Flight School

2005-11-08T17:49:00.000-08:00

Do You Want To Be A Pilot In The United States?

This article brought to you courtesy of http://www.flightschoolworld.com

I receive many emails requesting information about becoming an airline pilot in the United States. This article addresses many of the general questions I receive about the types of pilot careers, salaries, FAA requirements, training, advancement opportunities and the employment outlook for pilots.

(Please note that the commercial pilot industry is very competitive, particularly since 9/11. The information gathered for this article was sourced mainly from government labour research organizations, noted at the end of the article).

TYPES OF PILOT CAREERS

There are four general types of pilot careers: 1. Commercial Airline Pilots 2. Agricultural Pilots 3. Helicopter Pilots 4. Photogrammetry Pilots

COMMERCIAL AIRLINE PILOTS

4 out of 5 pilots Commercial Airline Pilots in the US are responsible for transporting cargo and/or passengers. The other 20% of commercial pilots have positions involved in search and rescue, testing aircraft, flight instruction or examination, monitoring car traffic or tracking criminals. Some commercial pilots also fly agricultural planes, described below in more detail.

There are generally three categories of careers for commercial airline pilots: the Pilot, or the Captain is the most senior officer and supervises the flight crew; the Co-Pilot, called the First Officer, who assists the captain; and the Flight Engineer, or Second Officer, who assists the other pilots and performs such tasks as monitoring and operating instruments. Most aircraft fly with only two pilots as computerized equipment is replacing the need for flight engineers in modern, more sophisticated planes.

About 75% of pilots fly 75 hours a month, and spend about 75 hours completing non-flying work responsibilities. About 25% of pilots work more than 40 hours per week.

AGRICULTURAL PILOTS

Agricultural Pilots fly helicopters or airplanes and are typically responsible for dusting crops, distributing seeds for reforestation, fighting forest fires, inspecting pipelines, or distributing fish into lakes.

HELICOPTER PILOTS

Helicopter pilots provide a variety of services working for businesses and government. Areas of specialty include traffic monitoring, oil and gas exploration, pipeline monitoring, logging, construction, agriculture, search and rescue, emergency medical transport, law enforcement, and newsgathering. Other helicopter pilot positions are available for corporate or travel charter.

PHOTOGRAMMETRY PILOTS

Photogrammetry Pilots specialize at flying at specific altitudes and speeds suitable for aerial photography. Aerial photography is used for mapping the earth�s surface, real estate purposes, and business or government research requirements.

PILOTS - WHAT ARE THEY EARNING TODAY?

The median annual income of all commercial pilots in the US is $43,300. The highest 10% of earners earned more than $92,000 and the lowest 10% of earners made less than $24,000.

Pilots� salaries vary widely depending on the aircraft used, the number of hours and miles flown, and whether or not the pilot works for an airline. Earnings for airline pilots are among the highest in the country.

The median annual income of commercial airline pilots is $110,940, and over 25% earned more than $145,000. The lowest 10% of commercial airline pilots earned less than $36,110. Senior pilots are among the highest paid earners in the US.

In addition to traditional income, pilots earn a "per diem" or expense allowance for every hour that they are away from their base city. This per diem can be up to $500 per month. Further, pilots and their immediate families also enjoy the benefits of significantly reduced air travel and hotel accommodation rates.

UNIONS

Greater than 50% of all aircraft pilots in the US are union members. The majority of pilots that are employed by major airlines belong to the Airline Pilots Association, International, or the ALPA. However, those employed by one national airline are members of the Allied Pilots Association. Additionally, some flight engineers belong to the Flight Engineers' International Association.

Flight route assignments are based on seniority of union membership.

FAA REGULATIONS - WHAT YOU NEED TO GET HIRED

To be employed as a commercial pilot in the United States requires a Federal Air Transport rating and certification for the specific type of aircraft being flown. Helicopter pilots must also be rated and have a commercial pilot�s certificate. Applicants for these licenses must have a minimum of 250 flight hours of experience and be at least 18 years of age. In addition, candidates must pass a physical examination that ensures that they are in good health and that they have good hearing and 20/20 vision either with or without glasses.

The written test for a pilot�s rating includes questions on FAA regulations, the principles of safe flight, and navigation techniques. The certification also requires pilots to demonstrate their flying ability to FAA or FAA approved examiners.

