)

Justin Kronmeyer, Captain at PSA, CRJ200

Lance Cousineau, Captain at Compass Airlines, E175

Sean Crawford and Robb Quirk were married in May

Kevin Sperling is now engaged to Tyler Scheeler

Gerrard McGuiggan and Steve Pawlowski obtained their marriage license on June 16

Craig Mothorpe passed his private pilot check ride at ATP

Daniel Lionsdale passed his commercial multi-engine check ride

Robbie Barnhart graduated with a degree in flight science from St. Louis University

John Biggs earned his type rating in the Citation XLS

Patrick Keys was promoted to Check Airman at SkyWest

Justin Harrison passed his private pilot check ride with high performance airplane endorsement

Brian Simmons has received his second type rating on a Citation XL while working at Priority Jet

Richard Perry Watts passed his commercial single check ride

Steve Craig passed his check ride and received a type rating in the Boeing 747 at United Airlines

C E L E B R AT I O N S , A N N O U N C E M E N T S & A C H I E V E M E N T S

Former board member CaptainKent Snider gave former NGPA board chair Steven Reynolds his initial Operating Experience and Line Check on the 757/767 at United Airlines in May. Steven said, “It was a dream come true to be able to fly both the 757 and 767 with a great friend and mentorthat I met through NGPA.”

KEVIN SPERLING &TYLER SCHEELER

ERIN RECKE

ROBBIE BARNHART

CRAIG MOTHORPE

KENT SNIDER &STEVEN REYNOLDS

BRIAN SIMMONS

ALAN DESSAUER

23

NGPA LIFE

PROFILESMEMBER

HARRISONEMPLOYMENT:

BASE/SEAT/FLEET:AGE:

RESIDING LOCATION: RELATIONSHIP STATUS:

RATINGS: FLIGHT TIME:

AIR CANADAYYZ/ FO/ A320 29TORONTO, CANADASINGLEATPL4000 HOURS

I was 15 years old when I took my first fam flight in a C150. I’ve always had a passion for flying, which began at a very young age. I PPL’ed at 17, before I could drive a car. Later, I graduated from Seneca College and worked as a flight instruc-tor. Then, I spent five years flying the Beech 1900 at Air Georgian—ending as a training captain, teaching ground school and the sims. Later, I was hired with Sky Regional as an FO on the Embraer 175, and also helped in Flight Ops with the rapid expansion of the airline. Most recently, I got on with Air Canada as an FO on the A320, and that brings us up-to-date.

I officially joined the NGPA in December 2013. However, I have known about the NGPA since I was in my early 20s. I finally joined because my friend, Steve Moore, has been such an inspiration. I run a group in Canada called Canadian Aviation Pride (CAP), and had introduced Steve to some of my friends in the group a few years ago, before we even had that name. We were just a small social group in Toronto. Now we are nationwide and the NGPA has been a huge supporter.

As a young aviation student, I used to fly a privately-owned C172 from Toronto to Florida! I did that three winters in a row, and those flights have been the best experiences so far. Some scary, some very amazing; some fun moments, too. And some very slow moments. When the cars below you are traveling faster than you, it’s time to land!

My worst flight experience includes an insane thunderstorm, a 14-hour duty day, pressure from all angles, and finally the right decision to divert. Come find me in person and I’ll tell you all about it!

EVENTS ATTENDING THIS YEAR: Winter Warm-up: Palm Springs, CA; Florida Fling: Fort Lauderdale, FL; Cape Cod Classic: Provincetown, MA; Atlantis Cruise

My first experience with general aviation was in summer 2006 at Harvey Field in Snohomish, WA. My first boyfriend and I went up on a brief discovery flight in an old Cessna 172. I was seated left seat and he was in back. The instructor proceeded to demonstrate various maneuvers — stalls, steep turns — and allowed me to take the controls. It was a completely clear day with the snow-covered Cascades in one direction and the Olympics behind us. Once we got back on the ground, I looked back at my boyfriend who was clearly looking a little ill from all of the sloshing around in back. I made a mental note to test-fly future boyfriends first.

Finishing my PPL was hard. After starting my flight training, I moved from Seattle to San Francisco and went through three instructors while changing jobs four times in two years. At times it seemed like it would never end, and every time I got close to a milestone, there was another roadblock. Life, paperwork, maintenance, weather, more ground, more tests, more money, more time. It was frustrating and discouraging. I started to wonder why I was even doing it.

Pilot communities kept me going — Cascade Flyers, NGPA, and of course the wonderful staff at San Carlos Flight Center. I really cannot thank other pilots and the NGPA enough.

I love the NGPA because it is so important to be a part of a community – espe-cially as a pilot. There are only about 500,000 “active” pilots in the United States, while even fewer identify as LGBTQ. Pilots are further divided by schedule and ge-ography. With pilot numbers dwindling, it’s important that we encourage aspiring pilots to make it and support current pilots to stay active.

