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Vine vs. Instagram: Who’s Winning the Social Video Shootout?

At your next airshow, why merely Tweet and tell when you can video and show? Twitter’s Vine, with its easily shared 6-second videos, has been around about a year, while Facebook’s Instagram videos debuted just last week. So which one to use? Will Vine continue to climb? Is Instagram instadoomed? Here’s a look at the two side-by-side.


Vine is ultra simple, right down to the interface. When you shoot, there are only three things on screen: the video itself, a button to switch between front- and rear-facing cameras, and a timeline. It’s just as simple to record: tap and hold anywhere on the screen to record for up to 6 seconds – you can even rapid-fire tap for a stop-motion look.

Instagram is quite similar, including tap-and-hold shooting. The big difference: Instagram has a button you must hit, whereas Vine is tap anywhere. That leads to another important distinction: Instagram lets you adjust your focus by tapping on the screen (hence why you can’t tap there to record).

You can’t adjust focus with Vine, which is unfortunate because that comes in handy shooting in low light or attempting depth of field. Another Instagram exclusive: you can delete the last clip in your timeline (a clip is each time you press and hold the record button). So, in case you mess up, no need to worry.


When you’re finished shooting, both apps provide a preview of what you just shot, allow you to add a caption, location, hashtags, tag people and post to other social media. In addition, Instagram lets you select a frame from your video to use as a cover shot.

Once you post the video, both let you save it to your camera roll for easy viewing anytime. Vine allows you to post to Vine, Twitter and Facebook, whereas Instagram also allows Foursquare, Tumblr and email. On the other hand, Vine doesn’t force you to share. You can just save the video to your camera roll. Instagram does not provide this option.

The filters made Instagram what it is. Happy to note, they’re available for video as well. Out of the gate you get 13 video filters with more to come, I’m sure. Filters allow you to alter the colors and saturation of your video to give it different vibes. I love it.


On both Vine and Instagram, videos automatically play as you come across them – although Instagram lets you disable that feature. You can like and comment per usual, but Vine’s videos auto loop, whereas Instagram’s play once and stop. Vine is video only – as you look through your stream it is obviously all video. Instagram was built on photography, so now your stream is a combination with no way to separate stills from video – at least for now.


Here’s my take. I want Vine to win. Instagram videos do not loop – a major bummer to me because the looping allows for some fun creativity. Also, I think 15 seconds is way too long. Six seconds from Vine is quick, easy, perfect.

However, I think Instagram will prevail, and rightfully so when you break it all down. More people already use Instagram. Instagram released its video capability on both iOS and Android on the same day. Vine didn’t come to Android until months after its release.

You don’t have to shoot the full 15 seconds in Instagram. You can record less and still post. I hope more people do. Instagram videos can be linked to more locations, and in the age of social media that is huge. Finally, Instagram allows to focus and use filters. My heart’s with Vine. Alas, I will probably switch to Instagram.

Aviation Videos

Just to give you an idea of the sorts of things you might do, here are a couple of examples. And remember, if you bounce the landing, Instagram will let you delete that clip.



A Welcome Worthy of the Air Capital

A recent ceremony in Wichita celebrated progress on the new Mid-Continent Airport terminal, which will finally give travelers a first impression that lives up to the name: Air Capital of the World. No other place on the planet has been so important to the history and development of business aviation.

Philip Hannon signs the steel beam
Philip Hannon, senior project manager for HNTB – lead architectural firm for the project – signs the steel beam.

The new terminal – about 25 percent complete and due to open in 2015 – aims to impress visitors with fresh aviation-inspired design. The roof evokes a wing and seems poised to take flight. Installations tell the story of Wichita’s incomparable aviation history in photos, illustrations and concise, colorful stories. A centerpiece light sculpture floats above ticketing counters, capturing the feeling of ascent and descent.

At the festivities, we placed the center beam, a symbol that the structure is here to stay. It follows a centuries-old Norse construction tradition, workers raise the center steel beam – bearing a flag, an evergreen tree and signatures of people who helped with the project – into position (pictured above). I was privileged to be among those who signed the steel girder before it rose to take its place aloft.

It’s destined to become a focal point for the pride Wichitans take in our aviation heritage. And a memorable reminder to visitors that they have, indeed, arrived at the Air Capital.