To fly during times of low visibility, pilots must be rated to fly by instruments alone. To qualify for this rating, pilots must pass a written test and are required to have 105 hours of flight experience that includes 40 hours of experience flying exclusively by instruments. This certification requires pilots to demonstrate their ability to fly by instruments alone to FAA or FAA approved examiners.

Commercial Airline pilots have additional licensing requirements. First, airline pilots must have a transport license, which requires applicants to be at least 23 years old and have a minimum of 1,500 flying hours of experience. This experience must include instrument and night flying. Additionally, airline pilots must pass written and flight examinations. Second, airline pilots are usually required to have one or more advanced ratings, such as an aircraft type rating or a multi-engine aircraft rating. This second qualification criteria is dependent upon the types of aircraft the pilot is flying and/or the type of pilot job.

Pilots� licenses or ratings are valid as long as the pilot passes the period physical exams and flying tests that are required by the Federal Government and the airline company regulations. Medical certificates are issued in 3 classes. A class l certificate is the most rigorous, and requires the highest levels of vision, hearing, equilibrium and health. The Class ll Medical Certificate has less stringent requirements, but still demands a high standard of general health and an excellent medical history. The least rigid classification is the class lll Medical Certificate.

FAA REGULATIONS LIMITING MONTHLY FLIGHT HOURS

Legally, pilots are not allowed to fly more than 100 hours in any given month, and no more than 1000 hours in any given year. In addition, pilots must be allowed at least 8 hours of uninterrupted rest in the 24 hours before finishing their flight duty. The FAA requires airlines to provide pilots with this rest period to guard against excessive fatigue that could result in an unsafe flight.

TRAINING

There are approximately 600 civilian flying schools in the US that are certified by the FAA. Some colleges and universities also offer FAA certified pilot courses that offer degree credits. In addition, the Armed Forces is a large source of trained pilots for civilian pilot careers.

ADVANCEMENT OPPORTUNITIES

Many new airline pilots start out as flight engineers or first officers with smaller or regional airlines. Advancement for many pilots may involve transferring from a small airline to a major carrier. However, advancement is typically dependent upon seniority. Flight Engineers can advance according their seniority to First Officer positions after 1 to 5 years of experience. After to 5 to 15 years experiencing, they can advance to Captain positions depending on their seniority.

Some pilots advance to managerial positions, while others advance based on seniority to larger aircraft or better routes or a preferred home base location. Agricultural Pilots can advance into management jobs or become self-employed as independent contractors.

PILOT EMPLOYMENT FORECAST

The number of job opportunities for pilots in the US is expected to grow about as fast as the average of overall employment growth from 2003 to 2010. However competition for jobs will continue to be high. Causes that slow growth are a function of mergers and challenges in the airline industry. In addition, advancements in technology reduce the need for Flight Engineers, and video conferencing and teleconferencing reduce the need for business travel.

Some industry analysts predict the need for 27,000 new pilots between 2003 and 2010 as a result of retirement. Many of the pilots who were hired in the 1960�s are now reaching mandatory retirement age, and thus a few thousand job vacancies are expected to arise each year for the next several years. Note that not many pilots retire early because of the high earnings and benefits, and the fact their unique skills are not generally transferable to other careers.

The employment of pilots is sensitive to changes in the economy. Airlines are forced to furlough or temporarily lay-off pilots during periods when the demand for air travel declines. At times of recession, pilots employed in commercial or corporate flying and flight instruction are adversely affected by the downturn in the economy.

THE BEST JOB PROSPECTS

Pilots that have the most FAA licenses and that have logged the most number of flying hours on sophisticated aircraft will generally have the best job prospects. Military pilots typically have more experience and licenses than other pilots, and thus have more job opportunities.

It is forecasted that the greatest number of new job openings will come from the regional passenger and cargo airlines, and international carriers. The industry will likely experience a need for more airlines, pilots and flight instructors.

It is also expected that there will be an increasing need for pilots that operate single engine airplanes because more businesses are chartering private aircraft.

Note that women make up approximately 25% of the total number of people employed as pilots in the US and this figure is expected to increase.

WHERE ARE THE PILOT JOBS?

The majority of pilot jobs in the US are located in cities with major airline hubs. Most positions are concentrated in Texas, Georgia, New Jersey, New York, California, the District of Columbia, Michigan, Illinois, Washington and Florida. These regions generate the most flights relative to their population size.

