One of J. Bruce Camino’s first assignments as a government contractor was to design a dog kennel for the Marine Corps center at Twentynine Palms, a minor project that ended up laying the foundation for the young architect’s future company.
A good review on that $35,000 contract led the Anaheim Hills resident to more government-related work.
Twenty-five years later, his architecture firm, Santa Ana-based Development One, handles major projects such as a recently completed $14 million design project for NASA. Government contracts make up roughly 95 percent of his total business.
The kennel represented “a stepping stone to the next project,” said Camino, 55. “A lot of people ignore that. They focus on the change orders instead of what the government has in mind. When you have service in mind, you get more work.”
For small businesses, getting a government contract is no easy feat.
Less than one in five federal contract dollars, or 19 percent, were awarded to small businesses in fiscal 2012, the most recent year analyzed, according an independent study released by the House Committee on Small Business in 2013.
The committee has been critical of that number because the annual federal goal is 23 percent.
It’s important to note that by U.S. government estimates, the 23 percent mandate was met last year for the first time since 2005. But the House Committee on Small Business contests that, saying the count does not include certain agencies.
In any case, how does an independent business get its foot in the door?
Here are four key takeaways from the Register’s conversation with Camino on a recent weekday at Fullerton Municipal Airport, among his upcoming design projects:
1. Get in touch with the U.S. Small Business Administration. Simply put, the U.S. government pays private companies for goods and services every year. The Small Business Administration is involved because it tries to connect those contracts for those goods and services to small firms.
Federal officials spent more than $515 billion in prime contracts in fiscal 2012. Of that, $100 billion went to small businesses. Special focus is put on involving disadvantaged groups such as women, minorities and veterans. In fact, the agency has specific goals for each group, such as 5 percent for women-owned businesses and 3 percent for service-disabled veteran-owned firms.
2. Know yourself. Government contract work isn’t for everybody, Camino said. It involves loads of paperwork, thorough background checks and obtaining security clearances. Does he mind the bureaucracy? “No, I’m the type of person who’s by the book,” he said. “I embraced it.”
3. Patience pays off. Camino left the private sector in the 1980s to start his own business out of his garage. He said it took him about three years before he got his first government contract. Another misconception is that once you hang up your shingle, business will immediately come in. Not so much, he said. It will take five to 10 years to establish yourself.
4. Be distinctive. Aside from being a licensed architect, Camino is also a licensed pilot and owner of a 1966 Piper Comanche plane, which he keeps at Fullerton Municipal Airport. The aircraft, he said, has earned him the nickname of “The Flying Architect” because he often flies himself to faraway projects. This helps him stand out from competitors, who may not be able to reach assignments as quickly as he does, he said.
He regularly flew his Comanche to projects at the NASA Armstrong Flight Research Center at Edwards Air Force Base. The plane has proven to also be a time-saver. What’s typically a three-hour drive from Fullerton to that facility took 30 minutes by plane, he said.
Such was the case with N8871P when it got the first composite propeller in the Comanche fleet. It was time for one of our airplanes to get one of these composite propellers, so I contacted MT Propeller in Germany to see if there would be any interest in fitting my PA24-260B with one of their composite props. I was surprised when I received a direct contact from test pilot and Aerobatic champion Martin Albrecht. He inquired if I would be willing to take my airplane to Deland, Fla. for testing. If so, 71P could be the first to receive the propeller.
After agreeing to terms, we set a date for the install. Not being a stranger to cross-country flights, N8871P launched out of Fullerton, Calif. for Deland on June 14, 2013. It is no secret that our Comanches are great cross-country planes. Above, below, around, and through weather, 71P performed flawlessly, flying coast to coast. America is magnificent from the air, and the Comanche is the perfect airplane for the experience.
Upon arrival at Deland, test pilot Josef Eberl was there to greet us. After getting the introductions out of the way, he allowed us to see the new composite propeller to be installed on my Comanche. Being an architect by profession, my traits are visual in nature. For this reason, when I saw the propeller, all I could think of was that this prop was a magnificent piece of art with its sleek surface, scimitar blade, brilliant color, and polished spinner.