NBAA Regional Forum: The Differences Add Value

You might call it Baby BACE. Or NBAA Junior. But the NBAA Regional Forum – held last week in White Plains, NY – offers advantages that set it apart from the big show next October.

More than 2,000 attended, a number that’s been growing every year. The consensus: not only is it worthwhile, it’s fast becoming a don’t-miss event.

Here are a few of the things that make the regional forum so valuable.

NBAA Banner
Signs point the way to the NBAA Regional Forum held on Thursday, June 6,    at Panorama Flight Services, Westchester County Airport (HPN), White              Plains, NY.
  • It’s a more relaxed venue for focusing on industry developments and safety issues. In White Plains, for example, the NBAA announced a new initiative: FileSmart. This program urges operators to always file early, accurate flight plans, and explains how and why that helps controllers handle individual flights more efficiently with fewer delays.
  • It provides a great networking opportunity for staff members who may not be able to attend BACE in the fall.
  • You have more time for quality, in-depth networking – and perhaps even some unpressured deal brokering. There are fewer announcements and other distractions, for one thing.
  • It’s easier on your feet, since it takes place in one hangar rather than multiple cavernous convention halls.
  • Social media comes in especially handy. If you see a tweet that piques your interest, you know you’re not far from the source.

We join the chorus thanking NBAA for supporting our industry with useful tools such as the Regional Forum.

NBAA Regional Forum Luncheon
Some of the more than 2,000 attendees grab a quick lunch. The forum featured more than 120 exhibitors and nearly 30 aircraft on static display.

WBJ; Logo Lounge to feature work of 9 Wichita agencies

June 11, 2013

Bill Gardner
Bill Gardner shows off past versions of Logo Lounge.

Wichita Business Journal
Josh Heck

The work of nine local marketing and design companies will be featured in the eighth installment of Logo Lounge, a series of books meant to serve as a resource for logo design.

Logo Lounge launched in 2006 and is the brainchild of local graphic designer Bill Gardner. The book will feature 2,000 logos from designers from around the world. Of those, 106 are from Wichita-area businesses.

The book is due out next spring.

Hard copies sell at for $35 and in bookstores for $50. Online Logo Lounge memberships, which give access the logos and customizable searches, are $100 a year.

The local businesses being featured are:


• Doubleacreative.

• Entermotion Design Studio Inc.

Gardner Design.

Greteman Group.

• Howerton & White.

• Justin McClure Creative.

• Luke Bott Design & Illustration.

Squid Ink Creative.

The work of these companies was chosen from 35,000 logos that were submitted from designers from around the world.

One of the logos being featured is popping up across Wichita this week: Squid Ink’s logo for the Air Capital Classic golf tournament, which kicks off Thursday.

The tournament, which was rebranded this year, used to be called the Wichita Open.

© Wichita Business Journal, 2013

Wichita Eagle; Steel skeleton nearly complete for new terminal at Wichita Mid-Continent Airport

June 10, 2013

Wichita Eagle
Elizabeth Scheltens

One thousand, nine hundred and seventy-five tons: That’s how much steel it took to build the frame for Mid-Continent Airport’s new terminal.
Mid-Continent Airport Steel Beam Raising
Sonia Greteman signs a steel truss during a “Topping Out Ceremony” at Mid-Continent Airport to mark the completion of the structural steel erection for the new airport terminal. Photo courtesy of Mike Hutmacher/The Wichita Eagle. (June 10, 2013)

The terminal’s frame actually won’t be finished for another two weeks, but dozens of construction workers, project managers and local politicians gathered to watch a crane raise a symbolic steel beam, topped with an American flag and a miniature evergreen tree, and place it in the center of the building’s 267,000-square-foot steel skeleton. The ceremony and the evergreen tree are part of a tradition for construction workers that dates back to Viking days, said Mark Kelley, vice president and senior project manager at AECOM, the Los Angeles-based company managing construction of the terminal.

“When the Norse people would complete one of their longhouses, they’d have a big ceremony to celebrate putting in the last beam. That was the keystone that locked the building into place, made it the center of the community,” Kelley said.

Wichita Mayor Carl Brewer said it’s hard to think of a bigger project in Wichita in recent memory.