By Julia Dean, MBA
President, www.AirlineJOB.net - helping people get airline jobs faster

SOURCES FOR THIS ARTICLE:

Bureau of Labor Statistics, U.S. Department of Labor http://www.bls.gov/oco/ocos107.htm

CPTC http://www.cptc.ctc.edu/cptc/pages/pilot/html/trend.htm

ICPAC http://icpac.indiana.edu/careers/career_profiles/100234.xml/empout

California Employment Development Department

http://www.calmis.cahwnet.gov/file/occguide/AIRPILOT.HTM

Research & Analysis Bureau Providing Labor Market Information for the State of Montana

http://rad.dli.state.mt.us/textonly/oes/2001wage/display.asp?cat=53&cd=53-2011

About The Author

Julia Dean is the President of www.AirlineJOB.net and a professional researcher and copywriter. Julia holds a Master of Business Administration degree (MBA) from Simon Fraser University, Vancouver, Canada.
julia@airlinejob.net

This article was posted on September 22, 2003

2005-11-07T17:24:00.000-08:00

Finding The Best Airline Tickets

This article brought to you courtesy of http://www.flightschoolworld.com

General advice when you�re shopping for the best deals on the Internet: Plan to spend some time. You may have to visit several sites.

Before you book, investigate refund and cancellation policies, �service fees� per ticket, and whether frequent-flier miles are granted or not.

Check out the Message Boards on www.frommers.com and similar sites for information and tips from individuals which can be helpful.

Go to various individual carrier sites and sign up to be notified about special deals.

Subscribe to Frommers newsletter. It�s well worth it - http://www.frommers.com/subscribe .

To maximize your chance for getting the cheapest ticket, try these things:

1.Plan to stay over a Saturday, to fly on Tuesdays, Wednesdays or Thursdays after 7 pm, and to avoid returning on a Sunday.

2.Begin with the Big Ones: www.expedia.com, www.orbitz.com, and www.travelocity.com, and the Obvious Ones: www.cheapseats.com, www.cheapair.com, www.cheapflights.com, and www.hotwire.com .

3.Check out this site to find the budget airlines and go to their sites for prices: http://www.flybudget.com . It lists some airlines I promise you you've never heard of, and comments from people who've flown them.

On a recent trip I took, Southwest beat out everyone except hotwire.com.

4.Try a consolidator. Frommers recommends the following: http://www.frommers.com/activities/article.cfm?destid=AIRFARE&articleid=453 .

5.Visit the sites of the individual carriers. Sometimes you can get a better deal there.

7.Bid or name your price: http://www.skyauction.com/, www.priceline.com .

About the Author

Susan Dunn, MA, Personal Life Coach, http://www.susandunn.cc . Coaching, business programs, Internet courses, teleclasses and ebooks for personal and professional development. Mailto:sdunn@susandunn.cc for FREE ezine.

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2005-11-06T16:37:00.000-08:00

When Weather Diverts You....

This article brought to you courtesy of http://www.flightschoolworld.com

It's part of flying, and there's nothing you can do about it. . . perhaps.

You're trying to get to your destination, or maybe you're trying to get home. You look at the weather and no matter how you plot out your time, direction of flight, and other options, you're staying put!

Blessing or curse?

I guess it depends what you'd like to make of it.

Flying home from OshKosh I met up with a couple stranded at the Mason County Airport (LDM) in Ludington,Michigan. If I were to be stranded anywhere, Ludington would be my dream! Beautiful sandy beaches on Lake Michigan have made this town one of the busiest resort towns in Michigan.

Again, blessing or curse?

This couple called over 40 hotels, motels and bed and breakfasts only to find all of them sold out! Once again they reviewed their options. Fly to Ann Arbor for a better position in the morning, sleep in the plane, make use of the comfortable lounge furniture in the terminal lobby?

The adventure continued. . .

A call from a local Bed and Breakfast revealed that there was one room they hadn't discovered. They'd have to share a bathroom, and there was no air conditioning, but there was a "bed" and a "breakfast!"

It turns out that this couple had also spent the night in Ludington on the way over to OshKosh when weather prevented them from flying across the lake.

Of course, I haven't heard the ending to this story yet, but If I wrote my own ending it would go something like this:

"After checking into the Bed and Breakfast, we walked down to the beach where we watched the boats and fishermen enjoy the evening as if nothing else in the world mattered. We realized we were getting hungry after the events of the day and found a cozy little seafood restaurant with a stunning view of the lake.

Before it was too late, I made a phone call to work letting them know I wouldn't be back on Monday or maybe even Tuesday! I was told to take my time and advised not push it if weather was an issue. How good can this get?