Flight testing of the original propeller began immediately. The testing included all kinds of takeoffs, climbs, slow flight, cruise, stalls, and landings. We documented all the flying characteristics of the existing propeller – three hours’ worth. The next day included documenting the flying characteristics like the day before, but this time with the new propeller. Right off the bat, what I noticed as I was taxiing was a quieter and lighter plane. What stood out most was how “scary” smooth this propeller was. Scary because upon leveling the plane, and bringing back the RPM from 2600 to 2300, the sound decreases substantially to a point that it makes you wonder if the engine is shutting down. I was pleasantly surprised when I saw that the engine was not only operating smoothly, but the cruise improved by about five knots.
With the Hartzell three blade propeller, research indicates that their propeller makes the plane slower at cruise by about three to five knots. Another difference is that the MT Propeller is lighter than the three blade Hartzell and McCauley propellers, and it is also lighter than my original two blade propeller by about 10 pounds.
On landing, the plane slows down much faster due to the dynamics of the three blades versus the two blades. I found myself landing with power to keep the speed up, which I’d never done on the Comanche before. Landing with power makes me feel more in control of the plane. Before, I felt like the plane could float through the fence if I wasn’t careful on a short field. Not much changed on climb, but considering that I was able to climb before at 1,000 – 1,500 feet per minute with the two blade propeller, to see that the MT Propeller could match that, did not leave me disappointed. Undoubtedly, the best part of this upgrade is how beautiful the propeller looks on the Comanche. MT Propeller did not disappoint.
When I fly into an airport, it is not uncommon for people to come up to the airplane to tell me how beautiful it looks. With the new propeller, it is hard for people to identify the plane as a Comanche. They think she’s the local Rock Star.
I recently realized that people have been calling me “The Flying Architect” for quite some time now. This shouldn’t come as a surprise, as I have been flying my Piper Comanche, N8871P, to remote project sites for nearly 15 years.
Like many other pilots, ever since I was a little boy, I was fascinated with the concept of aviation. My ultimate dream was to work for NASA and become an astronaut. This dream was so vivid that I could feel the controls in my hands as I imagined myself in the cockpit of a Gemini capsule, just like the one piloted by Edward White and James McDivitt for their 1965 space walk mission. My passion for flight was intense from a very early age, but I never imagined that my dream of working for NASA would ever come true.
Although my career path as an architect was far from my goal of becoming an astronaut, I have to pinch myself when I realize that, in a remarkable way, my ultimate dream has indeed come true. They say that God works in mysterious ways, and that he is able to choreograph the achievement of a goal differently than originally planned. I wholeheartedly believe these statements, as I have achieved my goal of working for NASA – not as an astronaut, but instead as an architect who also possesses the unique expertise of a pilot.
I started flying in 1990, and purchased a 1966 Piper Comanche PA24-260B in 1997. The purchase was regarded as a “project,” and I had no idea how long I would keep N8871P. Over the years, I have naturally considered trading it for something new; however, each time I think about replacing the airplane I am reminded of its reliability, fuel efficiency, optimum payload capacity, great speed, and good looks.
I was reminded six years ago of the value of this particular plane when I received a telephone call from NASA, who requested to pay a visit to my office.
During the visit, one of the NASA staff surprisingly asked, “Tell us more about that airplane of yours.” Just like most Comanche owners, I thought to myself, “Don’t get me started!” I went on to speak at length about the many outstanding attributes of the plane, and how my practice of architecture had evolved into a niche that focused on providing design services to clients in remote areas. They were so impressed that they offered to grant me a contract if I agreed to use my aircraft to do work at their location. I graciously agreed and have been the prime architect at the NASA Dryden Flight Research Center for the past six years.
My use of the Comanche stretches far beyond my work at NASA. I have provided services for other clients as far north as Washington, as far south as the border with Mexico, and east to Nevada and Arizona. Additionally, I’ve logged hundreds of hours flying the airplane for philanthropic purposes, for organizations such as the Flying Samaritans and the Flying Doctors of Mercy. A year and a half ago, I aided a Catholic priest in his mission to deliver mass to remote sites in Alaska. I flew N8871P to villages throughout the great state of Alaska, and even ventured north of the Arctic Circle. The Comanche flew flawlessly, its GAMI injectors making for phenomenal fuel efficiency.
