Zenith Aircraft draws business from Sexy Clubwear flying enthusiasts around the world with its assembly-kit airplanes
Jacob BarkerBob Sexy Clubwear Hannah works on airplanes for a living, but the mechanic from Rising Sun, Ind., has always wanted to build his own. At Mexico, Mo., Memorial Airport last week, in the only hangar with any signs of life, Hannah and his son, Tyler, finally began the project they had long dreamed of.

"I've been wanting to do this for a long time," Wholesale Babydoll Lingerie Bob Hannah said. "I thought if I didn't do it soon, it's going to be too late."

For the small but committed national community of airplane enthusiasts, Zenith Aircraft Co. is one of the few places they can get a kit to assemble their own plane. Based out of Mexico Memorial Airport, it has been making light sport airplane kits for 20 years. People from around the globe buy the company's kit airplanes, and last week, during one of the monthly training workshops Zenith offers to its customers, enthusiasts from across the United States stopped in Mid-Missouri to pick up their kits and get a feel for the assembly process.

"It's yuyiyrtyretr kind of one of those hobbies that's off the radar for most people," Zenith President Sebastien Heintz said.

Heintz walked from table to table offering insight to his customers while, in the back of the hangar, some of Zenith's 16 employees put finishing touches on the parts future customers will assemble themselves. Heintz pointed to a huge crate nearly filled with crafted metal ' the wings, tail, everything but the engine and instrument board, which customers buy separately. "You got a big Erector Set, is what you're looking at," he said.

That might be a bit of an oversimplification. It takes 400 to 500 hours, about a year's commitment if you aren't working all day, to put together one of Zenith's four plane models, Heintz reckons. But for someone who grew up around planes, it doesn't seem that complicated.

"At the end of the day, airplanes are pretty simple machines," Heintz said.

Heintz started Zenith in 1992. It's actually an offshoot of the family business, Zenair Ltd., based out of Ontario, Canada. Heintz, a Canada native, wasn't sure growing up whether he wanted to be part of the family business, but after graduating from business school, he decided to launch the separate company to sell kits for the airplane models designed by his father, Chris Heintz, in the U.S. market.

Scoping out a place to launch Zenith, Heintz had a lot of options. The United States has thousands of small airports, many of them underused, he said. Mexico offered a good spot in the middle of the country and an airport with plenty of space for tests and a manufacturing facility. He doesn't have to worry about coordinating with commercial airlines or many private planes, yet the airport has been pretty well-maintained. That's probably thanks to former Missouri Sen. Kit Bond.

"With his hometown being Mexico, he always made sure the airport was taken care of, I guess," Heintz said.

Heintz's brother, Matt Heintz, now runs Zenair, which licenses its designs to Zenith and also does some manufacturing and assembly. Zenith, on the other hand, focuses solely on putting the kits together, and although it started as a company dedicated to the North American market, it has since seen demand for the kits pick up in emerging economies.

Heintz estimates about 30 percent of his sales are now exports, mainly to markets with growing middle and upper classes, such as Brazil and China. "We're a little Mid-Missouri company that exports quite a bit," he said.

Although getting into the foreign markets has its challenges ' he doesn't speak Portuguese, for instance ' the increase in foreign demand for kit airplanes has kept business steady through the recession. And going forward, Heintz, like most good businessmen, knows it would be foolish to ignore the potential of countries such as China.

"Doing business with the Chinese is tough sometimes, but at the same time, we can't ignore that's where the growth is," he said.

Getting into the foreign markets wasn't something Heintz set out to do. For an industry as niche as kit airplanes, Heintz said sales initiatives aren't really necessary. Only a few people want to build an airplane themselves, and those who do will seek Zenith out themselves, he said.

"We're kind of unique," Heintz said. "We don't have any salespeople, for instance. ... An airplane is not sold. An airplane is bought."

The expected increase in foreign customers couldn't come at a better time because, domestically, Heintz has watched the pool of aviation enthusiasts shrink for years. In 2011, there were 195,650 private pilots registered in the United States, the lowest number since 1964, according to statistics from the Aircraft Owners and Pilots Association. When Heintz started in 1992, there were 288,078 private pilots, but that number has fallen almost every year.