The room was just fine, and the breeze blowing through the open window was far more comfortable than a noisy room air conditioner.

After some interesting conversation and a tasty breakfast, we headed back home and didn't worry too much about weather.

If we had to stop again we'd have one more adventure to add to our journal and maybe another day or two off work!

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

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

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

2005-11-05T16:35:00.000-08:00

Professional Tips Against Jet Lag

This article brought to you courtesy of http://www.flightschoolworld.com

First of all please notice that some explanations in my article are from a �viewpoint� of European Times. You�ll know what I mean when you read my article.

AND I am German and have some misspelled words, grammar and phrases. I�m still developing my skills, but just don�t look at this, look at the content itself, and you�ll be happy. ;-)

So go ahead now, I just want you to recognize it. ;-)

The biological clock of the body needs a while after a journey into another time belt, in order to adjust itself to the new rhythm. Physical and mental symptoms can occur here such as headache, listlessness or nausea, but none jet lag must be helplessly delivered.

Daylight helps itself the cells, automatically to program on "Day". When you fly in direction to the east, for example to Thailand, it might be harder for you - you lose several hours. In order to prepare some days in advance for the new sleep rhythm, you should spend some time in the daylight in the early evening. During the flight it is advisable to sleep in advance. Then the adjustment goes faster.

When you travel toward the west, approximately to the USA, you�ll have it easier. Nevertheless you should try to plan its arrival around noon time to get the brightest light of the day. Important appointments or activities at the arrival place you should plan at the time of day, at which you are most awake: After a flight in direction to the east in the evening, after a flight in direction to the west in the morning.

Sleep on board

Many humans have problems to fall asleep on the tiny seat in the airplane. Therefore in such a way some seizes to sleep pills or tranquilizers. This unnatural interference into the bio rhythm of the body affects negatively to your adjustment at recent time conditions.

It is healthier to create yourself in the airplane as good sleep conditions as possible: Take yourself an inflatable neck cushion and an eye mask in the airplane. Some airlines distribute themselves these implements on board, but you shouldn�t rely on it however.

Since feet often swell on a flight, it is advisable to take your shoes off and to carry yourself on a warm cosy pair of socks. Even if you feel yourself it�s not cold, you should cover yourselves before falling asleep with a light cover (you�ll get one by all long distance flights), so that you do not wake up freezing and protect yourself from a cold!
I for myself know what I�m talking about. I have seen many people who underestimated this point and had a cold at their additional days after their flight.

Never drink alcohol as your �falling-asleep-assistance�

Tiny alcohol bottles on board often used as a falling asleep assistance during the flight. In the airplane these affect however - exactly the same as tranquilizers - three times as strongly as down on the earth! If you are suffering from fear of flight you should avoid alcohol here, since psychological symptoms can occur such as aggression or depression (however, this is an extensive subject. I will post an article about this in the future. For now I focus on �jet lag�).

In addition alcohol supports the drainage of the body, which particularly begins fast on long distance flights. As consequence headache and listlessness appear. The air within an airplane is often drier than in the desert! While the air humidity of the Sahara amounts to about 20 per cent, it occurs at long distance flights that it falls below the ten-per cent border. Therefore you should drink much water during, before and after the flight.

Professionals take beverages themselves

In many cases the water on board isn�t particularly good-tasting and is served in containers by the size of an egg cup. You won�t to constantly trouble a flight attendant with your desires. Therefore take yourself also a large bottle of your preferential mineral water on board.

Last but not least: my most important advice

To the complete habituation time of your body the following rule of thumb applies:
One day per hour time lag. With a difference of six hours that would be six days, until the biological clock of the body ticks in conformity with the time belt. When you then precautionary go to bed one our earlier/later per day, your body get used to the new daytime.

Enjoy your trip to Germany!

Much admiration

Marcus

www.smart-travel-germany.com

P.S. I'm hot to get to know your written travel experiences! Send them to me and, maybe, I'll post them on my website!

About the Author

Marcus Hochstadt travels extensively to countries, continents and Germany itself as a sales manager and entrepreneur since more than 14 years. He knows in almost each German city the points of REAL interest. Watch out for his free monthly special report with more valuable insider tips at www.smart-travel-germany.com/smart-travelogy-germ.html.

