about aviation

4 tips to Increase your income online part 2

2008-11-26T20:28:00.002-08:00

by: Smiley George
"The Internet has opened a whole new world of opportunity for even the smallest home-based business owner. There is countless number of new self-made millionaires that achieved their newfound success on the Internet. These new millionaires are no different from you and I. They started their Internet business from the ground ... found a niche and built their success one day at a time" Shelly Lowery

Step 1: Have a Product you can deliver online.

Does it sound outrageous? Yes, /No, Whichever. Delivery a product online is one among various legitimate ways of making money online or increases your income online. The product that you deliver online, need to be intangible and flexible. I give examples E-books, Affiliate programs, Information products like MLM (Multi-level Marketing.) Please do not get me wrong here, products can be deliver offline too, but this is the old fashion way. Hey folks! We are now in a globalize community. Activities need to be done fast as to remain in business. Come to think of it, lectures including examinations are done online. Those in the Finance institutions including the Aviations industry are not left in the dark. For funds are paid and transferred online and airline tickets are booked online. So, what are you waiting for? Get a product that you know you are good at and can deliver online. Need more help, visit www.web-source.net

Step 2: You need to have prompt response.

Wait a second. Have you given it a thought that when you begin to activate your email account with any of the service providers like yahoo.com/mail.com among others, your get instant response to all the followed instructions, like user Id has already been used and some other stuff. Remember, your are not to spend 24/7/365 on the net. There are other appointments to attend to. For further clarifications and better understand, visit www.getresponse.com

Step 3: You need a way to accept payment online.

A must have, if you really want to make money online, increase your income online and possibly remain online. If this step is absent from your website, even if the previous two is present, you are only reducing the number of visitors to your site. Kindly re-consider upgrading or building a new website with all these features in it. Please visit www.paypal.com/www.2checkout.com/www.clickbank.com
my little advice. Ensure maximum security.

Step 4: You need a traffic website.

Your website have been upgraded with step 1 to step 3 in it. But that's not all. You need to attract more visitors to your site just as honey attracts bees. The higher the number of visitors to your site, chances is that (if your product is on a high demand) your sales will rise. Consider these options:
a. promotion
b. link exchange
c. freebies

you will agree with me that the above tips are practical and applicable if rigorously followed. And once you start making your money and your income starts to increase, forget me not.

About the Author

Smiley George,is a seasoned Proofreader.He is into Events Marketing and Managemet and freelance writing. He is to publish soon two books,Ad and Exam Success Secrets. Email: jamesbourn@yahoo.co.uk

10 Best Ways to Justify Your Airplane Purchase

2008-11-26T20:28:00.001-08:00

by: Pat Redmond
For those of us who've caught the "aviation bug" finding a way to justify the purchase of an airplane becomes an all consuming mental task. Make this task simple by choosing the appropriate reasons from the list below:

1. The airplane will make money for me.
This one actually works! Learn about leasebacks and/or using your airplane in your business by visiting: http://www.airplanenoise.com/answers_to_why.htm
2. My business will benefit from my increased productivity when I fly instead of drive.

Save time and money by flying yourself! You can avoid hours at the security gate and layover time by flying yourself. Most regional trips will be completed in a fraction of the time you'd spend driving or flying commercially. Learn more by clicking the link: http://www.airplanenoise.com/business_justification.htm

3. The airplane will keep my family together.
Many people find their children off to college and their parents staying in the south. A personal aircraft allows you to stay in contact and maintain the relationships that are so important to you. After all. . . is there anything more important than our relationships with our family and friends?

4. Learning to fly provides a new challenge.
Most of us have dreamed about flying since our childhood. What's preventing us from taking that step? Life's too short to procrastinate!

5. I can vacation every weekend!
No doubt, every weekend can be earmarked for a new destination. Start with you own state, and expand to other states. Visit museums, recreation areas, friends . . . the sky's the limit! Start with this list: http://www.airplanenoise.com/great_trips.htm

6. I can make an airplane payment instead of an IRS payment!
With minimal business use (30%), your airplane purchase may be a depreciable asset. New tax laws significantly increased the tax benefit to owners. Learn more by downloading a FREE audio TeleClass at: http://www.airplanenoise.com/download_teleclass.htm
7. I can enhance my children's educational experience.
Children learn more from an experience rather than sitting in a classroom or reading a book. Trips to Washington D.C., Niagara Falls, Gettysburg, PA, Kitty Hawk are all great reasons to fly the family. Re-live your childhood at the same time.

8. Flying as therapy?
Well, believe it or not, some people fly for its therapeutic benefits. Life's problems seem to disintegrate as altitude increases. Try it next time you're feeling overwhelmed by life's challenges!

9. An airplane is a terrific status symbol.
If status is what you're looking for. . . you can't beat an airplane. Not only are pilots looked up to, but when it's your own airplane. . . "You've arrived!" No one even needs to know that the airplane is generating a positive cash flow.

10. I just WANT one!
Sometimes we just need to satisfy our desires!
"I'm worth it."
"I've worked hard and this is my reward."
"I only live once!"

I know you can add to this list!

--------------------------------------------------------------------------------

About the Author

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com

ADDRESSING SAFETY WITH NEW AVIONICS

2008-11-26T20:27:00.001-08:00

by: Pat Redmond

"How safe is it?" Along with "How much does it cost?" this is a question we often hear when someone is considering flight training as an option for depleting his or her discretionary income. Our industry has experienced a marked reduction in overall accidents and statistically, a 27.8% reduction in the most recent 7 years! During this same time period General Aviation fatal accidents dropped 32.6% to just over 1 fatality for every 100,000-flight hours.
Of these accidents, 80% are either partially or completely pilot induced, with weather related accidents and controlled flight into terrain (CFIT) accounting for the majority of fatalities.

So what is the industry doing to address the issue of pilot errors?

Bendix/King has taken the bull by the horns and addressed this challenge with several new avionics products, and Cessna has taken the next step by including the Bendix/King advanced avionics package in their aircraft.

Situational Awareness: With its moving map and IFR approach capability, the KLN94 GPS provides added safety through increased situational awareness. This GPS with its full color screen is as easy to operate, as it is to view.

Weather: Bendix/King Data Link Weather features a state-of-the-art data link system to bring textual and graphical weather to your cockpit with a high speed, high bandwidth system. With the KDR 510, weather information (including METARs, TAFs, and PIREPs) is automatically updated and displayed on your KMD 550 (multi-function display) in your cockpit. For a small monthly fee, you can also receive NEXRAD radar and additional weather products that promote additional weather avoidance capability.

Controlled Flight Into Terrain (CFIT): The KMH 880 Multi-Hazard Awareness System combines traffic and terrain avoidance features in one unit. Combined with the KDR 510 and displayed on the KMD 550, you can have all the situational awareness available to ensure an up-to-the-second picture of your flight situation.

Workload Reduction: The KMD 550 Multi-Function Display (MFD) lets you spend less time looking at your instruments and more time flying your aircraft. The system gives you the information you need without added clutter, all while reducing the time required to manage each safety system. Along with its capability to display traffic, weather, terrain and moving map information, the KMD 550 also provides a wealth of reference information to the pilot including airports, NDBs, intersections, VORs, special-use airspace, victor airways, rivers, roads, lakes, cities and towers. When interfaced to the KLN 94, the KMD 550 can also display holding patterns, procedure turns and DME arcs for even greater situational awareness. Most importantly, this MFD is simple to use and sports a bright, razor-sharp display!

So, how much safer can General Aviation become? It seems to me that the sky's the limit! Who would have guessed that today's General Aviation aircraft would have these capabilities? And I suppose the question follows . . . “What else is possible?” Link: http://bendixking.com

About the Author
Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

Advanced Aviation Gadgets

2008-11-26T20:26:00.000-08:00

by: Lance Winslow
Well in aviation the toys for pilots are getting a lot better, for instance the GPS-PDAs with sectional charts on them. Also lots of other data like the J-Aide and Jeppeson airport contacts once you arrive. All this makes flying easier, less complicated and more enjoyable. AvMap EKP-III C

http://www.avshop.com/catalog/product.html?productid=3781

and even more cool are the ones with all the bells and whistles; Such as loading it with an International Data Base. Hell now the CIA can have all the civilian data along with their intelligence information. Of course this newest Industry finds itself with many new players as pilots are generally not having a problem affording new toys and it saves all those large flight bags and Knee Boards and clips. You can still buy the clipboards and I have one when I drive the Blitz Mobile mobile command center across the country hunting for the latest technologies it has maps and important numbers to do business from the highway. Many truck drivers and railroad conductors use such boards and in the NAVY Pilots use them and even probably torpedo bombers did too; remember George Bush Senior flew a torpedo bomber?

Back to our GPS Toys and PDA devices; Another one of the more unique ones is the EnFlight Text Weather Devise which you can google to get all the specs, definitely worth a look see. All of these devises also allow for National Security so no more private pilots in C-182s fly into restricted areas.

These companies are also careful whom they send these devises to, for obvious reasons. Just think you could be flying your own private plane with a little PDA devise and go have a blast with your newfound freedom. Another cool devise and one of my favorites is the Pocket test which you can look up on Google. This is a cool devise to help you from getting lost and it has just about too many features to list, too bad it was not Windows CE based, I just cannot trust the longevity of Palm in the market place and hope our military is not so stupid to buy into there hype for military versions. One thing going for it is its size. Very small.

We did like the MapTech unit also because we can use it on a laptop, Handheld GPS unit of PDA GPS unit, with terrain CAD capabilities. This unit has many other purposes for General Civil Engineering, Forestry, Mobile Car Washing scheduling and routing, Aviation, Hiking, Fishing, Diving, Trucking, you name it. It also has features from NOAA for weather; I would recommend this as the best all-purpose unit I have thus yet found. It also works with ESRI software. So we like this for its versatility across industries. Good for us too with the blitz mobile to take the route with the least amount of hills for fuel consumption conservation and wear and tear on a 300,000-mile truck. Another of the best units we looked at was the

http://www.teletype.com/pages/tracking.html

which can be used like a Top Secret "Bloodhound Unit" and we can use this for car wash truck tracking, can be used for just about any real use to help you find your self or units. This is a way we can covertly track our units so employees do not screw off and kill profits and lie about where they were and how long they were there. Also in our survey we looked at the SatellinkTech units and found a lot of other cool features there;

http://www.satellinktech.com/product/merlin_air_main.htm .

This is a great tool, like the other units is does provide real time data such as; Airport observations and forecasts (text), Area forecasts (text), Upper wind forecasts (text), Pilot reports (text and onboard processed graphics), Icing and Turbulence forecasts (graphical), Status of restricted, prohibited, and military training airspace (text and onboard processed graphics), Location of other aircraft on instrument flight plans (onboard processed graphics), FAA alerts and advisories, Aircraft Situational Display.

What is also of interest is how much all these companies work together so that they can provide all the same data to all their customers. This does not mean one is not better than the other. For our purposes we chose the Tele Type unit with all the features, which we may implement in the future. I hope this review of products has assisted you in learning more about the technology. Many of these PDA technologies will be available for nearly any business small or large.

About the author:
Lance Winslow is a retired entrepreneur, Pilot and works with the World Think Tank; http://www.WorldThinkTank.net/wttbbs

Please click here for more aviation articles.

Aircraft Mechanic's Liens In

2008-11-26T20:25:00.000-08:00

by: Greg Reigel
Aircraft Mechanic Liens In Minnesota

By Gregory J. Reigel

If you provide storage, repair, maintenance or other services to aircraft, you have the ability to assert a lien on that aircraft and retain possession until you have been paid. This is commonly referred to as a mechanic’s lien.

What isn’t as commonly known is that, in Minnesota, you don’t necessarily lose your lien rights if you no longer have possession of the aircraft. The situation arises when an owner pays you with a check and leaves with the aircraft. Later, the bank dishonors the check. Now what?

Under Minnesota Statute § 514.221, you can re-assert your mechanic’s lien against an aircraft by filing a verified statement and description of the aircraft and the work done or material furnished. The Statement must be filed with the “appropriate office under the Uniform Commercial Code.” This would be the FAA’s Aircraft Registry in Oklahoma City, OK.

The verified statement must include N-number, make and model of the aircraft, amount owed for the services and date of last work. The statement must be signed in ink, with title if on behalf of a corporation or limited liability company and must be accompanied by the $5.00 filing fee.

Also, if the owner of the aircraft is located in Minnesota, you may want to file the statement with the Secretary of State. Although it is not necessary to perfect your lien, it will provide notice to anyone who doesn’t know to check with the Aircraft Registry.

This is called “perfecting” your mechanic’s lien and must be done within 90 days after you provide the work, materials or service. Once perfected, you now have a lien on the aircraft.

Perfection secures the amount you are owed with the aircraft. You then have several options. First, in order to sell the aircraft, the owner will need to pay you and obtain a release before the owner can give a buyer clear title to the aircraft.

Second, you also have the ability to repossess and foreclose on the aircraft. This means you can force a sale of the aircraft and then receive payment out of the proceeds of the sale. Any excess money is given to the owner.

Under the first option, you run the risk of having to wait until the owner attempts to sell the aircraft. The second option gives you more control, but is also more costly than simply waiting. However, under either option you are definitely in a better position to get paid than you would be without the lien.

About the Author

Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.

AIRCRAFT OWNERSHIP: IS THE TIME RIGHT?

2008-11-26T20:24:00.000-08:00

by: Pat Redmond
In the hours and days immediately following the tragic attacks on America of 9/11, there was much speculation about the effects on the general aviation industry. While the events of September 11, 2001 have had a significant impact on the economy as a whole, sales of personal aircraft in Michigan have experienced a surprising boost.

Certainly, the convenience of personal transportation has played a major role in this increase as airport lines and security have become more time consuming. The reduction of flights resulting from the airline cost-cutting have limited flexibility for the business person and affected the productivity of companies relying on commercial transportation.
These factors alone can’t explain surge of people joining the flying community for more than just pleasure. Rebates, low and 0% interest rates, training allowances, and yes, even the IRS played a role in creating an environment that has introduced more people to the benefits of aircraft ownership and had an effect similar to that seen after the passage of the General Aviation Revitalization Act of 1995.

The IRS is here to help you? Well, believe it or not, a new tax law passed earlier this year represents a renewed attempt by our nation’s leaders to jumpstart the economic recovery. The bill applies to new airplanes acquired after September 10, 2001, and before September 11, 2004, and provides tax savings from economic stimulus provisions included in the Internal Revenue Code designed to encourage investment in capital assets. Visit your local airport and you’re sure to see plenty of forty and fifty year old aircraft operating for both business and pleasure. Even prior to the new tax law, Congress recognized that capital investment is an important part of our economy, and therefore allowed a five year depreciation of these assets. To further encourage investments, they do not require the depreciation to be spread evenly over the five years, but through a concept know as “double declining balance,” greatly accelerate depreciation during the first two years of ownership. Now with the additional incentives of 30% bonus depreciation on new airplanes, tax deferral opportunities are greatly expanded.

So how might a business person benefit from these new changes? First of all, the impact of these depreciation changes greatly reduce net cash investment for the purchase of a new airplane. Specifically, an operator in the 40% tax bracket who can successfully write off his aircraft ownership expense may have no cash investment in the airplane during the first four years. Additionally, when properly structured, many taxpayers have an opportunity to convert personal use into business use. The Internal revenue code provides an optional method of taxing an individual for personal use of an aircraft which many times amounts to less than 10% of the actual deductions flowing from the investment. Consult your tax professional prior to purchasing your new airplane or ask your Aircraft Dealer for the name of an Aviation Tax Specialist to set up your purchasing entity.

And you say you’re not a pilot? Local aircraft dealers like Suburban Aviation, Inc. in Lambertville, Michigan will actually teach you to fly your new airplane and even reimburse your expenses when you purchase a new Cessna airplane from them. Most of today’s pilots learned to fly in a Cessna airplane and the majority of these pilots continue to experience the freedom and flexibility that flight offers in one of Cessna’s many single engine models. For 75 years, Cessna has been the leader in general aviation aircraft providing a safe and reliable alternative to commercial airlines and the automobile.

So if your business can benefit from improved efficiency and tax savings, why not consider a company airplane? There are few tax saving opportunities as effective as fully depreciating an aircraft on a five year accelerated basis, and with today’s interest rate environment, a well-structured transaction often results in little or no after tax cash flow holding costs during the early years of ownership. Of course, arriving at your meeting on time and with all your luggage can also be pretty convincing!

ABOUT THE AUTHOR
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

Aircraft Ownership. . . Is the Time Right?

2008-11-26T20:23:00.002-08:00

by: Pat Redmond

Current tax incentives and the evolving tax code have given thousands of people reasons to purchase their first new airplane .
In the hours and days immediately following the tragic attacks on America of 9/11, there was much speculation about the effects on the general aviation industry. While the events of September 11, 2001 have had a significant impact on the economy as a whole, sales of personal aircraft in Michigan have experienced a surprising boost.

Certainly, the convenience of personal transportation has played a major role in this increase as airport lines and security have become more time consuming. The reduction of flights resulting from the airline cost-cutting have limited flexibility for the business person and affected the productivity of companies relying on commercial transportation.

These factors alone can’t explain surge of people joining the flying community for more than just pleasure. Rebates, low and 0% interest rates, training allowances, and yes, even the IRS played a role in creating an environment that has introduced more people to the benefits of aircraft ownership and had an effect similar to that seen after the passage of the General Aviation Revitalization Act of 1995.

The IRS is here to help you? Well, believe it or not, a new tax law passed earlier this year represents a renewed attempt by our nation’s leaders to jumpstart the economic recovery. The bill applies to new airplanes acquired after September 10, 2001, and before September 11, 2004, and provides tax savings from economic stimulus provisions included in the Internal Revenue Code designed to encourage investment in capital assets. Visit your local airport and you’re sure to see plenty of forty and fifty year old aircraft operating for both business and pleasure. Even prior to the new tax law, Congress recognized that capital investment is an important part of our economy, and therefore allowed a five year depreciation of these assets. To further encourage investments, they do not require the depreciation to be spread evenly over the five years, but through a concept know as “double declining balance,” greatly accelerate depreciation during the first two years of ownership. Now with the additional incentives of 30% bonus depreciation on new airplanes, tax deferral opportunities are greatly expanded.

So how might a business person benefit from these new changes? First of all, the impact of these depreciation changes greatly reduce net cash investment for the purchase of a new airplane. Specifically, an operator in the 40% tax bracket who can successfully write off his aircraft ownership expense may have no cash investment in the airplane during the first four years. Additionally, when properly structured, many taxpayers have an opportunity to convert personal use into business use. The Internal revenue code provides an optional method of taxing an individual for personal use of an aircraft which many times amounts to less than 10% of the actual deductions flowing from the investment. Consult your tax professional prior to purchasing your new airplane or ask your Aircraft Dealer for the name of an Aviation Tax Specialist to set up your purchasing entity.

And you say you’re not a pilot? Local aircraft dealers like Suburban Aviation, Inc. in Lambertville, Michigan will actually teach you to fly your new airplane and even reimburse your expenses when you purchase a new Cessna airplane from them. Most of today’s pilots learned to fly in a Cessna airplane and the majority of these pilots continue to experience the freedom and flexibility that flight offers in one of Cessna’s many single engine models. For 75 years, Cessna has been the leader in general aviation aircraft providing a safe and reliable alternative to commercial airlines and the automobile.

So if your business can benefit from improved efficiency and tax savings, why not consider a company airplane? There are few tax saving opportunities as effective as fully depreciating an aircraft on a five year accelerated basis, and with today’s interest rate environment, a well-structured transaction often results in little or no after tax cash flow holding costs during the early years of ownership. Of course, arriving at your meeting on time and with all your luggage can also be pretty convincing!

About the Author

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

AIRCRAFT OWNERSHIP: IS THE TIME RIGHT?

2008-11-26T20:23:00.001-08:00

by: Pat Redmond

In the hours and days immediately following the tragic attacks on America of 9/11, there was much speculation about the effects on the general aviation industry. While the events of September 11, 2001 have had a significant impact on the economy as a whole, sales of personal aircraft in Michigan have experienced a surprising boost. Certainly, the convenience of personal transportation has played a major role in this increase as airport lines and security have become more time consuming.

The reduction of flights resulting from the airline cost-cutting have limited flexibility for the business person and affected the productivity of companies relying on commercial transportation.
These factors alone can’t explain surge of people joining the flying community for more than just pleasure. Rebates, low and 0% interest rates, training allowances, and yes, even the IRS played a role in creating an environment that has introduced more people to the benefits of aircraft ownership and had an effect similar to that seen after the passage of the General Aviation Revitalization Act of 1995.

The IRS is here to help you? Well, believe it or not, a new tax law passed earlier this year represents a renewed attempt by our nation’s leaders to jumpstart the economic recovery. The bill applies to new airplanes acquired after September 10, 2001, and before September 11, 2004, and provides tax savings from economic stimulus provisions included in the Internal Revenue Code designed to encourage investment in capital assets. Visit your local airport and you’re sure to see plenty of forty and fifty year old aircraft operating for both business and pleasure. Even prior to the new tax law, Congress recognized that capital investment is an important part of our economy, and therefore allowed a five year depreciation of these assets. To further encourage investments, they do not require the depreciation to be spread evenly over the five years, but through a concept know as “double declining balance,” greatly accelerate depreciation during the first two years of ownership. Now with the additional incentives of 30% bonus depreciation on new airplanes, tax deferral opportunities are greatly expanded.

So how might a business person benefit from these new changes? First of all, the impact of these depreciation changes greatly reduce net cash investment for the purchase of a new airplane. Specifically, an operator in the 40% tax bracket who can successfully write off his aircraft ownership expense may have no cash investment in the airplane during the first four years. Additionally, when properly structured, many taxpayers have an opportunity to convert personal use into business use. The Internal revenue code provides an optional method of taxing an individual for personal use of an aircraft which many times amounts to less than 10% of the actual deductions flowing from the investment. Consult your tax professional prior to purchasing your new airplane or ask your Aircraft Dealer for the name of an Aviation Tax Specialist to set up your purchasing entity.

And you say you’re not a pilot? Local aircraft dealers like Suburban Aviation, Inc. in Lambertville, Michigan will actually teach you to fly your new airplane and even reimburse your expenses when you purchase a new Cessna airplane from them. Most of today’s pilots learned to fly in a Cessna airplane and the majority of these pilots continue to experience the freedom and flexibility that flight offers in one of Cessna’s many single engine models. For 75 years, Cessna has been the leader in general aviation aircraft providing a safe and reliable alternative to commercial airlines and the automobile.

So if your business can benefit from improved efficiency and tax savings, why not consider a company airplane? There are few tax saving opportunities as effective as fully depreciating an aircraft on a five year accelerated basis, and with today’s interest rate environment, a well-structured transaction often results in little or no after tax cash flow holding costs during the early years of ownership. Of course, arriving at your meeting on time and with all your luggage can also be pretty convincing!

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

Aircraft Purchase Agreements

2008-11-26T20:22:00.002-08:00

by: Greg Reigel
Aircraft Purchase Agreements

Why Use An Aircraft Purchase Agreement?

It always surprises me when a potential aircraft buyer is unsure of whether he or she should use a purchase agreement when buying an aircraft. Most of these individuals have purchased homes and no doubt used a purchase agreement in such transactions. Yet, many of these same individuals would spend the same amount of money to purchase an aircraft, and often times a great deal more money, without the protection of a written aircraft purchase agreement.

Aircraft purchase agreements should be used in almost every aircraft sale transaction. First, the law in most states requires that a contract for an amount greater than $500.00 be in writing in order for it to be enforceable. This is called the statute of frauds. Although exceptions to this legal doctrine exist, complying with the law is usually safer than hoping you will be able to take advantage of an exception.

Further, using an aircraft purchase agreement can also help avoid confusion and misunderstandings. If the agreement clearly explains how the transaction will happen, when it will happen and what is included in the deal, the greater the likelihood that the buyer and seller will each know the other party’s expectations and the less chance for surprises or misunderstandings.

What Terms Should Be Included?

The number and complexity of the terms that should be included in an aircraft purchase agreement will often times be dictated by the type and value of the aircraft being purchased/sold. Although by no means inclusive, the following terms provide a good place to start.

Identify the Parties. The agreement should identify who is selling the aircraft and who is buying the aircraft. Although this sounds simple to do, it isn’t always clear who is the seller and who is the buyer. It is very common for aircraft to be registered in the name of a corporation or limited liability company. In that case, the individual with whom you are negotiating is not the owner of the aircraft and should not be listed as the seller. The registered owner of the aircraft should be identified as the seller.

The buyer on the other hand, can be an individual or a corporation or limited liability company. If an individual is the buyer, that person will be listed and upon registration will be the record owner of the aircraft. To fully take advantage of release and indemnity language discussed in greater detail below, the seller may also want to consider having an individual buyer’s spouse execute the purchase agreement.

If a corporation or limited liability company will be registering the aircraft, the purchase agreement should identify that entity as the buyer. Alternatively, an individual can sign an agreement as the buyer and, as long as the agreement allows the buyer to assign his or her rights under the agreement, that individual may still assign the agreement to a corporation or limited liability company prior to closing. The corporation or limited liability company then becomes the buyer and can close on the transaction without the individual ever entering the chain of title. From a liability perspective, this can be important.

Identify the Aircraft. The aircraft purchase agreement should identify the aircraft with as much detail as possible. At a minimum, it should include the make, model, N-number and serial number for the aircraft. Ideally, a list of all avionics, logbooks, handbooks, additional equipment and any accessories should be included. Also, if the seller intends to retain certain items, those items should be specifically identified and excluded from the transaction. By taking the time to detail exactly what is and isn’t being sold, you will prevent misunderstandings at delivery.

Purchase/Sale Price. The agreement should specify how much is being paid for the aircraft. If the buyer will be giving the seller a deposit or earnest money, that fact should be included. Also, what happens to the deposit when it is given to the seller? Will the money be placed in escrow or simply held by the seller? If an escrow agent is not involved, the buyer will need to obtain some assurance that his or her deposit will not simply disappear into the seller’s pocket making the buyer’s recovery from the seller difficult or impossible if the transaction does not close. The agreement should also state under what conditions the seller must refund the deposit to the buyer.

The buyer’s method of payment should also be stated. Is it a cash transaction or will financing be involved? If financing is involved, the buyer may want to include language that makes the transaction contingent upon the buyer obtaining financing on terms acceptable to the buyer. That way, if the buyer isn’t able to obtain satisfactory financing, the buyer will not be forced to complete the purchase on financially unacceptable terms.

Will other consideration be given to the seller, such as a trade? If so, to the extent that it is possible, the item(s) to be traded to the seller should be identified with the same amount of detail used to describe the aircraft being purchased. This will help avoid later confusion.

Documents. The agreement should include a statement about which documents the seller will sign and deliver to the buyer at closing. Usually this includes a Bill of Sale (FAA Form 8050-2) and a signed current Registration Form (FAA Form 8050-3).

Pre-purchase inspection. In most transactions, the buyer will want to have a pre-purchase inspection performed on the aircraft. The purchase agreement can specify who will perform the inspection, what qualifications that individual must possess and where the inspection will take place. Also, the buyer should make the agreement contingent upon the buyer’s satisfaction with results of the inspection. Although the buyer is usually responsible for the expenses associated with a pre-purchase inspection, the agreement should address which party is responsible for what expenses related to the inspection.

Warranties. It is possible to include a variety of warranties in the purchase agreement representing certain conditions of the aircraft (e.g. warranties of airworthiness, merchantability, fitness for a particular purpose etc.). However, due to space limitations most of these warranties will not be discussed here.

From a buyer’s perspective, the warranty of title is probably most important. This warranty ensures that the buyer receives title to the aircraft free and clear of any liens or mortgages. Although the buyer will still want to obtain a title search of the FAA Registry’s records for the airplane, having the warranty of title included in the purchase agreement will help to minimize the risk of any unrecorded liens or interests in the aircraft.

Most sellers will want to include a disclaimer in the purchase agreement stating that the buyer is purchasing the aircraft "As-is". This language is intended to limit the seller’s responsibility for any defects or unknown conditions in the aircraft. If the buyer is having a thorough pre-purchase inspection performed by a qualified mechanic familiar with the specific aircraft, inclusion of this disclaimer in the purchase agreement is probably not a great concern for the buyer.

Choice of Law/Venue. If the transaction involves a buyer and seller from different states, it may be prudent to include language in the purchase agreement that governs what law applies to the transaction and where any disputes would have to be resolved.

Waiver and Release of Liability. The seller will want waiver and release of liability language in the purchase agreement to limit potential liability for injury or damage sustained by the buyer arising out of the buyer’s use of the aircraft. The language should be in bold, all caps letters to make sure it is obvious and not buried in the fine print of the purchase agreement.

Waiver and release of liability language will not release a seller from responsibility for the seller’s intentional acts or gross negligence. Nor will it prevent possible claims from third-parties who are injured or damaged by buyer’s use of the aircraft or from the buyer’s minor children. However, it will prevent the buyer, and the buyer’s spouse if the spouse has signed the purchase agreement, from suing the seller if a defect in the aircraft causes an accident that results in injury or damages.

What Remedy Does An Aircraft Purchase Agreement Give You?

First, an aircraft purchase agreement is not a 100% guarantee that a buyer or seller will not be sued. In this litigious world, I don’t know that such a guarantee is possible. Further, the purchase agreement alone does not make anyone do anything. If a buyer or seller does not want to comply with his or her obligations, the purchase agreement will not change that. However, the purchase agreement will give you the ability to go to court and have a judge make the non-performing or “breaching” party comply with his or her obligations.

If the purchase agreement is drafted clearly and with sufficient detail, it may be possible to have the court specifically enforce the agreement (e.g. make the breaching party do what the purchase agreement says he or she is supposed to do). An example would be where a buyer refused to complete a transaction even though the seller and the aircraft complied with all of the terms of the purchase agreement. In this case, a court could force the buyer to purchase the aircraft.

Alternatively, the court may award money damages for losses incurred by the non-breaching party. An example of this is when a seller refuses to return a deposit even though the buyer has complied with all of the terms of the purchase agreement and has a right to return of the money. In this situation, a court could enter a judgment against the seller in the amount of the unreturned security deposit.

Conclusion

An aircraft purchase agreement is a valuable tool to ensure that each party to an aircraft purchase transaction receives what is expected. It prevents confusion and misunderstanding and provides security that a party will have recourse if the other party to the transaction fails to perform as required. With minimal up-front time and expense, both buyers and sellers can protect their interests and maximize the likelihood of an uneventful closing and purchase.

ABOUT THE AUTHOR
Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.

Airventure 2003. . . WOW!

2008-11-26T20:22:00.001-08:00

by: Pat Redmond

If you're just getting back from OshKosh, I'm sure you'll agree. . . Great Show!
In the seven years that I've made the pilgrimage, I've still not seen it all!

This year, I committed to see parts of the show that I'd still not seen before.
I visited the Fly Market - a collection of vendors selling everything from aircraft parts to T-shirts.

I walked through the Airbus Beluga and was amazed by its capabilities.
This year was the first year I ate from one of the food concessions! In the past, I've left the grounds for a lunch but found that I was losing too much valuable Airventure time.

But even with a 4 day trip, it's impossible to see everything! I'll just have to go back again next year!

Things I still need to see at OshKosh:

1. I haven't been to see the Warbirds yet.

2. Haven't been to the flight line for the airshow.

3. Haven't experienced the nightlife at the campgrounds, including the beer tent and live music.

4. Need to see KidVenture where kids create and learn with the NestleQuick Bunny!

5. Haven't camped under my wing. . .

6. In fact, I haven't flown into OSH! Appleton was quite a bit calmer, but perhaps I'm missing an important part of the Airventure experience.

Well, it's a year away from next year's show, but I'm making my plans now.

How about you?

Link: http://www.airventure.org/2003/avtoday_index.html

--------------------------------------------------------------------------------

Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

Ann Coulter vs. One Billion Arabs

2008-11-26T20:21:00.000-08:00

by: Scott C. Smith
In a recent column, Ann Coulter expressed indignation regarding an apparent Federal Aviation Administration policy not to perform searches on more than two Arabs at a time. I was not aware of this policy, but not surprisingly, Coulter would like all Arabs stopped and searched. You know, because they’re Arab. I think Coulter is applying some sort of twisted logic to this subject. Something along the lines of, “The terrorists that attacked the United States on 9-11 were Arabs.

Therefore, all Arabs are terrorists.” In essence, Coulter is advocating racial profiling. Which is an odd position for an attorney with a background in constitutional law to take. Innocent until proven guilty? Not if you look like you are an Arab. It was John Lehman, a member of the 9-11 Commission, that had brought attention to the policy that prohibits airlines from searching more than two Arabs at a time. To this, Coulter writes, “In a sane world, Lehman’s statement would have made headlines across the country…that it is official government policy to prohibit searching more than two Arabs per flight.”

African-Americans have dealt with this kind of injustice for years. And while Coulter thinks racial profiling is sound law enforcement policy, I have another word for it: racism. But that’s just me. And when you apply Coulter’s logic to other scenarios, the logic stops making sense. For instance, The FBI has profiled serial killers and what has emerged is that the majority of serial killers are white males. Does that mean the FBI should stop every white male in a particular city or region where a serial killer has struck? Of course not. That would be stupid.

So, even though she supports a racist method of law enforcement, it would not be fair for me to say Coulter was a racist. I don’t know Ann Coulter, so I can’t say she’s a racist. That would be wrong. Maybe we can find some answers in her columns!

Here’s a good one. September 25, 2002. Why We Hate Them. Coulter writes, Americans don't want to make Islamic fanatics love us. We want to make them die. There's nothing like horrendous physical pain to quell angry fanatics. So sorry they're angry – wait until they see American anger. Japanese kamikaze pilots hated us once too. A couple of well-aimed nuclear weapons, and now they are gentle little lambs. That got their attention.

No love lost there, eh Ann? Maybe we should emulate the policies of the Hitler-era German government. They didn’t like Jews very much, so they rounded them up and killed millions of them.

Conservatives do a lot of whining about how liberals are always quick to label conservatives as “racists” or “homophones” or “stupid.” These assessments, at least for me, are based on what I hear coming out of a conservative’s mouth, or what they write.
Actually, conservative hate-speak is very easy to pick up on. Take Sean Hannity. He likes to begin sentences with statements like “You liberals…” or he’ll say “You and your liberal friends…” The key is to take the word liberal and replace it with a minority. Give it a try the next time you hear Hannity, or some other right-winger, on television or read it in print. If you can stomach hearing Hannity. Maybe you’ll need to find someone less annoying.
Speaking of annoying, let’s get back to Coulter. In her Sept. 4, 2002 column, titled Murder for Fun and Prophet (get it? Prophet refers to the Prophet Muhammad. Hilarious!), at the end of the column, Coulter dismisses the Muslim faith as irrelevant. “Muhammad makes L. Ron Hubbard look like Jesus Christ. Most people think nothing of assuming every Scientologist is a crackpot. Why should Islam be subject to presumption of respect because it's a religion?”
That’s right, Ann! Over one billion people around the world are crackpots because they are Muslims. Idiots! As a comparison, there are only a few million members of the Church of Scientology, according to the Religious Tolerance web site.