After 22 years of flying and countless adventures with the Comanche, no trip has been quite as special as the most recent flight I took with my wife of 23 years. Lisa has never shared my passion for flight, but when I explained the plans I had in mind for my next journey, I was pleasantly surprised by her enthusiastic interest in accompanying me this time around. On January 14, we joined the Baja Bush Pilots on a voyage that led us from Orange County, Calif. to Miami, Fla., and then on to the Bahamas, the Cayman Islands, Honduras, El Salvador, Mexico, Texas, and back to Orange County.
The trip was truly an adventure to remember. While we were in the Bahamas, we had the pleasure of meeting Craig Fuller, president of the Aircraft Owners and Pilots Association (AOPA). Craig admired the Comanche and proceeded to accompany us on a once- in-a-lifetime aerial photo shoot of the airplane. This recent journey is worthy of a separate article in itself, but I would like to mention that at the conclusion of this trip, my wife wrote a touching journal entry wherein she admitted, “After all these years, I get it!” It is very fulfilling to know that she now understands my passion for flying and for the Comanche, and she wants to be a part of what she has missed out on over the past 22 years.
The Comanche has provided me with countless hours of service and enjoyment, and has played a major role in defining the purpose of my career as “The Flying Architect.” I presume I will again, at some point, wonder if I would be better off with a different plane, but I am confident that I will always find more than enough reasons to remain loyal to the Comanche.
It is incredible how things have come full circle since my childhood dream of becoming an astronaut and working for NASA. Today, as an architect, I am also a pilot, I have my own Comanche, and I work for the NASA Dryden Flight Research Center. I even use the same runway the Space Shuttle used to land on. The only thing left to do to complete this chapter is to fly into outer space; perhaps not in the Space Shuttle, but with a private space travel venture in the near future.
With the help of some inspirational words from Lane Wallace, I’d like to wrap up this article with the following:
“As I look back and cherish what has been, and try my best to be present in the moment I’m living right now … I also know that the secret to a vibrant life is to keep seeking out new learning, new horizons, and new moments of laughter and joy. It’s been an amazing, wonderful, and unforgettable ride, but the best part of the party is always the part that isn’t over yet.”
I agree with Lane. The time with my Comanche has been unforgettable. Of all my flights I have ever taken, from the philanthropic flights with the Flying Doctors of Mercy, to the epic flights to the Arctic Circle and the Caribbean, my answer as to which one is my favorite is simply, the next one.
Another Day, Another Island: Touring the Bahamian islands via GA is the way to go
Three minutes after pushing the Cessna Caravan’s power lever forward at Fort Lauderdale Executive Airport, AOPA President Craig Fuller guides the lumbering airplane across the Florida coast and out over the Atlantic Ocean.
Fuller, along with five AOPA staff members and Greg Rolle, aviation tourism director for the Bahamas government, are on the way to the offshore islands that have been a top international destination for U.S. general aviation pilots for decades. Our first stop, Stella Maris Airport (MYLS) on Long Island in the southern portion of the archipelago, is 305 nm away. This will be Fuller’s first visit to the Bahamas via GA.
Rolle is in the Caravan’s right seat, and the irrepressible former Olympic 400-meter hurdler keeps up a steady, good-natured banter that touches on the islands’ history, their character, their future, and the endless opportunities for escape and adventure they offer GA pilots and passengers.
“All we have is sun, sea, and sand,” said Rolle. “Our economy depends on tourism, and we take the subject very seriously and approach it in a long-term way.”
Rolle, an instrument and multiengine pilot, learned to fly so he could better serve and understand the aviation community, its specialized concerns, and potential for increasing tourism. GA visitors are especially important to the pristine “out islands,” far beyond the capital Nassau, because few cruise ships stop at such places.
“Every island and its people have their own unique character,” Rolle said. “If you don’t like one island, go to another and see if it’s better. You can go to a new island every day for two years in the Bahamas and still not visit them all.”