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2005-11-04T16:20:00.000-08:00

Emery Express And Consolidated Freight; An End Of An Era

Ths article brought to you courtesy of http://www.flightschoolworld.com

What many may not realize is that Emery Express was also a CF Company. You see John C. Emery, Sr. founded Emery Air Freight in 1946, when his company became the first air freight forwarder to apply for a common carrier license from the Civil Aeronautics Board (CAB). While Emery envisioned his company working in partnership with scheduled airlines, the airlines considered freight forwarders as competitors and fought his license application until 1948, at which time the CAB granted Emery a license as a common air freight carrier. His plan worked. During that time, the company operated out of a New York office with a fleet of vehicles that consisted of two Ford station wagons. Since those beginnings a half-century ago, Emery has grown into a $2.9-billion global air, ocean, customs brokerage and logistics services company.

By 1956, Emery Air Freight had expanded overseas with its first international office in London and had inaugurated transatlantic service. The company moved to the cutting edge of technology in 1969 with a computerized tracking and tracing system called EMCON, short for Emery Control. John Emery died that same year and his son, John Emery, Jr., assumed leadership of the company. The fuel crisis of the early 1970's prompted the company to lease its own aircraft and launch the "Emery Air Force" in 1976. Emery now offered closed-loop control of shipments from pickup to delivery, with Emery trucks and aircraft overseeing every step of the transportation process. In a bid for expansion into the small package and letter market, the company acquired Purolator Courier in 1987. The acquisition proved disastrous and Emery struggled until Consolidated Freightways, Inc. purchased the company and merged it with CF Airfreight, CFI Inc.'s existing air cargo company. That was when CF became the parent of Emery. Over the next two years, from 1989 to 1991, the new Emery, now known as Emery Forwarding, struggled financially as did the original company in its last several years of existence. In response, CFI Inc. implemented management restructuring and marketing plans that helped launch Emery to its position as a market share leader in the heavyweight, business-to-business airfreight industry. By early 1992, the new marketing and operations plan had started to turn the company around. Customer confidence increased, as evidenced by the award of several major "primary carrier" contracts from such companies as General Motors. In September of that year, Emery reported its first monthly profit since its acquisition by CFI Inc. Emery completed its financial turnaround in 1993, earning its first annual profit for Emery under any management since 1986. That same year, the company won a 10-year, $1-billion operations contract from the U.S. Postal Service (USPS) to operate its Express Mail air transportation system. They lost that contract due to non-performance and then Fed Ex picked up that volume. However once back on good financial footing, Emery tried to position itself into a "one-stop" transportation and logistics provider. Thus it was happy to have the support of CF.

The Company introduced its logistics subsidiary in 1992 and strengthened its ocean services and customs brokerage divisions, both of which Emery had owned since 1976. The company also committed more than $75 million for information technology upgrades to meet customer needs beyond the year 2000. Emery's parent company, Consolidated Freightways, Inc., restructured itself toward the end of 1996 with the spin-off of its national long-haul motor carrier unit. The parent company was renamed CNF Inc. and consisted of Emery, Con-Way Transportation Services and Menlo Logistics. Con Way was the Non-Union part of CF.

In December 2001, Emery was combined with the former Menlo Logistics and Vector SCM. As part of the Menlo Worldwide group of integrated service providers, Emery Forwarding now looks forward to working with our customers in new directions to design an even greater range of supply chain solutions than ever before. Menlo Worldwide is the acknowledged industry leader in global 3PL solutions, and launched the first successful 4PL program. I know this sounds very official however realize that this is the project of the Bell Labs Think Tank and is partly improvised from the theory of Net-Centric Warfare with a slice of Fred smiths, Hub System thoughts, implementing every type of known transportation to deliver the packages and shipments. Emery Forwarding, part of the Menlo Worldwide group of integrated business solution providers, offers international air and ocean forwarding, North American overnight, expedited, second-day and deferred air freight, customs brokerage and project management services. Menlo Worldwide, based in Redwood City, Calif., is a $2.9 billion company with 12,000 employees and global supply chain services in more than 200 countries. Menlo Worldwide was formed in December 2001.

Few realize the connection between Emery and Consolidated Freight, but those who do realize that more was lost when CF filed bankruptcy as there were synergies in the entire logistic chain spanning nearly 7 and a half decades.

By Lance Winslow

2005-11-02T16:10:00.000-08:00

Aircraft Purchase Agreements

This article brought to you courtesy of http://www.flightschoolworld.com

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

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.

2005-11-01T16:08:00.000-08:00

CAn One Plane "Do It All"

This article brought to you courtesy of http://www.flightschoolworld.com

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

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2005-10-31T15:58:00.000-08:00

Aircraft Ownership: Is The TIme Right?