And let’s not forget Ann’s most infamous column, from Sept. 12, 2001. At the end of that column, she says, “We should invade their countries, kill their leaders and convert them to Christianity. We weren't punctilious about locating and punishing only Hitler and his top officers. We carpet-bombed German cities; we killed civilians. That's war. And this is war.”

Call me crazy, but I get the impression that Arabs and/or Muslims are not Ann’s favorite people.

For instance, in an interview with the Guardian of London newspaper on May 17, 2003, Coulter said, “This is my idea…I think airlines ought to start advertising: 'We have the most civil rights lawsuits brought against us by Arabs.’” Oh, man, Ann, my sides are splitting! In fact, as a solution for Muslims to use air travel, Coulter offers helpfully, “They could use flying carpets!”

Flying carpets! Brilliant! Ann, you know, if the whole racist pundit thing ever comes to an end, you’ll have a career in stand-up comedy.

We know Ann hates liberals, and it’s pretty clear she hates Muslims. And, apparently, Scientologists. I don’t know what Ann likes. My guess will have to be, hearing her voice. Or Sean Hannity’s voice.

About the author: Scott C. Smith is a freelance writer from Beaverton, Oregon. Scott’s column, What’s In Scott’s Head, appears at several progressive web sites, including the Democratic Underground, The Smirking Chimp, Op Ed News, and Counter Bias. Scott also writes for his web site, at http://www.scottcsmith.net

About the Author

Scott C. Smith is a freelance writer from Beaverton, Oregon. Scott’s column, "What’s In Scott’s Head," appears at several progressive web sites, including the Democratic Underground, The Smirking Chimp, Op Ed News, and Counter Bias. Scott also writes for his web site, at http://www.scottcsmith.net

Asset Searching for Recovery Actions

2008-11-26T20:20:00.000-08:00

by: Tom Lawson

Asset Searching for Recovery Actions

The Decision Maker’s Most Critical Tool – Part 1

You have the author’s permission to reprint this information only with the complete byline

attached.

As certified fraud examiners (CFE), we all know the nuts and bolts of our

respective areas of specialty, and hopefully, we are all growing professionally at

an astounding pace. Crime does, unfortunately, pay – just not for the criminal.

After conducting asset research for over 14 years for such demanding institutions

as FDIC, FSLIC, and RTC, as well as major hotels and casinos in the gaming

industry, property management firms, and many of the nation’s larger law firms,

one thing that has emerged is a distinct lack of information – not about the type

of items searched, but the depth and quality of other searches.

In cutting to the chase, the following is the result of the compilation of asset

search guidelines, and should serve to assist in setting at least a baseline

standard for developing a viable domestic asset search strategy.

Subject Identification

Prior to beginning the acquisition of information on any subject of an asset

search, the subject should be properly identified.

Studies have shown that as much as 30% of the American population uses

undisclosed aliases and/or "akas" to conduct and transact various levels of

personal and professional business. This statistic does not take into account the

existence of corporate, DBA and/or partnership entity names, which are created

to transact the various forms of business on behalf of the principals of said entity.

To properly identify a non-corporate subject, the following minimum

recommendations are made for non-law enforcement environments:

Obtain credit reports from the three major credit bureaus, per Fair Credit

Reporting Act (FCRA) requirements. However, make sure that obtaining the

reports is in compliance with permissible purposes as defined in Public Law 91-

508, Title VI (FCRA), to avoid tainting your pursuit should the matter ever be

litigated. Remember, in the context of this discussion, we are focused on asset

searches as recovery medium, and the basic assumption is that the asset search

has already been determined to be sanctionable. This could be determined, for

example, by a loan in default, a judgment that has been rendered, or a court

order obtained for the release of the credit information in cases that are not

clearly defined under the FCRA.

Remember this simple guideline: credit reports are legal post-judgment, for

purposes of collection, and/or where consent has been given somewhere in the

stream of the creditor/debtor relationship. In the case of a receivership institution

(i.e., where a director is being scrutinized for alleged conversion of assets),

consent may also have been given for a credit history during pre-employment

evaluation or as a policy-based condition of employment.

This is referred to as "extended consent," and constitutes valid use, especially in

matters where a criminal investigation is under way, and where the conversion of

assets is factually alleged as the result of a forensic audit or proven by

admission. Be careful, though, as "extended consent" from the employment

perspective is still a gray area under the law.

The following two items are available from credit bureaus and their sub-vendors

but have less coverage extended to them under the FCRA, yet the "FCRA

compliance attitude" should be used when accessing them:

· Obtain social security traces from the three major credit bureaus.

· Obtain address update/credit report header information from the three

major credit bureaus.

· Obtain voter registration information for the applicable jurisdiction

germane to the primary, or most recent, residence of the subject. Some

states have compiled voter data through private repositories, which should

be checked for movement.

Match the information obtained through the independent sources to the

information presented by the candidate in the form of the credit application with

the institution, and/or the information developed independently by the institution

in the initial credit qualification process.

Many other methods of identification exist, but the above represents the very

least that should be done.

The reason for obtaining the information from all three bureaus, instead of only

one, is to develop any alias and/or aka data, as well as current addresses (not

specified), and/or any additional addresses that may provide venue data. This

will assist the asset searcher in determining whether to advise the client to

proceed with asset discovery in additional areas unknown to the client at the time

the asset search was requested.

Address verifications are usually difficult without a physical inspection of the

address in question, including a visual identification of the subject entering and/or

leaving the address. Address information that is cross-referenced and verifiable

through the major credit bureau repositories is usually presented in an asset

search, and in most cases is very reliable.

To discover the current telephone number of the subject, methods available to

the fraud examiner include nationwide telephone directories, criss-cross

directories, directory assistance contact, and attempts at contact existing

telephone numbers known by the client. There are other methods of telephone

number development available. However, these methods should not be utilized

by a CFE in order to avoid tainting the legality of the pursuit, in the even that

litigation is ultimate undertaken.

Assets Determination

Assets determination usually constitutes an integration of certain liability data to

offset the assets "worth" in order to arrive at a net equity position. This is

especially true in identifying and analyzing real property assets. There are

multiple forms of asset determination, which are described as follows:

Real Property Ownership: A search should be conducted of the applicable

county jurisdiction. The exception is in California where a statewide assessor’s

index is available, usually through the "lien date" of the prior year. This

repository is made available through a private company, and is in no way

sanctioned by any public jurisdiction. For traditional searches throughout the rest

of the U.S., per jurisdiction research is conducted at the assessor’s office to

determine if the name exists on the assessor’s roll, and/or if the known property

(address) cross-verifies to the suspect owner.

A search of the applicable jurisdiction’s Recorder’s Grantee/Grantor index (or

general index as it may also be known) is then undertaken to determine if the

property is still vested to the subject, and if any open Deeds of Trust and other

liens exist which identify liabilities against the property. The search in the

recorder’s venue should also identify (in jurisdictions where this is possible) the

Documentary Transfer Tax Stamp amount, which should be divided by the

applicable factor. This yields a sales price for the property, which should then be

scrutinized by contacting a local realtor to verify the current market value. This

"thumbnail" market value determination would then be subtracted from the

outstanding Deeds of Trust (encumbrances) for a net equity value of the

property.

Additional research of real property ownership comes in the form of updating the

assessor’s rolls through the recorder’s offices to determine if the subject’s name

has come into title to additional parcels of property, subsequent to the "lien date"

of the assessor’s records, which is in many jurisdictions up to sixty to ninety days

old.

The searches in the recorder’s offices should also identify recent transfers of

ownership of an individual’s real property, wherein the ownership may have been

transferred to a family member, closely held corporation, or other entity. Based

upon the guidelines established by the client, the searches can be permutated to

include additional research on additional names developed during the study,

which the examiner may feel has a direct relationship to the subject of the report.

It is important to note that asset searches are usually requested on specific

names of individuals, and it is an industry standard of practice to conduct the

research on the specific subject name. Competent investigative agencies

contact the client in some way to disclose additional names discovered during

the searches.

Searches should also include information developed on real property assets

jointly held in the name of the husband and wife. This information is usually

indexed by virtue of the husband’s name, or the first name that appears on the

conveying deed.

It is important to understand that an asset search does not automatically research

property held in the name of a wife unless the asset search is specifically ordered

on the wife’s name. If so, the wife’s name would then be included as a primary

search name (parameter), and assets held in the wife’s name would then be

covered. Quite simply, an asset search on a husband should usually also reveal

information on spousal assets held jointly, but not necessarily include assets held

by the wife individually or as sole owner, or under different name styles such as

aliases or maiden names.

Vehicle Searches: Searches should be conducted of the applicable states

Department of Motor Vehicles to identify all vehicles owned under the name and

address given to the state repository for search purposes. Several states do not

provide this service, as the tax registration responsibility for vehicular ownership

rests with a county or parish jurisdiction. Where states will not provide this

information, the applicable jurisdiction or jurisdictions should be researched to

determine if vehicles are owned by the name given as primary search parameter.

It is also important to understand that most assets search requests are not only

based upon single name searches, but usually single jurisdiction searches as well.

Some examiners may feel justified in providing additional "over-the-county-line"

information in order to bolster the information developed without an additional

asset search. However, single county or parish jurisdictions should be expected

as an industry standard.

Analyze credit reports to determine if current (outstanding) and/or previous loans

may have existed, linking this type of asset to the subject. Many times vehicular,

vessel, and aircraft assets are not identified through standard search parameters,

but are identified if the subject may have the asset registered in a different

jurisdiction; if the asset may be registered under a different name; or if the subject

may be a guarantor on the loan.

Vessel Ownership: There are three possible forms of accessing vessel ownership

information. The first is on a state-by-state basis at the Departments of Motor

Vehicles. The second is at the county or parish level. The third is a search of the

U.S. Coast Guard’s Watercraft Index, a nationwide repository of registered vessels

over a certain length. Depending upon the location of the asset search to be

conducted, one or all of these methods should be utilized.

Aircraft Ownership: Other than by "intelligence" information which may have been

submitted to the institution at the outset of the credit qualification process, the only

method of developing aircraft registration information is to perform an FAA

Airman’s Search to determine if an FAA Pilot’s license has been issued, and/or if

an individual has an aircraft registered in his or her name within the Federal

Aviation Administration’s files. As with the vessel ownership search through the

U.S. Coast Guard Watercraft registration, there is only one national root repository

that makes this service available. The service is resold through other database

repositories, yet it is advised that the "root" repository be utilized in order to

minimize data transfer/loss from vendor to vendor.

Banking Information: Bank account searches may be the world’s "second-oldest

profession." There is no specific way to access bank account information, other

than by a multitude of artistic pursuits including the development of information

within a consumer’s credit history; director contact with a banking institution; the

use of sources in the U.S. Federal Reserve Clearinghouse System; or by sources

and contacts developed by the fraud examiner with local, state, or national banking

institutions.

This is truly the "art and science’ of an asset search, in that the ability to

successfully identify banks rests heavily with the fraud examiner’s prowess in this

arena.

The standard guidelines for bank account searches are "exact name basis only"

searches, with less emphasis placed on jurisdictional lines, since most bank

account searches are developed via intelligence leads. In many instances, an

asset search will refer "no record found" to a banking institution under an exact

subject name. The subject’s name may appear as a signatory on an alternate

account, possibly under the name of a disclosed or undisclosed entity, or as a

signatory on an account held under the name of another. Bank accounts will not

usually be disclosed in this fashion. Unauthorized information pertaining to a nonsearched

consumer could compromise that person’s privacy under federal privacy

laws, the FCRA and the CCPA, as well as many other statutes.

It is safe to say that most agencies are quick to obtain at least some banking

information. This should rest with the successful Write of Execution language,

constructed by counsel as served upon the institution’s regional administrative

and/or corporate offices (for examples send a request to

tomlawson@apscreen.com).

In Part 2 of this article, we’ll look at other financial and business information that

should be gathered during an asset search, liability-related data which impacts the

subject’s net worth as well as other information.

Thomas C. Lawson, CFE, CII is President and Founder of APSCREEN International, the world’s

leading full service Consumer Reporting Agency. Lawson is called "one of the real pros" as he

has helped to reshape laws including employment screening permissible credit reporting, asset

discovery and fraud examination. Tom is a Life Member of: ACFE, ASIS, SHRM, PIHRA,

PNRRA, PRRN, CII, WAD, WIN, FCAOC and OCEMA.

Aviation Lawyer: Whether Passenger, Pilot or Owner, You May

2008-11-26T20:19:00.002-08:00

by: Margaret Wommack
If you or a family member has been the victim of an airplane accident, you should find an Aviation Lawyer (Attorney) to help you. It is important to contact an Aviation Lawyer because of the highly specialized nature of Aviation Law. An Aviation Lawyer will understand law involving the industry, the mechanics of aircraft, types of aircraft, and how defects in these put passengers at risk. Aviation Lawyers do not just work for passengers, but for pilots and aircraft owners as well.

Aviation Law is a very specialized area of law that regulates the operation, safety and maintenance of aircraft and aircraft facilities. Despite increased safety standards, accidents still happen due to the widespread use of air travel which speeds up the wear and damage to airplane parts and mechanisms, and the complex nature of overlying airspace. This airplane wear and damage as well as pilot mistakes cause unnecessary accidents.

Aviation Law began in 1926 with the formation of the Air Commerce Act which regulated the use of aircraft in interstate or foreign business. The next step that Aviation Law took was in 1938 with the Civil Aeronautics Act which created a five person panel which dealt with aircraft, facility, and aviation law within the United States. Then the FAA, the Federal Aviation Agency, was created.

Violations of Aviation Law which justify the seeking of an Aviation Lawyer include (but are not limited to) Aviation Accident Law, FAA License Violation, Aviation Business Disputes, minimizing ownership liability, aircraft ownership problems, sale or purchase of aircraft, negotiating or enforcing contracts, warranty compliance, major overhaul or maintenance deficiencies, loss of use and “down time” claims, first and third party denial of insurance coverage/claims, security breaches, product liability avoidance, fractional ownership contracts, FAA regulatory approval, protection of aviation business, governmental investigations, and hazardous substance transport violations.

Since 2000, the aviation industry has been in financial difficulty due to changes in world economy, the entrance of low-cost carriers, SARS, war, and, of course, terrorism. These factors have led airlines to cut any costs they can to maintain their fragile financial balance. Thus, accidents still occur despite the increased security and safety laws and precautions. These accidents are unnecessary and if you or a family member has been a victim of airline negligence or outright, purposeful ignorance, you should contact an Aviation Lawyer who can help you.
GA

Contact an experienced Aviation Lawyer today.

Find an Aviation Lawyer associated with a major Aviation Law Firm today at hugesettlements

Build Wealth From Home

2008-11-26T20:19:00.001-08:00

by: Jeff Schweitzer, Ph.D.

Build Wealth From Home

As you sit in traffic, inching along between irate drivers, you think to yourself, “there must be a better way.” You get to work, you endure another tirade from an incompetent boss, and you think, “there must be a better way.” You work hard, you’re underappreciated, underpaid, and fed up. After all this, you can barely pay the bills, and haven’t taken a real vacation in years.

There must be a better way.

Now there is!

You can be your own boss, work from home, and earn more money than you ever thought possible.

Benefits of Working At Home

Many people have a romantic vision of working at home, doing chores while making money, working at their own pace, sipping coffee poolside with laptop nearby. For most people, that dream will never come true because of unrealistic expectations and poor planning. But all of the potential benefits of working at home are in fact possible to achieve, if you choose the right business and plan properly.

How do you choose the right business? First, you must avoid a retail business where customers expect you to be available during normal business hours; it means avoiding a business that requires stocking or shipping products; and it means avoiding a business that requires any serious degree of production, which is usually not practical in a home environment. So what’s left?

What about a business that requires no product, no shipping, no customer service, and no regular hours. Does such a business exist? Yes! It’s called trading futures. Wait! Don't be intimidated by something you don't know about. Trading futures is the most profitable skill you can ever master. Trading futures is the world's fastest way to riches and freedom. This is one of very few models that meets all the realistic requirements for a successful home business. And you can trade from home even if you have absolutely no experience, and don’t even know what trading is, or what futures means right now. You will soon.

Here are just some of the incredible benefits of working at home:

* Make more money than you ever thought possible

* Every penny you earn is yours

* Why make somebody else rich with your labor?

* Work from the beaches of Hawaii or a villa in Europe

* Work your own hours

* No boss

* No commute

* No employees

Where Do I Start?

We will start at the beginning of course! Like any new subject, at first the ideas might be a little intimidating. But we will walk you through at a gentle pace. We will start by explaining the basics of futures, then describe some old trading systems that brokers recommend but don’t work. We will reveal the myths and lies on Wall Street that you have to get past to start really trading successfully. Finally we will lead to the STARS method of trading futures. STARTS stands for Securely Trading A Revolving Spread. Right now that will make no sense, but you will see later how this will change your life.

What the Heck is a Futures Contract?

To understand what we mean by a futures contract, let’s meet Trader Bob. Our friend Bob is a buyer, meaning he wants to purchase a widget today because he believes that the widget will have more value in the future. If all goes well, Bob will buy the widget now, wait for the price to go up, then sell the widget for a small profit in a month. But where can Trader Bob obtain the widget? It so happens that Trader Sam (a seller) has in his possession the widget that Trader Bob wants. Trader Sam would like to sell the widget today because, unlike Trader Bob, he believes that the widget will have less value in the future than it does today. Trader Sam is selling today because he believes that he will make more money now than if he waits to sell in a month.

So Trader Bob and Trader Sam get together and agree upon a price for the widget. Trader Bob is now the proud owner. If the value of the widget indeed increases in the future, then Trader Bob can become a seller and part with the widget with a profit. If the value of the item decreases in the future then Trader Bob will have to sell the widget for a loss.

This basic relationship between buyer and seller is the foundation for all commerce. Futures are simply a variation on this theme, where instead of buying a widget now, Trader Bob contracts to buy the widget in a few months at a fixed price. The transaction still relies on the buyer believing the price will go up, and the seller believing the price will go down.

Trading Critters

Futures traders fall into two categories: hedgers and speculators. The primary economic purpose of the futures market is for hedging, which is buying or selling futures contracts to offsets risks of changing prices in the cash markets. Hedge traders, such as large commercial firms that may actually take delivery of certain commodities, like coffee or wheat, use futures contracts to protect (hedge) themselves against changing cash prices.

Speculators, however, make up the majority of futures traders. Speculators have no commercial interest in the underlying commodity and have no interest in taking delivery of the commodity. The potential for profit is what motivates speculators to trade commodity futures. Speculators buy when they believe that prices will increase and they sell when they believe that prices will fall. Futures traders using STARS would be considered speculators.

Basic Basics

If a trader is a buyer, he has taken a long position. A long position involves the purchase of a futures contracts in the hope that the price of the contract will increase in the future. Let’s say our friend Trader Bob contracts in March to buy a widget (a long position) in June for $10. June rolls around, and the price of a widget is now $13. That means Bob now has the right to buy the widget for $10 even though the going rate is $13. Bob goes ahead and buys the widget for $10, then turns around and immediately sells it for $13, pocketing the difference.

A trader who is a seller takes a short position, which involves the sale of futures contracts in anticipation of prices falling in the future. Trader Bob in this case contracts in June to sell a widget in September for $13. Fall comes around, and the going rate for widget in September turns out to be $9. Trader Bob buys a widget for that going rate of $9, then immediately turns around and exercises his right sell the widget for $13, profiting from the difference. At first, it might seem odd that Trader Bob is contracting to sell something he does not yet own. But look at the situation this way instead: in June, Bob makes a commitment to sell a widget to Sam in September for a guaranteed price of $13. If Bob can buy the widget for less than that sometime before September, he will make a profit.

All of this is made simple and easy in Trading Futures: Only One Way to Win. Like Bob, you too can make huge profits by trading the STARS method. Let us show you how to trade the right way, the only way, and a lifetime of prosperity can be yours. Just go to www.tradetofreedom.com.

©Copyright 2004. This work is copyright. You may download, display, print and reproduce this material in unaltered form only (retaining this notice). All rights are reserved

Jeff Schweitzer received his Ph.D. from UCSD in 1985. Jeff was appointed as a science advisor at the White House under the Bush and Clinton Administrations for three years before devoting attention to generating wealth through trading futures. He has published more than 60 articles in diverse areas, including neurobiology, marine science, international development, environmental protection and aviation.

Building Wealth From Home

2008-11-26T20:17:00.000-08:00

by: Jeff Schweitzer, Ph.D.
Learn more at: www.howtobuildwealthfromhome.com

Building Wealth From Home

As you sit in traffic, inching along between irate drivers, you think to yourself, “there must be a better way.” You get to work, you endure another tirade from an incompetent boss, and you think, “there must be a better way.” You work hard, you’re underappreciated, underpaid, and fed up. After all this, you can barely pay the bills, and haven’t taken a real vacation in years. There must be a better way.

Now there is! You can be your own boss, work from home, and earn more money than you ever thought possible.

Benefits of Working From Home

Many people have a romantic vision of working at home, doing chores while making money, working at their own pace, sipping coffee poolside with laptop nearby. For most people, that dream will never come true because of unrealistic expectations and poor planning. But all of the potential benefits of working at home are in fact possible to achieve, if you choose the right business and plan properly.

How do you choose the right business? First, you must avoid a retail business where customers expect you to be available during normal business hours; it means avoiding a business that requires stocking or shipping products; and it means avoiding a business that requires any serious degree of production, which is usually not practical in a home environment. So what’s left?

What about a business that requires no product, no shipping, no customer service, and no regular hours. Does such a business exist? Yes! It’s called trading futures. This is one of very few models that meets all the realistic requirements for a successful home business. Wait! Don't be intimidated by something you don't know about. Trading futures is the most profitable skill you can ever master. Trading futures is the world's fastest way to riches and freedom. And you can trade from home even if you have absolutely no experience, and don’t even know what trading is, or what futures means right now. You will soon.

Here are just some of the incredible benefits of working at home:

Make more money than you ever thought possible
Every penny you earn is yours
Why make somebody else rich with your labor?
Work from the beaches of Hawaii or a villa in Europe
Work your own hours
No boss
No commute
No employees

Where Do I Start?

We will start at the beginning of course! Like any new subject, at first the ideas might be a little intimidating. But we will walk you through at a gentle pace. We will start here by explaining the basics of futures. If that interests you, we recommend that you go to www.tradetofreedom.com to learn more. At that web site we describe some old trading systems that brokers recommend but don’t work, and reveal the myths and lies on Wall Street that you have to get past to start really trading successfully. Finally we lead to the STARS method of trading futures, the approach to building wealth at home that will change your life. STARTS stands for Securely Trading A Revolving Spread. Right now that will make no sense, but you will see how it will change your life by visiting the web site.

What the Heck is a Futures Contract?

Before doing anything else, we need to demystify “futures”. To understand what we mean by a futures contract, let’s meet Trader Bob. Our friend Bob is a buyer, meaning he wants to purchase a widget today because he believes that the widget will have more value in the future. If all goes well, Bob will buy the widget now, wait for the price to go up, then sell the widget for a small profit in a month. But where can Trader Bob obtain the widget? It so happens that Trader Sam (a seller) has in his possession the widget that Trader Bob wants. Trader Sam would like to sell the widget today because, unlike Trader Bob, he believes that the widget will have less value in the future than it does today. Trader Sam is selling today because he believes that he will make more money now than if he waits to sell in a month.

So Trader Bob and Trader Sam get together and agree upon a price for the widget. Trader Bob is now the proud owner. If the value of the widget indeed increases in the future, then Trader Bob can become a seller and part with the widget with a profit. If the value of the item decreases in the future then Trader Bob will have to sell the widget for a loss.

This basic relationship between buyer and seller is the foundation for all commerce. Futures are simply a variation on this theme, where instead of buying a widget now, Trader Bob contracts to buy the widget in a few months at a fixed price. The transaction still relies on the buyer believing the price will go up, and the seller believing the price will go down.

Trading Critters

Futures traders fall into two categories: hedgers and speculators. The primary economic purpose of the futures market is for hedging, which is buying or selling futures contracts to offsets risks of changing prices in the cash markets. Hedge traders, such as large commercial firms that may actually take delivery of certain commodities, like coffee or wheat, use futures contracts to protect (hedge) themselves against changing cash prices.

Speculators, however, make up the majority of futures traders. Speculators have no commercial interest in the underlying commodity and have no interest in taking delivery of the commodity. The potential for profit is what motivates speculators to trade commodity futures. Speculators buy when they believe that prices will increase and they sell when they believe that prices will fall. Futures traders using STARS would be considered speculators.

Basic Basics

If a trader is a buyer, he has taken a long position. A long position involves the purchase of a futures contracts in the hope that the price of the contract will increase in the future. Let’s say our friend Trader Bob contracts in March to buy a widget (a long position) in June for $10. June rolls around, and the price of a widget is now $13. That means Bob now has the right to buy the widget for $10 even though the going rate is $13. Bob goes ahead and buys the widget for $10, then turns around and immediately sells it for $13, pocketing the difference.

A trader who is a seller takes a short position, which involves the sale of futures contracts in anticipation of prices falling in the future. Trader Bob in this case contracts in June to sell a widget in September for $13. Fall comes around, and the going rate for widget in September turns out to be $9. Trader Bob buys a widget for that going rate of $9, then immediately turns around and exercises his right sell the widget for $13, profiting from the difference. At first, it might seem odd that Trader Bob is contracting to sell something he does not yet own. But look at the situation this way instead: in June, Bob makes a commitment to sell a widget to Sam in September for a guaranteed price of $13. If Bob can buy the widget for less than that sometime before September, he will make a profit.

All of this is made simple and easy in Build Wealth From Home. Like Bob, you too can make huge profits by trading the STARS method. You just have to take the first step and get your hands on the this book that will change your life. Let us show you how to trade the right way, the only way, and a lifetime of prosperity can be yours.

There is no better way to make money at home!

Learn more at www.howtobuildwealthfromhome.com

Copyright © Jeff Schweitzer

PERMISSIONS TO REPUBLISH: This article may be republished in its entirety free of charge, electronically or in print, provided it appears with the included copyright and author’s resource box with live website link.

About the Author

Jeff Schweitzer received his Ph.D. from UCSD in 1985. Jeff was appointed as a science advisor at the White House under the Bush and Clinton Administrations for three years before devoting attention to generating wealth through trading futures. He has published more than 60 articles in diverse areas, including neurobiology, marine science, international development, environmental protection and aviation.

Bush Sedans - Canada's Bush Plane Museum

2008-11-26T20:16:00.000-08:00

by: Kriss Hammond
Bush Sedans – Canada’s Bush Plane Museum

Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/bushplanes/bushplane.html

I found a gem of an aviation museum while on a Hapaq-Lloyd German Cruise Lines voyage of the Great Lakes.

The Canadian Bushplane Heritage Centre is located in the historic former Ontario Provincial Air Service hangar at the edge of the St. Mary's River in downtown Sault Ste. Marie (often called the Soo), Ontario, Canada. The original hangar dates back to the 1940s; this is where bush piloting started, as well as firefighting using belly drops of water and chemicals.

Sault Ste. Marie is actually two cities separating the USA and Canada, split by the St. Mary’s River and also is the industrial hub for the lock system that raises and lowers ships from Lake Huron to Lake Superior. The C. Columbus, the Nassau, Bahamas registered ship that I was cruising on, was not due to channel the locks until late that night, so a stroll a few blocks down Bay Street on the Canadian and larger of the two Soos (100,000 plus) found me piloting my way to the "Yellowbird" museum.

The bush planes are all in the original 1948 era hangar, and I have the chance to stop and visit with the renovation crew and mechanics clanging away on steel and aluminum. They perform superb jobs to bring new life back into the rare and often still serviceable and flyable relics.

The Beaver was built around the blueprint of a pickup truck, or so I learned from a fun film presentation at the Wings Over The North Theater, adjacent to the hangar. The Beaver is still flying bush patrols throughout Canada and the world, and it is one of the most rugged, dependable, and famous of the bush planes. A Beaver turboprop version rests a few yards away, and it still works, too.

The Canadian built deHavilland DHC-2 Beaver is a classic plane first constructed in 1948 and it is the second Beaver to ever be built, and the first of 44 purchased by the Air Service, and the oldest Beaver still flying, located near the Fire Camp, a replical of a typical 1940s fire crew camp, complete with tent, radio, and gear.

The deHavilland Mk III Turbo Beaver, when compared to the standard Beaver, has a turbine powered engine that carries additional passengers, climbs and cruises faster, and has a higher service ceiling. The turbo’s snout is more tapered than the blunt nosed Beaver, and the engine is hundreds of pounds lighter, thus needing a bigger tail, according to one of the bush plane engineers. Engines are still to this day ground tested after overhauling and before bolted back into use on the planes within the hangar.

Many of the planes were used to deliver medicine and supplies, air ferry fishermen and hunters into the hinterlands, or to spot forest fires.

The story of the Beaver unveils in the theater through Pilot Ron and his canine co-pilot Charlie's adventures, a story that is brought to life through objects and artifacts right in the theatre, and with the use of special lighting and environmental effects that make for an unforgettable flight.

The Centre honors the work of bush pilots, a necessary wilderness career that opened up the Canadian north, while the Ontario Provinicial Air Service or OPAS played a major role in protecting Ontario’s forests. The Air Service was established in 1924 and the first hangar was erected that year. The present hangar was built in 1948 on the same spot, replacing the older building, but it too was declared surplus in 1991 when newer technology and bigger planes were housed at a new facility across town at the Sault Federal Airport.

The old bush base was formed into a nonprofit corporation and the plane ollection continues to grow with each new donation. The museum takes in no government funds to renovate these historic and often antique planes. Most of the funding comes from ticket and gift store sales and memberships of those interested in bush planes. You can even join in the fun and get the Centre's newsletter.

The Silver Dart is the first plane to greet me gliding over the museum's lobby near the gift shop. The replica is of the first aircraft to make powered flight in Canada.

The Noordayn Norseman was designed in 1935, and is one of the first planes built for Canadian bush flying. The Centre’s example, serial #17, was built in late 1938 and is now the oldest operational Norseman in the world.

The deHavilland DHC-3 Otter was introduced in 1953, and it carried on with the tradition of the Beaver; the Centre’s version was damaged in a forced landing north of Moosonee in 1986.

The Centre’s version of the Fairchild Husky is one of the rarest examples of this plane, and it is nearing completion of a total overhaul . The Husky was designed in 1946, an early competitor of the Beaver, but even with the advantage of superior cargo handling, the Husky was underpowered and only 12 were ever built.

Canadair CL215 was designed in 1978, and was the first purpose-built water bomber. It is capable of picking up over 5,000 liters of water at a time for fire drops.

The Centre’s Great Lakes Trainer was once a privately owned plane from the 1930s, built from scratch by long time pilot and air engineer, Guy Laroque.

The Centre even has a few helicopters on display; the most notable is the Bell 470, restored to the original configuration and owned by the Ontario Lands and Forest, dating from 1953. The helicopter is the first to be owned by a government agency in Canada.

The Grumman Tracker is an ex-U.S. Navy carrier based anti-submarine aircraft that was declared surplus by the military and later converted to a chemical fire bomber. The plane is painted in the colors of its donors, Conair of Abbostford, British Columbia.

The Republic Seabee is a postwar amphibious aircraft designed for commercial use but is more popular as a recreational plane.

The above mentioned bush planes are but a small highlight of what awaits you at the msueum. The Centre also houses a Flight Cent re with exhibits, flight simulating computers, a Beech 18 cockpit, simulated flights in a Beaver, a Link Trainer, and a pilot aptitude test. The flight adventure simulator takes me on a flight over Sault Ste. Marie and the local landmarks, following the ACR Tour train and I experience the thrill of fighting a forest fire. Many of the first and more modern bush pilots mug shots are forever placarded in black and white drawings.

You don’t have to use one of the vintage radios to get in contact with the Bushplane Heritage Centre.

Canadian Bushplane Heritage Centre
50 Pim Street
(just off Bay St .)
Sault Ste. Marie ,
ON P6A 3G4 Canada
705/945-6242
fax: 702/942-8947
www.bushplane.com

I happen to stumble into the wrong theater to hear a fire fighting lecture before getting ousted to the proper theater. The lightning locator is a real time computer based system that records all lightning strikes in Eastern North America and it is a vital component of the sophisticated fire prediction system based in Sault Ste. Marie.

Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/bushplanes/bushplane.html

By Kriss Hammond - Jetsetters Magazine Editor - at www.jetsettersmagazine.com

About the Author

Kriss Hammond Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

Cabotage And International Operation Of Corporate Aircraft

2008-11-26T20:15:00.002-08:00

by: Greg Reigel
Cabotage and International Operation of Corporate Aircraft

© 2004 Reigel & Associates, Ltd./Aero Legal Services. All rights reserved.

Most countries have laws regulating the airspace over their lands. Each time an aircraft enters a foreign country’s airspace, the aircraft operator must comply with that country’s regulations affecting flight operations and the carriage of passengers. Particularly with respect to passengers, the majority of countries have rigid limitations on who may be carried within their borders and how.

Specifically, the rules and regulations relating to carriage of passengers and goods within the same foreign country are referred to as “cabotage”. Cabotage regulations are not uniform or necessarily consistent from one country to another. They usually apply to both commercial and private operators. However, as we will discuss shortly, whether a foreign country considers a corporate aircraft operator to be a commercial or private operator will also vary by country.

Regardless of which country the corporate aircraft operates within, the pilot in command of a corporate aircraft is responsible for knowing and complying with that country’s cabotage restrictions. Failure to comply can, and has, resulted in six-digit fines and penalties imposed against the corporate aircraft operator, and corporate aircraft have been impounded by foreign governments until such violations have been resolved to the satisfaction of the governing authority.

Examples Of Cabotage Regulations Applicable To Corporate Aircraft Operators

United States. The United States does not currently have any regulations that prevent private (not for compensation or hire) foreign corporate aircraft from carrying U.S. passengers between points within the U.S. 14 CFR 375.30 provides that “civil aircraft which are not engaged in commercial air operations into, out of, or within the United States may be operated in the United Sates and may discharge, take on, or carry between points in the United States any nonrevenue traffic.”

Canada. After clearing customs, Canada allows a corporate aircraft operator to engage in unlimited operations within Canada as long as the U.S. registered aircraft is carrying U.S.-boarded passengers and the aircraft is not operating for “hire or reward”. Canada also allows unlimited international operations where passengers are being transported across the border between Canada and any other country. This includes stops within Canada to pick up or drop off passengers who are traveling internationally.

Canadian-boarded passengers may be transported within Canada by a U.S. registered aircraft provided that the transportation is incidental to the intended purpose of the flight. That is, a corporate aircraft operator could fly its U.S. registered corporate aircraft into Canada, pick up Canadian personnel, customers, etc. and fly on to another destination in Canada for a meeting or event. As a long as the sole purpose of flight was not transporting the Canadian passengers, then the carriage of the Canadian passengers would be considered incidental and should not violate the cabotage regulations.

European Union. Cabotage regulations in the European Union are more complex than in Canada. The difficulty results from the European Union’s definition of commercial transportation. In the U.S., the U.S. Customs service defines commercial transportation as transportation “for compensation or hire”. However, the European Union defines “commercial use” as “the use of means of transportation for the transport of persons or of goods for remuneration or in the framework of the economic activity of an enterprise”.