“Dreams really do come true,” Brewer said after he signed the steel beam with a piece of chalk. “This is the largest, most expensive project the city has taken on since Century II was built.”

The new terminal is being paid for by a $53 million grant from the Federal Aviation Administration. Airport passenger fees are covering the rest of the project’s $160 million price tag. Brewer said he’s confident the project will not need any local taxpayer money to continue, though the FAA is a taxpayer-funded federal agency. Kelley said the terminal would easily be complete by spring 2015 “unless something happens outside of our control.”

Pat McCollom of the Wichita Airport Authority said the terminal is about 25 percent complete. He said the building will be entirely enclosed by New Year’s.

UV-protected glass will make up about 60 percent of the terminal’s surface, McCollom said. The terminal was designed according to LEED standards, environmental building guidelines put forth by the U.S. Green Building Council. Along with the UV glass, the terminal will use skylights and groundwater-powered floor heaters for the sidewalk and foyers.

The current terminal contains asbestos and outdated heating and air-conditioning systems. It’s also missing a place for security officers to inspect baggage behind the scenes, which the U.S. Department of Homeland Security requires.

“Really, it’s just not up to code,” McCollom said.

To revamp the old terminal would have cost nearly as much as building a new one and would have caused headaches for travelers, said Victor White, also of the Wichita Airport Authority.

“Imagine the inconvenience of remodeling a kitchen, then multiply it exponentially,” White said.

The terminal has been in the works for nearly a decade. In 2004, the Wichita Airport Authority voted to move the project forward, but the City Council delayed the bidding process for years. When the city finally solicited bids in 2011 and chose Wichita-based Dondlinger Construction, it had to resolicit bids after Dondlinger was found not to have made a good-faith effort to bring enough disadvantaged-business subcontractors into the project. The FAA threatened to pull its funding for the new terminal because of the oversight, so the city dropped Dondlinger and gave the contract to the next-lowest bidder, Key Construction, another Wichita-based company. Key Construction broke ground on the new terminal in September 2012.

In 2010, when independent consultants recommended to the City Council that the project go forward, it did so based on projections of growing passenger traffic at the airport. But since 2003, the number of daily flights from Mid-Continent has decreased from 53 to 33. Passenger traffic has increased slightly, from 1.41 million in 2003 to 1.5 million in 2012, but that growth is still less than what was projected when the terminal was approved.

© Wichita Eagle, 2013

Southwest Airlines: “Here’s to blue skies.”

For anyone without access to privation aviation, it just got easier to wing your way into Wichita. You might think the Air Capital of the World would have some of the best connections, well, in the world, but that hasn’t been the case. Our moniker refers to the primarily corporate aircraft we build, not the commercial aircraft we fly.

If you’ve flown commercially into Wichita to pick up a new jet, or do business with one of our many aviation suppliers, you know the challenge firsthand. Southwest Airlines changes that with its new service to Wichita.

Wichita’s first Southwest flight touched down Sunday, June 2. City dignitaries, business leaders and an eager public turned out en masse to celebrate and welcome the long-pursued carrier. Ron Ricks, Southwest Airlines executive vice president, said the Air Capital gave the airline its warmest welcome ever.

Homebound Aircraft

“I flew from Dallas Love Field in a 737,” said Ricks to the Wichita Aero Club. “It pointed its nose into the wind and flew like a homing pigeon returning to Kansas.” He added that major parts of the aircraft were made here in Wichita at Spirit AeroSystems.

Ricks delivered this playful, but frank message: “If you buy, we’ll fly. If you don’t, we won’t.” I get it. And think Wichita will, too. Southwest cultivates a let’s-have-a-laugh culture, but it didn’t become one of the world’s largest airlines – and the only current major U.S. carrier to avoid bankruptcy and bailouts – by being soft about business.

A Knack for What Works

We could all learn from Southwest. It’s grown steadily, achieving profitability for 40 consecutive years. Which is even more impressive when you consider that every other major carrier struggled through long stretches of those same decades. Southwest had one bad quarter in 2008 – and who didn’t? – but still managed to clear a profit that year. It carries bags for free while other carriers have tried to turn that into a profit center.