This article brought to you courtesy of http://www.flightscshoolworld.com

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

2005-10-28T15:39:00.000-07:00

How Do I Justify This!

This article brought to you courtesy of http://www.flightschoolworld.com

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

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

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2005-10-27T15:39:00.000-07:00

10 Best Ways To Justify Your Airplane Purchase

This article brought to you courtesy of http://www.flightschoolworld.com

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

2005-10-26T13:08:00.000-07:00

Flying The Unfriendly Skies

This article brought to you courtesy of http://www.flightschoolworld.com

The skies of America�s airline industry are anything but hospitable these days. Operational costs are up, profits (what profits?) are nonexistent, fuel costs are going through the roof and labor problems seem to always be looming on the horizon.

The entire airline industry, with the notable exception of Southwest Airlines, has made losing money an art form. Since the deregulation of the airline industry in 1979, a number of major carriers (including Eastern, Braniff and Pan Am) have gone under while scores of other carriers have filed for bankruptcy protection.

About the last thing the airlines needed were a pack of litigation crazed lawyers looking to score some nice pocket change - but that�s exactly what they got.

Some of the lawsuits filed by airline chasing lawyers include the following:

Economy class syndrome. Airlines are bracing themselves for lawsuits being brought by hundreds of passengers over the condition known as deep vein thrombosis (�DVT�). DVT, now commonly known in legal circles as �economy class syndrome� since this condition allegedly tends to afflict passengers on long haul flights, occurs when a blood clot forms due to hours of immobility and cramped seating.

Once the passenger leaves the plane, the blood clot may become dislodged and then travel to a vital organ and have a deadly result. Lawyers are citing that airlines have known about this problem for years and have failed to adequately warn their passengers. There�s the key to the piggy bank. Lawyers looking to win millions always claim that the big company knew about the problem and failed to correct it (remember the cigarette lawsuits?).

Is the evidence conclusive? Of course not. Does that matter to the lawyers looking hovering over the airline industry.? What do you think? These lawsuits have the potential for massive pay-outs, since the airlines have deep pockets to pick. In It�s Time to Wake Up and Smell the Lawyers, we examine how money grubbing lawyers always gravitate towards the deep pocketed companies. No big surprise here.

Toxic air onboard. Another hotbed of lawsuit activity concerning the airline industry involves toxic air in the passenger cabin. Airlines and airplane manufacturers are getting hit with a flurry of �toxic air� related lawsuits.

Various lawsuits brought by flight attendants allege that some airlines and the companies that manufactured the aircraft have known (bingo!) that the MD-80 and DC-9 aircraft have design flaws that make it easy for leaking chemical fluids to get sucked into the auxiliary power unit (a small turbine engine used to generate electricity and circulate cabin air before takeoff) and then mix with the cabin air. Naturally, the defendants deny the claims.

After a group of Alaska Airlines flight attendants garnered a $725,000 out of court settlement regarding the claims, Boeing and Honeywell were next on the hit list. The fun had just begun.

Let�s lighten the tone by reviewing a few goofy lawsuits filed against the airline industry.

A man, traveling aboard U. S. Airways, was taking a snooze when the plane landed in Birmingham, Alabama. Somehow the crew managed to leave him on the plane. When he awoke from his slumber, the man claimed it was really dark and he didn�t know if he was dead or alive. He sued for fright and other harms.

A Delta Airlines passenger won $1.25 million for �landing trauma� after a terrifying emergency landing en route to Cincinnati. Her lawyer contended that the episode caused her to suffer post-traumatic stress syndrome (there�s another one of those syndromes again) and aggravation of her pre-existing depression. The judge ruled that her terror during landing led to physical changes within the brain and that �could� be defined as an injury.

A government employee sued Air Canada for more than $500,000 because he could not order a 7-Up in French. During a flight, the man ordered a 7-Up in French and the flight attendant couldn�t understand the order. Eventually the man ended up with a Sprite. After a heated argument that ultimately required the local police to meet the plane upon arrival, the passenger sued over the language dispute (I�m not quite sure how the argument went since communication appears to have been the problem in the first place). Afterward, the man said he wanted Air Canada to apologize for not offering services in French and to toss him some pocket change for his trouble.

A judge ruled that Southwest Airlines did not unlawfully discriminate against one of its passengers when the airline required the passenger to purchase a second seat on one of its flights. The passenger tipped the scales at over 300 pounds.