Unfortunately, the European Union definition means that a U.S. registered corporate aircraft operating within the European Union for corporate or other business purposes can be considered to be engaging in commercial use or transportation. As a result, if a corporate aircraft flies into a European Union country, picks up a citizen of that country and then travels on to another destination within that country, it is likely that the second flight would be in violation of the European Union cabotage regulations.

The Importation Alternative To Cabotage Compliance

An option for removing the cabotage restraints on international operations is importation of a U.S. registered aircraft into the foreign country (e.g. Canada, a European Union country etc.) in which the corporate aircraft owner wishes to operate. Importation then makes the aircraft an aircraft of the country into which it is imported (e.g. an aircraft of Canada or a European Union aircraft). The aircraft can usually be imported on a temporary or permanent basis and does not usually require that the aircraft be re-registered.

For importation into most countries, the corporate aircraft owner will be required to pay the “Value-Added Tax” (VAT) on the value of the aircraft. Two exceptions are the European Union countries of the United Kingdom and Denmark. Both countries have a zero valuation of aircraft weighing over 24,000 pounds and are frequently used to import corporate aircraft into the European Union. Once the aircraft is imported into the foreign country, for purposes of regulation it becomes an aircraft of that country and is no longer subject to the cabotage restrictions.

Locating Cabotage Regulations

If importation is not an option, a corporate aircraft operator will need to research the cabotage restrictions and regulations for the particular country of intended travel. The first place to consult is the Aeronautical Information Publication (AIP) published by the country to which the operator wishes to travel. How do you get the AIP for a particular country? Well, the best place to start is the International Flight Information Manual (IFIM). The IFIM is published by the FAA and has information regarding the civil aviation authority for each country and the respective contact information and addresses to which you can direct your request for the country’s AIP.

However, you should be aware that many countries’ AIP’s may not contain all of the applicable rules and regulations relating to cabotage and its enforcement. Often times a country’s customs and/or revenue officials responsible for enforcement are not always on the proverbial same page and may interpret the regulations inconsistently.

Fortunately for corporate aircraft operators, the IFIM contains a section for each country titled “Corporate Aircraft Constraints” that includes information prepared by the U.S. Department of State. This section specifically addresses cabotage and similar regulations as they may apply to operation of corporate aircraft within the foreign country.

Conclusion

At the end of the day, the pilot in command is responsible for the operation of the flight in compliance with all applicable regulations. However, in the context of a corporate operation, the corporation is also responsible for the operation of its aircraft. Violations of cabotage regulations can subject both the pilot and the corporation to some nasty consequences.

To avoid these consequences, as a corporate aircraft operator you should find out about the applicable regulations before you fly. Consult the AIP for the country in which you wish to travel. Review the corporate restraints for that country in the IFIM. If you are a member of the National Business Aviation Association (NBAA), review the feedback for the country in the NBAA’s International Operators Bulletin or on the NBAA’s website. Also, check with your point of entry handler/FBO/flight planning organization. Finally, for final, “official” confirmation, contact the applicable governing authority within the country to obtain current regulations and interpretations.

Proper planning and current information are essential for international operations by corporate aircraft. Don’t leave home without them.

About the Author

Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.

Can one plane "do it all?"

2008-11-26T20:15:00.001-08:00

by: Pat Redmond

Probably not, however you can own a plane that will accomplish most of what you'd like it to do. First you must ask yourself the following questions:

1. How will I be using this airplane?

Business

Flying myself from point "A" to point "B"
Flying myself and a couple of employees
Flying customers

Personal

Flying to a 2nd home, either up north or in the south
Vacationing with my airplane
Visiting family, friends or children
I'm a Sunday afternoon flyer
Aerobatic flying
Flying a floatplane around the lakes

2. Where will I be flying my airplane?

Pretty much within the state
Regional travel, within a couple of states
Flying more than a tank of fuel away regularly

3. How many passengers will I normally have?

4. What is my flying experience level?

5. How much can I comfortably afford each month?

The "ideal" airplane will do it all for you, but realistically, if you can purchase a plane that will accomplish 90% of your missions, you're doing great! On that rare occasion that you want to take that extra person, or land on water, or do a couple of barrel rolls. . . RENT a plane for the afternoon!

If you plan to fly your plane for more than the time it takes to find a good airport restaurant, comfort and ease of flying will become important considerations. Look for seats that adjust in several directions and with back support. Head room and shoulder room won't seem to be an issue on a "demo" flight, but try to anticipate your needs when you've been in a seat for 4-5 hours. Can you stretch a bit or are you cramped and irritable?

Does the airplane's range meet your needs? A fuel stop will cost you an hour so the few knots you gained with the faster plane may not get you to your destination first if you had to make a stop.

What about the airplane's flying demands. Can you relax a bit or does the plane require your absolute attention. Is the plane forgiving when you're fatigued? Do you have sufficient avionics to provide the information you need in the cockpit? Demanding airplanes are a thrill and a challenge to fly, but when your typical trip is several hours long, the challenge gets old. . . FAST!

Your choice of airplane is a critical one and too often we buy with our emotions and then later regret our decisions. Take the time to envision yourself and your family/business associates in the airplane, and making the usual trip. Are you relaxed? Is everyone comfortable? If the answer is not YES, your business/family flights will probably be short-lived.

Once you've determined your needs, it's time to look at your finances. Yes, you read that correctly! Determine the right airplane FIRST and then decide how you're going to pay for it. That comment doesn't sound like one that would come from the daughter of a conservative accountant. . .

However, if you purchase the wrong airplane for the right money, you're sure to:

1. Not fully utilize your airplane
2. Spend too much money trying to make it what you wanted in the first place
3. Get hurt!

(Dad would agree with that!)

Instead, choose the right airplane and learn about different options available to help you pay for it. You can learn about some of these options by downloading the teleclass:

"Secrets of the Aircraft Finance Companies"

at: http://www.airplanenoise.com eleclass_schedule.htm

Choosing the right airplane is SUCH an important decision! Do your homework and buy a plane that will be easily integrated into your lifestyle: business AND personal .

You can compare the features of several aircraft by downloading the Spec sheets at:

http://www.airplanenoise.com/answers_to_why.htm

Link: http://www.airplanenoise.com/answers_to_why.htm

About the Author

Pat Redmond helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com

CAN YOUR AIRPLANE MAKE YOU MONEY?

2008-11-26T20:14:00.001-08:00

by: Pat Redmond
If you can view your airplane as a "tool" and you've got income to support an airplane payment. . . a "leaseback" may be right for you! A leaseback is an arrangement in which an individual purchases an airplane and allows a flight school to manage and operate the airplane in his or her flight school. Properly structured, a "win, win, win" situation is created.
Win #1: A flight school, which is generally cash strapped can now attract new students more effectively and be more competitive in the market place while retaining capital for advertising and other operating expenses.

Win #2: The owner of the airplane who has no other business use for the airplane, now has legitimate business use and the ability to depreciate the equipment and benefit from the tax benefit that comes from this depreciation. This can be very significant and the depreciation can be as much as 42% of the aircraft value in the first year!

Win#3: The customer wins when he/she can learn to fly in a brand new airplane (new airplanes are most profitable for a leaseback due to the waranty) sporting equipment found in some of the best corporate aircraft.

Evaluating the leaseback opportunity and creating a business plan to determine if a leaseback is right for you is a step that should not be done in haste. Visit www.airplanenoise.com to request our free leaseback tools and tips including spreadsheets that will help you build a model that will be successful and profitable.

Link: http://www.airplanenoise.com eleclass_schedule.htm

ABOUT THE AUTHOR
About the Author
Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

Carrying Firearms On Aircraft

2008-11-26T20:13:00.001-08:00

by: Greg Reigel
Carrying Firearms On Aircraft

© 2004 Reigel & Associates, Ltd./Aero Legal Services. All rights reserved.

A client recently asked me whether he could carry a firearm on an aircraft. As usual, my lawyerly answer was “it depends”. What does it depend upon? Well, for starters, what type of firearm? Will it be carried concealed or on the person (e.g. using a concealed carry weapon “CCW” permit), or will it be in checked luggage? What type of aircraft? Is it a commercial flight or a private flight? Is the flight interstate or intrastate? The answers to these questions dictate whether or how you can transport a firearm on an aircraft.

Probably the best way to look at the issue is to determine where you will be with the firearm when you board the aircraft: Within a sterile area of an airport or within a non-sterile area of an airport. Several different statutes apply to transportation of firearms on aircraft, depending upon the type of aircraft and aircraft operation and where you board the aircraft.

Sterile Area

What is a sterile area? U.S. Statute 49 CFR 1540.5 defines it as “a portion of an airport defined in the airport security program that provides passengers access to boarding aircraft and to which the access generally is controlled by TSA, or by an aircraft operator under part 1544 of this chapter or a foreign air carrier under part 1546 of this chapter, through the screening of persons and property.” This is the area beyond the security checkpoints and up to and including the gates to the aircraft. You have to subject yourself and your carry on luggage to search and inspection (including removing your shoes, walking through metal detectors etc.) in order to enter the sterile area.

Once within a sterile area, U.S. Statute §1544.219(LEO), §1544.221(LEO w/prisoner), §1544.223(Air Marshal), or §1546.211(foreign air carrier provision for LEO) or an individual authorized to carry a weapon in a sterile area under a security program.

Although aircraft using the sterile area may be operated by an airline or an on-demand charter operator, those aircraft may also be operated by freight carriers, or in some cases, privately owned aircraft. 49 CFR §1550.5 provides a “catch-all” expanding the prohibition on possession of firearms to all operations, not just airlines and charter, boarding or unloading using the sterile area of an airport. Thus, regardless of the type of operation, if you have to go through a sterile area to board the aircraft and you do not fall within one of the exceptions, you will not be able to carry a firearm with you on your person or in your carry-on luggage. Period.

However, even if you are prohibited from carrying a firearm with you onto the aircraft, you may still be able to bring your firearm along in your checked luggage. U.S. Statute 49 CFR 1540.111(c) applies to the transportation of firearms within your checked baggage. You may not transport loaded firearms. However, you may transport unloaded firearms provided that you declare the firearms to the aircraft operator (usually by filling out a declaration form), the firearm is unloaded and locked in a hard-sided container and you are the only one to retain a key or combination for the lock.

This regulation does not prohibit you from carrying ammunition in your checked baggage or in the same container as a firearm. Also, each individual aircraft operator may have differing policies and guidelines regarding the transportation of unloaded firearms, as well as ammunition. It is best to check with your aircraft operator well in advance of your departure date to make sure you know the aircraft operator’s requirements and procedures and that you will to arrive at the airport able to comply.

Non-Sterile Area

If you are within a non-sterile area of an airport, the statutes and regulations do not apply. However, your ability to possess a firearm will depend upon the type of flying you will be doing as well as the state law applicable to the airport.

U.S. Statute 49 USC §46505 makes it a crime subject to fine, imprisoned for not more than 10 years, or both, if a person “when on, or attempting to get on, an aircraft in, or intended for operation in, air transportation or intrastate air transportation, has on or about the individual or the property of the individual a concealed dangerous weapon that is or would be accessible to the individual in flight.” Additionally, under 49 USC §46303
“[a]n individual who, when on, or attempting to board, an aircraft in, or intended for operation in, air transportation or intrastate air transportation, has on or about the individual or the property of the individual a concealed dangerous weapon that is or would be accessible to the individual in flight is liable to the United States Government for a civil penalty of not more than $10,000 for each violation”.

At first glance, these statutes seem to be very broad and all encompassing. However, the definitions of “air transportation” and “intrastate air transportation” as defined in 49 USC §40102 limit the applicability of these statutes to air carriers. What is an air carrier? It is an individual or business who provides transportation for hire either between two states or within one state using a turbojet aircraft with more than 30 seats. Practically speaking, these definitions limit the applicability of this statute to the airlines and charter operators who are either flying between states or operating larger, turbojet aircraft.

U.S. Statute 49 CFR §1550.7 is a more specific “catch-all” that applies to aircraft weighing more than 12,500 pounds and where the aircraft’s operation is not otherwise subject to the statutes and regulations addressed above. This regulation requires that an operator “must conduct a search of the aircraft before departure and screen passengers, crewmembers, and other persons and their accessible property (carry-on items) before boarding”, regardless of whether boarding and loading occurs from a sterile area.

Another regulation that affects your ability to carry a firearm on a flight operated by a charter operator is
14 CFR §135.119. Under this regulation “no person may, while on board an aircraft being operated by a certificate holder, carry on or about that person a deadly or dangerous weapon, either concealed or unconcealed. Section 135.119 does not apply to LEO’s or to “Crewmembers and other persons authorized by the certificate holder to carry arms”. Thus, although this regulation appears to limit the possession of firearms, if the charter operator grants you permission, either directly or within its operations specifications, you would be exempt from this regulation and able to carry firearms subject to any other applicable statutes or regulations.

Finally, if you are flying in a private aircraft that is not being operated by a common carrier from one state to another, and no other statutes apply to your flight, you will still be subject to 18 USC §926A regarding the interstate transportation of firearms which states that “any person who is not otherwise prohibited by this chapter from transporting, shipping, or receiving a firearm shall be entitled to transport a firearm for any lawful purpose from any place where he may lawfully possess and carry such firearm to any other place where he may lawfully possess and carry such firearm if, during such transportation the firearm is unloaded, and neither the firearm nor any ammunition being transported is readily accessible or is directly accessible from the passenger compartment of such transporting vehicle”.

This statute allows you to transport firearms between states subject to the statute’s conditions: that you can lawfully possess the firearm at your points of departure and arrival, and the firearm is unloaded and inaccessible during the trip. However, what if you are a CCW permit holder and you want to carry concealed between states? Well, fortunately 18 USC §927 states that Section 926A does not pre-empt applicable state law. Thus, if you can lawfully carry a concealed weapon in the state in which you board the aircraft and in the state in which you land, you are not subject to the unloaded and inaccessible restrictions of Section 926A.

For operations of private aircraft within one state, you will only be subject to the laws of the state within which you are operating. You will need to review your state’s statutes to determine whether they impose any restrictions on possession of firearms within non-sterile areas of airports. You will also need to be familiar with the airports you will be visiting to determine whether each airport has any restrictions (e.g. posting to prohibit concealed carry etc.).

Conclusion

What does all this mean? Well, for the majority of people traveling on commercial aircraft, the ability to transport firearms on the aircraft is severely restricted. In almost all cases, unless you are flying in a private aircraft, carrying firearms with you on an aircraft, either on your person or in your carry-on luggage, is prohibited.

You may still bring firearms and ammunition with you on a flight, but they will need to be unloaded and contained in a locked case within your checked luggage in compliance with your airline or aircraft operator’s policies. Your best bet is to check with your airline or aircraft operator ahead of time to make sure you know and can comply with their policies for transporting firearms. With a little planning and preparation, it can be done.

If you are flying on a charter aircraft that weighs less than 12,500 pounds, you can only carry firearms with the operator’s permission and as long as you can lawfully do so at both your departure and arrival airports.

For those of you who fly in private aircraft and carry firearms with you, knowing the areas at an airport within which you can and cannot possess a firearm will help you avoid accepting a clearance or taxiing to an area within which possession of firearms is prohibited. So long as you remain outside of airport sterile areas, your possession of firearms will only be subject to the laws of the state in which you are flying.

As always, fly safe and, especially if you are carrying firearms, fly smart.

About the Author

Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.

Denver's European connection

2008-11-26T20:12:00.002-08:00

by: Alain Mengus
DENVER'S EUROPEAN CONNECTION

DIA is an unusual US airport, as it is one of the largest in the country, but surprisingly it is well behind smaller airports for its international
traffic. The City Hall and the airport authorities have been trying to build a successful strategy of international development since the early 1990s.

Denver International Airport (DIA) opened on 28 February 1995, replacing the old constrained Stapelton airport. The goal was clear: ensuring the development of the local market and economy by providing room for expansion to airline carrier such as United Airlines. It had since become one of the busiest airports of the nation. But despite this success, the city had yet to secure any non-stop service to Europe, which would boost the airport's traffic, and was important to for the city of Denver and the whole Rocky Mountains region to gain a worldwide reputation and recognition.

During the early 1990s, no European airline was present at DIA, and Continental Airlines had dropped its Honolulu-Denver-London route leaving Denver's travelers with the only solution of a first connection before reaching the Old Continent. Europe's largest single market, London, was obviously the prime target of DIA. Despite initial contacts in 1990s, it's not until 01 September 1998 that British Airways landed at Denver for the first time. The traffic would have been satisfying with two yearly peak periods with skiing season in the Rocky Mountains (March), and the summer holidays (July and August). United Airlines, Denver's dominant carrier with a 70+% market share intended to launch European flights from its Denver hub, and it announced it would launch a flight to London in April 2000. But the airline was not granted rights, and had to look elsewhere in Europe: a link to Frankfurt, the main base of UA's European partner Lufthansa was eyed by both airlines and highly supported by the airport authorities, proposing up to US$1 million in advertising incentives. Lufthansa initiated a daily service on 25 March 2001, receiving the US$1 million in marketing incentives and a US$700,000 landing fees waiver.

Denver airport is well-known for being an "hot'n'high" airfield, which has led to some technical problems for the operators, since the lift capacity of the airplanes is decreased. Airplanes either need to reduce their fare-paying payload -- and lose revenue -- or accelerate to a high speed -- which requires longer runways. In Denver's case, no runway was long enough for the heavy airplanes taking-off bound for Europe. The first idea the management found was to embed the lights located at the end of the runway into the ground to lengthen the existing runways (nearly 90ft gained). This has already diminished the technical restrictions, but a new 16,000ft runway is under construction and will be among the longest on earth for commercial use.

DIA hopes that these first links to Europe will show the way to other carriers, notably Air France from Paris, to place the airport in the US' top airports and make Denver a more attractive place to make business.

ABOUT THE AUTHOR
Alain Mengus has contributed to various aviation publications and his the webmaster of AirTransportBiz.com/ He lives in Paris, France.

Denver's European connection

2008-11-26T20:12:00.001-08:00

by: Alain Mengus
DENVER'S EUROPEAN CONNECTION

DIA is an unusual US airport, as it is one of the largest in the country, but surprisingly it is well behind smaller airports for its international
traffic. The City Hall and the airport authorities have been trying to build a successful strategy of international development since the early 1990s.

Denver International Airport (DIA) opened on 28 February 1995, replacing the old constrained Stapelton airport. The goal was clear: ensuring the development of the local market and economy by providing room for expansion to airline carrier such as United Airlines. It had since become one of the busiest airports of the nation. But despite this success, the city had yet to secure any non-stop service to Europe, which would boost the airport's traffic, and was important to for the city of Denver and the whole Rocky Mountains region to gain a worldwide reputation and recognition.

During the early 1990s, no European airline was present at DIA, and Continental Airlines had dropped its Honolulu-Denver-London route leaving Denver's travelers with the only solution of a first connection before reaching the Old Continent. Europe's largest single market, London, was obviously the prime target of DIA. Despite initial contacts in 1990s, it's not until 01 September 1998 that British Airways landed at Denver for the first time. The traffic would have been satisfying with two yearly peak periods with skiing season in the Rocky Mountains (March), and the summer holidays (July and August). United Airlines, Denver's dominant carrier with a 70+% market share intended to launch European flights from its Denver hub, and it announced it would launch a flight to London in April 2000. But the airline was not granted rights, and had to look elsewhere in Europe: a link to Frankfurt, the main base of UA's European partner Lufthansa was eyed by both airlines and highly supported by the airport authorities, proposing up to US$1 million in advertising incentives. Lufthansa initiated a daily service on 25 March 2001, receiving the US$1 million in marketing incentives and a US$700,000 landing fees waiver.

Denver airport is well-known for being an "hot'n'high" airfield, which has led to some technical problems for the operators, since the lift capacity of the airplanes is decreased. Airplanes either need to reduce their fare-paying payload -- and lose revenue -- or accelerate to a high speed -- which requires longer runways. In Denver's case, no runway was long enough for the heavy airplanes taking-off bound for Europe. The first idea the management found was to embed the lights located at the end of the runway into the ground to lengthen the existing runways (nearly 90ft gained). This has already diminished the technical restrictions, but a new 16,000ft runway is under construction and will be among the longest on earth for commercial use.

DIA hopes that these first links to Europe will show the way to other carriers, notably Air France from Paris, to place the airport in the US' top airports and make Denver a more attractive place to make business.

About the Author

Alain Mengus has contributed to various aviation publications and his the webmaster of AirTransportBiz.com/ He lives in Paris, France.

Does size matter?

2008-11-26T20:11:00.000-08:00

by: David Leonhardt

Bigger is better. Isn't that the American dream?

Why buy a road-hogging, critter-squishing, bumper-defying, wall-of-metal SUV when you have the delicious option of buying a BIGGER road-hogging, critter-squishing, bumper-defying, wall-of-metal SUV?

Why settle for a puny three-bedroom, two-bathroom bungalow of our parents' generation nestled comfortably on a green plot of land with a few nice shade trees? In new "developments" these days, you can choose a two-storey home bulging beyond the property line of today's incredible shrinking lots, complete with a bedroom that can sleep 34 PLUS a walk-in closet that sleeps another 20 AND an ensuite bathroom big enough to store your SUV when your 300-cubit-long garage is full of toys or tools. (That's one arc-full, in case you didn't know.)

I remember early in primary school how the teachers made us line up according to height before we could go into the school. I suppose it was a measure of our universally exemplary behavior that I had plenty of time to daydream in line while some of the more spirited children were rounded up by the sheep dogs.

My line-up thoughts often turned to dissecting school rules in hopes of finding intelligent life in them. Although my futile quest never succeeded, all was not lost. As one of the shorter kids in my class, I developed a theoretic framework for the "lining up by height" rule. That framework took the form of three questions:

If size does not matter, why were we being sorted by height?

If size does matter, what do the teachers have against us shorter kids, making a daily display of the height we lacked?

If big is better, why were the shorter kids given the front seats with the better view?

Although the answers to those questions remain a mystery to this day, I am convinced that size does not matter (except when someone offers me a slice of cheesecake – yum!).

My wife and I witnessed an awesome display of aviation the other day. Two hawks were flying around across the street, swooping right over us at times. They were trying to establish a new nest.

Usually, hawks fly somewhere "up there", distant silhouettes against the blinding brightness of the sky. But on this occasion, they were flying low enough for us to make out the colors beneath their wings: the deep, dark brown and the sandy tan feathers.

And low enough to see the colors of the little birds (sparrows, perhaps?) giving chase. It was an even match, or so it seemed. Two sparrows versus two hawks. OK, perhaps not completely even. Each hawk looked big enough to gulp down a sparrow in a single chomp, like a person might swallow a grape. Come to think of it, this match did not look any more even than if I had been placed in a ring with a well-fed sumo wrestler.

Yet there they were, two big hawks, graceful and majestic, the scourge of field mice everywhere, managing impossible maneuvers to evade the slightest touch of the tiny sparrows.

Why? Because sparrows are more agile than hawks, and can more easily position themselves for attack. Because sparrows are less fragile than hawks, and do not fear feather damage to the same degree. Because sparrows are quicker than hawks, so they can more easily retreat if they have to.

Sadly for the hawks, their size was of little comfort against the superior skills of the sparrows. And sadly for us, it appears we will NOT be watching the comings and goings of hawks nesting across the street.

Does size matter? No. But if you want to make that slice of cheesecake just a bit bigger, I would be much obliged.

About the Author

David Leonhardt is The Happy Guy. Read more articles like this at: http://TheHappyGuy.com/self-actualization-articles.html. Or sign up for the free online Happy Class at: http://TheHappyGuy.com/self-actualization-happy-class.html
info@thehappyguy.com

Does size really matter?

2008-11-26T20:10:00.002-08:00

by: David Leonhardt
Bigger is better. Isn't that the American dream?

Why buy a road-hogging, critter-squishing, bumper-defying, wall-of-metal SUV when you have the delicious option of buying a BIGGER road-hogging, critter-squishing, bumper-defying, wall-of-metal SUV?

Why settle for a puny three-bedroom, two-bathroom bungalow of our parents' generation nestled comfortably on a green plot of land with a few nice shade trees? In new "developments" these days, you can choose a two-storey home bulging beyond the property line of today's incredible shrinking lots, complete with a bedroom that can sleep 34 PLUS a walk-in closet that sleeps another 20 AND an ensuite bathroom big enough to store your SUV when your 300-cubit-long garage is full of toys or tools. (That's one arc-full, in case you didn't know.)

I remember early in primary school how the teachers made us line up according to height before we could go into the school. I suppose it was a measure of our universally exemplary behavior that I had plenty of time to daydream in line while some of the more spirited children were rounded up by the sheep dogs.

My line-up thoughts often turned to dissecting school rules in hopes of finding intelligent life in them. Although my futile quest never succeeded, all was not lost. As one of the shorter kids in my class, I developed a theoretic framework for the "lining up by height" rule. That framework took the form of three questions:

1.If size does not matter, why were we being sorted by height?
2.If size does matter, what do the teachers have against us shorter kids, making a daily display of the height we lacked?
3.If big is better, why were the shorter kids given the front seats with the better view?

Although the answers to those questions remain a mystery to this day, I am convinced that size does not matter (except when someone offers me a slice of cheesecake – yum!).

My wife and I witnessed an awesome display of aviation the other day. Two hawks were flying around across the street, swooping right over us at times. They were trying to establish a new nest.

Usually, hawks fly somewhere "up there", distant silhouettes against the blinding brightness of the sky. But on this occasion, they were flying low enough for us to make out the colors beneath their wings: the deep, dark brown and the sandy tan feathers.

And low enough to see the colors of the little birds (sparrows, perhaps?) giving chase. It was an even match, or so it seemed. Two sparrows versus two hawks. OK, perhaps not completely even. Each hawk looked big enough to gulp down a sparrow in a single chomp, like a person might swallow a grape. Come to think of it, this match did not look any more even than if I had been placed in a ring with a well-fed sumo wrestler.

Yet there they were, two big hawks, graceful and majestic, the scourge of field mice everywhere, managing impossible maneuvers to evade the slightest touch of the tiny sparrows.

Why? Because sparrows are more agile than hawks, and can more easily position themselves for attack. Because sparrows are less fragile than hawks, and do not fear feather damage to the same degree. Because sparrows are quicker than hawks, so they can more easily retreat if they have to.

Sadly for the hawks, their size was of little comfort against the superior skills of the sparrows. And sadly for us, it appears we will NOT be watching the comings and goings of hawks nesting across the street.

Does size matter? No. But if you want to make that slice of cheesecake just a bit bigger, I would be much obliged.

About the Author

David Leonhardt is The Happy Guy. Read more articles like this at:
http://TheHappyGuy.com/self-actualization-articles.html
Or sign up for the free online Happy Class at:
http://TheHappyGuy.com/self-actualization-happy-class.html

Domain registries from around the world.

2008-11-26T20:10:00.001-08:00

by: Clare Lawrence
Domain registries from around the world.

By Clare Lawrence 29th September 2003
Clare is the CEO of Discount Domains Ltd a leading UK Domain name registration service.

Do you sometimes come across exotic looking TLD's?

Ever wondered which domain name is from where?

I created the following table out of interest.
Watch out for the new .eu TLD.
[ The European Union is working on the its own TLD. ]

Commercial TLD'

.aero Aviation
.biz Business Organizations
.com Commercial
.coop Co-Operative Organisations
.edu Educational
.gov Government
.info info TLD
.int International Organisations
.mil US Dept of Defense
.museum Museums
.name Personal
.net Networks
.org Organisations

Country codes:-

.ac Ascension Island
.ad Andorra
.ae United Arab Emirates
.af Afghanistan
.ag Antigua and Barbuda
.ai Anguilla
.al Albania
.am Armenia
.an Netherlands Antilles
.ao Angola
.aq Antarctica
.ar Argentina
.as American Samoa
.at Austria
.au Australia
.aw Aruba
.az Azerbaijan
.ba Bosnia and Herzegovina
.bb Barbados
.bd Bangladesh
.be Belgium
.bf Burkina Faso
.bg Bulgaria
.bh Bahrain
.bi Burundi
.bj Benin
.bm Bermuda
.bn Brunei Darussalam
.bo Bolivia
.br Brazil
.bs Bahamas
.bt Bhutan
.bv Bouvet Island
.bw Botswana
.by Belarus
.bz Belize
.ca Canada
.cc Cocos (Keeling) Islands
.cd Congo, Democratic republic of the (former Zaire)
.cf Central African Republic
.cg Congo, Republic of
.ch Switzerland
.ci Côte d'Ivoire
.ck Cook Islands
.cl Chile
.cm Cameroon
.cn China
.co Colombia
.cr Costa Rica
.cs Czechoslovakia
.cu Cuba
.cv Cape Verde
.cx Christmas Island
.cy Cyprus
.cz Czech Republic
.de Germany
.dj Djibouti
.dk Denmark
.dm Dominica
.do Dominican Republic
.dz Algeria
.ec Ecuador
.ee Estonia
.eg Egypt
.eh Western Sahara
.er Eritrea
.es Spain
.et Ethiopia
.fi Finland
.fj Fiji
.fk Falkland Islands
.fm Micronesia
.fo Faroe Islands
.fr France
.ga Gabon
.gd Grenada
.ge Georgia
.gf French Guiana
.gg Guernsey
.gh Ghana
.gi Gibraltar
.gl Greenland
.gm Gambia
.gn Guinea
.gp Guadeloupe
.gq Equatorial Guinea
.gr Greece
.gs South Georgia and the South Sandwich Islands
.gt Guatemala
.gu Guam
.gw Guinea-Bissau
.gy Guyana
.hk Hong Kong
.hm Heard and McDonald Islands
.hn Honduras
.hr Croatia
.ht Haiti
.hu Hungary
.id Indonesia
.ie Ireland
.il Israel
.im Isle of Man
.in India
.io British Indian Ocean Territory
.iq Iraq
.ir Iran
.is Iceland
.it Italy
.je Jersey
.jm Jamaica
.jo Jordan
.jp Japan
.ke Kenya
.kg Kyrgyzstan
.kh Cambodia .ki Kiribati
.km Comoros
.kn Saint Kitts and Nevis
.kp Korea, Democratic People's Republic of
.kr Korea, Republic of
.kw Kuwait
.ky Cayman Islands
.kz Kazakhstan
.la Lao People's Democratic Republic
.lb Lebanon
.lc Saint Lucia
.li Liechtenstein
.lk Sri Lanka
.lr Liberia
.ls Lesotho
.lt Lithuania
.lu Luxembourg
.lv Latvia
.ly Libyan Arab Jamahiriya
.ma Morocco
.mc Monaco
.md Moldova
.mg Madagascar
.mh Marshall Islands
.mk Macedonia
.ml Mali
.mm Myanmar
.mn Mongolia
.mo Macau
.mp Northern Mariana Islands
.mq Martinique
.mr Mauritania
.ms Montserrat
.mt Malta
.mu Mauritius
.mv Maldives
.mw Malawi
.mx Mexico
.my Malaysia
.mz Mozambique
.na Namibia
.nc New Caledonia
.ne Niger
.nf Norfolk Island
.ng Nigeria
.ni Nicaragua
.nl The Netherlands
.no Norway
.np Nepal
.nr Nauru
.nu Niue
.nz New Zealand
.om Oman
.pa Panama
.pe Peru
.pf French Polynesia
.pg Papua New Guinea
.ph Philippines
.pk Pakistan
.pl Poland
.pm St. Pierre and Miquelon
.pn Pitcairn
.pr Puerto Rico
.ps Palestine
.pt Portugal
.pw Palau
.py Paraguay
.qa Qatar
.re Reunion
.ro Romania
.ru Russia
.rw Rwanda
.sa Saudi Arabia
.sb Solomon Islands
.sc Seychelles
.sd Sudan
.se Sweden
.sg Singapore
.sh St. Helena
.si Slovenia
.sj Svalbard and Jan Mayen Islands
.sk Slovakia
.sl Sierra Leone
.sm San Marino
.sn Senegal
.so Somalia
.sr Surinam
.st Sao Tome and Principe
.su Sovier Union
.sv El Salvador
.sy Syrian Arab Republic
.sz Swaziland
.tc The Turks & Caicos Islands
.td Chad
.tf French Southern Territories
.tg Togo
.th Thailand
.tj Tajikistan
.tk Tokelau
.tm Turkmenistan
.tn Tunisia
.to Tonga
.tp East Timor
.tr Turkey
.tt Trinidad and Tobago
.tv Tuvalu
.tw Taiwan
.tz Tanzania
.ua Ukraine
.ug Uganda
.uk United Kingdom
.um United States Minor Outlying Islands
.us United States
.uy Uruguay
.uz Uzbekistan
.va Holy See (Vatican City State)
.vc Saint Vincent and the Grenadines
.ve Venezuela
.vg Virgin Islands British
.vi Virgin Islands U.S
.vn Vietnam
.vu Vanuatu
.wf Wallis and Futuna Islands
.ws Samoa
.ye Yemen
.yt Mayotte
.yu Yugoslavia
.za South Africa
.zm Zambia
.zr Zaire (non-existent, see Congo)
.zw Zimbabwe

About the Author

Clare Lawrence is CEO of Discount Domains Ltd – A leading UK provider of Domain name registration and Web Hosting services. Please feel free to re-publish this article provided this reference box remains together with a hyperlink to http://www.discountdomainsuk.com Clare can also be contacted on clare@discountdomainsuk.com.

EFFICACY AND PROFITABILITY IN COMMERCIAL AVIATION

2008-11-26T20:09:00.002-08:00

by: Captain Savas Uskent
----------------By Box------------------By: Capt.Savas Uskent
ATP/CFI Boeings 737/800, B737/400-500,
Airbus310/300-200,BAe146/100-70, Challenger 601-3A,
LR-60, LR-55,
LR-35, Caravelle SE210
http://www.geocities.com/uskent/index.html
emailto:uskent@yahoo.com

The following article may freely be used in your
printed or inter/intra net products provided kept
intact including the by-line and an email is sent to emailto:uskent@yahoo.com

--------------The Article-----------------------------

EFFICACY, EFFICIENCY AND PROFITABILITY IN AVIATION
BUSINESS

"How to" determine the efficiency and profitability in
a projected aviation business, is in fact a
challenging work requiring several steps of rational
and logical reasoning.
I hereby would like to put forward some guidelines for
you to be taken into account, as a very first step of
an aviation entrepreneur.

1. The factors effecting efficacy, efficiency and
profitability in commercial aviation:

a. Human factor : The spirit of aviation,
attitude, interest and loyalty of employees are of
utmost importance.
Start with selecting the proper employees among the
applicants consistent with the projected standarts and
conditions of the aviation business.
The employees are able to boost your business or vice
versa.
Select your initial management team carefully, among
the well-known, intelligent and honest persons having
the capacity of leadership as well.
Most of the time, honesty tends to be bilateral.
Remember, human have a sense of propriety and
rightness that's called "conscience".
b. Environmental factors: Consider the;
I ) meteorological factors and climatic
conditions of projected hubs and destinations,
II) tourist industry cross effects on
scheduling of projected destinations and timetables.
III) take into account the well-known
historical and/or resort values of projected locations
of your intended area of flight operations.
c. Facilities and air assets:
Consider the;
I) Types of air assets: Types, quality,
speed, range ,roominess and comfort of aviation assets
(airplanes, jetliners, commercial jets, helicopters
etc.) in accordance with the projected aviation
business and financial resources.