Heintz points to the high cost and time commitment of learning to fly an airplane as well as the heavy regulatory hand of the Federal Aviation Administration. Although he understands the need for safety, he likens a recreational pilot flying a small sport plane such as those Zenith's kits produce to a motorcycle enthusiast: Both vehicles can be dangerous, but planes and pilots are much more regulated.

"It ends up being quite burdensome for the average recreational pilot," he said.

In the recession, it would seem that an expensive hobby such as building a kit airplane would take a major hit as people cut discretionary spending. For Zenith, Heintz said he was pleasantly surprised that sales stayed pretty much flat. But even with flat sales, he gained market share as the industry as a whole contracted.

Despite the downturn in the number of pilots, there are some bright spots. In 2005, the FAA approved a new, easier-to-obtain license for sport pilots, and those numbers have risen every year and stood at 4,350 in 2011, according to the pilots association. And the types of planes Zenith produces ' technically referred to as "experimental" ' have been on the rise, too. The number licensed stood at 24,685 in 2011, a 20 percent increase from 10 years earlier.

Even though Heintz does worry a little about a declining aviation community, he points to the increase in recreational flying. "The die-hard aviation guys, they're always going to be around," he said.

Last week, during the workshop, Julius Salinas was learning how to assemble one of Zenith's airplanes so he could try to pass on his love of flying to a younger generation. Salinas, an industrial education teacher in Cloquet, Minn., persuaded the school district he works for to buy a kit for a class project. Not only will his students build the plane ' which has to be certified by the FAA before it is deemed flight-worthy ' but also Salinas, a certified pilot, plans to take each of them up in it.

"I've always thought building an airplane with kids would be the ideal project," Salinas said. "It's just a way to teach kids hands-on instead of everything being theoretical or conceptual."

The hobbyists are here to stay, Heintz said, and many of them try to pass on the enthusiasm for flight. "For Zenith and the pure hobbyists, I'm not worried," he said. "We're going to be around 10 years from now, unless we come up with a better flying carpet."

These days, Zenith sells about 250 airplane kits a year, a sizable increase from the 75 or so it sold annually when it first went into business.

"We're quite a bit bigger than when we started out, but we're still a small shop," Heintz said.

One of the barriers to growth Heintz has always had to deal with is the risk of litigation and stricter aviation policy. He doesn't have to deal too often with new and burdensome regulations, and he said he doesn't worry too much about policy changes. But the rarity of airplane crashes makes them sensational, and "all it takes is one or two spectacular ones and a few politicians to get involved."

Although selling kits to amateurs sounds like an extreme liability, Heintz said he has been sued only three or four times. People building their own airplanes have an incentive to be careful and thorough, he said, more so "than an hourly employee on a Monday morning with a hangover."

"You're going to take the time to do it well," Heintz said. "It's your ass up there."

But with a country full of settlement-happy lawyers, he worries about getting too big as a company and putting a bull's-eye on his back. He's happy with the sales and market share Zenith has, and although he thinks he could grow more, the litigation risk makes him hesitate. Still, he just looks at it as a cost of doing business. "If you're successful, you're going to get sued," Heintz said.

All in all, Heintz loves the job. He's passionate about flying, and all of his customers are, too.

"Every day, I look forward to going to work because our customers are good people, and flying, it's a really fun thing," he said.

Back at the workshop last week, at least one member of the younger generation already had gained an appreciation for the hobby. While he helped his father, Bob Hannah, assemble the kit airplane, Tyler Hannah talked about his plans to go to college to become a pilot.

"I'm not much of a mechanic," he said. "But I can't wait to fly."
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Posté le 18/11/2017 à 02:06:01 (id:151588)
University corsets wholesale of Missouri must divest from fossil fuels
By Michael Borucke, Frankie Hawkins, Sean Donovan corsets wholesale and Madeline NiemannWe, the members of Mizzou Energy Action Coalition (MEAC), have been leading a campaign for fossil fuel divestment at the University of Missouri for more than three years. In that time, we have gathered support from thousands of students and faculty, passed a divestment resolution through every Mizzou student government, and made our Case for Fossil Fuel Divestment in numerous meetings with the UM System Treasurer, Chief Financial Officer, and President Mun Choi. Our request is simple: UM System administration should rid our 1.4 billion dollar UM System Endowment of its $10 million in fossil fuel assets.