A few days earlier, an official agency in Canada recommended that airlines be forbidden to charge their highly obese passengers for a second seat if a excessively corpulent passenger required one. This recommendation was based on the grounds that an highly overweight condition should be counted as a disability entitled to compensation. Twinkie anyone?

If you�re a member of American Airlines� frequent flyer program, you may have received a class action settlement notice in the mail. The brouhaha centers around the airline�s decision to raise the point level requirement for a free coach class ticket from the previous 20,000 mile level to 25,000. Good grief, doesn�t anybody have something better to do with their time? By the way, while the class member may receive a 5,000 mile discount on a frequent flyer award or up to $75 off the purchase of a ticket (minimum ticket price of $220), the attorneys are looking to pocket fees �not to exceed $25 million.�

When a lawyer is looking to make a fortune, it seems like the sky�s the limit these days. Look out below!

http://www.power-of-attorneys.com/

About the Author

A straight forward, enthusiastic, shoot from the hip style coupled with his twenty five years of management, leadership and speaking experience makes Greg a much sought after motivational speaker. Greg's electrifying and energetic passion for helping others become the absolute best they can be helps powerfully deliver his dynamic and positive message to his audience. Greg connects with his audience by speaking to them straight from his heart.

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2005-10-23T00:39:00.000-07:00

IBS implements new generation cargo terminal operations system for Emirates
Largest IT system implementation

This article brought to you courtesy of http://www.flightschoolworld.com

Trivandrum - September 13, 2004 - IBS Software Services (IBS) has developed and successfully implemented Chameleon, a sophisticated new-generation, cargo terminal operations system for the Emirates Group.

IBS has designed Chameleon to handle end-to-end management and monitoring of cargo consignments, from the time a consignment is delivered to the airline till its delivery at the destination airport. IBS has delivered arguably one of the largest and most complex systems using new generation technologies for the airline cargo industry.

Chameleon enables a ground handler to manage all cargo terminal operations from reserving an air waybill to manifesting the shipment on a flight on the export/air side and to receive the cargo from the airline and deliver the shipment to the consignee on the import/land side. Chameleon also supports radio communications through hand held terminals and improves productivity and service levels by defining flexible workflows and monitoring the performance of the different business processes. Thus, Emirates SkyCargo and Dnata Cargo are currently operating with the most advanced Cargo Ground Handling and Warehouse Management IT system in the aviation industry today, providing Emirates with the tools that are needed to achieve its goals of efficiency, profitability and service quality.

Mr. V K Mathews, IBS Chairman and Managing Director said, "Emirates had a very aggressive time schedule for completion, and we are quite delighted that we were able to cut over two large terminal operators from existing systems to the new system with minimal interruptions to their operations. The success of both system development and implementation is a demonstration of our commitment, competence and determination to succeed even under the most challenging circumstances".

"Chameleon is one of the largest IT system implementations which the Emirates Group has undertaken in recent times, and the project is strategically important for the Group. Understandably, Chameleon was a big challenge, and I truly appreciate and thank IBS for their professionalism, competence and commitment in making Chameleon a great success", added Mr. Joshua Koshy, Senior VP-IT, Emirates Group.

A multi-million dollar project with over 120 person years of effort, Chameleon's success could only be achieved through a spirit of co-operation and outstanding team work between ourselves and IBS. They created the product to our specifications and worked with us in implementing the system for the two business units resulting in very smooth transitions for them. As the project owner I could not have asked for more," added Akshay Shrivastava - Manager-Information Services, Cargo and Logistics, Emirates Group IT.

Special features enable data communication using mobile computers and handheld devices to improve flow control and piece-level tracking, and hence reduce operational errors. The system is expected to improve productivity and service levels by automating the workflow, enabling paperless internal processes, and monitoring processes and performance. It also provides customers, suppliers and other partners direct control over logistics, processes and costs, while offering an advanced tool that boosts productivity and profitability - all of which will help Emirates to quickly boost its cargo revenue.

IBS recently partnered with Cendant Travel Distribution Services (TDS), a division of Cendant Corp. for the marketing of IBS's new generation Passenger Services System that has been designed to replace legacy technologies.

About IBS Software Services
IBS Software Services is a world-class provider of software solutions to the global travel, transportation and logistics industry. IBS has business operations in USA, Europe, Middle East and Asia Pacific, and Group companies operate out of USA (Atlanta), Europe (London), Middle East (Dubai), Asia Pacific (Sydney) and India (Trivandrum). IBS has a large offshore software production and competence development centre situated in India, which is SEI CMM Level-5 assessed, and ISO 9001:2000 and TickIT certified. The global clientele of IBS includes major corporations like British Airports Authority, Air Canada, Emirates, Dubai Airport, Swiss, Qantas, SITA, EDS, Shell, GulfShare, and Qatar Airways. More information about IBS can be found on the web at http://www.ibsplc.com.