II) Performance and management of Ground
operations.
Set forth the standarts for efficient ground
operations to support and soar your projected aviation
business. Again, the initial selection for the right
guys to be suited in the teams of management and
operations is of utmost importance.

III) Quality of ATC control facilities of
projected operations area.
Undoubtedly, thanks to the preceding leadership of
Europe and North America, throughout most of the
continents in today's world, up-to-date and
well sophisticated ATC services are enjoyed by the
world aviators.

Nevertheless, in addition to the difficulties
encountered over the underdeveloped
air-route sections of the world, the total increased
and almost congested volume of today's air traffic
around the world, decreases the chances for direct
route availability, as well as the chances for
reaching the company flight plan cruise altitudes.

Any increased ground mile and/or any decreased flight
altitude, increases fuel burn, as well as cross
financial burdens of aviation companies, and pollute
the world, damage the ozone layer and contribute the
greenhouse effect.

IV) Spirits, attitudes and performances of
flight crew (Commanders, i.e. captains in charge,
co-captains, first officers, i.e. co-pilots) and
flight attendants (cabin crew).

V) Quality and efficacy of training facilities
for flight crew, flight attendants, ground operations
and technical personnel.

VI) Quality and efficacy of maintenance
facilities and personnel.

VII) Catering, servicing and additional inputs to
the projected efficiency of commercial aviation
business.

2. Determining the level of efficiency and the cost
index desired:

To set forth a harmonious cost index; "flight and
ground safety, speed, time, cost, financial sources
available" must be taken into account.

There is one condition unforgettable here;
Never forget! ; "the speed" is the core (heart) of
"aviation business",
nevertheless "flight safety" precedes.

3. Possible difficulties and/or obstacles to be
encountered on the quest of desired efficiency.

Consider the;
a. Unexpected crisis/crises, significant events or
radical changes of status quo, unstable or crucial
times or state of affairs in the regions of operations
area or in the world theatre (as in September the 11th
2001 attack to WTC/NY).

b. Expected or unexpected financial crises in the
Country/ies where the entrepreneur/s is/are based.(as
in the global recession of 2000-2001-....)

c. Future problems those may arise due to
mismanagement, mishandling of company personnel and
assets and possible recovery plans thereof.

d. Fluctuations in the worldwide and regional fuel
prices.
Unexpected hikes due to political crises.

e. Taxes and other burdens.

f. Possible future unfortunate
accidents/incidents/unlawful interference occurences
in your aviation business and mitigating the effects
therefrom.

4.Proceeding to the targeted efficiency.

Having considered all of the above mentioned
particulars, you can proceed to your targeted
efficiency in your business, with your well selected;
flight, cabin and ground crew, maintenance personnel
and again well selected, honest, loyal and in-focus
management personnel.

There is a simple but important point that you should
remember as the heart of aviation business;
"have your personnel believe to the honesty and
neutrality of your selected management team to support
them".
I would even suggest you, in the proper upcoming
phases of your ongoing business and if you feel
comfortable, to let your personnel select their own
management team with elections or polls. Than believe
me every personnel from top to buttom shall be careful
about every single actions of behavior, flight
maneuver, speech, attitude whatever you name it, that
would cost a penny more to their company's aviation
business.
Remember; "aviation, is expensive and costly. However,
careful attentions to simple details, attentive
approaches and attitudes, shall sum up big gains".

Indeed, life is hiddens in details. Simple motivation
details provided to your aviation personnel come
bounce back as in two-fold gains. Believe me and try
this out. You won't regret.

In the quest for targeted efficiency, another very
imported point is the deligation of the power of the
management.

"Deligate your power, but still stay centralized."
This means; deligate your power of management on
flight and ground operations, maintenance etc.
Keep them very well coordinated under the superior
management of one very well selected chief executive
officer.
As the president you shall be always at the top with
your board. Monitor and check the performance of your
business. Regular or irregular checks shall work-out
fine. Arrange, re-arrange your team when necessary.

Think about this: "Flying the aircraft efficiently and
in harmony" is the main and ultimate reason of your
business. Then, why not to select the top executive
officer under your CEO among your seasoned pilots as
the CEOTAO (Chief Executive Officer of Total Aviation
Operations) to manage and control your total aviation
activities in one hand.
While your CEO and/or the chief of board, should
preferably be an expert of management and/or finance.

Well, as far as the possible designs and schemas of
projected aviation organizations are concerned, those
can be the topic of another article.

Captain Savas Uskent
Commander Pilot

http://www.geocities.com/uskent/index.html
--------------The End ofArticle-------------------

About the Author

A Comdr Pilot in a Major Airline with ATP and CFI licences. Regarding the big jets has been type rated on B-737/800-400-500, BAe 146, A-310, LRJETs-60,55,35, CL-60, SE-210. Served as an int corp jet flt dpt mgr & chief pilot on top of naval aviation career. Graduate of Naval College and Jet trng schl, followed by successive major trngs to develop and culminate his aviation proficiency. The college of journalism, inhanced his writing proficiency.

Essentials of Special Forces Training

2008-11-26T20:09:00.001-08:00

by: Glen Andrade
Special Forces personnel are highly trained and have extraordinary skills and knowledge to perform various missions. This is mainly due their skill and knowledge which comes from their experience, hence training is one of their most crucial activities, which requires tactical supplies, combat weapons, patrol clothing, expertise books and training materials. Whether training for jungle operations, mountainous terrains or cold climates, Special Forces Gear offers you all the essential gear and manuals required for Special Forces training.
One of the basic training essentials is the G.I. Navy Combat Knife, a tough knife used by the Navy SEAL for training its forces. Another field essential is the Bail out Bag, an easy-to-use bag, especially designed for those grab-and-go moments. You can easily toss in just about anything; ammunition, maps, camera, or your personal belongings. This is a sturdy water resistant bag, that is double and triple stitched with thick mountaineering harness to offer maximum strength and durability. The easy to use shoulder strap adjustments make it comfortable to carry and use. The Mountain Warfare Harness is a padded harness and is the ultimate for the special needs in extreme tactical situations involving climbing, rappelling, SWAT and rescue operations. Overlapping waist pad and fully padded legs offer maximum comfort and ease; the leg pad attachments are totally adjustable to suit your needs. The Patrol Officer Rig is an essential rig in tactical situations or for disease prevention, when in contact with an infected personnel. Slots and tool loops are added on this rig for officers with more advanced training; its also very easy and comfortable to carry.
Books that enhance the knowledge of trainees in various military techniques and missions are must-haves as training essentials. 'Fighting Skills of the SAS and Special Forces', discusses the most secretive and demanding military techniques used by Britain's Special Air Service and by Special Forces units around the world. Similarly, 'Cold Weather Survival', discusses the military history of operations in cold-weather environment. The manual covers subjects such as clothing and gear, tents and heaters, arms and ammunition, ration and diet, hygiene, wind chill, emergency signals, and much more. It is a must-have for soldiers operating in cold weather conditions. There are also books on jungle operations, map reading, military mountaineering and Special Operations aviation among others, which are also available.
Vests, Jackets, Holsters, Packs, Hard Cases, Shotgun Accessories, Pouches, Slings, Belts and Medical Gear - all these sturdy and practical items essential for Special Forces training, are available at Special Forces Gear. The quality and superiority of these products are unsurpassed, as they are actually used and tested in real life missions. With the best training equipment available at a click of your mouse, Special Forces Gear is easily the one stop source for all your training requirements

About the Author

Glen Andrade is a well know author in field of military operations. He has authored many articles on the topics of military and police operations. His articles are popular in many of the internet portals

Extension of Requirement for Biometric Passport Issuance.

2008-11-26T20:08:00.001-08:00

by: John Rians
The requirement for Visa Waiver travelers to have biometrics included in their passports has been extended for one year, to October 26, 2005. All newly issued passports must be biometrically enabled by this time. The extension was necessary to avoid potential disruption of international travel and to allow for adequate time to develop programs for producing a more secure, biometrically enabled passport by those countries enrolled in Visa Waiver programs.

Because of security concerns related to this extension, the Department of Homeland Security will begin enrolling Visa Waiver Program travelers through the US-VISIT program (U.S. Visitor and Immigrant Status Indicator Technology) at all airports and seaports on September 30, 2004. Enrollment in US-VISIT allows the United States to continue its international efforts to enhance border security, while facilitating legitimate travel. The US-VISIT system requires two digital index finger scans, and a digital photograph of the traveler to verify his or her identity.

The second requirement for Visa Waiver Program travelers will come into effect on October 26, 2004. From that date on, all passports used for travel in the Visa Waiver Program must be machine-readable. Last year, the Secretary of State granted a postponement until October 26, 2004, making this the new date by which Visa Waiver Program travelers from 21 countries must present a machine-readable passport to be admitted to the United States without a visa.

Glossary of Terms:

Biometric Passport - contains a computer chip containing the holder's photograph and personal information on the current passport, including name and date of birth, and a set of measurable personal features such as an iris image scan or fingerprints as identification markers.

Machine Readable Passport - contains two lines of printed OCR-B machine-readable data. The size of the passport, the arrangement of data fields and the photograph meet the standard of the International Civil Aviation Organization.

US-VISIT Program - requires that most foreign visitors traveling to the U.S. on a visa have their two index fingers scanned, and a digital photograph taken to verify their identity at the port of entry. Visas are required for most students, some business travelers and millions of other visitors, regardless of where they live. A departure confirmation program using automated kiosks is being tested at Baltimore-Washington International Airport and at select Miami Seaport cruise line terminals. Travelers leaving from either of these ports are required to confirm their departure at the kiosk by checking out, which involves scanning their passport or visa, and repeating the scanning of two index fingers. Currently the officials are evaluating the automated kiosk tests and considering alternatives for departure confirmation throughout 2004.

ABOUT THE AUTHOR
US Immigration Guide - providing
information on green cards,
visa lottery, and paths to become a legalized
immigrant in the U.S.

Flights Of Fancy

2008-11-26T20:07:00.000-08:00

by: Maya Talisman Frost
Feeling cranky about air travel? Get a grip.

Not on the arm of your passenger seat--on reality, history, and the incredible accomplishment of human flight.

We've just celebrated the 100th anniversary of the Wright brothers' historic flight at Kitty Hawk, North
Carolina. Although there werecertainly others who were experimenting with flying machines--most notably,
Alberto Santos-Dumont, a Brazilian who is widely celebrated in his native country as being the father of
aviation--the Wright Brothers are generally regarded as the first to get humans off the ground.

The fascinating thing about the Wright brothers is that they were not the idealistic dreamers you might expect
them to be. They were serious, studious, and determined to figure things out. It wasn't that they
were obsessed with the dream of soaring high above the ground. They were mechanically-inclined brothers who owned a bicycle shop, and they couldn't forget the brief but exciting flight of a cheap toy airplane they'd received as children. They were intrigued by the
engineering challenge.

Let's just say it--they were geeks. Good thing. Like geeks everywhere, they dug in, immersing themselves
in their research. By following their hunch and testing the heck out of it, they found the key component that
enabled them to create that first flying hunk of wood, fabric and wire capable of carrying a man and--key
point here--landing without crashing.

The Wright brothers had the same access to records of tried and failed attempts at flight as all other would-be
aviators of the time. They studied birds, they analyzed physics properties, and they built wind
tunnels--just like everyone else. Sure, it was their dogged persistence that
led them to success, but there was something else that really
helped them nail it. They took one piece of the puzzle and worked relentlessly to decipher it.

Instead of focusing on the force needed to lift the contraption, or the engine required to power it, they zeroed in on the concept of control. No sense having a great flight only to crash into the trees after a few moments of jubilation. It was the issue of control that captured their imagination and led to a design featuring both maneuverability and safety.

But as focused as they were on directing the movement of the flying machines, they failed to pay
attention to the continued testing and refinement of their ideas. They got distracted by their efforts to
control sales, and the research and development division was left flapping in the breeze. While the Wrights got caught up in patent struggles and
contracts, adventurers around the world were improving on their original design and savvy businessmen were building airplanes, airports and flight schools. By 1912, Wilbur had died and Orville was losing interest in flying.

Meanwhile, Santos-Dumont continued his passion for being airborne. He is credited with launching the first
public flight as well as designing the first hydroplane. He zipped around Europe, flying to fashionable
restaurants and parking his plane out front, right next to the tethered horses. Where the Wrights were methodical and diligent, Santos-Dumont was a flashy man about town known for his daring and his sense of style. He cut a dashing figure and inspired everyone from fashion designers to
engineers. His friend, Louis Cartier, created the first wristwatch for him after Santos-Dumont expressed a need to keep track of time while busily flying his plane.

Santos-Dumont didn't give a rip about patents. Instead of spending his time and money on protecting his designs, he freely offered his ideas to anyone
interested in copying and improving them. He engaged in the shareware idea: take this, go forth and prosper. We've seen this approach in software (Linux) and hybrid-electric cars (Hunter and Amory Lovins), and
though it rarely leads to great wealth for the creators, it dramatically facilitates access and ingenuity.

After years of flying high, Santos-Dumont suffered from ill health and committed suicide in 1932. I guess
neither engineering talent nor courageous individualism guarantees a happy ending. The Wrights ran out of
passion, and Santos-Dumont lost his mojo. In their own ways, they simply burned out.

It's interesting to think about how we need both the plodding perseverance of the Wrights and the free-thinking generosity of Santos-Dumont in every
project we undertake. The greatest invention in the world will never capture the excitement of the
population without those who are fearless in their attempts to apply it. Those who create the buzz are
admittedly standing on the shoulders of those who quietly developed the technology, but we must have both
to bring out the eagerness of the early adopters and the cultural change that hinges upon the mainstream
acceptance of any new idea.

Bill Gates, that geek extraordinaire, has said: "The Wright brothers created the single greatest cultural force since the invention of writing. The airplane became the first world wide web, bringing people of different languages, ideas and values together."

The next time you're slogging through security, struggling to put your bag in the overhead compartment, or grousing about the leg room, pause a moment to reflect on the enormity of human flight. Recognize it for the magnificent achievement that it is,
and pay tribute to those who lived and died for its creation. Appreciate the risk taking required in the last century to get you that window seat.

Please remain seated until the aircraft comes to a complete stop, and whisper words of gratitude to the Wright
brothers for their determination in discovering what it takes to make a safe landing.

You may now move freely about the cabin. Please refrain from complaining.

Thank you for flying for us, Wilbur and Orville.

About the Author

Maya Talisman Frost is a mind masseuse. Her work has inspired thinkers in over 70 countries around the world. Her free weekly ezine, the Friday Mind Massage, serves up a satisfying blend of clarity, comfort and comic relief. To subscribe, visit http://www.massageyourmind.com.

Flights Of Fancy: An Air Of Gratitude

2008-11-26T20:06:00.000-08:00

by: Maya Talisman Frost

Feeling cranky about air travel? Get a grip.

Not on the arm of your passenger seat--on reality, history, and the incredible accomplishment of human flight.

We've just celebrated the 100th anniversary of the Wright brothers' historic flight at Kitty Hawk, North Carolina. Although there werecertainly others who were experimenting with flying machines--most notably, Alberto Santos-Dumont, a Brazilian who is widely celebrated in his native country as being the father of aviation--the Wright Brothers are generally regarded as the first to get humans off the ground.

The fascinating thing about the Wright brothers is that they were not the idealistic dreamers you might expect them to be. They were serious, studious, and determined to figure things out. It wasn't that they were obsessed with the dream of soaring high above the ground. They were mechanically-inclined brothers who owned a bicycle shop, and they couldn't forget the brief but exciting flight of a cheap toy airplane they'd received as children. They were intrigued by the engineering challenge.

Let's just say it--they were geeks. Good thing. Like geeks everywhere, they dug in, immersing themselves in their research. By following their hunch and testing the heck out of it, they found the key component that enabled them to create that first flying hunk of wood, fabric and wire capable of carrying a man and--key point here--landing without crashing.

The Wright brothers had the same access to records of tried and failed attempts at flight as all other would-be aviators of the time. They studied birds, they analyzed physics properties, and they built wind tunnels--just like everyone else. Sure, it was their dogged persistence that led them to success, but there was something else that really helped them nail it. They took one piece of the puzzle and worked relentlessly to decipher it.

Instead of focusing on the force needed to lift the contraption, or the engine required to power it, they zeroed in on the concept of control. No sense having a great flight only to crash into the trees after a few moments of jubilation. It was the issue of control that captured their imagination and led to a design featuring both maneuverability and safety.

But as focused as they were on directing the movement of the flying machines, they failed to pay attention to the continued testing and refinement of their ideas. They got distracted by their efforts to control sales, and the research and development division was left flapping in the breeze. While the Wrights got caught up in patent struggles and contracts, adventurers around the world were improving on their original design and savvy businessmen were building airplanes, airports and flight schools. By 1912, Wilbur had died and Orville was losing interest in flying.

Meanwhile, Santos-Dumont continued his passion for being airborne. He is credited with launching the first public flight as well as designing the first hydroplane. He zipped around Europe, flying to fashionable restaurants and parking his plane out front, right next to the tethered horses. Where the Wrights were methodical and diligent, Santos-Dumont was a flashy man about town known for his daring and his sense of style. He cut a dashing figure and inspired everyone from fashion designers to engineers. His friend, Louis Cartier, created the first wristwatch for him after Santos-Dumont expressed a need to keep track of time while busily flying his plane.

Santos-Dumont didn't give a rip about patents. Instead of spending his time and money on protecting his designs, he freely offered his ideas to anyone interested in copying and improving them. He engaged in the shareware idea: take this, go forth and prosper. We've seen this approach in software (Linux) and hybrid-electric cars (Hunter and Amory Lovins), and though it rarely leads to great wealth for the creators, it dramatically facilitates access and ingenuity.

After years of flying high, Santos-Dumont suffered from ill health and committed suicide in 1932. I guess neither engineering talent nor courageous individualism guarantees a happy ending. The Wrights ran out of passion, and Santos-Dumont lost his mojo. In their own ways, they simply burned out.

It's interesting to think about how we need both the plodding perseverance of the Wrights and the free-thinking generosity of Santos-Dumont in every project we undertake. The greatest invention in the world will never capture the excitement of the population without those who are fearless in their attempts to apply it. Those who create the buzz are admittedly standing on the shoulders of those who quietly developed the technology, but we must have both to bring out the eagerness of the early adopters and the cultural change that hinges upon the mainstream acceptance of any new idea.

Bill Gates, that geek extraordinaire, has said: "The Wright brothers created the single greatest cultural force since the invention of writing. The airplane became the first world wide web, bringing people of different languages, ideas and values together."

The next time you're slogging through security, struggling to put your bag in the overhead compartment, or grousing about the leg room, pause a moment to reflect on the enormity of human flight. Recognize it for the magnificent achievement that it is, and pay tribute to those who lived and died for its creation. Appreciate the risk taking required in the last century to get you that window seat.

Please remain seated until the aircraft comes to a complete stop, and whisper words of gratitude to the Wright brothers for their determination in discovering what it takes to make a safe landing.

You may now move freely about the cabin. Please refrain from complaining.

Thank you for flying for us, Wilbur and Orville.

About the Author

Maya Talisman Frost is a mind masseuse. Her work has inspired thinkers in over 70 countries around the world. This article appeared previously in the Friday Mind Massage, a free weekly ezine serving up a satisfying blend of clarity, comfort and comic relief. To subscribe, visit http://www.massageyourmind.com.
maya@massageyourmind.com

Florida Sun n Fun

2008-11-26T20:05:00.000-08:00

by: Herman Nuncrsh
The vacation rental villas in the Kissimmee and Orlando area experience an upturn in renters around this time every year, with those magnificent men in their flying machines turning up in the sunshine state to enjoy a whole week, wallowing in their hobby.

This week in Florida,12th -18 April, the annual Sun n Fun event takes place in Lakeland.

Hundreds of private pilots and anybody with an interest in aviation generally will be attending the event at Linder Regional airport at junction 22 of the I4.

Many will not even attempt to visit the major theme parks of Disney and Universal, instead driven by the vapour and heady smells emitted from the mighty engines and sleek lines of these aircraft will spend days visiting the event, so much on offer and every aspect of aviation and avionics will be covered.

The Sun ‘n Fun fly-in, has been promoting aviation safety through education for more than 29 years. As they prepare to celebrate their 30th anniversary, you are invited to join them and experience their annual convention held each April. Our event has grown to become the second largest aviation convention of its kind.

There is something here for everyone. Its an opportunity for the kids to get out of the pool at their Florida villa rental and get close up to these “birds” a day out from the theme parks.

More than 450 workshops and forums are available to our guests. They are informative, educational and, quite often, entertaining. Many offer the novice an opportunity for hands-on experience and the expert an outstanding refresher course. Each day has a full schedule of events.

A daily air show is scheduled to keep those who enjoy airplane noise thoroughly entertained. If you are more for a quieter entertainment, be sure to stop by the Florida Air Museum at Sun 'n Fun. Our museum is open all year long.

As we begin to focus more on our year-round programs, we hope to have many opportunities for future volunteers. There are many volunteer programs that meet different schedules and commitments. You can volunteer for a day, week, month or all year.

If you share the love of aviation, come, join the fun, volunteer and become part of the family. We are sure you will find it a very rewarding experience.

Events are planned around the festival including a trip to the orange groves and a visit to the factories to see how one of Florida’s assets, the orange, is turned into the juices enjoyed by millions throughout the world.

So if you are in town and at a loose end at your vacation rental villa hop in the car and head for Sun ‘n Fun less than an hour from Mickey and Minnie at Disney.

About the author:

Herman Nuncrush, 58 year old ex London cabbie lanquishing in the Florida sun

Flying kites in Beijing

2008-11-26T20:04:00.000-08:00

by: Jacklyn Chen
The sky in spring is kites' paradise. When the brilliant multi- colored kites embellish in the deep blue sky, you can immerse in the contented mood, enjoy the rare leisure and carefree, perhaps this is the most romantic thing in the spring. Kite, not only is it a kind of toy or a traditional continuing, it is more a cultural accumulating. In the "Three Stone Rooms", the capital's youngest kite master Liu Bin from the kite aristocratic family, said that kite contains too many different cultures, flying a kite also must emit the affective tone.

There are three kinds of kites unique in their own ways. In the "Three Stone Rooms" at Dianmen, the rooms are full of all kinds of kites making human feeling dazzled, nonprofessionals really don't know where to start. Actually, most popular kites are categorized into three kinds: hard wing, soft wing and dragon. Liu Bin said that the hard wing is like a man, mature and strong; the soft wing is like a woman, slender and elegant; while the dragon kite flies a breadth of spirit and power.

Hard wing kites like "Shayan", "Triangle", use bamboo strips all around to outline the shape, the strips are glued together with paper in the center, but the designs on paper can be created at your own will. Soft wing kites are made especially attractive - dragonfly, butterfly, goldfish..., the list goes on and on. The bamboo strips are only put on top half of a kite, the bottom half that dances in the breeze of wind is in fact made with colored silk or nylon silk. Dragon really should be called "string" because it is actually a long kite that is formed by many small kites, for instance, the Gigantic Dragon, the Centipede, the Shoulder Pole kite.

Among the kites, the modern one is also a spotlight. Three-dimensional kite is just like a hot-air balloon, turtles, crabs each crawl happily and freely in the sky; "Plate Hawk" (Pan Ying) is the most difficult to fly, the 'hawk' spreads the wings and spirals in airborne circle recklessly with tremendous momentum; motion kite is simply like an aviation performance, it uses chute cloth and two operating ordinates, actions like turnover, gliding, diving, and other high level difficult movements can all be performed.

There are five locations in Beijing are the best for flying kites. Can't wait any longer? Go pick one to your liking quickly! There are couple of things you need to pay attention when choosing a kite - 1. choose the pattern that you like; 2. the strenth of the bamboo strips on each side of two wings must be the same, or it will not be able to balance itself in the sky.

The environment for flying kites is very important. You should always go to a spacious place. Roughly count a bit, Beijing has quite a few places that are ideal for flying kites.

1. Tiananmen Square - Kites flying in the sky of The Tiananmen Square has become the most attractive scenery on Chang'an Street, nowhere else is more ideal than here in terms of space. A major drawback is that the freedom of flying a kite can be somewhat limited due to the surrounding crowds (mostly tourists).
2. Chaoyang Park - The north side of the green area in the park is the best place to fly a kite. No trees around, no buildings, more importantly, it is permitted to fly kites on the grass areas. But be careful not to trip yourself when running.
3. Surrounding areas of the Panda Rotary Island - It is spacious, fewer vehicles and people, does not have any obstacles, with a bit of history of flying kites. Expert kite lovers normally like to get together here.
4. Chinese Century World - Here most advantage is there are very few trees, the kite may freely fly around in much wider range. But the Century World's artificial lawn has limited load-bearing capacity, the lawn is well maintained and protected, growing of the grass may be affected if too many people keep stepping on it.
5. Shijingshan Amusement Park - The open area in front of the park is the best place for family of three or lovers to fly kites. The problems are the park is next to the street, there are trees around, therefore kites can not be released too high. Other drawbacks are there are stairs in the park, the central park has an eruptive fountain, you'd better be careful when running on the slippery ground.

Note: You may freely republish this recipe as long as author bio and active hyperlinks are kept intact. Thank you.

ABOUT THE AUTHOR
Jacklyn Chen - A webmaster and full time mom who works hard to make living with multiple web sites. For more information and articles about travel, visit http://travel.news-blogs.com, for food and living, visit http://fine-living.news-blogs.com.

High Desert Thrillers in the Mojave

2008-11-26T20:03:00.002-08:00

by: Kriss Hammond
High Desert Thrillers in the Mojave
Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/skydive/nevada/nvsports.html

Amelia Earhart once said, "Adventure is worthwhile in itself."

This belief paired with her love of flying enabled Earhart to achieve new heights in aviation history. Those who share Earhart's attitude about altitude will find a bounty of opportunities in Nevada to spread their wings.

From the north to the south, Nevada offers numerous ways to "get air." Whether you crave the thrill of bungee jumping, prefer a peaceful ride in a hot air balloon, or something in between, Nevada is home to a variety of air sports set above the state's beautiful, but rugged terrain. No matter where you go, Nevada always offers comfortable lodging, fine-dining and 24-hour entertainment nearby.

The people of Vanuatu in the Pacific had been throwing themselves from huge towers for centuries with nothing more than a few vines tied to their feet when the Oxford University Dangerous Sports Club decided to perform a few experiments of their own in the 70s. A.J. Hackett saw a video of their attempts and before long teamed up with fellow speed skier Henry Van Asch, and the pair developed bungee into the modern sport it is today. In 1987, A.J. jumped from the Eiffel Tower and into the international spotlight. The bungee legend was born.

Bungee jumpers have two options in Southern Nevada. A.J. Hackett Bungy in Las Vegas provides a 171-foot platform from which jumpers can leap. A pool of water at the bottom helps quench the adrenaline rush. AJ Hackett Bungy is located next to Circus Circus Hotel & Casino in Las Vegas. Contact: 702/385-4321. www.ajhackett.com.

And then there is Thrillseekers Unlimited. Operated in Las Vegas by Hollywood stuntmen, this company offers a five-day Ultimate Extreme Vacation that includes bungee jumping, paragliding, firewalking, indoor skydiving, paintball, snowboarding or mountain boarding, motorized skate racing, rock climbing and a tandem skydive. Contact: Thrillseekers Unlimited, 702/699-5550 or 866/4-978-8686. www.thrillseekersunlimited.com

One of the best places to take to the air is Washoe Valley, located between Reno and Carson City, where the thermals lift hang gliders and paragliders high over the ranchlands, pine trees and the foothills of the Sierra Nevada mountain range. These strong thermals warm wind currents - lift pilots well over 17,000 feet for superb views of scenic Northern Nevada. Contact: In Carson City, Adventure Sports, 775/883-7070. www.home.pyramid.net/advspts.

Southern Nevada also offers hang gliding experiences, instruction and sightseeing at Las Vegas Airsports, 702/260-7950. www.fly101.com.

Parasailing can be a thrilling experience open to all skill levels, and it's not uncommon for parasailors to soar 100 feet in the air before landing. Northern Nevada's parasailing outlets include two at beautiful Lake Tahoe: Action Watersports at South Lake Tahoe, 530/544-5387; and Incline Village, 775/831-4386, www.actionwatersports.com; and Lake Tahoe Parasailing at Tahoe City. 530/583-7245. www.laketahoeguide.com/pages/974037/97403793.html.

In Northern Nevada, Sierra Adventures educates its customers about the rich history and the breathtaking beauty of the Nevada desert and the snow-capped Sierra Nevada mountain range, turning a regular vacation into an unforgettable memory. Contact: Sierra Adventures in Reno at 775/323-8928. www.wildsierra.com

Experience the thrill
.
Read this entire feature FREE with photos at:
http://www.jetsettersmagazine.com/archive/jetezine/sports02/skydive/nevada/nvsports.html

By Kriss Hammond - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com

About the Author

Kriss Hammond, Editor, Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

HomelandDefenseStocks.com Reports: As Terrorist Attacks Con

2008-11-26T20:03:00.001-08:00

by: Dawn Van Zant
HomelandDefenseStocks.com Reports: As Terrorist Attacks Continue, Need for Explosives Detection System Technology Surges

London Attacks Place Emphasis on Need for Prevention Technology such as Explosives Detection Devices

POINT ROBERTS, WA. July 12th, 2005 – www.HomelandDefenseStocks.com (HDS) an investor news portal for the homeland defense and security sector, reports on the need for explosives detection system technologies as threats of terrorist attacks continue. Companies working towards bomb detection technology include L-3 Communications Security and Detection Systems, Inc. (NYSE: LLL), the world’s leading supplier of X-ray security screening systems; Markland Technologies (OTCBB: MRKL) a defense and homeland security company transforming advanced laboratory technology into real-world products such as next-generation electronic imaging and other detection solutions; Sniffex (OTC.PK: SNFX) manufacturer of a pocket-sized, hand held explosives detection device; and Law Enforcement Associates Corporation (OTCBB: LENF), a manufacturer of a diverse line of undercover surveillance and detection products.

As the world remains in shock over the recent London bomb attacks where approximately 50 people have died and nearly 700 victims have been wounded, the importance of technology as a method of preventing future terrorist attacks has become crucial. Effective products do exist through the developments of several homeland security and defense firms who have identified explosives detection as a necessary technology for security.

L-3 Communications Security and Detection Systems, Inc. have developed a suite of products for the aviation, transportation and public building security markets. Currently, L-3 Security & Detection Systems has deployed more than 18,000 X-ray screening systems worldwide, offering security technologies for aviation systems performing hold baggage explosives detection, oversized baggage, and checkpoint screening, cargo and air freight screening, port and border inspection and facility protection. "L-3 continues to work closely with the TSA, airports, and airlines to provide them with EDS (explosives detection systems) that meet their challenging needs for high throughput and more effective threat detection," said Allen Barber, president of L-3 Security & Detection Systems.

According to Paul Johnson, CEO of Sniffex, “The most important issue that needs to be addressed with attacks like those which happened in London is being able to detect explosives from a distance and this is where Sniffex becomes extremely valuable as a tool. In the case of London, those who run and manage large train systems or airports, planes and even large cargo areas would be able to sweep more effectively using a product like Sniffex, as it allows you cover much more territory and do things that we previously haven’t been able to do in terms of bomb detection.”

Law Enforcement Associates Corporation, a surveillance and security technology company who has recently secured orders for its Under Vehicle Surveillance Systems from the United States Marshals service and a bomb squad of a major U.S. city, sees their detection systems as, “a key element in the protection of American assets and personnel both here in the United States and throughout the world," explains Paul Feldman, Law Enforcement Associate’s President.

As terrorist threats continue to plague society, suicide bomber detection systems have become vital for homeland security and defense. As Robert Tarini, Chairman and CEO of Markland Technologies explains, “Army leaders have made it clear that the development of more effective technologies and methods to stop suicide bombers is a top priority, and Markland has responded with an approach that we believe will yield the best results in the shortest possible time.'' Markland’s suicide bomber detection system includes the development of a single unified solution that entails ten different detection technologies incorporated into a single, unified solution, which includes: thermal and electromagnetic sensors and imaging systems, vapor sensors, metal and chemical detection processes to spot firearms and explosives, and systems that can identify biological, radiological and other threats. According to the Company, one of the most important elements of the entire protocol is Markland's proprietary ‘stand-off’ detection system -- detection technologies capable of identifying potential threats at far greater distances than had previously been achieved. Precise distances are classified by the military, but such long-range detection is a critical part of identifying and stopping dangerous individuals before they can reach their targets and cause bloodshed.

In addition to suicide bomber detection systems and to address issues of random attacks, the need for preventative, timely and accurate intelligence information is crucial. As Edward Kaplan, a Professor at Yale University explains, while sensors can be an effective method of protecting specific areas, they do not necessarily address the random nature of numerous suicide bomb attacks, therefore a practical strategy to deal with this aspect can be seen in the investment in intelligence gathering as an additional method of prevention.

HomelandDefenseStocks.com is an investor and industry news portal for the Homeland Defense sector. The HDS website does not make recommendations, but offers a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the defense sector.

Participating Public Companies:
L-3 Communications Security and Detection Systems, Inc. (NYSE: LLL), Markland Technologies (OTCBB: MRKL), Sniffex (OTC.PK: SNFX), Law Enforcement Associates Corporation (OTCBB: LENF)

(HDS is compensated for Featured companies on portal - see disclaimer for details)

Additional HDS Homeland Security Web Sites:
www.NationalHomelandSecurityKnowledgebase.com: including comprehensive Homeland Security information resources, Homeland Security news, Homeland Security marketplace, directories and a collection of links on Homeland Security related topics.
www.BorderAndPortSecurity.com
www.NonlethalStocks.com
www.BiodefenseStocks.com

Disclaimer: ECON Investor Relations Inc is the owner of the domain HomelandDefenseStocks.com. www.InvestorIdeas.com/About/Disclaimer.asp

Contact:
Dawn Van Zant / Trevor Ruehs
Toll free: 800-665-0411
Email: dvanzant@HomelandDefenseStocks.com, truehs@HomelandDefenseStocks.com

About the author:
HomelandDefenseStocks.com is an investor and industry news portal for the Homeland Defense sector. The HDS website does not make recommendations, but offers a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the defense sector.

HomelandDefenseStocks.com Reports: Explosive Detection Syste

2008-11-26T20:02:00.000-08:00

by: dawn van zant
HomelandDefenseStocks.com Reports: Explosive Detection System Technologies – Intelligence Points To Increased Aviation Industry Terrorist Threats Including Hijacking and Bombing

New Homeland Security Defense Budget Proposes $5 Billion for Airport Security.

POINT ROBERTS, WA, February 25th, 2005 – www.HomelandDefenseStocks.com (HDS) and www.BorderAndPortSecurity.com (BPS), investor news portals for the Homeland Defense and Security Sectors, are pleased to offer investors an exclusive report regarding the current use of, and demand for Explosive Detection Systems within the aviation Industry. Companies like Hawk Protection Systems, Inc. (OTC.PK: HWPR), Markland Technologies (OTCBB: MRKL), and Electronic Sensor Technology (OTCBB: ESNR) are all in the business of either developing or manufacturing explosive detection solutions, which are currently in high demand.