During 15 years on the job, Rolle has helped increase the number of airports in the Bahamas where international pilots can clear customs to 23, upgraded airport facilities, and established nine U.S. “gateway” FBOs that assist GA pilots bound for the islands.
The Caravan is level at 9,500 feet on an international VFR flight plan, cruising at 162 KTAS and bucking a 30-knot headwind. But just 20 minutes into the flight, we pass over Bimini, the closest island to the United States in a chain of more than 700.
During the first two hours of a planned three-hour flight, the Caravan is in continuous radio contact with air traffic controllers in Miami and Nassau, on ATC radar screens, and often within gliding distance of land. After Bimini, the Caravan crosses the islands of Andros, New Providence, the Exumas, Eleuthera, and Cat. All the islands have airports, and some of them have multiple airports.
The exotic islands are known for world-class beaches, fishing, scuba diving, sailing, and other ocean sports. They’re within easy reach of most single-engine, piston GA aircraft—although many of the airplanes based here are twins, with Piper Aztecs and Navajos and Beech Barons the most plentiful. The islands have largely recovered from the devastation of Hurricane Irene, a Category 3 storm that tore across the low-lying chain on August 25, 2011 (see “Rally GA: Flight for Survival,” November 2011 AOPA Pilot). Rolle said tourism dollars are especially welcome because they accelerate reconstruction.
Rolle credits flying with giving him a new appreciation for his own country. “I was born in Nassau and grew up in Nassau and didn’t really travel to the other islands,” said Rolle, who retains a lanky, athletic build long after his track career peaked at the 1984 Olympics in Los Angeles. “It wasn’t until I started flying that I visited all the islands. It’s made me love my own country and the Bahamian people so much more. I didn’t expect that could happen as a result of learning to fly.”
Rolle attends U.S. aviation events such as AOPA Summit and EAA AirVenture each year, and he brings a contingent of Bahamian officials who work in areas such as customs and law enforcement. By showing them the size and variety of the GA industry, he convinces influential Bahamians that aviation must remain central to their tourism strategy—and that they should make it as easy as possible for U.S. pilots and their guests to visit.
The paperwork involved in flying between the United States and the Bahamas is less burdensome for U.S. pilots than most international destinations. Pilots and passengers fill out one form to enter and exit the Bahamas. They and their passengers also must bring current passports, and pay a $25 departure tax. The United States requires that pilots file electronic eAPIS customs screening forms for both departures and returns. But even that sometimes-intimidating process has become less cumbersome, and iPad and iPhone users can download applications that make eAPIS clearer to navigate.
Fifty minutes into the Caravan’s eastbound flight, Fuller checks in with Nassau Approach, and the controller’s unmistakable Caribbean accent (“Turn soud-east now”) is a reminder of the fact that we’re in Bahamian airspace.
It’s midmorning, and eight more GA airplanes are on the way to Stella Maris from Fort Lauderdale. Jack McCormick, head of Baja Bush Pilots, is leading 16 people on a circuitous tour of the Caribbean and Central America. The group’s first stop outside the United States happens to be the same as ours.
“Caravan Three-Nine-Four-Golf-Alpha, there are lots of airplanes going to Stella Maris today,” the controller says. “When does the party start over there?”
“As soon as we land,” Rolle quips.
Miles of shallow water after Bimini reflect dazzling blues and greens, and steady southeast trade winds of 15 knots or so at sea level give a rough texture to the ocean surface. The water is so clear that the contours of the white sand and rock and coral reefs underneath are easily identifiable, and constantly changing.
The sky has been mostly clear except for puffy cumulus clouds over each island during the first half of the trip. But the clouds thicken, and we climb to 11,500 feet to top a broad stratus layer.
About 75 nm from our destination, the clouds break up, and we start our descent in clear, smooth air with a few rainshowers visible to our north.
The ocean is deep blue and thousands of feet deep, but it shallows and becomes an iridescent turquoise and sky blue as we approach the low sandstone cliffs at the northwest edge of Long Island. Stella Maris is visible 20 nm away, and we’re aligned for a straight-in approach to Runway 13. But we take a quick aerial tour of the island by circling at 2,000 feet in a series of wide right turns.