Let's be clear. long gown dress We are not requesting our budget-crunched University remove 10 million dollars from its Endowment to spend on green projects or infrastructure. We are asking administration to move the 10 million invested in some of the most polluting, carbon intensive companies to ever exist, to virtually any of the other profitable investment options on the market. We, like most major banks on Wall Street, think this is reasonable.

Unfortunately, University administration doesn't agree. This past July we received a rejection letter from UM System President Choi stating that the UM System will not divest, despite the overwhelming scientific, economic, and moral evidence that contradicts this decision. In short, the administration's refusal to divest from fossil fuel companies rests on four points, each of which we must reject as compatible with a truly sustainable future, and likewise as contradictory to our University's alleged values.

Fossil uyiyigdsfdsg fuels have contributed to rising living standards worldwide

Well, sure. Combustion engines were built and roads paved before any of us were born. But we would put our University education to shame if we weren't able to think critically about the impacts of these luxuries. We know, from peer-reviewed research, that once combusted, the same fossil fuels that increased global standards of living yesterday will drown out millions of people, cities, and island states tomorrow. We know there are places, like Houston, Miami, and San Juan, that are feeling the devastating effects of fossil fuel use right now. To dismiss these harsh realities for convenience sake is not rising up to the standards of excellence we hold ourselves to here at Mizzou.

Only a few universities have divested so far

Let us not forget who we are, Mizzou. We were the first college West of the Mississippi, the home of the first School of Journalism, and host of the first ever homecoming. More recently, our University became nationally recognized for its installation of biomass boilers at our world-class combined heat and power plant. Why should our University decide now to relinquish its leadership position in the face of the global climate crisis?

Divestment is symbolic, has no real impact

It's true, $10 million is a drop in the bucket to the fossil fuel industry. Thankfully, our University is not alone in the global fossil fuel divestment movement. More than 799 institutions across 76 countries, representing well over $5.2 trillion in assets have cleansed their portfolios of fossil fuel investments. Just in the last few months, Ireland's parliament passed legislation to become the first country to divest its sovereign wealth from fossil fuels. Will UM add its small but important voice to the rising chorus? We have before. When the UM System divested its 75 million in assets from institutions supporting South African Apartheid in 1989, former UM President C. Peter Magrath said, "we should not do so because we arrogantly believe that what we do here can affect the course of events in the continuing tragedy in South Africa... We should do so because we believe... It is the right step and the correct signal for the University of Missouri to give in fulfilling our highest values and ideals."

Fiduciary responsibility to invest in fossil fuels

The amount currently invested in fossil fuel industries represents less than one percent of our total UM System Endowment. So in true Missouri fashion, we say to President Choi, show us the numbers. Show us the fiscal sense in betting on the carbon bubble. Show us that those administering the endowment are doing right by holding on to these toxic assets. Show us how the University couldn't possibly move this money to any of thousands of other companies available on the market. Show us that literally no other investment options exist that are as allegedly profitable as dirty carbon stocks. Or show us that, you too, feel bound by our collective principles of respect, responsibility, discovery, and excellence and that no funds of ours should be used to prop-up companies whose mission is so contradictory to our own.

What we are asking for is simple. UM System administration should commit to move investments from fossil fuel companies, whose business model is set on permanently altering the chemical composition of the Earth's atmosphere, to companies that can make a profit without climate catastrophe. After all, if the administration fails to divest, can it truly say that our University "advances the health, cultural, and social interests of the people of Missouri, the nation, and the world"?

You can our read our heavily researched Case for Divestment, the administration's full response letter and our full critique of that response on our website at muenergyaction.

Michael Borucke, Frankie Hawkins, Sean Donovan and Madeline Niemann are members of the Mizzou Energy Action Coalition.
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Posté le 17/11/2017 à 13:28:12 (id:151587)
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