Speaking recently before a US Senate committee David Stone, administrator with the Transportation Security Administration (TSA), said that intelligence points to growing terrorist threat possibilities within the aviation industry. Of the recent $5.6 billion proposed Homeland Security Department budget, nearly $5 billion is earmarked exclusively for aviation security. In addition to the larger conglomerates providing security solutions, smaller companies have had, and continue to have, an important role in researching and developing new technologies for use in explosive detection solutions.

The HDS portal is a news and information source for International Industry leaders, Institutions, Media, Government, Military, Navy, Investors, Brokerage Firms and Fortune 500 Companies. Investors and media can gain insight into the rapidly growing homeland defense sector through the site. The HDS and BPS websites do not make recommendations, but offer a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the sector.

HomelandDefenseStocks.com Announces Homeland Defense Stocks Online Investor Conference – April 06, 2005 http://www.investorideas.com/forums/
Investors and media can gain insight into the rapidly growing homeland defense sector. The format consists of audio presentations and accompanying PowerPoint.

Article Excerpt: Explosive Detection System Technologies – Intelligence Points To Increased Aviation Industry Terrorist Threats Including Hijacking And Bombing.

By Brian Eriksen Noer, HomelandDefenseStocks.com
February 2005

Given the current environment within North America and the Bush administration, right now would seem to be a very profitable point in time to be in the explosives detection system (EDS) business. Speaking recently before a US Senate committee David Stone, administrator with the Transportation Security Administration (TSA), said that intelligence points to growing terrorist threats within the aviation industry. Of the recent $5.6 billion proposed Homeland Security Department budget, nearly $5 billion is earmarked exclusively for aviation security.

Nico Melendez, TSA Field Communications Director for Los Angeles (which manages security for LAX airport, among others), said that the TSA continues to test new technologies that will make the agency more efficient, while relieving the need for added human resources. “The TSA has opportunities for small businesses in both primary contractor and subcontractor roles. Smaller companies have had, and continue to have, an important role in researching and developing new technologies for use in explosive detection.”

Deirdre O’Sullivan, TSA Spokesperson, concurred with Melendez, stating that, “The TSA sources their current and new technologies from both smaller companies and larger conglomerates. In the past few years we have seen that the larger conglomerates tend to buy smaller companies with promising technologies. The TSA is of course out to purchase the most up to date technologies possible.”

"The current airport security systems are outdated, ineffective and very costly to operate,” said John Altes, CEO of Hawk Protection Systems (OTC.PK: HWPR). “In fact, several governmental agencies who have studied the issue have dubbed current explosive detection technologies as the weak point in airport security and are in the process of setting up guidelines and standards that will be in effect throughout the US within the next 2 years."

In 1995 Electronic Sensor Technology (OTCBB: ESNR) perfected their patented zNose technology and spun it off to form the current company. “We delivered several prototypes to the FAA and the army,” said Edward Staples, Managing Director. “Back in those days threats were pretty simple – mostly nitro based compounds. Today, the situation has changed dramatically. Threats do not just encompass explosives. The shoe bomber for example, was carrying a compound called TATP (triacetone-triperoxide), which cannot be seen with a nitro based detector.”

Ken Ducey, President of Markland Technologies (OTCBB: MRKL) “There is no question that a wave is coming, and we want to make sure that Markland is at the forefront of that wave. Our technology portfolio is diversified and ahead of the curve. Our suite of next-generation electronic imaging and detection solutions are being designed to spot suicide bombers and terrorists before they can carry out their attacks."

Click here to read the full article:
http://www.HomelandDefenseStocks.com/Companies/HomelandDefense/HDS/_ESN.asp

HomelandDefenseStocks.com and BorderAndPortSecurity.com include a growing list of public companies within the sector. For our list of public companies involved in defense and security, click here: http://www.homelanddefensestocks.com/Companies/HomelandDefense/Stock_List.asp and/or http://investorideas.com/BPS/Stock_List.asp

About HDS Featured Clients: (HDS is compensated for Featured Company Profiled)

Hawk Protection Systems, Inc. (OTC.PK: HWPR) is in the business of researching, developing, and engineering a wide range of security products and systems that are intended for use by government, military, and law enforcement agencies worldwide, as well as commercial security professionals. Business activities include: Explosives Detection, Contraband Detection, Chemical Detection, Mobile Surveillance Systems, Defense Engineering, Defense Consulting, Laser Technologies, Model Simulation, and Sales Representation. www.hawkps.com

Markland Technologies, Inc. (OTCBB: MRKL) has four business segments, which address the needs of the Homeland Security marketplace: Chemical Detectors, Border Security, Advanced Technologies and Sensing Technologies for the U.S. Army, the U.S. Navy, the Department of Homeland Security, and various other U.S. Intelligence agencies. www.marklandtech.com

Technest Holdings, Inc. (OTCBB: THNS) - Majority owned by Markland Technolgies (OTCBB: MRKL)
Markland Technologies, Inc. announced February 14, 2005 it has completed a multi part transaction which includes the purchase of majority ownership of Technest Holdings, Inc., and the subsequent purchase by Technest Holdings, Inc. of all of the stock of Maryland based Genex Technologies, Inc. (Genex). Genex revenues derive principally from 20 ongoing contracts to supply imaging and surveillance sensor technology to a wide array of government customers. Genex had revenues for the fiscal year ended December 31, 2004 of approximately $5.5M. http://www.genextech.com/

Electronic Sensor Technology (OTCBB: ESNR) Founded in 1995, Electronic Sensor Technology has developed and patented a breakthrough chemical vapor analysis process. The company's product line is positioned to eliminate key vulnerabilities in the homeland security market, specifically in commercial building HV A C security, maritime port security, airport security, and border security. http://www.electronicsensortechnology.com/

HomelandDefenseStocks.com Acquires Premier Homeland Security Web Portal TwoTigersOnline and the National Homeland Security Knowledgebase. Click here for Full Story: http://www.homelanddefensestocks.com/Companies/ViewDocument.asp?ID=2566
Additional HDS Homeland Security Web Sites:
www.BorderAndPortSecurity.com, www.BiodefenseStocks.com, www.NonLethalStocks.com, www.RFIDInvesting.com.
Our sites have a combined audience of over 1 Million Unique Visitors per Month!

Hear HDS founder Dawn Van Zant every Friday at :08 and: 38 after the hour for the Business of Homeland Security only on www.HomelandDefenseRadio.com

Read the exclusive InvestorIdeas.com feature “The Insiders Corner”, a weekly feature by well-known financial writer and author Michael Brush. http://investorideas.com/insiderscorner/

Investor Incite Newsletter
InvestorIdeas.com’s free "Investor Incite" Newsletter consists of company and industry updates, investment research and developing trends in key areas such as Homeland Security, Border and Port Security, Renewable Energy, Nanotechnology, Natural Gas Stocks, the Music Industry, and more.
TO SIGN UP, click here: www.InvestorIdeas.com/Resources/Newsletter.asp

Disclaimer: ECON Corporate Services Inc (ECON) is the owner of this domain.
ECON is a privately owned corporate communications company specializing in: media relations, investor relations, and research on public companies and industry sectors, for the investment community. Nothing on our sites should be construed as an offer or solicitation to buy or sell any specific products or securities. All investments involve risk. Past performance does not guarantee future results, therefore investigate before you invest! Although we attempt to research thoroughly, we offer no guarantees as to the accuracy of any information presented. We encourage all investors to use our sites only as a resource to further their own research.

The site is compensated by its "Featured Companies,” as outlined in our on-line disclaimer at www.InvestorIdeas.com/About/Disclaimer.asp. Markland Technologies (OTCBB: MRKL): Ten thousand dollars per month; Electronic Sensor Technology (OTCBB: ESNR) Four thousand dollars per month; Hawk Protection Systems, Inc. (OTC.PK: HWPR): Four thousand dollars per month - All Featured Companies on HomelandDefenseStocks.com

For more information contact:
Dawn Van Zant / Trevor Ruehs / Brian Noer
Toll free: 800-665-0411
Email: dvanzant@HomelandDefenseStocks.com, truehs@HomelandDefenseStocks.com, bnoer@investorideas.com

About the author:

The HDS portal is a news and information source for International Industry leaders, Institutions, Media, Government, Military, Navy, Investors, Brokerage Firms and Fortune 500 Companies. Investors and media can gain insight into the rapidly growing homeland defense sector through the site. The HDS and BPS websites do not make recommendations, but offer a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the sector.

HomelandDefenseStocks.com Reports: Military Contractors with

2008-11-26T20:01:00.000-08:00

by: dawn van zant
HomelandDefenseStocks.com Reports: Military Contractors with Excess Cash Create Exciting Opportunities for Investors and Small Companies in the Sector That are Potential Targets for Acquisitions
POINT ROBERTS, Wash.; May 18, 2005 - www.HomelandDefenseStocks.com (HDS), an investor news portal for the homeland defense and security sector, reports that U.S. military and defense contractors are currently heavy in cash, with apparently $25 billion to $30 billion sitting with top military contractors. This is a direct result of government spending in homeland security and defense. Military defense contractors are therefore able to pay out cash dividends, spend the excess in R&D for technology, or to scout for targeted complementary acquisitions. With M&A activity predicted to have continued strong momentum, this creates exciting opportunities for investors and small companies in the sector that are potential targets for acquisitions.

Aviation Week and Space Technology first reported the large cash reserves.

For additional due diligence information and research opportunities: HDS featured two key analysts in the sector, Jack Mallon, (Mallon Associates) and Brian Ruttenbur, (Equity Research Analyst - Morgan Keegan & Co.) in the April 6th Homeland Defense Stocks Online Investor Forum.

The forum has been archived and can be accessed through the following link:
http://www.investorideas.com/forums/Portals/homelanddefense2.aspx

Additional Sector Info: HDS Presents Audio Interview with Jim Smith, Homeland Defense Business Correspondent for: Jane’s Defence Weekly, MSNBC, the BBC, and CNN.
To listen to Jim Smith’s Homeland Security industry overview, click here:
http://www.investorideas.com/Companies/HomelandDefense/audio/Jim_Smith.mp3

The HDS website does not make recommendations, but offers a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the defense sector.

HDS Showcase: Emerging Companies and Technologies in Homeland Security:

Aethlon Medical, Inc. (OTCBB: AEMD); BlueBear Network International, Inc. (OTC.PK: BLBR); CryoPort, Inc (OTC.PK: CYRX); Gateway International Holdings, Inc. (OTC.PK: GWYI); Harrington Group Ltd. (HGR) (OTC.PK: HGRLF); Law Enforcement Associates (OTCBB: LENF); Markland Technologies, Inc. (OTCBB: MRKL); MDM Group Inc. (OTC.PK: MDDM); OnScreen Technology, Inc. (OTCBB: ONSC); Technest Holdings, Inc. (OTCBB: THNS); Bulldog Technologies, Inc. (OTCBB: BLLD); Gabriel Technologies Corp (OTCBB: GWLK)

HomelandDefenseStocks.com is Compensated by HDS Featured Companies

Our Current List of Homeland Defense Stocks: a growing list of public companies in the sector. Click here for a partial list of companies involved in homeland defense and security technology and solutions in Airport Security, Biodefense, Biometrics, Defense, Internet Security, Integrated Security, Military, Border and Port Security. http://www.homelanddefensestocks.com/Companies/HomelandDefense/Stock_List.asp

Read the exclusive InvestorIdeas.com Feature "The Insiders Corner", a weekly feature by well-known financial writer and author Michael Brush. http://investorideas.com/insiderscorner/

Additional HDS Homeland Security Web Sites:

www.NationalHomelandSecurityKnowledgebase.com: including comprehensive Homeland Security information resources, Homeland Security news, Homeland Security marketplace, directories and a collection of links on Homeland Security related topics.
www.BorderAndPortSecurity.com
www.NonlethalStocks.com
www.BiodefenseStocks.com
www.RFIDInvesting.com

Investor Incite Newsletter

InvestorIdeas.com's free "Investor Incite" Newsletter consists of company and industry updates, investment research and developing trends in key areas such as Homeland Security, Renewable Energy, Nanotechnology and more.

TO SIGN UP, click here: www.InvestorIdeas.com/Resources/Newsletter.asp

Disclaimer: ECON Investor Relations Inc is the owner of the domain www.HomelandDefenseStocks.com. Our site does not make recommendations, but offers a unique information portal to investors to research news, articles, and recent research. Nothing on our sites should be construed as an offer or solicitation to buy or sell any specific products or securities. All investments involve risk. Although we attempt to research thoroughly, we offer no guarantees as to the accuracy of any information presented. We encourage all investors to use our sites only as a resource to further their own research. The site is currently compensated for by its "featured companies." The site is currently compensated for by its "featured companies." Markland Technologies, Inc. currently pays ECON Ten Thousand Dollars per month. Markland has issued shares to ECON in the past and these payments are for the purpose of including Markland in articles and other promotions. Aethlon Medical, Inc.: Three Thousand Dollars per month plus restricted shares equivalent to Five Thousand Dollars per month. BlueBear Network International, Inc.: Six Thousand Dollars per month equivalent in shares. CryoPort, Inc.: Five Thousand Dollars per month. Gateway International Holdings, Inc.: Four Thousand Dollars per month. Law Enforcement Associates: Four Thousand Dollars per month. MDM Group, Inc. pay an amount equal to approximately thirteen thousand five hundred. MDM Group Inc. shares per month for consulting services provide for both MDM Group Inc. and its subsidiary, Harrington Group Ltd. (HGR). OnScreen Technology Inc: Three Thousand Dollars, Bulldog Technologies, Inc.: One Thousand Dollars per month featured Company on HDS current list of stocks. Gabriel Technologies Corp: One Thousand Dollars per month featured Company on HDS current list of stocks. www.InvestorIdeas.com/About/Disclaimer.asp

Contact:

Dawn Van Zant / Trevor Ruehs
Toll free: 800-665-0411
Email: dvanzant@HomelandDefenseStocks.com, truehs@HomelandDefenseStocks.com

About the author:

The HDS website does not make recommendations, but offers a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the defense sector.

How & Why GPS Offers Affordable Fleet Tracking

2008-11-26T20:00:00.000-08:00

by: Shara Taylor

There are more and more companies that are turning to Global Positioning System (GPS) technology to find out where their fleet vehicles are or have been. GPS is a satellite-based navigation system that reports the location, speed and direction of a vehicle anywhere on the globe. Unlike cellular communications, that often experience dead spots, GPS receivers and satellites are always capable of maintaining strong locks, even in regions with dense foliage or urban settings with tall buildings.

The benefits of GPS fleet tracking include:

Can Help Control labor costs:
GPS tracking helps companies get a lock on labor costs, as well as extreme overtime costs. Employees typically keep their own vehicle history records and write their hours on a timecard each week voluntarily. With a GPS system, those timecards are replaced by precise printed reports downloaded directly from a computer, with a history list of each vehicle from the time it started its route, to the time it finished. You will also know how many stops it made and the length of each stop. Thus all employee time can be verified and analyzed.

Increases Fleet Efficiency:
With GPS tracking data you can determine an individual or group's average length of a service stop; or analyze a service stop vs. non-service stop; or the actual length of a service call or installation. Corrective measures based on this information gets job productivity up and wasted time and inefficiency down.

Can Help Lower your fuel bills:
GPS tracking information attacks high fuel bills in three areas: Controlling Speeding, Idling and Unauthorized Use. Tracking data is captured for all three items allowing fleet managers to take steps to address these and measure the results of their actions.

Can Help Lower Insurance Bills:
As a result, fuel consumption and costs can drop dramatically. Speeding increases your maintenance, fleet insurance premiums, fuel expense, gas mileage and your liability should an accident occur. With GPS tracking there is no need to rely on the public to report unsafe drivers. You will know how your vehicles are being operated and by whom.

Can Control Moonlighting of Employees:
GPS tracking units monitor who, what, where and when your vehicles are or have been. This puts controls on unauthorized usage and moonlighting. Can also help prevent theft of cargo.

Ensures Vehicle & Cargo Security:
Every year companies lose billions a year because of cargo thefts. Much of this happens during transit, before it is even delivered. Tracking systems can play a major role in preventing both vehicle & cargo thefts as well as aiding in recovery. Systems monitor every move & stop.

Can Resolve billing disputes:
Arrival and departure times are recorded. Determine exactly when your vehicle arrived and departed from a customer address.

The detailed, accurate information available from GPS has made it popular within aviation, sea navigation, various outdoor activities and sports, and automotive vehicles. There are numerous benefits of GPS tracking for managing transportation fleets and the cost has become affordable in recent years.

With all this said, we strongly urge any company with numerous vehicles to consider the many benefits GPS systems offer.

About the Author: Go to: www.SpyAssociates.com for the very latest in GPS Vehicle Tracking Equipment. Contact us anytime with any questions or comments: sales@spyassociates.com To learn more about Surveillance visit http://spyassociates.blogspot.com/ To order spy equipment and other surveillance products visit http://www.spyassociates.com/
Source: www.isnare.com

How Can I Justify This?

2008-11-26T19:59:00.002-08:00

by: Pat Redmond
People buy for emotional reasons and justify their decisions with whatever logic they can find or create, no matter how ridiculous.
-Joe Vitale

So you want to buy an airplane! What's stopping you? Perhaps I can list a few things:

1. My spouse doesn't fly and doesn't support my flying habit.

2. I don't do enough flying. . . it's probably cheaper to rent.

3. I'm not rich.. . How could I afford an airplane of my own?

O.K. Let's acknowlege that emotionally, WE WANT THE AIRPLANE! After all, who wouldn't? What could be more desireable than a brand new airplane, everything working, smell of new leather, and of course the turning heads every time you land your new airplane?

Now comes the justification part. We'll start with

#1: My spouse doesn't fly and doesn't support my flying habit.

Unfortunately, this one's all too common. However, there are a few things you can do to enroll your spouse in the program.

Make it a practice of flying to places that your spouse wants to go! Skip the pancake breakfasts and fly-ins. Fly to destinations that are unrelated to aviation. For a list of some great places, visit

http://www.airplanenoise.com/great_trips.htm

Try a "Pinch Hitter" course. Sometimes (I can speak from personal experience here) a good instructor can "hook" your spouse and before you know it you'll be forking out additional money for flight lessons. This is not a bad thing. . . With both of you involved in this activity, you'll win support for your purchase!

Who knows? Maybe your spouse prefers your absence and will endorse your involvement in a time consuming activity!

2. I don't do enough flying. . . it's probably cheaper to rent.

Have you heard the "50 hour/year" rule? Well if you have, disregard it! With a little bit of planning, your airplane investment can pay off with your personal and business flying. Airplanes are unlike other vehicles and actually increase in value over time. Take a look at a Aircraft Blue Book or V-Ref and compare values of some older airplanes. Some are several times their original purchase price! Different airplanes appreciate at different rates, so look for strong manufacturers that will be around years down the road.

3. I'm not rich.. . How could I afford an airplane of my own?

THE BIGGIE! New airplanes aren't cheap, but if you can position yourself for financing, the airplane can actually PAY YOU for the first 3-4 years! Sound impossible? Incentives are in place both from manufacturers (in the form of low interest rates) and the new tax incentives. With as little as 27% business use , you can depreciate the majority of the airplane and benefit from the associated tax savings. First year may be as much as 80% depreciation for a new aircraft! Additionally, warranty will cover the bulk of your maintenance expenses.
With regard to "positioning yourself for financing," visit
http://www.airplanenoise.com eleclass_schedule.htm

for a free download of "The Secrets of the Aircraft Finance Companies." You can also send a blank e-mail to aircraftpurchasesteps@getresponse.com for the Aircraft Purchase Wizard, a 9 e-mail series outlining the aircraft purchase steps with exclusive links and downloads.

Come on! We all justify our purchases everyday! You didn't really need these tips now, did you?

About the Author

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com

How Do I Justify This?

2008-11-26T19:59:00.001-08:00

by: Pat Redmond

O.K. Let's acknowlege that emotionally, WE WANT THE AIRPLANE! After all, who wouldn't? What could be more desireable than a brand new airplane, everything working, smell of new leather, and of course the turning heads every time you land ?
People buy for emotional reasons and justify their decisions with whatever logic they can find or create, no matter how ridiculous. -Joe Vitale

So you want to buy an airplane! What's stopping you? Perhaps I can list a few things:

1. My spouse doesn't fly and doesn't support my flying habit.

2. I don't do enough flying. . . it's probably cheaper to rent.

3. I'm not rich.. . How could I afford an airplane of my own?

O.K. Let's acknowlege that emotionally, WE WANT THE AIRPLANE! After all, who wouldn't? What could be more desireable than a brand new airplane, everything working, smell of new leather, and of course the turning heads every time you land your new airplane?

Now comes the justification part. We'll start with

1: My spouse doesn't fly and doesn't support my flying habit.

Unfortunately, this one's all too common. However, there are a few things you can do to enroll your spouse in the program.

Make it a practice of flying to places that your spouse wants to go! Skip the pancake breakfasts and fly-ins. Fly to destinations that are unrelated to aviation. For a list of some great places, visit

http://www.airplanenoise.com/great_trips.htm

Try a "Pinch Hitter" course. Sometimes (I can speak from personal experience here) a good instructor can "hook" your spouse and before you know it you'll be forking out additional money for flight lessons. This is not a bad thing. . . With both of you involved in this activity, you'll win support for your purchase!

Who knows? Maybe your spouse prefers your absence and will endorse your involvement in a time consuming activity!

2. I don't do enough flying. . . it's probably cheaper to rent.

Have you heard the "50 hour/year" rule? Well if you have, disregard it! With a little bit of planning, your airplane investment can pay off with your personal and business flying. Airplanes are unlike other vehicles and actually increase in value over time. Take a look at a Aircraft Blue Book or V-Ref and compare values of some older airplanes. Some are several times their original purchase price! Different airplanes appreciate at different rates, so look for strong manufacturers that will be around years down the road.

3. I'm not rich.. . How could I afford an airplane of my own?

THE BIGGIE! New airplanes aren't cheap, but if you can position yourself for financing, the airplane can actually PAY YOU for the first 3-4 years! Sound impossible? Incentives are in place both from manufacturers (in the form of low interest rates) and the new tax incentives. With as little as 27% business use , you can depreciate the majority of the airplane and benefit from the associated tax savings. First year may be as much as 80% depreciation for a new aircraft! Additionally, warranty will cover the bulk of your maintenance expenses. With regard to "positioning yourself for financing," visit http://www.airplanenoise.com/teleclass_schedule.htm

for a free download of "The Secrets of the Aircraft Finance Companies." You can also send a blank e-mail to:

aircraftpurchasesteps@getresponse.com

for the Aircraft Purchase Wizard, a 9 e-mail series outlining the aircraft purchase steps with exclusive links and downloads.

Come on! We all justify our purchases everyday! You didn't really need these tips now, did you?

About the Author

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

How GPS Works

2008-11-26T01:42:00.001-08:00

by: Anne King
Global Positioning System (GPS) is a navigational aid originally developed for the military. The system simply receives signals. It is the applied technology that gives the GPS its versatility.

If you have ever used map and compass, you will understand a little about how the GPS
works. In order to find your position on a map, you need to have three points of
reference. The intersecting line from the reference points is where you are. Map and
compass work uses triangulation (bearings), GPS uses trilateration (distances) to calculate location. Satellites orbiting the earth emit unique signals that can be received by a GPS. The GPS software interprets the signal, identifying the satellite that it came from, where it was located, and the time that it took for the signal to reach the system. Once the receiver has both time and distance it begins to determine position.

Three satellites provide the intersection point and the fourth is used to check that the positioning is accurate. Accuracy depends upon the synchronization of atomic clocks in the satellites with the clock in the GPS system. Although the clock in the GPS is not atomic, utilizing the fourth satellite gives it that functionality as the internal clock adjusts itself to correct any discrepancy discovered.

GPS has gone far beyond its initial military application. Drivers can find their way
through city streets, long distance trekkers use the technology to cross unfamiliar terrain, mariners and pilots use GPS enhanced data to cross the seas and skies.

In--vehicle GPS can be integrated into the car entertainment system or can be installed as a removable device. These systems need to tell the driver where he/she is and how to
reach their destination. The information includes road directions plus relevant features along the way such as rest stops, gas stations, points of interest, etc. Auto GPS uses voice commands so that the driver can concentrate on the road.

Hikers and trekkers use similar technology, but normally without the inclusion of road
systems on their devices. Mapping software defines the territory that the hiker will
encounter. The user can enter waypoints (points of reference) so they can return using the same route. They can add points of interest such as water sources, possible campsites, and other items of interest on their trail. However, the portability demanded by hikers will also limit the functionality of the system as small screens mean that some detail will be lost.

It is GPS technology that is used to track individuals on home arrest, to trace missing
pets, stolen vehicles, and missing people. Small systems can be incorporated into pet
collars and wristwatches. As long as the receiver is active, it can be found.

Marine and aviation GPS units are sophisticated and specialized. The principles involved are the same as any standard system; the software is much more highly developed.

Any fisherman, who is using a fish finder on his boat, is using a GPS that is enhanced by
sonar and tracking devices. Units have been developed for use on float tubes also -– as
GPS technology advances, the systems become more and more compact and their uses
more and more extensive.

If you are considering purchasing a GPS, make sure that it can be updated easily. This is especially true if you buy a multi--function GPS or one that is used where conditions change regularly. An in--vehicle GPS soon loses its usefulness if it is not updated as road systems change.

Updates vary according to the device being used. They can come in CD/DVD packages
or as computer downloads. The user can purchase maps specific to the area in which the GPS will be used or a range of maps and routes. These are available from GPS software companies who will charge proportionally to the sophistication of the software.

GPS units vary in price according to their usefulness. It is possible to buy units for less than one hundred dollars to units costing more than one thousand dollars. What your needs are will be a factor in the cost of your unit. If you are a backpacker then portability is a major consideration. If you are a trucker, you need to be able to find a delivery point as quickly and conveniently as possible. Whatever device you go for, cost is generally related to quality. Buy the best you can afford.

About the author:
Anne King is a sports and recreation writer in Boise, Idaho. For more GPS information, visit Maps GPS Info.com which provides practical information on GPS and maps that everyone can use. The website includes product reviews and a maps/GPS glossary.

How To Build A Medical Spa Inside Your Existing Practice

2008-11-26T01:34:00.001-08:00

by: Jeff Barson
The physicians conundrum: Everywhere, physicians are contemplating or engaged in expanding into the “medical spa” market. Seduced by the media buzz around this hot new phenomenon, many doctors see the medical spa as a means boosting their income and eliminating the growing grind and countless headaches of their daily practice. They read about growth statistics, see dazzling new equipment at trade shows, watch competitors popping up, and fear that they may be falling behind the times. With pen in hand they’re ready to sign lease agreements, loan documents, and lots of checks in order to catch up with a crowd of savvy entrepreneurs who know where the real action is. And the truth is, they’re right. Medical spas are the natural evolution of cosmetic medicine, and those who don’t join the revolution will watch from the sidelines as their fate is decided.

Medical spas are the forerunner of a revolution. From Galen until now, the primary method of care has been through the hands and individual knowledge of a physician. But that’s changing. The default method of care is becoming technology based. In every market and time, technologies are developed that replace an individuals knowledge and skill.

Lasers, IPLs, radio frequency, infrared, personal DNA testing, Pointe Lift™, Liposolve™, Clear², PDT, telomere clipping, anti-aging drugs and a smorgasbord of other technologies in development promise to change medicine in the same way that computers, jet engines, and GPS have changed aviation. Technology now enables a technician (under medical supervision) to perform effective medical treatments and places the physician in an oversight roll instead of being the primary practitioner. In the near future, physicians will have more in common with an astronauts than the Wright Brothers.

But changing technology poses very deep problems for physicians. Technology allows easy replication and scalability, forces an unimaginably steep new learning curve on overworked doctors, and eliminates many of the barriers and protections that physicians have relied on in the past. And it’s only going to get worse.

Consider this. The combination of markets that Surface competes in is huge (40-50 billion per year and growing), highly fragmented (individual practitioner model), completely new (technology based), and free of any meaningful national players (yet). Already there are very deep pockets investigating ways to exploit this emerging marketplace. The Wal-Marts and Home Depots of this new medical marketplace are being built.

But there’s opportunity as well. Technology opens new doors for physicians who can manage this new paradigm. That’s why a ready supply of smart and motivated physicians tired of the daily grind of insurance patients are moving into the marketplace and successfully competing. For the first time, physicians outside the current specialties of plastic surgery (cutting and stitching) and dermatology (diseases of the skin) have the potential to earn the income of these “big money” specialties. This new market will inevitably give rise to a new specialty whose focus will be “non-surgical cosmetic medical technologies”. You can see the fragmentation today. Many dermatologists now label themselves as “cosmetic” to market themselves as a subspecialty.

Hurry up and wait. You can’t get enough good information fast enough. But this is a new business and demands a huge investment of time to make the right decisions. Sales reps will stream into your clinic armed with charts and graphs that go up and to the right, advertisers will drop phrases like “top of mind awareness”, and you'll have a creeping suspicion that the market is getting away from you. Go slow. There are a host of land mines in the area and there are some that will be advising you to jump directly on them.

So, how do you build a medical spa inside your existing practice? Surface has three locations, four physicians, master aestheticians, technicians, patient coordinators, managers and office staff. Every treatment at Surface is governed by a set of proprietary protocols. As a business, we have advised dozens of individual physicians, managers, and investors about opening and operating medical spas. Be advised this is not easy, but here are a few suggestions.

Physician heal thyself: This is your business. Consultants make their money by telling others how to run businesses that they can’t run themselves. Believe me, if a medical spa consultant was worth hiring, they would be running their own medical spa. Consultants will tell you that you have to have massage, retail should be 30% or your gross sales, and “you might want to consider hydrotherapy”. Wrong. The day that retail is 30% of our gross sales I’ll eat my left foot. Our retail is around 3%. If it ever gets to 5% we’ll cut back. If this is going to be your business, make your own decisions.

Find someone smarter than you: The most important step is good management. Without that, people can, and have, lost everything. If you don't have good management skills, hire someone from outside medicine who does.

Franchises: “Turn key solutions”. That’s how almost everything is marketed to physicians. Buy this technology, hire this personnel, run these ad slicks, and everything will fall into place. Sorry. It doesn’t work that way. Most of these franchises are sold as a sort of “we’ve already worked out the kinks” sort of deal. It’s a lie. Franchises focus on the treatments that everybody else will be able to replicate with ease. It’s more a case of, “ In the kingdom of the blind, the one-eyed man is king”. You don’t need a franchise.

All technology is not created equal: Despite what company reps will tell you, choosing the right technology will mean big differences at the end of the year. Efficacy, cost per treatment, initial costs, usage, and a long list of other considerations should go into technology decisions. Many physicians jump first and then end up with $80,000 towel dryers that they still have to make payments on every month. Used medical devices are readily available from the constant stream of bankruptcies and failed medical practices. Choose your technology carefully.

Understand the marketplace: Medical spas are a luxury business. And for most physicians it comes as an unwelcome surprise that their new patients are more demanding. Long waits, aloof staff members, poor communication, and ambivalent staff, are all in the past. You’re touting yourself as a luxury service, act like one. Hire top-notch people that are service-oriented, friendly and courteous. Protocols can be taught easier than attitude.

Rein in your ego: This is business. It’s not personal. If you feel you must charge twice as much as your competitors because you “deserve it” or you’re board certified, get used to empty appointment book. One of my personal pet peeves is the condescending attitude of many physicians.

Do not use “advanced” or “laser” in your name: The number of “advanced” laser clinics is staggering. Don’t do it. It’s inane, overused, and bland. I actually had a physician ask me if changing his name from Advanced Laser Centers to Advanced Laser Group would get him more business.

Network with successful medical spas: Successful business owners are only to happy to help newcomers to the industry. We have constant dialogue with physicians and investors who are investigating the marketplace and have advised clinics on four continents. Successful medical spas will be happy to build bridges with smart businesses.

Don’t look to day spas to solve your problems: Physicians hear “spa” and immediately think that day spas have the answers they’re looking for. Wrong. The average net margins for day spas are around 8%-10%. The average physicians is 60%. This is a different market.

Don’t base your pay on commission: Commissions sound like a great solution. You save overhead and motivate your staff to grow the business. Wrong. Commissions are used in spas to keep overhead low, but guess what. Staff members working for commission aren’t working for you. Commissions lead to overly aggressive staff that don’t do anything for your reputation.

Don’t gild the Lily: You may have heard that you have to “build out” your clinic at the cost of $80-$120 per square foot. Nope. You don’t have to start with treatment tables that have your clinics name embossed on them. Spend all your money before you open and you won’t be able to spend it where you’ll really need it… getting butts in the seats.

Stay lean: Physicians practice medicine based on science. You don’t need to offer massage and you don’t know anything about it anyway. Stick to the basics.

More information is available online at www.surface-med.com

About the Author

Mr. Barson is the Managing Partner of Surface Medical Spas and the Editor of Medical Spas Online Magazine.

How To Make Sure You Have A Safe Flight

2008-11-26T01:27:00.000-08:00

by: ChicTour.com
When you fly on the commercial airlines of the United States, you are flying on the safest, most efficient form of transportation. When the rare accident does occur, more and more people survive due to advances in aircraft manufacturing and design, air traffic control technology, emergency planning, and cabin safety.

Aviation manufacturers, air carriers, and the Federal Aviation Administration are proud of their contributions to aviation's impressive safety record. You, the air traveler, play a very important role in aviation safety. You can take responsibility for your own safety.

Listen To The Safety Briefing
Keep Your Seat Belt Fastened
Obey Carry-On Baggage Restrictions
Wear Sensible Clothing Fly Smart.
Fly Smart. Be responsible for your safety and make your safe trip even safer.

LISTEN TO THE SAFETY BRIEFING

Fly Smart travelers always listen to the safety briefing because they know that every aircraft is different. The following are some tips to ensure that you are familiar with the aircraft you are on:

Take the passenger safety card out of the seat pocket and follow along while you listen to the safety briefing. Always take a moment to review the card before subsequent takeoffs and landings.

One of the best things you can do to be prepared is to mentally plan the actions you would need to take in an emergency. As part of this plan, count seat rows between you and at least two exits.

If you have any questions about the safety procedures, ask the flight attendant. Flight attendants are professionals; they know about the safety procedures of the aircraft.

FASTEN YOUR SEAT BELT

Of all the safety features aboard the aircraft, one of the most important is right at your fingertips - Your Seat Belt. In a recent study, nearly 300 turbulence-related serious injuries to passengers were reported over a 10- year period. None of the injured had their seat belts fastened. To prevent turbulence-related injuries, Fly Smart travelers should always:

Keep their seat belt fastened at all times. Make sure their seat belt is secured snugly and low across the hips.

OBEY CARRY-ON BAGGAGE RESTRICTIONS

Fly Smart travelers should be aware of what they bring on board.

Most airlines restrict carry-on baggage to two pieces per passenger.
Carry-on bags must be small enough to fit under the seat in front of you or in the overhead bins. It's a good idea to put the heavier items under the seat.

Carry-on items could become flying projectiles during turbulence. Heavy items and baggage with sharp corners can be hazardous.