The company knows how to make money, yet still pay above-average salaries, hold to a no-layoff philosophy and consistently rank at the top of customer-service surveys.

Building Sufficient and Sustainable Traffic

Ricks’ straightforward talk about getting out of markets that don’t pay off is no idle warning. It’s how Southwest does business. “Cut up those (legacy frequent flyer) cards,” he urged the room full of business travelers whose pockets and purses no doubt contained at least one each.

We’re confident Wichita will give Southwest plenty of business. You can help us out. Next time your business brings you to the Air Capital, throw Southwest into your mix of travel options. It won’t be a hardship.

Lower Airfares, More Options

Where Wichita’s former low-fare carrier, Air Tran, had 180 possible connections; Southwest gives Wichita 550. Ricks’ closed with this thought, so I will, too: “Here’s to blue skies and cheap jet fuels and lots of future Wichita flights.”

* Pictured at the top of the story, Southwest Airlines EVP Ron Ricks says Wichita wowed the carrier so much with its passion and perseverance, it moved into the market. Photo courtesy of Ricardo Reitmeyer.

SpeedNews; Inside the Numbers: Poised on the Cusp of a Boom

June 4, 2013


By Greteman Group Vice President/Senior Writer Randy Bradbury

Just as it no longer makes sense to talk about the U.S. aviation market without putting it into a global context, it’s equally misleading to analyze business aircraft manufacturing as if it were a single trend.

Richard Aboulafia
Richard Aboulafia, vice president for analysis at the Teal Group, tells the Wichita Aero Club that the downturn and subsequent recovery revealed a two-tiered corporate aircraft market that may be driven more by factors such as credit availability than by uncertainty over the intrinsic value of business aviation.

Richard Aboulafia, the Teal Group’s oft-quoted seer of aviation economics, makes a compelling case that the business aircraft market now splits decisively between larger, long-range aircraft and everything else.

He calls everything else the bottom half of the market – even though it may seem strange to refer to items that cost anywhere from a few million dollars to about $25 million as the bottom half of anything.

Trends Hit Wichita the Hardest

Speaking to the Wichita Aero Club recently, Aboulafia said the Air Capital of the World does indeed rule the roost on light to mid-size aircraft. That’s why the city’s manufacturing sector was so devastated by the downturn that began in 2008.

“Wichita was building more than half of the world’s business jets,” he said. “By 2012, that had fallen to 20 percent.”

Most analyses have made it seem as though the aviation industry as a whole was hit hard by the downturn and that it has been recovering slowly.

Aboulafia debunks that view.

In fact, his numbers demonstrate that airliner deliveries have been booming – up 12 percent from 2008 to 2012. That’s pulled total aviation deliveries up by 8 percent over the same period for a decent, sustainable growth rate. Meanwhile, business aircraft deliveries declined 6 percent.

Big Biz Jets in Demand

And within the biz av sector, the top half – aircraft costing $25 million and up – recovered much more quickly to enjoy robust sales today.

Analysts have laid poor sales at the feet of reduced corporate profits and lack of confidence. Aboulafia adds another key factor: availability of credit.

Since 2008, he says, the percentage of biz jets bought with cash has increased from 50 percent to 77 percent.

“If you were a top-half company, you probably didn’t need a loan,” he said. Smaller companies with tighter cash flow rely more on credit. So, whether they needed a new aircraft of not, they may not have been able to obtain financing.

Unleashing Pent-Up Demand

There’s a lot of good news in this analysis. First, general faith in the business value of aviation never flagged – or if it did, the doubt didn’t last long. Second, major portions of the industry fared relatively well and now are in full recovery. And third, Aboulafia is convinced that there’s a heap of pent-up demand for smaller business aircraft, and we’ll see that start to manifest itself soon. The wild cards are world political stability and U.S. economic policy.

If there are no additional major international crises in coming months, he expects things to start moving a lot faster yet this year or, at the latest, early next year. Wichita is ready.

© SpeedNews, 2013

D.O.M. Magazine; Lindbergh Foundation’s Aviation Green Outreach Campaign

June 1, 2013

D.O.M. Magazine

The aviation industry has done much over the past 35 years to improve efficiencies and lower emissions. But the general public and even the industry itself aren’t fully aware of all those efforts and the tremendous benefits they’ve garnered. The Lindbergh Foundation hopes to change that through its Aviation Green Alliance.