Stella Maris Resort is situated on the rocky and dramatic windward side of the island. Wind-driven swells crash into the craggy shoreline in endless succession. On the protected lee side of the island, vast sandbars provide miles of shallow water ideal for bonefish, a prized quarry for fly saltwater fishermen around the world. And a series of protected harbors provide ideal anchorages for sailboats, yachts, and fishing boats.
The unicom frequency, 122.8 MHz, gives a hint at the aerial activity throughout the island chain as a de Havilland Dash 8 turns final at Deadman’s Cay on Long Island, a Bonanza arrives at Staniel Cay in the Exumas, and a Piper Aztec leaves New Bight on Cat Island—all of which share the same radio frequency as Stella Maris. The higher you fly, the more distant transmissions you hear.
We turn base over the talcum sand beach at Cape Santa Maria Resort, named for Christopher Columbus’s flagship, which is said to have anchored here in October 1492 a few weeks after making its first landfall in the New World.
We touch down on the 4,000-foot runway and pull onto the first of two ramps. The area was hard hit by Hurricane Irene, which brought 155-mph winds and destroyed two airplanes on the ground. But there’s no obvious sign the place was damaged (although two roofs blew off airport buildings, and the storm surge sent saltwater onto airport property).We clear Bahamian customs and soon we’re on our way to the hotel in a taxi.
The temperature at Frederick Municipal Airport in Maryland was well below freezing when we left. Here it’s 78 degrees Fahrenheit; a sea breeze blows steadily across the beach; and a fiery red sunset is blazing in the west. The NFL playoffs are on TV, and the games that will determine the teams that play in the Super Bowl draw huge interest around the world. But the images from frigid New England seem as though they’re being beamed in from another planet. This place is a scant few hundred miles from the United States, but it feels a world apart.
Flying VFR within the Bahamas doesn’t require filing flight plans, and most GA trips take place in daytime and good weather. A morning flight to Staniel Cay (the second word is pronounced key) at the north end of the Exumas is a short, 30-minute hop via Caravan. The 3,030-foot, north/south asphalt strip is known for challenging crosswinds, but the afternoon trades haven’t kicked up yet, and the windsock is nearly slack at the time of our arrival.
We empty the Caravan of as much gear and as many passengers as possible because it is returning to Florida right away. Bahamas Habitat has a large shipment of construction materials for the Zion Children’s Home on the island of Eleuthera. Most GA volunteers flying to the Bahamas are only able to carry light loads, but the Caravan’s cargo pod and generous payload allow it to transport a great deal more. AOPA pilot Luz Beattie flies the Caravan to Orlando Executive Airport and back to the islands carrying more than 1,000 pounds of donated materials. She lands at Staniel Cay just before sunset (and this time the crosswind is gusting 20 knots).
The Staniel Cay Yacht Club is about one mile from the airport, and as soon as we stow our gear, we’re on our way to the dock to find a boat that will take us snorkeling in the Exumas, an incomparable network of hundreds of white-sand islands and cays separated by crystal-clear water.
Jumping into the ocean at a vast marine sanctuary, a dazzling variety of fish surround our boat. Yellowtail snapper, red snapper, bass, parrotfish, triggerfish, angelfish, barracuda, needlefish, and a dozen more kinds I don’t recognize are close enough to touch.
We also dive at the wreckage of a Cessna 210 that came to rest inverted in about 20 feet of water. The airplane is largely intact, although most of the tail section and the right-side door are gone. Coral has taken root along the fuselage, and a large brown moray eel is in residence in the cabin. Our tour guide says the Cessna had been commandeered by drug runners when it crashed on New Year’s Day more than 10 years ago. The pilot reputedly swam to one of the many nearby cays and evaded capture.
The wreckage harkens back to the region’s lawless days 20 years ago when South American drug cartels literally invaded Norman’s Cay and other islands with paramilitary forces and vast stockpiles of cash. The cartels smuggled huge quantities of drugs into the United States from remote airfields using airplanes ranging from the ill-fated 210 to large, four-engine transports.