Some hazardous materials are restricted. They can be dangerous if carried (or checked) on an aircraft. Following is a partial list of common articles from the home, workplace, or garage which, because of their physical or chemical properties, can pose a danger when transported.
Mace, tear gas, and other irritants
Aerosols containing flammable material (hair spray, deodorant, repellents),
loaded firearms, loose ammunition, gasoline and other flammable materials
propane, butane cylinders or refills, and lighter refills, wet-type batteries, e.g., as used in cars, fireworks and flares, safety or "strike-anywhere" matches (in checked baggage), paint and paint-related materials (thinners and cleaners), corrosive (acids), poisonous, infectious, and radioactive materials.

The above list is not all inclusive. There are certain exceptions for personal care, medical needs, and equipment to support physically challenged passengers. There are also provisions for sporting equipment. When in doubt, check with your airline.

In the unlikely event of an emergency evacuation, leave everything behind.

WEAR SENSIBLE CLOTHING

For ease of movement and protection in the unlikely event of an evacuation, Fly Smart travelers should follow these guidelines:

Wear clothes made of natural fabrics such as cotton, wool, denim and leather. They offer the best protection. Synthetics may melt when they are heated.

Wear clothing that allows freedom of movement. Avoid restrictive clothing.
Wear low heeled shoes or boots. (Shoes with laces or straps are recommended. Avoid sandals.)

Arms and legs should be as fully covered as possible. (Long sleeves/pants are recommended.)

PASSENGER CHECKLIST

SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER

Sensible Clothing

Shirt - Long sleeved, natural fabrics.

Slacks/pants - Long, natural fabrics.

Shoes - Leather or canvas and low-heeled.

Child Safety Seat

Check with airline for policy on use before arrival at airport.
On Board the Aircraft

Safely stow carry-on baggage.

Wear seat belt snug and low across the hips.

Keep your seat belt fastened at all times.

If you take your shoes off, put them on before landing.

Review the passenger safety card before each takeoff and each landing.
Listen carefully to the safety briefing.

Ask questions if safety information is not clear.

Make a mental plan of the actions you would take in an emergency.

Be familiar with all exits.

Count seat rows between you and at least two exits.

Exit Row Seating

Listen to the safety briefing and/or read the written instructions for aircraft specifics.

You must be physically capable and willing to perform emergency actions. If not, request another seat.
You must know your responsibilities in the unlikely event of an emergency.
Ask questions if instructions are not clear.

Consider the effects of alcoholic beverages.

In the unlikely event of an emergency, you should be aware of the following.

Evacuation Slides

Jump feet first into center of slide.

Do not sit down to slide.

Place arms across chest, elbows in, and legs and feet together.

High-heeled shoes can damage slides.
Decompression

Pull oxygen mask toward you to start oxygen flow.

Put your oxygen mask on as quickly as possible.

Help children and others with their masks.

Flotation Devices

Know where they are and how to use them.

Life vests (under seat, if available), life rafts, and some seat cushions and evacuation slides can be used as flotation devices.

Evacuating the Aircraft

Follow instructions of crew member (if possible).

Stay calm and proceed quickly to exit.

Leave all your possessions behind.

Fire or Smoke

Inflight

- Use wet paper towel or handkerchief over nose and mouth.

- Move away from the source of fire and smoke.

On Ground

- Stay low.

- Proceed by your predetermined count of seat rows to exit(s) and/or

- Follow floor proximity lighting to an exit.

- Exit the aircraft.

- Leave all your possessions behind.

Outside the Aircraft

Move away from aircraft, fire, and smoke.

If possible, help those requiring assistance.

Remain alert for emergency vehicles.

Never go back into a burning aircraft.

Source: Federal Citizen Information Center

About the Author

http://www.ChicTour.com is an online directory and resource for your travel.

Hurricane Katrina Recovery: 6 Ways You Can Help

2008-11-26T01:24:00.000-08:00

by: Matthew C. Keegan
Like many people, I have been glued to the television or regularly pulling up the latest online reports about the devastation in the wake of Hurricane Katrina. Whose heart hasn't been torn out and stomped on by some of the saddest tales of woe? I know mine has! As powerless as we may feel at times there are things we can do to help and not hinder the Gulf region. Let's take a look at a few of them.

1. Send money. Yes, money is the best thing you can do to help these people. Reputable organizations such as the American Red Cross and The Salvation Army are geared toward helping disaster victims and can use funds to purchase what they know they need instead of what you think they need. Local churches and relief organizations can use your help too; always investigate whether the organization does what they claim to do and that they have the resources in place to help out. When in doubt, the first two are excellent "can't miss" choices. Oh, by the way, the Red Cross and blood banks can always use blood.

2. Do not send clothing. Huh?! Aren't some people walking around with just the clothes on their backs? Yes, that is a true statement. Unless the call goes out for clothing, shoes, blankets, and more, your sending these items may be more of a burden than a help. In 1989, while living near Charleston, South Carolina, we got slammed by Category 4 Hurricane Hugo. Soon thereafter well meaning people shipped in clothing -- including heavy winter garments [Charleston, much like the Delta region, stays relatively warm all winter; snow is a rarity] -- and organizations did not know what to do with all the stuff. I later learned that one well known nonprofit ended up having to bale up and throw out several tons of clothing. It costs money to haul off unused clothing too.

3. Adopt a pet. Yes, you will soon hear sad stories of pets permanently separated from their owners, many of whom died in the floods. If you cannot adopt a pet, consider sending money to an animal shelter, a zoo, or to a tourist park. Organize a bake sale, a garage or yard sale, or some other fund raising event and send the proceeds to afflicted organizations. If you do decide to adopt a pet, please do so under the condition you can take care of the pet for the rest of its life.

4. Open your home up. You may live near enough to the disaster area to be able to help an individual, a family, or an emergency worker by providing temporary shelter. The goodwill you show in providing shelter for free can go a long way toward helping the recovery effort. If you can't open up your home, consider volunteering as a food service provider, or by sending in cold drinks and ice to recovery teams, or by preparing a hot meal for an afflicted family.

5. Stay away - for now. Visiting New Orleans and other devastated areas is a mistake while the rescue effort is going on. Unless you are a trained emergency services person, you'll only get in the way. Heck, even the president of the US will not set foot in the area until they can handle his arrival. You'll only get in the way and, in some cases, your visit could be illegal under martial law.

6. Visit later. Once recovery is well underway and hotels can handle tourists, consider visiting an afflicted community on your vacation. Yes, it won't look as nice as before the storm struck, but you'll certainly do your part to bolster a devastated economy. It is likely you will be enticed with discounted airfares and hotel rates to visit; if you do you'll have the satisfaction of knowing that you had a part in contributing to the local economy's rebound. Remember: tourists flooded New York City soon after 9/11 and tourists continue to pour into Florida to help that state's storm battered economy.

Above all else, we can certainly pray to the Lord for the rescue of the many people and animals who remain stranded and/or homeless as well as for the sustained recovery effort. Hurricane Katrina was a terrible natural disaster, but as with any event of this magnitude so many hearts have been pricked to help those who have been hurt. Certainly, that can't be a bad thing.

About the Author

Matthew Keegan is the owner of a successful article writing, web design, and marketing business based in North Carolina, USA. He manages several sites including the Corporate Flight Attendant Community and the Aviation Employment Board.

Instrument Proficiency Checks Under The Revised Instrument P

2008-11-26T01:23:00.002-08:00

by: Greg Reigel

In April, 2004, the FAA updated and revised the Practical Test Standards (“PTS”) for the Instrument Rating. The new standards went into effect October 1, 2004. Of particular interest to instrument flight instructors (“CFII’s”) and pilots holding instrument ratings is a substantial change in the requirements for administering an Instrument Proficiency Check (“IPC”).

Prior to October 1, 2004, a CFII had discretion regarding what PTS tasks he or she could require for an instrument rated pilot to demonstrate instrument proficiency. That discretion allowed a CFII to be flexible in order to accommodate/address a pilot's strengths/weaknesses, as well as the pilot’s aircraft, instrumentation and intended missions. That is, the CFII was allowed to decide what tasks the pilot needed to accomplish in order to show the CFII that the pilot could competently operate an aircraft solely with reference to the instruments.

Although this discretion presented the opportunity for a CFII to conduct an IPC with minimal demonstration of ability by the pilot, most CFII’s required pilots to demonstrate sufficient skills and competence to show that they could safely fly in instrument meteorological conditions (“IMC”). After all, no responsible CFII wanted to be the last IPC sign-off in a pilot’s logbook if the pilot was later in an accident or incident: Too many questions to answer and potential liability for the CFII.

However, the revised PTS no longer give the CFII discretion in how an IPC is to be conducted or the tasks to be performed. The current PTS now require completion of specific tasks including holds, unusual attitudes, intercepting nav-aids and dme-arcs, precision, non-precision and circling approaches, partial- panel and review of instruments and aircraft equipment.

Unfortunately, the removal of the CFII’s discretion seems to convert what used to be a learning experience tailored to a pilot and his or her needs into what is more closely akin to an actual check-ride. Under the prior PTS, a student and instructor could discuss and determine the appropriate and/or necessary tasks to ensure that the pilot could demonstrate the necessary competency to pass an IPC. This allowed a pilot to use the IPC as a learning tool by agreeing with the instructor to review or practice specific tasks on which the pilot may have felt he or she needed additional practice.

Under the revised PTS, all of the designated tasks must now be satisfactorily completed. Although a pilot and instructor can still tailor the IPC to focus on tasks needing additional work, the remainder of the designated tasks will still need to be completed. This will increase the time required for an IPC and may deter pilots from spending the time and money for additional practice of specific tasks.

Another concern is the requirement that an IPC candidate must now perform a circling approach. Unfortunately, this eliminates the opportunity for an IPC candidate to fully complete an IPC using a computer-based trainer such as an Advanced AD. Although an Advanced AD will still qualify for completion of a majority of the IPC requirements, if it does not have a wide, wrap-around display, a circling approach will be impossible and this portion of the IPC will need to either be demonstrated in an aircraft or in a simulator that is equipped for such an approach.

This new requirement also has the potential to increase the cost of an IPC for a pilot. If the pilot does not have access to an appropriate computer based trainer, he or she will need to perform a circling approach in an aircraft.

The revised PTS are here and are the standards for conducting an IPC. Pilots should keep in mind that an IPC sign-off received after October 1, 2004 that does not comply with the revised PTS will not be valid and may leave the pilot operating without instrument currency. Both pilots and their instructors should review the revised PTS to fully understand what tasks are required for an IPC.

As always, fly safe and fly smart.

About the Author

Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His handles aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.

Intellectual Capital (It's Money in the Bank)

2008-11-26T01:23:00.001-08:00

by: Donald Ladew

This article talks about the risk of not preserving Intellectual Capital. It tells of actual events that illustrate what happens when a company fails to do this.
According to SearchCRM.Com this is the definition of Intellectual Capital:

Intellectual capital is knowledge that can be exploited for some money-making or other useful purpose. The term combines the idea of the intellect or brain-power with the economic concept of capital, the saving of entitled benefits so that they can be invested in producing more goods and services. Intellectual capital can include the skills and knowledge that a company has developed about how to make its goods or services; individual employees or groups of employees whose knowledge is deemed critical to a company's continued success; and its aggregation of documents about processes, customers, research results, and other information that might have value for a competitor that is not common knowledge.

What with the blizzard of buzz words flying around the business world these days, it’s easy to lose sight of the basics. It’s a fine definition and it’s quite simple isn’t it? Sorry, I shouldn’t have said that. There are ten thousand consultants out there insisting everything is complex. There’s no money in simple. It’s a lot easier to sell complex.

Here’s an absolute fact. As long as this capital is only in the employee’s head, not written down, video taped, put on whatever medium you chose, made available for distribution, the company that thinks it possesses that capital, is at risk.

Joe the engineer’s head is not a Swiss Bank vault. Swiss banks will probably be around when people on earth are having lunch with those aliens hiding out at Area 51. Joe may decide to run off to Bora Bora with Suzy the shirt salesperson at Sears. If he does, he’s going to take his capital with him. He won’t care if his capital is in your bank or not.

By the way, if you are the manager of a small company, only have ten or twelve employees, and you have just said to yourself, this isn’t for me, please reconsider. In a way it is even more important. You may only have one engineer, or one employee with a particular skill. You lose him or her and you are well and truly up the proverbial creek. More on this: If you are only thinking of Intellectual Capital in terms of some esoteric, patentable process you have developed, think again. Remember what happened when the gal who filled and setup the stamp machine was out with the flu and she was the only one who knew how to do it. Three other people got involved trying to figure it out. It took three hours, ruined a roll of blanks and made you hostile. Fill in your own idiotic time waster in the space above. What she knew how to do in five minutes is most definitely Intellectual Capital.

Here’s a true story to illustrate the risk of ignoring the value of Intellectual Capital. For five or six years I taught, Total Quality management (TQM), Statistical Process Control (SPC), Deming, Team Building and many of the other skills that come under the TQM umbrella. I had a contract at a medium sized technical manufacturing company. My charter was to teach the skills noted above to every employee, from janitor to CEO. The consultancy was a combination of classroom, mentoring and practical exercises in the manufacturing environment.

If I were asked now what I thought was the most important ability of an instructor/mentor, I would say getting people to talk about what they do and then listen excellently. People told me things. They complained, whined, and bitched. They literally poured their hearts out. There’s a lot of loss and disappointment in the average work place. They knew what was wrong but no one asked them. This story is one of the things I was told.

Six months before I arrived a new COO came on board. He was a dyed-in-the-wool hunter-killer type from Wharton with an MBA and dreams of becoming CEO of FORD. He decided that a general belt tightening had to happen. He must have convinced the CEO, as there was no objection from above. Managers in every department were ordered to look around and report on how this could be achieved. The stated goal was a 15% reduction in overhead of all kinds.

One of the first things he did was order a salary review of all employees making over $50K a year. A list was made up of who had to go. Against the advice, pleading and screams of agony from the line managers he brought out the axe and chopped heads. I think it is axiomatic at the ‘better’ business schools that the best way to improve the quarterly reports is get rid of employees. Apparently they don’t teach Deming at Wharton.

This company manufactured various products for the aviation industry. One of these products was pressurized vessels that were part of the on-board fire suppression system. Testing of these vessels was key as the FAA has more rules than the IRS before they could be accepted. Joe, a very clever senior engineer, built the pressure testing system. [He definitely made more than $50K per year] It was an elaborate system that required frequent adjustment. No one thought to get all of the procedures written down. This engineer was a popular guy who had no interest in moving on to greener pastures. He had been working there since the company was formed.

A Monday morning arrived and he found a pink slip in his in basket. Easy to imagine how he felt. He was given his two-week notice. He said, screw it and went home. Friends tried to call but he wouldn’t answer the phone. Why should he? He certainly must have felt betrayed.

Three days after this the pressure vessel test system failed. At that time they were running two hundred of these vessels, from a dozen contracts with major airlines through the test system every week. No one except the engineer who was now sitting at home watching 'The Days of Our Lives' and sulking knew how the system work. There were some poorly written procedures but nothing that provided and in-depth explanation of how to align and maintain the system.

Joe’s manager passed the word of the system failure up the line. He’s very angry. He tried his damndest to save his engineer to no avail. He warned them this was a seriously stupid thing to do. Meetings were held. The shouting and bad language was heard all the way out on the production floor.

The COO said, “well, call him up, get him in here.” The manager replied, “I can’t do that, you fired him.” “So, go to his house, tell him we need him.” The manager, who was totally enraged by this time and doesn’t care if he is the next to go said, “you go to his house, &*^%^*%, you fired him.” More engineers were brought in to work the problem. They actually got it running but now the system had to be recalibrated. They failed to get it going. This went on for a long time. Many engineers and technicians became involved. Some, as might be expected, made the problem worse when they tried to correct something they did not understand.

Finally they got Joe on the phone. They explained the problem to him. Great silence. He’s human; he has been crapped upon from a great height and has no intention of making it easy. He said, “have the &%^^ who fired me call.” He hung up. The CEO, who was on a fishing trip in Baja California, Mexico, is brought into the problem. Need-less-to-say his instructions to the new COO are painful and to the point. “You go get Joe in here if you have to kiss his patoot every step of the way. You made the problem, go fix it.”

The COO called Joe and pleaded. “What do you want?” Joe said, “a consultants contract for two weeks at $300 an hour guaranteed regardless of how long it takes to complete the work, to be paid before I start.” The COO had no choice. He had to agree. Manufacturing was piling up untested pressure vessels and customers were asking questions. There’s a couple million in deliverables sitting there gathering dust, the company’s reputation is at stake. The airline contracts are absolutely important to the company’s survival.

As you might guess, it took Joe all of a day to fix everything and get the system recalibrated. Now, because you the reader are much smarter and more experienced than the Wharton shark, you naturally would have had someone watching every step Joe took to get things running again. You would have your videographer and tech writer in Joe’s lap memorializing every step he takes. He wouldn’t be able to breathe in without someone asking him, “Joe, why did you breathe in at this particular point of the process?” I am sorry to tell you no one was there to get this crucial data recorded.

He was called in several more times before I arrived. It was like having a lawyer on retainer, and nearly as expensive. I gave the problem to a Cross Functional Problem Solving Team. Their charter was to get the data, all of it. The smart thing would have been to give Joe a nice raise and hire him back. And in the world of prose, the new idiot COO would have been sent back to Wharton and taught that greed and ambition do not necessarily improve the bottom line. This did not happen. The COO was replaced quietly about three months after I was given my contract. I wish I had had something to do with it. I didn’t.

Joe was a reservoir of intellectual capital. This particular company had many people like him. Every company that I have ever worked with has people like Joe, at every level and department of the organization. And every company I worked with had to reinvent some wheel that had already been nicely designed because no one bothered to get that Intellectual Capital our of Joe's head into the company’s bank. If you want to know what it costs not to make a withdrawal on Joe, read Crosby’s “Cost of Quality” carefully and apply it rigorously. There are many well thought out methods to accomplish this most important task. It’s very expensive not to have your own bank filled with the Intellectual Capital you have spent thousands, even millions to develop. My advice is lose the madcap idea that the only way to improve the bottom line is let people go. There really are better ways to improve the numbers in your balance sheet.

About the Author

Mr. Ladew has traveled and worked all over the world. He spent many years as an aerospace engineer. He works as a technical writer and trainer. Mr. Ladew is also a novelist (2 books published), writes articles, essays, short stories and Haiku. he has also written a best selling business book for mid-level supervisors.

It Never Rains On A Right Attitude!

2008-11-26T01:22:00.002-08:00

by: Richard Vegas

The decision to win in life belongs to you, not to anyone else. No one else can make that decision for you. No one else can open up the top of your head and pour a can of luck down inside of you. The victory is available to you, so is the defeat. Notice I said the victory is "available", not automatic!

Feast Or Famine!

Have you ever noticed how things come and go in cycles? Everything in nature has cycles and so does victory and defeat. When we are in the victory cycle everything we do just falls in place. When we're in the defeat cycle even our crystal ball will tell us, no, that was just a "snow ball" that hit you! Yeah, Right!

It seems the victory cycle always ends too quickly and the defeat cycle always lasts too long. I don't think there is really a great imbalance here, but it really does seem like it especially in the defeat cycle.

Why do some people seem to settle into the defeat cycle? One reason is many people somehow think subconsciously they are getting what they deserve. Don't laugh! I have met and talked to them. This may not be a problem with you, and it's strange but they think mistakes they've made, and decisions they've made are the reasons.

There is something that gets cross-wired in their brain and actually makes them feel better to cause some form of lasting pain or punishment to themselves. And, the longer they go through it, the better they feel because they're removing guilt.

And, Round And Round We Go!

But, about as quick as the guilt disappears, then the circumstances suddenly reappear and they realize they didn't obtain what they desired, their emotions hit another bottom and the defeat cycle starts over again.

If this has ever happened to you take courage, there is very effective way out of it. But, to the person going through this dilemma it's tragic; because their attitude makes the pain of the circumstances much worse.

But, when a person comes to an understanding of their purpose and reason for living, he realizes that it's not something he deserves and opens the way to become a renewed man.

It's as if that old attitude has been erased and a new life has been formed. At one time or another maybe you feel like you've failed in life. And, maybe you feel like you're stuck in a rut of defeat. But, just because you've failed and made some mistakes, doesn't mean you have to settle for a cycle of defeat to more failure.
All-Out-War!

In everyone's life a little rain must fall, but, not everyday. And, if rain is an everyday occurrence with you then it's time to chase that demon all the way across West Texas and stir up some victory stronger than a garlic milkshake. And, the first thing to do is make an attitude adjustment.

"Oh No," I can hear somebody saying now! "My attitude is just fine." No it's not! Don't get mad at me now. I'm just a messenger. If you're in a cycle of defeat that's been your best friend so long it keeps you rubbing where you've already got a rash, then we need to do some attitude adjusting.

Without the proper attitude toward your circumstances, you will have a near impossible time of turning failure into victory. It's not that an "attitude" by itself changes anything; it's that the right attitude puts you in the right frame of mind to recognize the change when it comes.

Do you want to know what a failure is? I thought so. A failure is nothing more than circumstances that need a different perspective. You can take any failure you're going through and turn it into a victory. But, you've got to be able to see the big picture. And, the right attitude is what will allow you to see the big picture.

Looks Can Be Deceiving!

Without the right attitude you will only see what it looks like. And, what it looks like is not what it really is. There is somewhere hidden in that mess you're going through a breakthrough that will cause you to start dancing.

Here's a quick question for you to think about if you don't think your attitude can hide your victory from you. How many times have you jumped up and started dancing and shouting for joy with an attitude that's saying "there's no hope, my goose is cooked, I'm dead as a dodo?" Huh? Think about it.

And, right in the middle of that "there's no hope attitude", you had a hard time seeing the big picture. What's the big picture? It's the unseen, unobvious, insignificant facts that are staying hidden from you, but nevertheless are still there, and they are the things that will take this mess and turn it into a baptism of fire.

Just remember, the things that are unseen are often more real than the things that are seen because the seen is obvious to everybody. But, only a person who's looking for the big picture often sees the unseen. Here's a quick tip for you. If you can see the solution real quickly, keep looking for another solution, that's probably not the one that will work!

Easy AS ABC??

Maybe you've never thought about it like that before, but, that's the reason so many troubles in life take so long to solve. The obvious is not always the pathway that ends up solving the problem. But, we just keep beating the "dead horse", of the obvious, till that sucker sings the song we want to hear; it usually doesn't!

Just because you can't see them doesn't mean they're not there. The quickest way to bring them to the light is to make an attitude adjustment. Someone said to me one time, "well, if I can't see them then I just don't believe they're there." I said, "Do you believe you got a brain?" He said yes, I said, "you ever seen it?"

So, don't tell me you can't believe what you can't see. The right attitude will also give you the motivation to work your work until the changes come. You can seriously delay positive changes by going around with a sour pus; woe is me, just my dumb luck frame of mind. You were not meant to be the devil's whipping boy. Don't act like it.

You may think you're down for the count and stuck with a face only a mother could love, but there is no problem that is unsolvable. Form the following attitude, and don't allow your head to talk you out of it; your heart knows what is best.

Entertain High Hopes!

Tell yourself these phrases everyday. Say them out loud! This is warfare and you have got to take military strength action with your attitude to make an impression on your emotions. This is no time to go around with a mealy-mouth, wussified, Casper the friendly ghost, milky toast type of attitude.

You've got to get serious and mean; Say this: "I am a winner", "I am an overcomer" "this game is not over because I strike out"; it's my bat, it's my ball, God is the umpire, and we'll play till I win. You may ask, "Now what will saying all this do for my attitude?" Glad you asked.

Go Like The Wind!

These words are fuel; fuel for your emotions, fuel for your spirit, and fuel for your attitude. But these words are like aviation jet fuel with power to energize your motivation and make you feel like running through a troop and jumping over a wall. And, heaven knows we all need some of that. Just Do it now!

Richard Vegas ©
Richard Vegas is a popular recording artist and internet marketing professional.
He invites you to subscribe to his FREE weekly ezine "Wing-Tips" Teaching
The Success System That Never Fails, at:
http://www.1-work-at-home-based-business-opportunities.com
You may also hear some of Richard's free music at:
http://www.richardvegas.com

Richard Vegas is a Popular Recording Artist and Internet Marketing Professional running his two full-time businesses from home. He specializes in teaching people how to discover their passion and make money from it on the internet. Richard publishes a Free weekly ezine, "Wing-Tips The Success System". He has recorded two albums and weekly keeps in touch by email with hundreds of fans and customers

It pays to be lazy on eBay

2008-11-26T01:22:00.001-08:00

by: Dave Bromley

I have a friend who has a pretty good business selling a variety of items on eBay and other online auctions. His system is simple, he goes to flea markets, physical auctions, thrift shops and close outs and buys stock to sell on eBay.

Sometime he does really well and sells something for $100 that only cost him $10. Of course he does not always make such spectacular profit margins as that but generally he does pretty well. In fact these days, like many thousands of other people he makes his main living from selling through eBay.

In fact there is only one problem, he is spending more time and working harder than he did in his former “regular” job. He is up early to get the best bargains at the flea market, then when he gets them home he has to research and write up the item description and take a photograph. Doing this for a couple hundred products every week doesn’t leave my pal much spare time. When I met him at a party the other week he was really looking tired and depressed.

“OK I am my own boss but it is like being on a treadmill, if I stop the money stops. I think I might be better getting a regular job again”.

The outcome was that I agreed to take a look at his business to see if there was anything that I could suggest that would help him.

When I started to look at his operation two things struck me at once. He was not aiming at any specific market. He was just going out and buying whatever was available so in one week he might buy some books, children’s games, some DVDs and office machinery. This might be fine if you are treating eBay as a hobby but not if it is your business.

Whenever you read about any form of online selling the words “niche market” will quickly appear. There is a good reason for this, if as a small trader you want to succeed you must target specific niches. It makes sense to find an easily targeted niche because they will be far more profitable in the long term than trying to sell to the world.

The second mistake my friend was making was that all his sales were one off and rarely did a customer make more than one sale. This was not because of any bad products or service just the fact that someone buying a fishing rod almost certainly would not be interested in a foot spa or whatever else my pal was offering the following week.

These days more and more people are realising that eBay should not be your single method of selling but part of a fully integrated marketing plan. EBay offers you one of the cheapest and easiest ways to build up a highly targeted opt in mailing list and as everyone will tell you the money is in the list. But very few people take advantage of this.

For example your niche market might be books on the subject of aviation. Each time someone buys a book from you on eBay you know that they are the type of person
who will spend money on their interest. So if you offer them similar items they are likely to purchase those as well. If you can get them to sign up for an opt in list you will have a potential customer who might buy many items form you in the future.

These days as a one-person business I believe that it is not enough just sell on eBay
but have a complimentary web site as well. You can promote your web site to your eBay customers in several ways. First of all mention it and create a link on your About Me Page. (What you don’t have an About Me Page! As John Mackinroe would say, “You can’t be serious”). Also when you e-mail successful bidders to tell them you have dispatched their item tell them about your web site. And of course add a link in the Signature block at the bottom of all your e-mails.

Another way to get your eBay customers to opt in to your e-mail list is to offer them a free report on a relevant subject. Providing it contains useful facts it does not need to be any longer than this article and you can deliver it by e-mail. What could be easier.

Your web site does not have to be complicated; a price list of some of your products, and perhaps some special offers and possibly links to affiliate sites that are of interest to your niche market. You can even bolster the content for your web site by including some drop ship items related to your niche.

I explained this all to my friend and told him that I was really lazy because knowing my market I was able to buy items in bulk This meant I spent far less time listing items as by using Turbo Lister they could be relisted in a matter of seconds.

My lazy way is simple have about 20 products permently listed on eBay as either Buy It Now or regular auction. Build up my opt in e-mail list, and have a web site with information and offers for my niche market. Once a month I send out an e-mail to my list with some special offer and that is it. That was considerably less work than my friend and the return was far greater.

After the recent price rises many sellers quit eBay, whether permanently or temporarily only time will tell. But as long as you rely purely on the auction site you are very much at their mercy. At least by taking the chance to build up your opt in list and developing your web site, should anything happen in the future you will have something to fall back on and not be totally reliant on eBay.

Now I am pleased to say that he has seen the light, his web site is already up and at last he has put up an About Me page. And the really good news is that he already looks at lot less stressed than he used to.

About the Author

The author specialities in all aspects of of
Online auctions especially eBay UK
is the publisher of the UK Auctionline Newsletter
and 6 part mini course which can be found at
http://www.ukauctionline.co.uk.

It’s An Aviation Nation at Nellis Air Force Base Air Show

2008-11-26T01:21:00.000-08:00

by: Rob LaGrone

It’s An Aviation Nation at Nellis Air Force Base Air Show

Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/fests/nellis/nellis.html

Okay, do the math. This jet entered service in the 1950s, and I'm told the Air Force plans to keep it in service until 2040. I'm not sure I'll be in service then!

I'm talking about, of course, the B-52 Stratofortress, long a pillar of America's Cold War nuclear deterrent. With new satellite-guided bombs that can be dropped from outside enemy air defenses and strike surgically, this old bird is still the USA's main heavy-hauler in wartime. With its huge payload, it's also an excellent psychological weapon against potential enemies. Ever seen one take off? There is nothing more apocalyptically sinister-looking than a Buff rising from the runway, a storm cloud of black exhaust behind it, the enormous landing gear reaching down like the talons of some prehistoric bird of prey.

You've probably seen the mysterious new B-2 Stealth Bomber, the flying-wing aircraft that flies around air shows like a huge boomerang but never lands because it's still too secret. The B-52 guys I spoke with joked that their old jets will perform a fly-by at the Stealth's retirement ceremony.

The annual air show at Nellis Air Force Base is a two-day event (October 5th and 6th in 2002), and it's a good thing: you need that much time to see all of the exhibits, and the flightline is so huge that it takes half a day just to walk from one end of the show to the other.

Aviation Nation is an apt name for this event. It shows us how our tax dollars are being spent to protect the nation, and it provides an entertaining look at military and civil aviation. Moreover, this year's show provided a history lesson.

We're coming up on the 100th anniversary of the birth of modern aviation (2003), which occurred when a fragile kite-like aircraft lifted off from a sand dune in Kitty Hawk, North Carolina. To celebrate, the American Institute of Aeronautics and Astronautics has built a beautiful replica of the Wright Flyer and is taking it on tour around the country. (See the schedule at www.flight100.org/activities/tour.html.) The craft was on display in a hangar, surrounded by informative memorabilia and photographs. Just think: in one century we've advanced from kites to boomerangs!

Most people aren't history buffs, however; they came for the action outside. Besides a gazillion aircraft parked for close-up viewing, there were many planes there to fly in the show.

I love the smell of jet fuel in the morning! Plenty of it was burned on this occasion. The Red Bull MiG-17Red Bull MiG-17, an old Russian jet fighter now resplendent in a bright red paint scheme, wowed the crowd with its sweeping turns and dives. Then an even older American fighter, an F-86 Sabre flown by retired Navy pilot Dale "Snort" Snodgrass, was not to be outdone. The new C-17 Globemaster transport, while not an agile fighter, showed some nice moves and amazed me with its quiet engines. I couldn't hear the plane flying by because of the little Honda generator powering the nearby camera truck! That wasn't a problem with the next performer, an Air Force F-15C air-superiority fighter.

F-15E Strike EagleThis jet, with its two huge afterburning turbofan engines, shakes the ground as it flashes by, just above the runway and just below the speed of sound.

Earlier I had spoken with a pilot of the F-15E Strike Eagle, an impressive all-weather ground attack version of the plane. He clearly liked his jet better than the pure air-to-air version, and I agree. My own background is in Navy attack jets, and I figure any time you can take a great fighter and hang big honkin' bombs on it, you've done a beautiful thing.

Heritage FlightEven today, flying isn't just jets. Special propeller-driven stunt planes flown by well-known performers Patty Wagstaff and Jim "Bulldog" LeRoy mesmerized us with their maneuverability.

These small aircraft turned on a dime, and often they became invisible in their own colored smoke trails as they repeatedly covered the same small patch of sky.

Speaking of fancy flying, this air show also saw the unveiling of the U.S. Aerobatic Team, which will compete at the World Aerobatic Championships in 2003. Next year should be a great one for aviation.

Few things sound as sexy to me as the throaty roar of an old propeller-driven fighter plane. In the afternoon we had Las Vegas-style Unlimited Air Racing, with some of the fastest prop planes ever flown. These are old fighters with sleek new low-profile canopies and souped-up engines, and they are blindingly fast. They raced a circuit around the runway in front of us, the lead changing hands several times as they rounded the turns very low to the ground, their wings banked almost to the vertical. Fantastic!

Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/fests/nellis/nellis.html

By Rob LaGrone - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com

About the Author

Rob LaGrone - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

Kundalini Rising - A Comparative Thesis on Thelema and Kashm

2008-11-26T01:20:00.003-08:00

by: Jonathan Bethel & Michael McDaniel

A camparative thesis on Thelema and Kashmir Shaivism
"I am the secret Serpent coiled about to spring: in my coiling there is joy. If I lift my head, I and my Nuit are one. If I droop down my head, and shoot forth venom, then is rapture of the earth, and I and the earth are one." II.26 Liber Al vel Legis."

"Shaktipat is the compassionate will of Paramashiva; It is also called grace. Shaktipat received from the Guru or from God inspires us to walk on the path of Self-knowledge." - Swami Muktananda

Out of all the possible mystical paths to one's Godhead, the schools of Thelema and Kashmir Shaivism are two that concur on the fact that man's divinity is self manifest or preeminent, without struggle, process or need for technique. The Vashnava schools and the cult of Christianity use the crutch of dualism to uphold their false acquisition of power, over the minds of collective humanity. Truly if Shiva is everywhere, as the Shaivites proclaim, "Paramashiva", then god is everywhere, thus nullifying the need for a hierarchal system such as the church, which is at best a middleman between the aspirant and the divine. Similarly, in Liber Al, one of the main tenets is that "Every man and every woman is a star." This culminates in full expression in the act of living your life as a "Kingly Man". These two mystical approaches find validation in modern day quantum physics, where matter and consciousness are two sides of the same coin, like Shiva/Shakti and Nuit/Hadit. The two are married together in a deeper more subtle layer within the quantum field.

In the quote mentioned above, Hadit identifies himself as the secret serpent, kundalini, or individual consciousness, Jiva. Nuit is identified with the Mayashakti, who is the phenomenal extension of the noumenal, Paramashiva. Furthermore, the earth is likened unto the Prikritas or the three Gunas, Sattva(clarity), Rajas(chaos), and Tamas(inertia). These eventually manifest as corporeal physicality. When Hadit lifts up his head, this is the path of mysticism or renunciation, whose end goal is called the Ains, the negative veils of existence, in the occident, and Paramashiva in the orient. When he droops down his head and shoots forth venom, he is exhibiting the path of magick, multiplicity, whereby the magician seeks "to cause change in conformity with will." Hadit and Nuit come together as Jivanmukta, which is to say, that while living in the physical body and suffering the pains of daily life, one is ultimately still Shiva, or God. Hadit, being Motion and the rising of the kundalini, is likened unto the verb. Additionally, Nuit, matter or the matrix, is likened unto the noun. These two together are the "Tao and the Teh of Chinese philosophy". This marriage of opposites comes to fruition in the biune deity of Ra Hoor Khuit, the crowned and Conquering Child, and his doppelganger Harpokraat, the god of silence. As previously mentioned, this is also the Jivanmukta, the divine man, portrayed as Nuit/Hadit or Shiva/Shakti.