Aviation Green launched an ad campaign at last fall’s National Business Aviation Association convention in Orlando, Fla. The “Conservation Through Aviation Innovation” series was developed with the support of Greteman Group, an aviation-specialty marketing agency based in Wichita, Kan., the Air Capital. The firm provided the concept, copywriting, design and project management. Its media buyers worked with almost a dozen leading aviation publications to run complimentary full-page ads. They include Aircraft Owner Online, AOPA Pilot, Aviation International News, Aviation Week & Space Technology, Business and Commercial Aviation, Business Jet Traveler, EAA Sport Aviation, Flight International, Flying, Professional Pilot and Trade-a-Plane.

“Technology combined with human ingenuity and a true commitment to environmental stewardship becomes a powerful, positive change agent,” says Sonia Greteman, agency president and creative director. “We’ve been humbled and encouraged by the brilliant, world-changing people and companies we’ve profiled.”

Lord of the Wings: Joe Clark

The first ad in the series featured Aviation Partners CEO Joe Clark and his drag-reducing, fuel-efficiency-improving Blended Winglet™ technology, credited with saving more than 3 billion gallons of jet fuel and reducing CO2 emissions by more than 32 million tons on 5,000-plus aircraft worldwide.

And Aviation Partners hasn’t stopped there. It’s forging ahead with tests on split and spiroid winglets and other refinements that could boost efficiencies above 10 percent.

“The relentless drive within aviation to reduce our environmental footprint benefits everyone on the planet,” Clark says.

Composites Virtuoso: Burt Rutan

Another aviation legend – Burt Rutan, founder and chairman emeritus of Scaled Composites – lent his considerable testimony to the campaign. Rutan’s creations – from the ahead-of-its-time Beechcraft Starship to the out-of-this-world SpaceShipOne – helped usher in the composites era in aircraft construction. His radical concepts pushed the conceptual envelope, freeing aviation from the straightjacket of derivative design. The cumulative environmental impact is incalculable, but the countless efficiencies he pioneered have undoubtedly helped the planet breathe easier.

“Simplicity and efficiency drive great aircraft design,” says Rutan. “It’s not an accident that the best designs also are the most environmentally friendly.”

Focused on Efficiency: FedEx

In addition to highlighting individual achievement, the campaign holds up innovative companies for acclaim – and emulation. They include FedEx and GE Aviation. The former directly links the health of the planet to the long-term health of its business. It set a goal to reduce its CO2 emissions by 20 percent by the year 2020, and after meeting that goal in less than five years, is now aiming for 30 percent. As one of the world’s largest airlines, it’s been aggressively replacing older aircraft with new, more efficient models. Moving from Boeing 727s to 757s, for instance, reduces fuel consumption by 47 percent. Its broad-based stewardship extends to the use of electric delivery vehicles, alternative fuels, recycling and more.

Breakthrough R&D: GE Aviation

The most recent ad in the campaign, celebrates GE Aviation. Its century-spanning innovation led to the nation’s first jet engine and the world’s most powerful jet engine. The latter, the legendary GE90, which powers the Boeing 777, racked up $2 billion in development costs. GE faced a chorus of naysayers saying, “It can’t be done. These new materials won’t work.” First it was carbon fiber. Then with the derivative GEnx that powers the Boeing 787 Dreamliner and 747-8, it was next-gen 3D aerodynamic design. GE pressed on. Seeking ways to push every part of the engine to its optimal balance, between performance and weight, durability and reliability. GE helps planes fly more efficiently. And does it beautifully. New York’s Museum of Modern Art displays the GE90-115B’s graceful blade, while the Guinness Book of World Records notes this engine generates 60% more thrust than the rocket that launched the first American into space.

Moving Forward

“The feedback this awareness campaign is generating reinforces our belief that many people were unaware of the tremendous scope of aviation innovations and their impact on the environment,” says Lindbergh Foundation chairman John Petersen. “The aviation industry can be one of the planet’s best environmental stewards – leveraging human ingenuity, harnessing technology and remaining steadfastly committed to finding ever-better solutions.”

*This article originally appeared in the June 2013 issue of D.O.M. Magazine.