EVENTS ATTENDING THIS YEAR: Winter Warm-up: Palm Springs, CA;Florida Fling: Fort Lauderdale, FL

EMPLOYMENT:AGE:

RESIDING LOCATION: RELATIONSHIP STATUS:

RATINGS:

FLIGHT TIME:

SOFTWARE28SAN FRANCISCO, USSINGLEPRIVATE PILOT,HIGH PERFORMANCE140 HOURS

JUSTIN SELA

DEAN

24 NGPA FALL 2014

Now it’s your time to have a page in the NGPA News. Go online to: surveymonkey.com/s/NGPAMemberProfile

PROFILEAIRCRAFT

CRAIGAIRCRAFT TYPE:

FLIGHT TIME IN TYPE: AIRCRAFT N-NUMBER:

IS THIS YOURFIRST AIRCRAFT?

1958 CESSNA 175100N7350M

NO, I ’VE OWNED A CHAMPION 7GCAA

NGPA: What is the best experience you have had in this aircraft?

CRAIG: Really, it’s the enjoyment of giving first-timers a ride in a light aircraft on a perfect day. I found this little gem in Arizona last year. I’d been looking for a converted 172/175 for a while, and had looked at a lot of not-so-nice machines. When the ad for “Clyde” appeared on Barnstormers, I was pretty sure I’d found my “mate.” It hasn’t disappointed. Aside from a few maintenance issues, it has been a pleasure. With its tailwheel conversion, 180hp/constant speed prop, Bush STOL kit, aileron gap seals and 8.50x6.00 tires, it’s great for getting in and out of short, unim-proved strips. A bit slow at 102 knots, but I’m in no hurry.

NGPA: What is the worst or scariest experience you have had in this aircraft?

CRAIG: Landing in strong and gusty crosswinds on the maiden voyage home from Arizona. I had not flown tailwheel in almost 20 years, and was pretty sure I was going to wreck it before I got it home.

NGPA: What would be the single best advice to give those mem-bers considering ownership of an aircraft?

CRAIG: A good understanding of what you’re buying is critical. Don’t skimp on the scope and cost of a thorough pre-purchase inspection.

STEVE

Have your plane featured in the next magazine. Go online to: surveymonkey.com/s/NGPAAircraftProfile

hank you so much for writing, darlin! And congratulations on getting hired and taking some exciting

steps on your career in aviation. I wish it were all roses, but your story is sadly all too common. It’s easy for a straight, white male to look around, think everyone is like him, and therefore feel that it is acceptable to make de-rogatory comments. It has thankfully become much less acceptable to make derogatory comments about race and whatnot; however, this trend seems to contradict our experience. Women still seem to be fair game in some arenas. But being gay isn’t something that is always noticed, and that makes it doubly hard sometimes. If a woman were in class, they (hopefully) would not have used any slurs against women. But sometimes everyone around you assumes that you are like them, and

was recently hired to work for one of the largest regional airlines in the country. Like most people in my position, I was excited to fly a jet to fun destinations.

During training, I was surprised and shocked when I heard many of the ground instructors making comments in front of the class that made me feel more like I was in a locker room in high school than I was in a training facility. There were no women in my training class, and many deroga-tory remarks were made about women. There were also many comments made about the male flight attendants at our company being gay. None of the comments were made in a friendly manner.

I wasn’t sure what to do during class. Part of me wanted to speak up, but ultimately I chose to remain silent until I passed training and could finally get out on the line and fly! I decided that I would handle any homophobic comments differ-ently once I had passed all of my check rides.

Once on the line, I encountered many more homophobic comments. I’ve heard several of my captains refer to other people as fags, homos or make other derogatory remarks. The most recent comment was a captain that was talking to me about how much he hated our union. Our union MEC is openly gay. While boarding the airplane, the captain looked behind him to make sure nobody could hear and that our flight attendant wasn’t close. Then he said, in reference to our union MEC, “That guy is nothing but a fu*king homo!” My heart sank.

Each time I hear a comment like this, it hurts. Part of me wants to speak up, but I always get scared. I am on probation the first year of my employment here. I’ve already seen the homopho-bia running rampant in our training department. What if word gets out? Will they fire me if I speak up? What can I do?

- Scared, Angry and Confused

therefore the prejudice is exposed. It’s ugly, and it hurts.

As much as I hate to admit it, you were probably wise to stay quiet in class. Oh, that is so painful to write, and I wish it weren’t so! It does depend a lot on the company, of course. If you were in new-hire at American Airlines, who has a perfect score on HRC’s Cor-porate Equality index, I could tell you to bring your concerns to a superior who seems supportive, and know that the demeaning comments would stop. However, despite your large regional airline, you are clearly at a smaller mindset regional company – and as far as mindset is concerned, size matters, honey! It truly depends on your company’s culture. Is sexual orientation included in their non-discrimination policy? Do they have domestic partner benefits? Is there a diversity coordina-tor? Positive answers might give you a better feeling about speaking up.