In the second quote mentioned above, Shaktipat, "the Guru's grace", is a form of initiation directly transmitted from Guru to chela, thru the touch of a hand, a fixed stare, or word or phrase said at the right moment to inspire Samadhi. It can also descend from the highest level of one's own consciousness without a physical Guru, for Shiva is the archetypal Guru. The transmission of Shaktipat can only be consummated when the chela has reached a feverent point of devotion and a clear realization that the Guru is Shiva or God. Shaktipat can also pass from teacher to student, even when the said guru is no longer on this plane. His Shaktipat can extend down through the chasm of time in the form of ritual, books, photographs, art and other media. In the arena of Thelemic thought, the obvious cult of personality or focal point of devotion is Aleister Crowley, but superceding this is the admiration of his libertine philosophies and mystical approach. In Hindu mythology, Shiva is the Devotee par excellence, manifesting in the form of Hanuman the Monkey King and later as Arjuna. Hanuman exhibits his devotion to Rama by aiding him in his search for his lost wife. Arjuna, likewise, exhibits his devotion to Krishna in the epic battle of the Bhagavadgita in the Mahabarata. Not enough can be said about the mesmeric stare and shaktipat that flows there from. In the 14th degree of the Scottish Rite, "The Perfect Elu", the Hierophant goes form initiate to initiate fixing upon their eyes the mesmeric stare, which transmits a wisdom beyond words.

In the Trimurti of Hinduism , Brahma is the creator, Vishnu is the sustainer and Shiva is the destroyer. This destructive element is displayed in the "Eye of Shiva" depicted on tarot card, "The Tower". In this dominantly red card of martial influences, a baleful eye without lid can be seen to emit a destructive blow to the tower of Babel. This is a symbol of the paradigm shift itself, which hinges upon the destruction of old patterns and belief systems, so that new more complex systems can take hold unimpeded by the excessive baggage which neophobic inertia creates. The "Eye of Shiva" is depicted in Hindu iconography as the third eye or pineal gland. This third eye, in modern psychoanalysis, is referred to as the essential self, or in Hinduism, as the Atman. Each Atman, or Hadit point, is the secret center within man, whereby matter and consciousness merge into a higher synthesis of complex order, Ra Hoor Khuit/JivanMukta. This is the Dynamic Stillness of the Kashmir Shaivites.. This is the ultimate dichotomy of being and becoming merged into perfection. This can be expressed in both systems, as the word "AUM"(A-waking, U-dreaming, and M-deep sleep) and is stated in the Shiva sutras as, "The fourth enjoys and is contained in the states of waking, dreaming, and deep sleeping." It is further sated, "the triad eaten by a lord hero." The fourth and the lord hero are expressions of Shiva the ultimate reality and are rarely seen by the average man bound up in the toils of waking, dreaming, and deep sleep. This fourth, or ultimate reality is the Mahayogi, which is the goal of the contemplative exercises of the yogi. When this union occurs the lower mundane reality is flooded by the higher and is expressed in the sutras a thus, "Pour the fourth in the three like oil diffusing in water." This shows the pure light of consciousness, known as Prakasha in the orient, and LUX in the occident, is aware and watching during all three mundane states, and is always ready to flood the initiate with inspiration and creativity of an unlimited nature, being that it is the infinite. These exercises are distilled in the sacred Kashmir Shaivite text called, "Vijnana Bhairava", through which oneness with ParamaShiva is attained. These 112 exercises are strikingly similar those found in Liber Nuit and Liber Hadit, which contain exercises for the expansion and contraction of consciousness. They range from the mysterious to the strange, and are quoted as thus: "Listen to the sound of a musical instrument as it dies away"; "Meditate on OM and the void at the end of it"; "Concentrate on the void above and the void below"; "Meditate on the Shaiva Tattva as pervading the whole universe". This final quote is an expression of the fact, that the world is an embodiment of Shiva and that God can be found anywhere and everywhere.

It is interesting to note, that Siva spelled backwards is Avis. Avis is Latin for bird, which is used in words denoting flying such as aviation and aviary and can be likened to Horus the hawk. Additionally, Avis, or Aiwass, the minister of Harpoorcraat, was the intelligence who dictated Liber Al vel Legis to Aleister Crowley. When looking at Liber Al vel Legis it obvious that the Shaktipat, "the Guru's Grace", emanates there from and causes certain psychic stresses and initiations to occur in the mind of the true devotee of Nuit." The commingling of Shiva/Shakti can be expressed in Thelemic terms, "For he is ever a sun, and she a moon. But to him is the winged secret flame, and to her the stooping starlight". The Shaivite principle of ParamaShiva, that Shiva is everywhere equally, can be seen in the verses from Liber Al, "Bind Nothing! Let there be no difference made among you between any one thing and any other thing; for thereby there cometh hurt" and further in "Every number is infinite, there is no difference"

Lastly, it should be emphasized, that to live as a "Kingly Man", one should not turn away from the joys and ecstasies of life, as the slave minds of the moral majority do who live under the yoke of another man's ideologies. Both Kashmir Shaivism and Thelemic philosophy both extricate the simple pleasures of life from the oppressive grip of the guilt inspiring dominator culture and lift them to pinnacles of reverence, whereby the pleasures themselves become the means of union.

About the Author

Jonathan Bethel and Michael McDaniel are both writers and lecturers in the areas of esoterica, philosophy, psychology, science, history and futurism

Living in the Clouds

2008-11-26T01:20:00.001-08:00

by: Kim Davis

I have a sister of whom I am very proud. After the kids were grown she found herself divorced after years of unhappy marraige. So she went back to work. She found the job market brutal after all those years as a housewife, but she stuck with it, and got a ticketing job with Continental Airlines. She allowed herself to dream about returning to the flight attendant's job she'd given up when she got married, and thanks to a 1968 court ruling which struck down the mandatory resignation ages and to the fact that my sister is still in great shape, today she is flying again. And she loves it!

The Office of Travel and Tourism Industries has posted the following statistics regarding travel in 2000: 26,853,000 Americans traveled to foreign destinations, while a record 50.9 million international travelers visited the United States, which means lots of international air travel. Add to that domestic air travel and you can see that there are a lot of jobs out there. Post September 11, 2001 figures have not yet been released, but we hear news of financial troubles with the airlines on a daily basis. So, are the flight attendants' jobs secure? I've had a look around to try and get a feel for the industry as it stands today, and though there have been some layoffs among smaller airlines, particularly charter companies, many companies are also hiring. In the U.S. Southwest Airlines and Continental both appear to be weathering the storm well.

Glamorous as it sounds, working for the airlines is not all sweetness and light. The constant threat of lay-offs notwithstanding, it can be as repetitive as any other job in a service industry, with long hours and downright abusive passengers to look after. The plus side is that you get paid to travel. I was nosy and read some online discussions between
flight attendants (www.flightattendants.org), and discovered that difficulties aside, these people really LOVE what they do.

Here are some of the reasons why:

With practice and seniority, flight attendants are often able to group their flights together is such a way that they have 1 - 2 weeks off every month.

There is a lot more variety than in a "normal" 9 - 5 job. You get to fly to different cities, work with different crews, and move your schedule around so you never have to get bored.

Airline employees usually get 2 paid weeks off after the 1st year with a maximum of 5 weeks per year after 20 years of service. They fly for nearly free and get discounts on hotel accommodations and car rentals. Close relatives are entitled to super cheap passes as well. The only stipulation is that people traveling on "buddy passes" must fly standby. So if the flight fills up with regular passengers, everyone with buddy passes will get bumped and have to wait for the next flight, (not a good way to travel with children!)

Plus most airlines also make interline agreements with other carriers so that employees can fly free or nearly free to just about any place that has an airport. If you visit flightattendants.org/interline.htm you will find a long list of interline companies which offer package holidays, tours, and cruises exclusively to airline employees and their accompanying family members and traveling companions.

Though the majority of them are women, the job is now open to men and women between the ages of 18 and 60. Most airlines set height requirements for flight attendants between 5' and 6' since taller people have trouble moving around the cabin of the aircraft, and shorter ones have trouble reaching the overhead lockers. Being in good physical condition is important, since the job demands it, but the old weight restrictions have relaxed. Today airlines say "weight must be in proportion to height". And thankfully, a court ruling in 1990 banned smoking on all domestic flights, thus eliminating second-hand smoke inhalation as an occupational hazard for flight attendants.

Though airline passengers tend to think of flight attendants as waiters, in actual fact, the flight attendant's primary responsibility is to the safety of the passengers. My sister told me she spent several days practicing getting people out of the aircraft safely, and she showed me the bruises she got from sliding repeatedly down that inflatable ramp you see on the little safety card in the seat back in front of you. Other standard safety training includes basic first-aid, CPR, and fire-fighting.

Here are a few things to consider if you want to be a flight attendant:

* You may be away 4-10 days at a time.

* Starting salaries are quite low, but increase handsomely with seniority.

* Attendants may be scheduled for up to 16 hours at a time on some long haul flights. (My sister says she doesn't sit down for
the whole trip on a 10 hour trans-Atlantic flight.)

* Depending on whether you work for a small or large airline, you could be a crew of 1 or 18, who serve up to 400 passengers.

* Some flight attendants see nothing but the same two cities day in and day out as they fly back and forth between them, while others enjoy layovers in the worlds most exotic locations. Shop
around before you commit to an airline.

* Carriers look for candidates with good communication skills,
adaptability, and who work well without supervision.

* For international flights, bi-lingual and tri-lingual applicants are preferred.

* Attendants should have a minimum of a high school education or GED, and most have at least some college.

* Flight attendants receive 4 - 6 weeks arduous training from the airline that hires them, whether or not they have had any previous experience or training.

* Regarding lay offs in the currently troubled airline industry, here are some quotes I gleaned from a flight attendants online forum at www.flightattendants.org (If you really want to hear what FA's are saying, go read these discussions, they are very enlightening):

Here's the pro: "The airline industry is in trouble but it isn't going to hell just yet. I've been working as a FA for about 3 years and believe that my job is secure. I do work for a regional but haven't seen a lot of people come from other airlines to us because of layoffs. We suspended hiring in
September until the beginning of the new year and plan to start again in the spring. In the fall there is usually less flying overall than in the other months so it made sense to stop hiring. The first year the money is really funny and that's when a lot of people leave. At (blanked by Kim) we start at $16.69 an hour with an 80 hour guarantee (Monthly), there is no max but it would be hard (if not impossible) to fly more than 100 hours in the
best and busiest of months. Right now most people are getting pretty close to 85 hours. Per diem is $1.40 an hour from check in to 15 minutes after block in. There is no talk of layoff or the company trying to ask for concessions." - skywaiter

And here's the con: "The airline industry, especially the charter industry, is very much a seasonal operation. Though airlines fly year round there are more flights in the winter and summer than in the spring and fall. So for the first few years of employment with a charter carrier it is common to be laid off during the slower seasons. (This from a Canadian FA, with more dramatic seasonal traffic fluctuations than in the States.) Newer crew members go through layoffs, being on and off of reserve. Eventually, though, if you stick it out you get enough seniority to fly year round. Not everyone can wait around and suffer the ups and downs of the industry, which helps others hold their jobs year round. You won't always be at the bottom of the list and it only gets better." - FlyLucky (Moderator)

If this sounds like a job you want to pursue, follow a few of these links for more information:

www.flightattendantcareerguide.com
www.aepsairfairs.com - Aviation Employee Placement Service Job Fairs
www.aeps.com - Aviation Employee Placement Service
www.flightattendants.org
www.wiai.org - Women in Aviation International
www.nbaa.org - National Business Aviation Association, Inc.
www.afanet.org - The Association of Flight Attendants, AFL-CIO
www.aviationcareer.net - AviationCareer.net

(c)2003, Kim Davis - www.kpdavis.com and www.yachtie.net
Kim is a writer and web designer. Subscribe FREE to her weekly e-zine for those who seek a life less ordinary, "Extraordinary Jobs for Ordinary People" http://www.yahoogroups.com/groups/Extraordinary_Jobs

Make Your Fortune as a Professional Finder

2008-11-26T01:19:00.002-08:00

by: J. Stephen Pope

Make Your Fortune as a Professional Finder
by J. Stephen Pope

Have you considered the lucrative opportunity in
finder's fees? You could become a professional
finder and earn a fortune from this alone.
Alternatively, you could supplement your present
income with finder's fees.

A finder is someone who finds something for a
person or business. The amount paid for this
service is called a finder's fee.

What is the difference between a finder and a
broker or commissioned salesperson?

A broker or commissioned salesperson gets paid a
percentage of the sale made. Usually, such person
acts as an agent for the owner of the goods or
services sold. He becomes actively engaged with
the sales process, supplying information to
facilitate the sale, negotiates the contract,
arranges financing, and completes paper work.

On the other hand, a finder simply introduces a buyer
to a seller for a fee. He does not become involved
in the sales process and is not an agent acting on
behalf of the seller.

The best areas to earn finder's fees are those in
which you already have expertise and interest.
For example, if you are an expert on airplanes and have
connections in the aviation industry, you could earn
finder's fees finding suitable planes for those needing
them.

You can earn finder's fees in many areas including
equipment (used or new), equipment leasing, finding
locations for franchises or vending, scarce materials,
commodities, financing, et cetera.

Connections are the inventory of a finder. You are being
paid to find something of value by someone who doesn't know
where (or doesn't have the time) to find it. Your knowledge
of where and who to get something from is invaluable
information that people are willing to pay for.

Protect yourself with written contracts. Also, document all
efforts you have made to earn your finder's fee.

Before you introduce a buyer to a seller, have the seller
acknowledge in writing that they have agreed to pay you a
finder's fee of so much upon successful completion of a sale.
After obtaining a properly executed written contract (which
may be a simple one page letter agreement), inform the person
by written correspondence (sent by registered mail) about the
buyer. Keep all copies of correspondence and other written
documentation in case it becomes necessary to enforce your
rights later. Proper documentation should help you to avoid
any misunderstandings.

Just as the business that sells something pays its sales
staff, likewise the seller generally pays the finder's fee.
The seller is the one that makes a profit from the sale and
so usually is the one that pays commissions or finder's fees.

However, if a buyer is particularly anxious to buy something,
he might offer a finder's fee. Therefore, it is possible
to collect such fees from either the seller or the buyer.

It is possible to find finder's fees opportunities offered
in magazines, newspapers, and newsletters. You can find
additional opportunities by doing your own research. Use
your contacts, reference and phone books at the library,
the Internet, persons you know (or don't know) who might have
the information you need, as well as other sources to find what
is needed.

For example, if someone tells you they can't find a pilot with
an airplane outfitted with geophysical survey equipment,
have you considered talking to airport employees, pilots,
business acquaintances, exploration companies and manufacturers?

Make sure that all your communications and dealings
(telephone, correspondence, letterheads, contracts, et cetera)
reflect the professional nature of your business.

You must be willing to do the necessary legwork and research
required to earn your finder's fee. As well, you must project
a business-like, professional image and protect yourself with
written contracts and other documentation. Above all, you must
follow through and diligently apply what you have learned. In
that way, you, too, will become a highly paid professional finder.

For further information about finder's fees, visit:
http://www.yenommarketinginc.com/finder.html

****************** Resource Box *************************

J. Stephen Pope, President of Pope Consulting Inc.,
http://www.popeconsultinginc.com/
has been helping clients to earn maximum business profits
for over twenty years.

For more valuable Work at Home Business Ideas, visit:
http://www.yenommarketinginc.com/

Subscribe Free to Moneymaking Business! at:
http://www.yenommarketinginc.com/subscry.html

About the Author

J. Stephen Pope, President of Pope Consulting Inc.,
http://www.popeconsultinginc.com/
has been helping clients to earn maximum business profits
for over twenty years.

Visit his Work at Home Business Ideas Directory at:
http://www.yenommarketinginc.com/

Peak Oil: The End of Cheap Oil

2008-11-26T01:19:00.001-08:00

by: Gordon Owen

Since corporations and governments are staffed by human beings, it's no surprise that corporate and governmental decisions are marked by the same shortsightedness that we've been warned of ever since Aesop told the tale of the grasshopper and the ant; i.e., tactical decisions for the near term rather than strategic decisions for the long term. True, some Asian corporations try to look five years into the future and certain European governments require new construction to include energy-related features that just don't pencil out at current energy prices, but those two cases are exceptions to the rule that decisions are made based upon the next quarterly statement and the most recent poll or -- in the best case -- the current fiscal year and the next election.

Faced with a tightening of oil supply (only "the beginning of the end of cheap oil"), one might hope that the US government would invest 3 or 4 years and a few tens of billions of dollars in cash or tax incentives on strategic effort to reduce/eliminate dependence on foreign energy sources:
* most importantly, establish sufficient grain production and distillery capability to be able to use alcohol rather than gasoline for our internal combustion engines. (Most people don't know that when US forces took the Phillipines during WWII, all those barrels of aviation fuel and truck fuel left behind by the Japanese were of no use because our engines ran on fuel produced by Standard Oil rather than by farmers.)
* distributed across agricultural areas, set up facilities for anaerobic composting of crop residues and manure. These produce methane (CH4), the active ingredient of natural gas and 88 to 90% of its volume. In addition to its use in heating homes and generating electricity, natural gas can also be compressed and used to fuel our vehicles.
* again distributed but across desert areas, set up photovoltaic facilities to tap solar energy with the electricity used directly or to electrolyze water into oxygen and hydrogen. High tech version would be two-pronged: (1) on-orbit facilities with power beamed to receiving antennas in those same desert areas and (2) with expensive solar panels at 16% efficiency and super expensive ones approaching 20%, we'd implement a Manhatten style project to put our best and brightest at work coming up with a cheap photovoltaic film of maybe 3 or 4% efficiency that could be squeegeed onto flat surfaces across thousands of acres of sunlit desert.
* possibly pursue similar efforts to tap wind, geothermal, and tidal energy sources.
These efforts would lead toward a future where a world population measured in billions comes to adopt the Western mindset that light comes from flipping a switch, drinking water comes from twisting a faucet tap, and to go faster you just push down on the pedal. They might even lead to a future where a kid born in Iowa could hope to go where no man has gone before.

But gasoline packs more BTUs per cubic inch than any of the alternatives so even if/when oil goes to $100 per barrel none of these efforts can show a profit this quarter or this year or even before the next election. What's worse, they don't fit with the unspoken assumption that what's good for the "awl bidness" is good for the USA. So, instead of those tens of billions being strategically invested over the next few years we got a short term tactical decision based on what's good for the oil business. With Saudia Arabia (the #1 oil source) already on board as one of the best friends that money can buy, with the Taliban unwilling to have a new pipeline across Afghanistan, and with Saddam (the #2 oil source) threatening to price oil in Euros rather than dollars, we chose to spend a year (2003) and $84 billion to assure "the free flow of oil at market prices." Which also assures that Japan, Germany, and other non- oil producers will continue to have to swap their currency for dollars in order to buy oil. It turns out that pursuing the free flow of oil takes more than a year and a lot more than $84 billion even though no oil flows from Iraq and even though Saudi pipelines are now under attack, but there's no indication of reversing course no matter who resides at 1600 Pennsylvania Avenue.

Cheap oil means cheap food. As gasoline and diesel fuel pass four or five dollars per gallon (and gold passes $1,500 per ounce), the biggest change in North America will be that wholesale food markets in urban areas will no longer see trucks arriving with loads of vegetables from California, fruit from Chile, or wine and cheese from Europe. In the first place, fertilizers and pesticides are oil based so food will no longer be cheap even at the source. And whether paying the freight for a ship from South America or a truck from California, our current food sources will become prohibitively expensive compared to eating what grows within several miles of your kitchen.

Cheap oil also means cheap heat and cheap transportation. When North Americans can no longer afford to heat their atrium-entried McMansions or commute from suburbia to their urban jobs, we'll see a initial period of workers sleeping in the parking lot and commuting once a week to join their families in huddling around the woodburning stove they installed in the family room after putting up plastic sheeting to separate that area from the rest of their unheated house. During this initial period, when it gets warm they'll be planting vegetables in the back yard and hoping their drafted son lives to come back from Venezuela. Depending on how long it takes for them to realize that the pension they've thought they were earning is imaginary (or will be so diluted by inflation as to be meaningless), they may or may not harvest that first backyard crop before they quit going to work and simply begin trying to survive. The words "social disorder" don't begin to describe what life will be like as gold goes from two or three thousand dollars per ounce to being recognized as a store of value not to be measured in dollars.

When the dust settles (maybe two years after what's left of US central government gives up on pursuing what's good for the "awl bidness"), the North American economy will be the same as the rest of the world:
* local populations using mostly local resources
* worldwide population the same as in 1850 plus however many more can be supported by the extent to which local populations succeed in (a) recreating the age of the coal-fired steam engine and (b) establishing alternative renewable energy resources
* an ounce of gold approximates the annual wage of a skilled worker.

The above paints a glum picture. But note that it's the outcome of shortsighted decisions made by organizations, both corporate and governmental. At the level of the individual, there's nothing to prohibit each of us from heeding the lesson Aesop taught more than two thousand years ago. Be an ant rather than a grasshopper. Instead of doing what feels good today, do what's smart for tomorrow. Put away some food for the coming economic "winter." Learn some useful skills and acquire the tools to go with them. Consider moving to an area where your new neighbors will already have such skills. With less than one ounce of gold per person on the planet, buy a few ounces of real wealth instead of that plasma television. Finally, if you like flush plumbing, look into having a couple solar panels and a 24-volt pump in your well.

Persevere And Fly!

2008-11-26T01:18:00.002-08:00

by: Mary Holzrichter

"The Wright Brothers created the single greatest cultural force since the invention of writing. The airplane became the first World Wide Web, bringing people, languages, ideas, and values together."

~~~ Bill Gates, Microsoft

I had the opportunity to recently visit the Outer Banks of North Carolina. One of our stops was at The Wright Brothers National Memorial at Kill Devil Hills.

The Wrights, Wilbur and Orville, were the first to design and build a flying aircraft that could be *controlled* while in the air. No one up to this point had used the three control factors; roll, pitch, and yaw. These three dimensions make it possible to fly from place to place. The aerospace business depends on this simple but brilliant idea. So do spacecraft and submarines.

This changed the way we view our world. Seen from above, distances shrink and the horizon stretches. The world seems grander, more vast and three-dimensional. Open to endless possibilities.

We talk about the perseverance needed to make our niche on the internet today. Just think of Wilbur and Orville. Their accomplishment certainly didn't happen overnight!

Wilbur and Orville were 12 and 8 years of age, respectively, when their father brought home a simple toy rubber band-powered helicopter made in France. They were so intrigued by the concept and playing with it, it broke! Immediately, they began building copies.

They were hooked on aviation!

In 1900, as young men, having built their first glider, they decided to try it out at Kitty Hawk on Kill Devil Hills. It provided consistent stiff winds, and the somewhat cushioning effects of sand and water. That first flight was unsuccessful, but it didn't deter them.

After several more tries, on December 17, 1903, with a much improved bi-plane, they risked their lives and threw caution to the wind. They ended up flying the world's first powered airplane.

(Beginning at 10:35 a.m. that day, Orville flew it about 120 feet in about 12 seconds. About 12:00 p.m., Wilbur flew it 852 feet in 59 seconds)!

Johnny Moore, one of five men who helped them that morning drag the contraption across the frozen sand for positioning, ran to the village of Kitty Hawk crying, "They done it! They done it! Damned if they ain't flew."

The birth of aviation!

At this time, Wilbur was 36 and Orville 32. Roughly 24 years had passed since their father gave them that toy!

I got to thinking as we walked around the monument (with 40 mph steady winds and pelting sand adding to the mood!) of how they never gave up. The exhilaration they must have felt when they realized they'd done it! Their perseverance had paid off.

If you have a dream, work at it. If it doesn't turn out as expected the first time, don't give up! Try again! Who wants to live and say somewhere down the road, "if only" or "what if?" Stick to what you want to accomplish. Don't ever give up!

"Nothing in the world can take the place of persistence.

Talent will not; nothing is more common than unsuccessful men with talent.

Genius will not; unrewarded genius is almost a proverb.

Education will not; the world is full of educated derelicts.

Persistence and determination alone are omnipotent."

~~~ Calvin Coolidge

*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-* Mary Holzrichter
How to build ANY business you want, just the way you want it, with only pocket money. http://sitetipsandtricks.com/cgi-bin/aff/g.o/win mailto:holzrob3@naspa.net *-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*

Personal Injury Lawyers: What Services Can They Give You?

2008-11-26T01:18:00.001-08:00

by: Mart Gil Abareta

Many times, when people are involved in personal injury cases, they do not seek the guidance of personal injury lawyers for fear that doing so will be too expensive and complicated. As you all might know, filing a case and the entire court proceedings is so stressful and worst, they cost you lots of money. These have become the major drawbacks of personal injury cases. But the good thing these days – there are lots of law firms at present that alleviate those fears right away. And, getting the services of personal injury lawyers has already become an effortless task.

Even for once, you might be involved in a personal injury case. In such case, you might want to claim a compensation for the pain and suffering that it has caused you. This is when a personal injury lawyer is necessary. You must consult an injury lawyer, even if just to speak about the concern you have. Remember that no matter how big or small your personal injury case is, you must file your personal injury claim and see what your legal rights are. And, your personal injury lawyer will help you about these matters all throughout your case.

Personal injury lawyers are so important in your personal injury cases. They have been specializing in various services to offer possible clients. These personal injury services include handling cases of auto or car accidents, aviation disasters, plane crashes or accidents, birth injury, brain injury, dangerous and defective products, dental malpractice, dog bites, medical malpractice, nursing home abuse, products liability, serious personal injury or catastrophic injuries, slip and fall, spinal cord injury, unfair insurance practices, wrongful death, and a lot more.

With all these services, personal injury lawyers have also chosen their area of specialization. Some of them are more adept with auto or car accidents. Others are into aviation disasters only. And, so on and so forth. Therefore, you can expect that one injury lawyer has really mastered his craft because he focusus only in one field. This gives you a big chance of winning your personal injury case. One good thing about these lawyers is that they don’t ask for legal fees unless your case becomes successful.

Indeed, a competent counsel is so important in a personal injury case. So, if you’ve been involved in such case, don’t think twice, go out, find the personal injury lawyer to be your partner in your quest for justice, and enjoy the services that he offers you.

ABOUT THE AUTHOR
Looking for tips and suggestions about legal matters, visit http://www.personalinjurylawyersinc.com

Press Release Seventy-five Years Old an

2008-11-26T01:17:00.002-08:00

by:

In 1929 Henry Dreyfuss founded the design firm now known as Henry Dreyfuss Associates (HDA). The firm made an impact on American life by aiding in the establishment of the fields of industrial design and human factors. Many of the firms' designs, such as Ma Bell's Princess line phone are classics. The firm continues in the tradition of excellence imbued by Henry Dreyfuss.

Ann Arbor, MI July 12, 2004 -- Henry Dreyfuss Associates (HDA) has been in the consultant design business since 1929 when Henry Dreyfuss took his vision into the boardrooms of corporate America. Henry's vision changed the way Americans look at products, sat in them, felt them, held them and manipulated them. Most Industrial Designers know Henry Dreyfuss as one of the founding fathers of the fields of Industrial Design and Human Factors. Yet few Americans know of the impact that this 75-year-old design firm has had on their way of life.

William Crookes, President of HDA, states: "The rich history of this firm creates an atmosphere of creativity and a legacy of pride. Henry's interest in Human Factors created a respect for products that fit the user. Thanks to Henry and HDA, products no longer are human torture devices. Every design we create has a touch of Henry's magic because we still have the same respect for the end user."

Remember hand-crank telephones? No, Henry Dreyfuss didn't design them, but, in 1930, he did design the first handset and rotary style phone, the familiar black shape was a part of American households for 12 years. HDA went on to design the Trimline (Princess line) phones. Trimline phones were added to the permanent collection of New York's Metropolitan Museum of Modern Art (MOMA) in 1964. Chances are your office might use AT&T's Merlin system, a Henry Dreyfuss Associates design.

In 1967, HDA published the first of a series of Human Factors books and reference tools that remain standards in the industry. Their focus is the measurements of man and woman. The gathering and publishing of this information transformed the way in which design is approached. Today, designers fit the machine to the man. No longer do we suffer in uncomfortable seats, reach for a control or push a button that is improperly located. HDA had a major impact in creating this change.

Like retro? Designed by Dreyfuss in 1939, Westclock "Big Ben" clock's basic style is back on the market today. Remember the round Honeywell thermostat, some are still in use, designed by HDA. Like John Deere equipment? John Deere has been a HDA client since 1937. More than likely, you've used, sat in, touched, or looked at something that has been designed by HDA. To be in business for 75 years, you have to do something right and to do it right consistently.

In Henry's time, drawings were done on linen or vellum with pencil or ink, today HDA's 3-D software tool kit contains: Alias, ProE, CATIA, ICEM Surf, Unigraphics and Transom Jack. HDA uses IGES as universal translation software and has a FTP site for transfer of large files. Of course, the 2-D software includes Photoshop, Illustrator, Macromedia, Power Point, Word, Excel, etc. Pencils, sketchpads, rulers, and good, hard, intense thought is also an integral part of the mix!

HDA has recently moved to Ann Arbor, MI, where the same dedication to excellence that began in 1929 continues. The design approach, whether industrial, graphic, interface, environmental, or web, carries the same philosophy that Henry Dreyfuss instilled in his firm 75 years ago. As Henry said, "If the point of contact between the product and the people becomes a point of friction, then the industrial designer has failed. If, on the other hand, people are made safer, more comfortable, more eager to purchase, more efficient, or just plain happier, the designer has succeeded."

Henry Dreyfuss Associates is a full service consultant design firm. The consultancy has served a variety of clients in the consumer, medical, telecommunications, aviation, agricultural and industrial product sectors. The proof of HDA's success as designers is found in finished products that equally address the issues of appearance, production, human factors, safety, environment, performance and market plans.

Project Manager Armaments

2008-11-26T01:17:00.001-08:00

by: Shaun H. Ajani

As we think of Project Management in the modern business environment, we think of processes, resources, tasks, and all the common sense needs of Project Management. Armaments are a far cry. After all, armaments are made for killing or cleaving.

For Project Management, you can use armaments. You can kill with them, use them to help people, and you can manipulate situations with them. Nonetheless, there is a limit on what the Extreme Project Manager (EPM) can carry.

Do not confuse armaments with tools. A weapon is used to contend against an opponent. A tool is used to complete a task. For example, Microsoft Project is a tool, while Change Control is a weapon. The EPM will use the tool, and create the weapon. However, only a few tools must be used at a time, otherwise you will overwhelm the client, and your project staff.

One must always keep in mind that as a Project Manager your primary duty is to bring the project in on time, and on budget. The operative word is to try, as we all know that the above objectives are considered in the realms of fiction in certain Project Management circles. But trying, and its precursor, the intention of bringing the project in time, certainly goes a long way in actually realizing those goals.

For example, Change Control requires forms to be filled out, information to be channeled interdepartmentally, control numbers to be assigned, scope creep data to be managed and tracked, and so forth. In other words, each weapon that you create will generate some extra work for the project staff.

Many people are slightly taken aback by the confrontational nature of Extreme Project Management. It really is not confrontational at all. In fact, it is designed to avoid confrontations before it is realized. It keeps the EPM two steps ahead at all times of everybody else.

Change Control

Our first and the most important weapon is Change Control. We will start with Change Management, as I am always fighting about it in virtually every project that I do. In Change Control, our primary objective is to combat scope creep. Scope creep is the steady addition of requirements, which were not stated originally.

The process of Change Control starts with the person making the change. This person is usually on the business side (or whichever side that owns/initiates the project). The change initiator fills out a form, which is passed along to the team lead of the module/function being affected. Once the change seems technologically feasible and makes business sense, it is passed along to the project manager. At this point, the team lead and Project Manager decide how much time should be added to the project, or how much money should be added to the budget to add the necessary resources (or both).

Once this decision is made, the project manager signs the form and the form is forwarded to the person, who originally initiated the change. The originator’s department then approves the increase in the resources, and the change is created, by assigning it a control number.

There are some documents that power Change Control. The first is the Change Control Form, which is created in MS Word. The form must have enough entries to identify the change in detail, the possible impact on the technological and the business sides, and spaces for remarks and signatures. The second piece of document is the Change Control Tracking Database, which is created in MS Access. The database mirrors the Ms Word form exactly. The database is updated every time a control number is assigned.

Issue Control

Issue Control is a bit simpler then Change Control. The Issue Control is charged primarily with the Issue list. The Issue list is basically made up of defect that can be put aside for further discussion between the stakeholders and the EPM, for a latter date. Usually, non-critical defects, which do not make the Change Control list, end up in Issue Control.

Similar to the Change Control, Issue Control must be managed professionally by the EPM. The two documents needed for proper Issue Control are the Issue Control Form, and the Issue Tracking Database. The rite of passage to Issue Control is a bit different. The decision is usually made between the EPM and the stakeholder and the Issue is moved to Issue Control.

It is recommended that the forms and the tracking styles are purposely made different to avoid confusion, as a lot of information in the forms and the tracking databases may seem similar. Also, the numbering system in Issue Control is slightly different. Whenever a defect is not fixed, and moved off to a “holding area” somewhere, the stakeholders get a little nervous about the future of that defect. Because of this reason, the Issue number is the same as the Defect Number. This is done to avoid ‘misplacing’ any defects.

Cloud Surprise

Okay, I am going to push the envelope a bit here. This is where we become “extreme” and sometimes get into a tiff. But it is worth it. Cloud Surprise is a weapon that is more psychological then functional. But it is incredibly effective every time it is used.

Cloud Surprise is a pretense, which is unleashed on the victim to dampened bad news, amplify good news, or simply to color dull news.

It will be interesting to declare how I came up with the term, Cloud Surprise. Then you will understand the reason for its existence.

A few years ago, I used to fly with a friend of mine, who was quite a daring pilot. Although I avoid roller coasters, I am quite an excitement junkie, when it comes to flying. Cloud Surprise basically entailed us flying straight into the clouds from the bottom, till we broke free on the other side… All of a sudden being blinded by the bright sunlight; or, sharply diving from the top till we broke out from the clouds, and saw the ground approaching at a high speed, to fill our view inside the cockpit.

Although we knew exactly what lied on the other side, it was kind of a surprise to see the bright sunshine, or the approaching ground. We were so engrossed in speeding through the clouds, and having a strong feeling of anxiety and apprehension that our knowledge of what lied on the other side was temporarily forgotten: hence, the name Cloud Surprise.

I use this weapon when I have to deliver news, which the staff is expecting, but not necessary with great anticipation. For example, when I have to inform the IT staff that they will have to work on New Year’s Eve to monitor the network, I would first indicate to them that they may all have to work a 12 hour shift, maybe even 16. I usually qualify this statement by adding a bit of detail to it, such as advising them to wear comfortable clothes, and to charge their cell phones. Then a few hours before the shift, I will proclaim that they only, in fact, have to be there for a four-hour period, just to monitor the change of date. This is usually met with cheers of appreciation! Get the idea? Cloud Surprise!