The Bahamas’ geography provided an ideal refuge for smugglers: Hundreds of remote, sparsely populated islands near the U.S. mainland with a small police force and many poor inhabitants. It took a sustained effort from Bahamian officials as well as a massive buildup of U.S. law enforcement, increased radar surveillance, and aerial and marine intercepts to drive the smugglers from the region.
“The 1980s and 1990s were like the Wild West out here,” said a pilot who flew regularly throughout the Bahamas in that era. “It was a dangerous time, but thankfully, those days are over.”
The small ramp at New Bight Airport on Cat Island was overflowing with airplanes when the AOPA Caravan arrived—and they looked familiar. The Baja group had arrived first, and we caught up with them at Fernandez Bay Village Resort—and stumbled upon an extremely unlikely coincidence. One of the pilots on the Central America trek—J. Bruce Camino, an architect who bases his Piper Comanche at Fullerton Airport in Orange County, California—was the winning bidder at AOPA Summit’s Night for Flight benefit auction for an air-to-air photo shoot with the AOPA staff. We had been in touch with him by phone and email, and had made plans to travel to California in February to fly with him.
But it turned out Camino was flying with the Baja group, and a fellow tour pilot, Eric Ortiz, volunteered to fly his Bonanza G36 as a photo platform to do the photo shoot over Cat Island. AOPA Photographer Chris Rose joined Ortiz in his Bonanza, I flew with Camino, and we lucked out with absolutely ideal conditions for photography during a late-afternoon flight over the island’s incomparable coastline.
“I had high expectations when I bid on the AOPA photo shoot, and was confident that we’d manage to get a few high-quality pictures of my airplane,” Camino said. “But the fact that we were able to meet in one of the world’s most incredible and scenic locations was almost beyond belief. It was a better experience than I could have possibly hoped for.”
Another airplane that arrived at Cat Island was a Light Sport aircraft, a Breezer that had come as part of a group of LSAs following the Sport Aviation gathering in Sebring, Florida. Mike Zidziunas has flown his Rotax-powered aircraft to the Bahamas on eight round-trips in the last two years, and many more GA pilots have followed his lead. “They can’t help notice that if we can make this trip safely in LSAs, surely they can do it in their 182s or 206s,” Zidziunas said. “And after they’ve done it once, they’re hooked.”
The approach to the oceanfront Pittstown Point airfield on Crooked Island and its 3,500-foot, east/west runway is spectacular. Watch for the lighthouse on left base, turn final over the reef, and see your airplane’s shadow cross the shallow water to the runway. Jagged coral reefs drop off to tremendous depths of many thousands of feet close to shore, and game fish patrol only a few miles offshore. Prized bonefish cover perfectly pure sand banks, and anglers come from all over the world to pursue them.
“Places like this are extremely difficult to get to any other way,” said Ferrell J. “Frenchy” Lasseigne, a New Orleans business owner who flies a Piper PA–46T Jetprop to a vacation home at Crooked Island. “You can get here by airline, but it usually takes at least two days and involves spending at least one night in Nassau each way. And it’s just too far for most people to get here by boat.”
The reward is an absolutely dazzling setting at a Hemingway-esque location that is far off the beaten path. Lobster are huge and plentiful; conch are abundant; and the fishing and diving rival the world’s best locations. There aren’t any swank resorts or four-star hotels, but the people who come here say they prefer it that way. “You’ve got to want to be here to get here,” Lasseigne said.
The rapid-fire ATC instructions on the Miami Center radio frequencies are a bit jarring as we approach the U.S. coastline on the return to Fort Lauderdale Executive Airport and Banyan Aviation. The Caravan’s radio had been largely silent, and the push-to-talk switch had received little use in the islands.
We clear U.S. Customs in 30 minutes at Fort Lauderdale. The only things any of us bring home are sea shells, gifts for family members, and winter tans. XM Weather confirms our return to winter reality on the trek north as pink and blue shades of freezing precipitation appear west of our route in Virginia and West Virginia.
Fuller, a GA pilot for more than 40 years, says the Bahamas trip was an eye-opener. “I can’t understand why I haven’t flown there before,” he said. “I’ve flown up and down the East Coast countless times, and I’ve sailed in the Bahamas. But I’d never realized how accessible the islands are via GA—and I look forward to flying back.”