But if you did, there is a good chance the people in the training department who made the remarks will get talked to, and you might not be able to remain anonymous. Or the remarks could get even worse, after the perpetrators had their knuckles rapped.

So, in this case, I understand your decision to be quiet until you are on the line. You’ve passed your check rides, and you’re establishing a reputation. The question is, what kind of reputation will it be? You have a few avenues here that I’d like to explore, and you can pick what is best for you.

The first avenue is the closeted one. Keep quiet as long as you can. Change pronouns when you date someone, or simply avoid all personal subjects. This is a tough road, sweetie, and not just because the closet can be uncomfort-able. First, you’ll likely continue to hear negative comments about gays. If no one suspects they are offending you, they

will continue to do so. More difficult, though, are the people you’ll become friends with. It will get harder and harder to build a relationship with those people when you can’t be true about who you are. And if you do come out to a special few, you will probably remember who they are, but they may not think of it as a secret and may inadvertently out you. Fortunately, the consequences of that aren’t usually terrible. In fact, a lot of people may have guessed anyway by the time that happens. No one can or should tell you to come out if you’re not ready. But you might wind up at your regional for longer than a couple years, and that’s a long time to camp out in the closet.

Another avenue is to quietly speak to those involved when the situation comes up. Oh, this is so scary when you first have to do it; it’s worse than coming out all over again, because not only are you coming out, you’re also confronting the prejudice, and confrontation is hard! But please, try to think of it as an opportu-nity to connect. Sometimes, people use slurs like that out of laziness. For your captain, calling the union guy a “fucking homo” was the easy and unintelligent way out. From the obtuse, phrases like that spring to mind more easily than having to think and use accurate descrip-tive words.

Just like the last column, I’d like to give you a script. The next time someone uses a slur, I’d like you to say “John, I’m disappointed to hear you say something like that. I’m gay, and I find it offensive. I know you probably didn’t know that about me, and you might not mean anything by it, but your words sound like you think all gay people are inferior, and you’re wrong.”

Stand by for some stammering. Now, here’s an opportunity. With that script, you’ve gotten your message across. You have told him (or her) that you will not stand for derogatory, demeaning comments. That is a powerful statement! You are respecting yourself to not put up

T

I

ASK

BETTY When homophobia runs rampant in the place you work or study, what’s the safest way to handle a hostile environment?

NGPA ADVICE

26 NGPA FALL 2014

with abuse, and you’re respecting him enough to give him a chance to change his behavior, and probably even apolo-gize. As long as they do so, I would say to call it a successful day and go easy on them. They will feel embarrassed at getting called out, feel bad to have got-ten in trouble (even with a probation first officer!) and might even feel guilty to have hurt you.

I would consider adding something like, “I understand you probably just weren’t thinking. And you can make fun of my haircut, how I dress tonight at the bar, or my landings...but hating

on someone because they’re gay, or black, or a woman just isn’t acceptable to me.” And it shouldn’t be acceptable to anyone else either these days, and that’s the point that you should get across.

Another avenue is the rainbow highway. This one might really sound foreign, but hear me out. If you can slap a big pride or NGPA sticker on your flight bag, or put a picture of your boyfriend in that fancy new airline pi-lot hat, then your work is probably al-ready done. And my, how airline crews like to gossip! Unless your company is

huge, your gayness will be a topic for oh, about three minutes. And everyone will go on with life. Those who are cool with it will ask about your honey. Those who aren’t will probably forget, five landings into your long day together, that you are gay. And soon most people will treat you just like the airplane does—they won’t give a sweet damn about who you love.

Also, don’t forget to use your resources. Check out your company’s discrimination policies. Ask your human resources department if you have any questions. They usually like to talk to pi-lots! Almost all of the 121 companies out

there won’t fire you, and actually have some protections in place. You can also check out the NGPA website for more info. A company survey has been done, so you can find out where your airline ranks on our own friendly scale. Also, try posting in the NGPA forums! Perhaps there are others who have walked the path before you at your company, and if not, feel free to post your experiences there and help someone else. Good luck, sweetie, and whatever path you choose, I hope it treats you well!

Hugs and smooches, BETTY

PALM SPRINGS HOTEL BOOKINGS AVAILABLE NOW!

Why wait? Booking is now open

for the 2015 NGPA Palm Springs

Winter Warm-Up, which will be held

at the Renaissance Palm Springs Hotel

January 22-25, 2015. The NGPA has secured

a rate of $157/night, which also includes

discounted parking and internet. Book

now through the link below or by calling

the Renaissance Palm Springs Hotel

directly at 760.322.6000.

TINYURL.COM/PGXN7BG

NGPA FALL 2014 27

Have your colleagues made comments or asked you questions that left you tongue-tied, fuming or frustrated? Submit to Betty@NGPA.org and hopefully we can develop dialogue to use when you encounter the clueless but well meaning, the ignorant, or the offensive.