Counter-surveillance

Keep your ears open. There is no need to actually spy on your coworkers. An EPM keeps all issues at a high level, delegating authority to the appropriate staff members. Hence, small details should be left to the team leads. However, it does not hurt to be informed. If you spot two people, who are sensitive to your project, having a conversion, casually walk within earshot, and do some simple task, like tying your shoelaces, or pretending to have a conversation with another coworker.

Keep your eyes open too. Carefully check out everything that goes within your range of vision. Documents are very powerful. Many companies go to great lengths to ensure that the right people look at the right things. For example, Motorola has a whole methodology on how statuses are assigned to the documents in the hierarchy of privacy, and how the employees handle those documents.

In general, be aware of everything that goes around you in the organization. This may seem like a frivolous advice. But by trying a bit harder and practicing surveillance techniques, you will have a fantastic advantage over the rest of the managers.

The use of some of these armaments may sound a bit draconian, but they work. Always remember, the final objective of an EPM is the greatness of the project.

About the Author

Shaun H. Ajani is the author of books "Extreme Project Management" and “Life Wizard – Advance Life Management". His book, “Soul Management – Magic of Reality” is in the works. He has been published in many national and international magazines. Shaun has worked with aviation, IT, retail, HR, finance, education, and training industries, in companies like Motorola, Washington Mutual, Boise Cascade, and Sears. Shaun Ajani consults as a Certified Project Manager in Chicago at Spherion.

Protection of the Intellectual Property in Russia

2008-11-26T01:16:00.002-08:00

by: Sergey Talpa

A Governmental commission, headed personally by the Prime Minister has been created in Russia recently in order to counteract the infringements in the sphere of intellectual property. As he stated earlier, little is done for the protection of intellectual property rights in Russia and, therefore, both the rights owners and the state are actually robed. Are there any changes today in this area? What contribution has customs service made in order to protect business intellectual property rights? How can the consumers be sure that when buying medicines, products or clothes of known manufacturers they will get the goods that they expect?

It is certain that the problem has not been solved instantly. Today Russia suffers severe economic damage caused by the infringements of the author's and adjoining rights, misuses of inventions, trade marks, from uncollected tax revenues, and from the impossibility to increase national economic production of goods because of unfair competition.
Counterfeit aviation and automobile spare parts, fake combustive-lubricating materials, toys, medical equipment and pharmaceuticals, food are frequently dangerous to health and life of the population, and pose real threat to national safety of this country.

Starting Point
A legal base of interaction between customs bodies with other law-enforcement and control organs has been created in Russia; Rospatent, a State body which acts as federal enforcement authority in the field of intellectual property protection is now a part of the team.
Joint actions are carried out according to the guidelines of interdepartmental recommendations and measures, aimed at ensuring intellectual property protection, that have been developed and approved by the Ministry of Internal Affairs, by the State Customs Committee, and by Federal Tax Police Service and coordinated with the State Office of the Public Prosecutor of Russia.
Multiple changes and modifications to the legislation, regulating intellectual property protection have been adopted. They helped define customs and state regulations of the foreign trade activity, administrative infringements, and the criminal legislation.

Suspicion of Illegal Trafficking
The legitimate rights owner who has reasonable grounds to believe that his intellectual property rights could be infringed during customs clearance through the border of Russia can file a complaint with the State Customs Committee (SCC) of Russia and request the protection of his rights. The efficiency of this protection directly depends on the completeness of the information submitted by the legal owner who can assist customs bodies in counterfeit products identification. Such data can include information on the places of import and customs registration of legal production, information on exporters, importers of legal production, on distinctive signs of counterfeit goods, etc.
After consideration of application and, if required, after additional verification of the stated information, the documents issued by the State Customs Committee of Russia and the corresponding information are filed with the supervising customs bodies of Russia.
As practice shows, the infringements of the intellectual property rights are quite often accompanied by violations of customs rules. The examples of such are: import of a cargo, for example, claimed to be used for non-commercial purposes, falsified documentation and customs declarations, undeclared or falsely declared products, as well as other infringements for which administrative responsibility is stipulated by the law.

Enforcement Practice
On July, 1, 2002 the new Administrative Violations Code (AVC) of the Russian Federation came into effect which stipulates administrative responsibility for copyright infringement and illegal use of trade marks. The procedural part of the Code states that customs bodies have the right to file reports of the above-stated intellectual property rights infringements discovered during customs control.
The reports, filed by customs bodies serve as a legal ground for court judgments imposing administrative penalties and fines and/or confiscation of the imported goods that violate copyright or other intellectual property rights or trade marks.
The state bodies conducted the analysis of the trade mark protection enforcement practice. The conducted study resulted in the development of guidelines and recommendations for the customs bodies on revealing and punishing offences connected to illegal use of trade marks. Those guidelines define the actions and serve as the legal ground for customs bodies actions and are based on concrete examples.

Customs bodies of foreign states control from several thousand up to several tens of thousand of trade marks. The customs bodies of Russia, according to the information of legal rights owners, control about 450 trade marks which are filed with the intellectual property register of the State Customs Committee of Russia.

The next step is to develop methodical recommendations concerning the owner’s legal and adjoining rights.
The analysis of court judgments shows that there is an urgent need to review the current judicial practice and submit it for consideration to the Supreme Arbitration Court of the Russian Federation.
It is necessary to note, that the first enforcement practice results have shown the necessity to update the administrative violations legislation. In particular, it is required to add to the Code the regulations on conducting investigations with the purpose of their qualitative pre-trial study and add legal permission to conduct the necessary examinations.
It would be expedient to increase the impeachment timeframe, as law breakers, in some cases, delay proceedings by every possible means, and go unpunished because of the impossibility to impeach them just two months after the date of the offence.

The "Greys" Consolidate
A tendency disturbing enough surfaced recently and is connected to "grey" importers joining efforts to counteract the measures adopted by the State Customs Committee of Russia and by customs bodies. The given counteraction is carried out as in the legal field (disputing in due order the requirements of normative legal acts, appealing the actions of customs bodies and their officials), as with the use of financial and administrative resources.

The New Code – The New Opportunities
Starting January, 1, 2004, when a shipment of products is suspected to be counterfeit, the customs bodies are given the right to detain the goods or delay the release of the goods containing objects of intellectual property for up to 20 days, and to inform the legal owner as well as a number of other rights.
The turn-over of the counterfeit goods will considerably decline in case of the intellectual property legislation control at all stages of the foreign economic transaction, starting with the signing of the contract and followed by customs registration.

Copyright 2005 OpenRussia.ru
Russian business directory

Re-assignment of pre-registered aero-domains

2008-11-26T01:16:00.001-08:00

by: Hans-Peter Oswald

ICANN accredited Registrar Secura announces today, that Secura as registrar supports all steps, which SITA has made, in order to pre-register industrial codes of the aviation community as aero-domains. Eligible companies (airlines and airports) can now register the pre-registered domains at https://www.domainregistry.de/aero.html (English) or https://www.domainregistry.de/aero-domains.html (German).

SITA, the sponsor of .aero, has announced changes in domain registration policy. All domain names corresponding to airline and airport codes are active

Following the recommendation of the Dot Aero Council, SITA activated all domain names corresponding to airline and airport industry codes. All two character airline codes, all location codes allocated to municipal areas and airports and all three letter airline codes of IATA airlines have been pre-registered. These new domain names are now "active" and work as web sites until the time, the eligible airline and airports assume responsibility and control of their domain names.

Pre-registration and activation of domain names was introduced to make sure that complete sets of codes work and there are no gaps in the structure that would break the predictability. Once all recognized codes are present, a traveler or an industry professional can always receive a valid answer when using a recognized industry code in .aero. This is very good news for end-users, people as well as systems, because they can always "guess" what domain name to use based on their knowledge of the industry codes, and access desired information quickly. Say, as a passenger, you use the LA airport frequently, you know the code is LAX, so you just type www.lax.aero and you are on the web site of the airport. That?s fast!

Pre-registration and activation also serves as a very useful tool for demonstration and testing of new concepts like minimum presentation standards for mobile and wireless devices.

Hans Peter Oswald
https://www.domainregistry.de/aero.html

About the Author

You can reprint or republish these articles for free if these three lines are at the end of the articles:
Hans-Peter Oswald
http://www.com-domains.com
https://www.domainregistry.de

Recent HomelandDefenseStocks.com Online Investor and Industr

2008-11-26T01:15:00.004-08:00

by: dawn van zant

Recent HomelandDefenseStocks.com Online Investor and Industry Conference Provides Investors and Industry with In-Depth Overview of Trends in Homeland Security Spending and Technology

Key Areas for Spending and Long Term Growth Are Revealed

POINT ROBERTS, Wash.; April 14, 2005 - www.HomelandDefenseStocks.com (HDS), an investor news portal for the homeland defense and security sector, is pleased to provide investors and industry with an overview of the trends in Homeland Security spending and technology as compiled from the in-depth presentations in the second HDS online Homeland Security Investor Conference.

As we approach the second anniversary of the formation of the Department of Homeland Security, the agencies created since 9/11 are reaching an operational stage placing them in a position to better establish stability and promote innovation and opportunities within the private sector. With the February release of the Bush Administration’s FY 2006 budget request, the availability of private sector funds and areas of government and homeland security focus have been revealed, providing key insights into long term expenditures, further securing the development of the existing government agencies. While there is approximately $50 billion in the President’s budget allocated for Homeland Security at large, it is important to note that the estimated amount actionable for the private sector, according to Civitas Group, is $9.5 billion representing a 2.8% increase from the FY 2005 budget.

The FY 2006 budget request is focused on further development and increased support of several agencies and initiatives originally introduced within the FY 2005 budget, indicative of an industry in transition as it moves from a reactive to a long term growth strategy. As Brian Ruttenbur, Equity Research Analyst, Morgan Keegan & Co. Inc. described, “DHS funding in our opinion, will experience strong growth in the next 5 – 10 years and this is going to be an agency that is going to grow at a faster rate than any other federal government agency.” Taking a different position on the subject was Roger Cressey, President of Good Harbor Consulting, who cautioned, “The budgetary climate in Washington is changing and although the Department of Homeland Security had a ‘plus-up’ in several areas within the proposed FY 06 budget, these are numbers that are not going to continue in the growth pattern for the coming years. We need to keep in mind that absent a significant event of some sort, you will begin to see a bit of a decline in the overall budgetary numbers.”

As the budget cycle unfolds, key areas for spending and long term growth are revealed and include Border Security, Identification and Credentialing, Radiation Detection Equipment and Technology, Bioterrorism Defenses and Countermeasures, Explosives Detection and Baggage Screening Systems, Operation Center and Secure Networks, Anti-Missile Technology for Commercial Aviation and Remote Video Surveillance Equipment. On a broader scale, it is anticipated that there will be further consolidation in the M&A arena and continued growth of the IPO market is expected.

For Access to the Homeland Security Investor Conference Click Here: http://www.investorideas.com/forums/Portals/homelanddefense2.aspx

The HDS website does not make recommendations, but offers a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the defense sector.

Homeland Security Investor Conference Participating Public Companies:
Aethlon Medical, Inc. (OTCBB: AEMD), BlueBear Network International, Inc. (OTC.PK: BLBR), CryoPort, Inc (OTC.PK: CYRX), CombiMatrix (NASDAQ: CBMX), Electronic Sensor Technology (OTCBB: ESNR), FaceKey(tm) Corporation (OTC.PK: FEKY) , Global Matrechs, Inc. (OTCBB: GMTH), Hawk Protection Systems, Inc. (OTC.PK: HWPR), Law Enforcement Associates (OTCBB: LENF), Markland Technologies, Inc. (OTCBB: MRKL), OnScreen Technology, Inc. (OTCBB: ONSC), Strategy X, Inc. (OTC.PK: SRGX), Technest Holdings, Inc. (OTCBB: THNS)and Universal Detection Technology (OTCBB: UDTT).

Industry Speakers: (more details): http://www.homelanddefensestocks.com/forums/Portals/homelanddefense2.aspx)

Keynote Speakers:
Roger W. Cressey President of Good Harbor, Mr. Jack Mallon Mallon and Associates, Brian Ruttenbur Equity Research Analyst - Morgan Keegan & Co. Inc, Scott Sacknoff, President , The Spade Defense Index®, Dr. R. Soundararajan President, Hanford Nuclear Services, W. David Stephenson: Homeland Security Consultant, Writer, and Lecturer

Our Current list of Homeland Defense stocks:

HomelandDefenseStocks.com includes a growing list of public companies in the sector. Click here for a partial list of companies involved in homeland defense and security technology and solutions in Airport Security, Biodefense, Biometrics, Defense, Internet Security, Integrated Security, Military, Border and Port Security. http://www.homelanddefensestocks.com/Companies/HomelandDefense/Stock_List.asp

Read the exclusive InvestorIdeas.com Feature "The Insiders Corner", a weekly feature by well-known financial writer and author Michael Brush. http://investorideas.com/insiderscorner/

Hear HomelandDefenseStocks.com every Friday at: 08 and: 38 after the hour for the Business of Homeland Security only on www.HomelandDefenseRadio.com

Additional Recently Launched HDS Homeland Security Web Sites:

www.NationalHomelandSecurityKnowledgebase.com
www.BorderAndPortSecurity.com
www.NonlethalStocks.com
www.BiodefenseStocks.com
www.RFIDInvesting.com

Disclaimer: ECON Investor Relations Inc is the owner of the domain www.HomelandDefenseStocks.com. Our site does not make recommendations, but offers a unique information portal to investors to research news, articles, and recent research. Nothing on our sites should be construed as an offer or solicitation to buy or sell any specific products or securities. All investments involve risk. Although we attempt to research thoroughly, we offer no guarantees as to the accuracy of any information presented. We encourage all investors to use our sites only as a resource to further their own research. The site is currently compensated for by its "featured companies." Markland Technologies, Inc. currently pays ECON Ten Thousand Dollars per month. Markland has issued shares to ECON in the past and these payments are for the purpose of including Markland in articles and other promotions. Technest Holdings, Inc. *currently compensated under MRKL contract. Aethlon Medical, Inc.: Three Thousand Dollars per month plus restricted shares equivalent to Five Thousand Dollars per month. BlueBear Network International, Inc.: Six Thousand Dollars per month equivalent in shares. CryoPort, Inc.: Five Thousand Dollars per month. Twenty thousand, one forty-four shares. Third party IR firm. Electronic Sensor Technology: Four thousand dollars per month. Third party IR firm. FaceKey(tm) Corporation: Four thousand dollars per month. Third party IR firm. Global Matrechs, Inc: Seven thousand dollars per month equivalent in one forty-four shares. Hawk Protection Systems, Inc.: Four thousand dollars per month. Law Enforcement Associates: Four thousand dollars per month. OnScreen Technology Inc: Three Thousand Dollars. Strategy X, Inc.: Five thousand dollars per month. Disclaimer: www.InvestorIdeas.com/About/Disclaimer.asp

Contact:

Dawn Van Zant / Trevor Ruehs
Toll free: 800-665-0411
Email: dvanzant@HomelandDefenseStocks.com, truehs@HomelandDefenseStocks.com

HomelandDefenseStocks.com is a Registered WA Trade Name.

About the author:

The HDS website does not make recommendations, but offers a unique free information portal to research news, exclusive articles, interviews, investor conferences and a growing list of participating public companies in the defense sector.

SECRETS OF FLYING SMART

2008-11-26T01:15:00.003-08:00

by: C. LaRoy

MAKE YOUR SAFE TRIP EVEN SAFER

When you fly on the commercial airlines of the United States, you are flying on the safest, most efficient form of transportation. When the rare accident does occur, more and more people survive due to advances in aircraft manufacturing and design, air traffic control technology, emergency planning, and cabin safety.

Aviation manufacturers, air carriers, and the Federal Aviation Administration are proud of their contributions to aviation's impressive safety record. You, the air traveler, play a very important role in aviation safety.

You can take responsibility for your own safety.

• Listen To The Safety Briefing • Keep Your Seat Belt Fastened • Obey Carry-On Baggage Restrictions • Wear Sensible Clothing

Fly Smart. Be responsible for your safety and make your safe trip even safer.

LISTEN TO THE SAFETY BRIEFING

Fly Smart travelers always listen to the safety briefing because they know that every aircraft is different. The following are some tips to ensure that you are familiar with the aircraft you are on:

• Take the passenger safety card out of the seat pocket and follow along while you listen to the safety briefing. Always take a moment to review the card before subsequent takeoffs and landings. • One of the best things you can do to be prepared is to mentally plan the actions you would need to take in an emergency. As part of this plan, count seat rows between you and at least two exits. • If you have any questions about the safety procedures, ask the flight attendant. Flight attendants are professionals; they know about the safety procedures of the aircraft.

FASTEN YOUR SEAT BELT

Of all the safety features aboard the aircraft, one of the most important is right at your fingertips, "Your Seat Belt."

In a recent study, nearly 300 turbulence-related serious injuries to passengers were reported over a 10-year period. None of the injured had their seat belts fastened. To prevent turbulence-related injuries, Fly Smart travelers should always:

• Keep their seat belt fastened at all times. • Make sure their seat belt is secured snugly and low across the hips.

OBEY CARRY-ON BAGGAGE RESTRICTIONS

Fly Smart travelers should be aware of what they bring on board.

• Most airlines restrict carry-on baggage to two pieces per passenger. • Carry-on bags must be small enough to fit under the seat in front of you or in the overhead bins. It's a good idea to put the heavier items under the seat. • Carry-on items could become flying projectiles during turbulence. Heavy items and baggage with sharp corners can be hazardous. • Some hazardous materials are restricted. They can be dangerous if carried (or checked) on an aircraft. Following is a partial list of common articles from the home, workplace, or garage which, because of their physical or chemical properties, can pose a danger when transported. • Mace, tear gas, and other irritants • Aerosols containing flammable material (hair spray, deodorant,repellents) • Loaded firearms • Loose ammunition • Gasoline and other flammable materials • Propane, butane cylinders or refills, and lighter refills • Wet-type batteries, e.g., as used in cars • Fireworks and flares • Safety or -strike-anywhere+ matches (in checked baggage) • Paint and paint-related materials (thinners and cleaners) • Corrosive (acids), poisonous, infectious, and radioactive materials

The above list is not all inclusive. There are certain exceptions for personal care, medical needs, and equipment to support physically challenged passengers. There are also provisions for sporting equipment. When in doubt, check with your airline. • In the unlikely event of an emergency evacuation, leave everything behind. WEAR SENSIBLE CLOTHING

For ease of movement and protection in the unlikely event of an evacuation, Fly Smart travelers should follow these guidelines:

• Wear clothes made of natural fabrics such as cotton, wool, denim and leather. They offer the best protection. Synthetics may melt when they are heated.

• Wear clothing that allows freedom of movement. Avoid restrictive clothing.

• Wear low heeled shoes or boots. (Shoes with laces or straps are recommended. Avoid sandals.)

• Arms and legs should be as fully covered as possible. (Long sleeves/pants are recommended.) PASSENGER CHECKLIST

SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER

Sensible Clothing

• Shirt - Long sleeved, natural fabrics. • Slacks/pants - Long, natural fabrics. • Shoes - Leather or canvas and low-heeled.

Child Safety Seat

Check with airline for policy on use before arrival at airport and on board the aircraft .

• Safely stow carry-on baggage. • Wear seat belt snug and low across the hips. • Keep your seat belt fastened at all times. • If you take your shoes off, put them on before landing.

Review the passenger safety card before each takeoff and each landing.

• Listen carefully to the safety briefing. • Ask questions if safety information is not clear. • Make a mental plan of the actions you would take in an emergency. • Be familiar with all exits. • Count seat rows between you and at least two exits.

Exit Row Seating

• Listen to the safety briefing and/or read the written instructions for aircraft specifics. • You must be physically capable and willing to perform emergency actions. If not, request another seat. • You must know your responsibilities in the unlikely event of an emergency. • Ask questions if instructions are not clear. • Consider the effects of alcoholic beverages. • In the unlikely event of an emergency, you should be aware of the following.

Evacuation Slides

• Jump feet first into center of slide. • Do not sit down to slide. • Place arms across chest, elbows in, and legs and feet together. • High-heeled shoes can damage slides.

Decompression

• Pull oxygen mask toward you to start oxygen flow. • Put your oxygen mask on as quickly as possible. • Help children and others with their masks.

Flotation Devices

• Know where they are and how to use them. • Life vests (under seat, if available), life rafts, and some seat cushions and evacuation slides can be used as flotation devices.

Evacuating the Aircraft

• Follow instructions of crew member (if possible). • Stay calm and proceed quickly to exit. • Leave all your possessions behind.

Fire or Smoke

Inflight - Use wet paper towel or handkerchief over nose and mouth. - Move away from the source of fire and smoke.

On Ground - Stay low. - Proceed by your predetermined count of seat rows to exit(s) and/or - Follow floor proximity lighting to an exit. - Exit the aircraft. - Leave all your possessions behind.

Outside the Aircraft

• Move away from aircraft, fire, and smoke. • If possible, help those requiring assistance. • Remain alert for emergency vehicles. • Never go back into a burning aircraft.

Fly Smart and Book Your Own Travel at http://www.worldcrowntravel.com/id8.html

About the Author

I have been an outside sales travel agent for five years. I am an Accredited Cruise Counselor and have booked over 15 groups on cruises. I have traveled on 22 cruises and have enjoyed each experience. As a travel agent I travel FREE using Fam's , YOU can do this also at, http://www.worldcrowntravel.com/id5.html Become and Independent Travel Agent.

Some Technical Treason and six ways to speed up your P.C..

2008-11-26T01:15:00.001-08:00

by: Tranni D'Electric

Some Technical Treason.

Six ways to effectively speed up your P.C.

1.Place it on Jet, as close as possible to the front.
2.Increase your ram by putting him on growth hormones. Fasten your P.C. onto your enhanced ram, taking care not to hinder or compromise his circulation. Then whip him with a U.S.B. hub, at the end of two metres of cable.
3.Now this is a beauty! Give it maximum acceleration with an aircraft carrier "elastic thing"!
4.Swith your P.C. "on".
5.Take the aforementioned Jet for a spin.

Now, shoud your P.C. be too fast, replace it with yourself and repeat steps 1,2,3, and step two, again.

I hope that this technical insight was helpful.

P.S. You may need to get special permission from the I.S.P.C.A., or relevant Aviation authority, regarding the use of their "elastic". Use your own discretion and due diligence!

P.P.S. My esteemed Editor, recommended that I call this "six" steps, even though I could only think of five. He insisted that "Six" rolls better from the tongue, or technically, that sliver of meat that he cleans out my ear with.

Sincerely,
Tranni D'Electric.
electric@thetrivialtimes.com

About the Author

Tranni D'Electric is an "expert columnist" on electronics and consumer products, at The Trivial Times

Speakers and Trainers - The Internet is Your Biggest Megapho

2008-11-26T01:14:00.002-08:00

by: Dr. Lynella Grant

Speak to an Audience that Reaches across the Globe

As a professional at home on the platform, you’ve spent years polishing a compelling message. The presentations you make are honed to perfection. Your delivery style draws raves and repeat bookings. So why don’t you deliver a taste of your best stuff to the whole world?

Easily done! Send articles that provide a sample of your message and speaking personality to numerous Internet directories and ezines. The biggest auditorium couldn’t contain all the people exposed to a single article widely posted online. While the cost is minimal (mainly your time), the impact from articles can be gigantic! Consider the benefits. http://www.promotewitharticles.com/benefits.html

Internet Exposure is Crucial for Name Recognition

A spokesman at the National Speakers Association ( http://www.nsaspeaker.org ) indicated that, "Nearly all our members have a website, anymore. It’s a huge part of their differentiation." Information that can be posted on the speaker’s website is miles ahead of a traditional brochure to highlight their message and qualifications. Websites can be kept up to date, and eliminate the delays of mailing materials to prospects. Not to mention, people can find you through search engine queries related to your specialized topics.

A typical speaker isn’t satisfied to appear only on their own site. Many promote their services on other websites, too - expert sites, websites maintained by their agents or publishers, and resource sites related to their forte. The Internet shines when it comes to reaching targeted groups - the very people you want to know about you. Also, you can control the niches or organizations you reach by where you submit your material.

A speaker’s well-placed articles accomplishes the same thing. Posting even one multiplies the number of sites where your name appears. Repeated in-depth articles on a theme build momentum. Your unique spin on a topic will draw readers to your website so they can delve deeper.

Adopt a Speedy Delivery Method

Simply listing your topics or programs can’t convey the depth of your message. The 600 to 800 word length is longer than a sound-bite, providing a realistic sample of your expertise - like a mini-speech. Your signature (Sig) at the end provides your short ad.

Imagine this. The article you write this morning can be submitted to hundreds of places this afternoon. And within a few days it appears on numerous websites, ezines, and search engines. Before a world-wide readership!

Rebecca Morgan is sold on marketing one’s speaking through online articles. "Although it’s hard to quantify some of the results, it’s a great boost when people keep telling me, ‘I see your name everywhere.’ Some of my articles have shown up over 100 places." Her weekly ezine and forum http://www.speakernetnews.com is a storehouse of insider advice to profit from speaking. Subscribe for free.

Articles Attract Speaking Bookings

Frank Candy, American Speakers Bureau, http://www.speakersbureau.com looks at online articles from the agent’s perspective. "It [posting articles] absolutely works to position yourself as an expert in the marketplace. The problem with the Internet is, there’s too much fluffy stuff out there. Getting your articles widely placed lets people see the depth of your knowledge."

Speaker and public relations professional, Michele Wierzgac says, "Writing assures that I spend more time refining my message. My two monthly columns expose me to 300,000 readers every month. And that leads to more speaking opportunities." She credits her articles with broadening her niche much faster than she expected. http://www.micheleandco.com

Speaking to the aviation industry accounts for over 30% of Ralph Hood’s speaking dates. An added bonus comes from turning columns into books sold from his website http://www.ralphhood.com When he started speaking full time (1985) he didn’t want to waste his career connections. So he stays visible as a columnist for six monthly trade publications.

To quote him, "Being a columnist doesn’t eliminate marking, but it’s an extremely helpful part of it. And they pay me for each column - besides them showing I’m an expert."

Package your Content for the Web

It’s often said, "On the Internet, content is king." As a speaker, you’ve got content - up to your knees in it. You can pass it out all day long (and often do). Your challenge isn’t what to write about, but deciding what to do with the articles once they’re written.

Develop your Customized List of Places to Post Articles
(besides the well-known article directories):

1. Search Google for your name or company. Any website already mentioning you is probably willing to receive your fresh material

2. Websites/ezines of companies or groups where you’ve spoken

3. Anywhere you’ve sent promotional material " your prospects. Use in your own ezine or as a stand-alone, "Thought you’d be interested" piece

4. Search Google for your field or targeted niche. In the Search Within Results box type "Submit articles," for a list of places receptive to submissions

5. Places that publish any article of yours receive future ones

6. Identify a prolific article writer who speaks to your same market. Search on their name, and submit your material to places where their articles appear

As you routinely send articles, they’ll begin appearing in places besides where you submitted. And it just keeps building... Discover how to maximize the power of articles at http://www.promotewitharticles.com Or if you want the rewards without the effort, let me write and submit your articles for you http://www.promotewitharticles.com/system.html

No more back burner! Start sending out samples of your message, and let them do your selling for you.
©2005, Lynella Grant

About the Author

--Dr. Lynella Grant Consultant and Author - Promote yourself, business, website, or book with online articles http://www.promotewitharticles.com Free how-to. Or let me write and submit your articles online for you. No learning curves (719)395-9450

Summer's Here. . . Now What?

2008-11-26T01:14:00.001-08:00

by: Pat Redmond

As snow covered the trees last fall, and you plugged in your Tanis Heater, did your stomach feel sick with regret? Did you wish you had flown more, visited more places in your airplane, spent time at OshKosh? How many beautiful summer days passed that you didn't take advantage of?
Why not make this year different? With a little planning you could put together a list of places to visit so that your plane never sits on the ramp on a beautiful summer day!

You've got to take the first step!

Right now, sit down with a pen and notebook and start writing down all the places you want to visit THIS SUMMER! Go Crazy! List anything that might be remotely interesting. Get out a map and list destinations to the North, South, East and West. Weather won't be an excuse this year! Plan 1 day trips and overnight trips. Use the internet to locate new locations and out of the way places. Visit sites like:

http://www.airplanenoise.com/great_trips.htm

for some great flying ideas.

We all have heard that if we want to achieve our goals, we must write them down. Well, let's do the same and plan activities for our precious summer weekends!

RIGHT NOW, NO EXCUSES!

About the Author

Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com

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Surviving An FAA Ramp Check

2008-11-26T01:12:00.002-08:00

by: Greg Reigel

SURVIVING AN FAA RAMP CHECK

by Gregory J. Reigel

© 2004 All rights reserved.

You are standing on the ramp performing a pre-flight inspection. A man who you have never seen before approaches you and starts chatting about the weather and asking you questions: “What’s your name?”, “Where are you going?” etc. How do you respond?

First, know who you are talking to. Ask for the person’s name. Find out what he or she is doing there. In this post 9/11 era, knowing who is at the airport and what they are doing is good practice and prevention. This is the premise of AOPA’s GA Secure program. Second, if the person is an FAA inspector, you want to find that out as soon as possible. If he or she is, ask to see his or her FAA Identification card.

During the course of a ramp check, the FAA inspector will ask to inspect/review a number of items. Some of those items and how you produce them for the FAA inspector are discussed below. Quite a bit of this is common sense. Much of it is information all pilots learned, or should have learned, when they learned how to fly.

Personal Documents

When you fly an aircraft, you must have certain personal documents in your possession. You must have your airman certificate and it must be appropriate to the aircraft and type of flying you are doing. You must also have your medical certificate. It must be the original certificate issued by your Airman Medical Examiner and it must also be current and appropriate to the type of flying you are doing. Finally, in the aftermath of 9/11, you must also have in your possession a drivers license or other government issued ID containing your photograph.

Logbook

Next, the inspector may ask to see your flight logbook. I advise pilots not to bring their logbook with them when they are flying. Why? Two reasons: One, if you bring your logbook with you and it is destroyed if you are in an accident, you won’t have any documentation to prove your flight time and currency. This can raise potentially ugly issues not only with the FAA, but also with your insurance company if they question your currency at the time of the accident and deny coverage. To avoid the insurance coverage issue, if you must bring your logbook with you I suggest you keep a photocopy of your logbook at home or in some other safe place.

Second, if you have your logbook with you and the inspector asks to review it, you will have to provide the entire logbook. Rather than allowing the inspector to review more logbook entries than are necessary or pertinent at the time of the ramp check, I prefer having the opportunity after the ramp check to simply photocopy the pages documenting your currency and then providing them to the inspector.

Aircraft Documents In The Aircraft

Similar to the requirement that you have certain personal documents in your possession, the aircraft you fly also needs to contain certain documents. The inspector may want to review the aircraft documents during the ramp check. However, an inspector cannot inspect the interior of your aircraft without consent. Consequently, rather than giving consent, I recommend that you personally remove the requested documents from the aircraft and give them to the inspector.

You may need to supply the aircraft’s registration certificate. Make sure the N-number on the certificate matches the N-number on the aircraft. Also, if you are operating with a temporary certificate, remember that it is only valid for 120 days. The aircraft’s airworthiness certificate will likely be inspected as well. Here again, make sure the N-number on the certificate matches the N-number on the aircraft data plate.

Additional aircraft documents that are fair game during a ramp check include the operator/flight manual, or operating limitations if the aircraft is a homebuilt aircraft, and the aircraft’s weight and balance information. For certificated aircraft, the weight and balance information should be in the manual. For homebuilt aircraft, this information will be contained in the aircraft’s operating limitations.

Charts

Since a pilot is required to be familiar with all available information for each flight, an inspector may also ask to see the aeronautical charts you intend to use on your flight. Make sure the charts you have in the aircraft or your flight bag are current and appropriate to your flight. This seems like a "no-brainer", but you would be surprised how many pilots are flying with sectional charts that are several years old or instrument approach plates that are more than 56 days old. From a compliance perspective and, more importantly, from a safety perspective, use current and appropriate charts.

Interacting With The Inspector

During the course of the ramp check, you can also take the initiative and ask the inspector questions. Ask the inspector why he or she suspects you and what information the inspector has that leads to his or her suspicion. You can also ask the inspector which FAR's you are suspected of violating.

If the answers to these questions indicates that a simple misunderstanding is present, you can certainly try to clarify the situation for the inspector. However, if it appears that the inspector’s issues are more than a simple misunderstanding or if you do not receive adequate responses to your questions, do not volunteer any information to the inspector. Remain polite and respectful, but don’t give the inspector any more information than is required.

Do not try to argue with the inspector. Very rarely will you win an argument with the inspector. On the contrary, an argument with the inspector will usually get you in deeper trouble. You will either provide the inspector with information that helps the inspector make his or her case against you or you will exhibit a “poor compliance attitude”, or both. Don’t do it. Discretion and respect will serve you better.

Most pilots will never find themselves in a ramp check, due to the minimal manpower the FAA has available for ramp checks. However, if you find yourself in a ramp check, it is survivable. Hopefully this information, along with the right attitude, will get you through it. As always, fly safe and fly smart.

ABOUT THE AUTHOR
Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.

The Benefits of Incorporating in Florida

2008-11-26T01:12:00.001-08:00

by: Eddie Tobey

There are many benefits to Incorporating in Florida. For one, there is an able work force, reflected by the fact that Florida’s unemployment rate is consistently lower than the national rate. Florida is the center of more than a few thriving industries, such as aerospace, and the state enjoys strong state support for business development, reflected in its pro-business stance on taxes.

Florida is well-known for its outstanding academic and research achievement in aviation, aerospace, biotechnology, microelectronics, optics, photonics, and – of course – real estate development. As such, Florida is also an attractive spot for venture capital. Despite the devastation of having four hurricanes hit in a short six-week span in late November 2004, venture capitalists are interested in investing in Florida. In fact, according to the 2005 PricewaterhouseCooper NVCA MoneyTree Survey, Venture Capital Investment in Florida Companies in the first quarter of 2005 is 99.3 million.

Florida’s economic and business resilience after the hurricanes was due in large part to the state government’s pro-business agenda. Indeed, the fact that Florida has one of the lowest tax rates in the US helps to explain this quick rebound, as businesses were eager to invest in the state’s redevelopment. Along with its support of low taxes, the government has supported specific agendas and organizations to encourage business growth, such as Enterprise Florida, Inc. (EFI).

Formed in 1996 to replace the Florida Commerce Department, EFI is a public-private partnership responsible for Florida’s economic development. EFI operates with an agenda to “diversify Florida’s economy,” while also creating “better-paying jobs for its citizens by supporting, attracting and helping to create businesses in innovative, high-growth industries.” In addition, EFI helps to support such valuable sectors as IT, life sciences, aviation, aerospace, security and defense, and finance and professional services. EFI helps businesses identify land that matches their criteria, and also helps determine a business’ eligibility for tax breaks and other incentives.

As the Governor, Jeb Bush, recently stated, Florida remains “committed to business-friendly policies, low taxes and economic diversification.” These qualities favor incorporation in Florida by helping to illustrate the many benefits of incorporating in the Sunshine State.

About the Author

Incorporating in Florida Info helps big and small businesses learn the benefits of incorporating in the Sunshine State, and also provides detailed information and advice about the Florida Department of Incorporation. Incorporating in Florida Info is the sister site of Forex Broker Web.