Media Contact:
Pradeep P. Suthan
Head-Corporate Communications
Tel: +91-471-2700080
Email:pradeeps@ibsplc.com

About the Author

Head-Corporate Communications
IBS Software Services (P) Ltd.
NILA, Technopark Campus,
Trivandrum 695 581, INDIA.
Tel: +91 471 2700080
Fax: +91 471 2700078

2005-10-21T23:44:00.000-07:00

It�s An Aviation Nation at Nellis Air Force Base Air Show

This article brought to you courtesy of http://www.flightschoolworld.com

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

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2005-10-20T23:43:00.000-07:00

It�s An Aviation Nation at Nellis Air Force Base Air Show

About the Author

Rob LaGrone - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

2005-10-19T23:24:00.000-07:00

How GPS Works

This article brought to you courtesy of http://www.flightschoolworld.com

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.

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2005-10-18T21:50:00.000-07:00

How GPS Works

This article brought to you courtesy of http://www.flightschoolworld.com

About the Author

2005-10-17T21:44:00.000-07:00

Aviation Lawyer: Whether Passenger, Pilot Or Owner, You May Need An Aviation Lawyer

This article brought to you courtesy of http://www.flightschoolworld.com

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

About the Author

None

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2005-10-16T21:26:00.001-07:00

Can Your Airplane Make You Money?

This article brought to you courtesy of http://www.flightschoolworld.com

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

2005-10-16T21:26:00.000-07:00

Can Your Airplane Make You Money?

This article brought to you courtesy of http://www.flightschoolworld.com

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

2005-10-15T21:26:00.000-07:00

Efficacy And Profitability In Commercial Aviation

This article brought to you courtesy of http://www.flightschoolworld.com

----------------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.

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2005-10-14T21:23:00.000-07:00

Flights Of Fancy

This article brought to you courtesy of http://www.flightschoolworld.com

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.

2005-10-13T21:21:00.000-07:00

How To Become A Pilot

This article brought to you courtesy of http://www.flightschoolworld.com

Many people have a hidden desire to learn to fly airplanes. This may be to travel more conveniently, to volunteer as a pilot, or maybe for career reasons. Here is some information to get you started.

1) Minimum Requirements

In the U.S., these are the Federal Aviation Administration (FAA) requirements for obtaining a pilot's license:

(a) Minimum age: 17 years.
(b) Language: must be able to speak English.
(c) Must be able to pass a basic medical exam.
(d) Pass a written knowledge exam.
(e) Pass a flying exam.

There are similar but varying requirements for each country: check with the governing aviation body for your specific requirements.

2) Safety

You may have heard stories that flying is much safer than driving. General aviation (non-airliner and non-military) flying has about ten percent the number of accidents as automobiles (per-vehicle-mile basis). The accident rate has actually been decreasing for the last 25 years.

There are many reasons for this type of flying to be so safe. These include very thorough required training (and re-training), demanding aircraft build specs, and new technology for cockpit instruments.

3) Flight Training

Pilot training consists of both ground and flight school. On the agenda are: rules and regulations, flight planning, how to navigate, use the radio, and understanding weather. To earn your certificate, you must pass the FAA written exam, as well as the flying exam, or check-ride.

4) Costs

A common question for would-be pilots is: How much will it cost? Factors include: where you live, how often you fly, and the type of license. Expect to spend around US$4,500 - $6,000 to obtain a private pilot's certificate. This estimate is usually based on the 40 hrs minimum of required flight time, however the U.S. national average is more like 65 hrs of flight time. Renting the trainer airplane is the biggest chunk of the cost, being somewhere in the range of $50 to $80 per hour.

If the costs seem high, remind yourself that you're learning a life-altering skill. In the long run, many people find that the rewards are huge.

Visit the site for more information on how to become a pilot.

This article may be reprinted if proper credit is given and all links left intact.

Andre is a regular contributor to the RC Airplane Advisor.

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2005-10-12T20:31:00.000-07:00

Pilot Ground Training

This article brought to you courtesy of http://www.flightschoolworld.com

All flight training begins on the ground. The worst place to learn a new skill is in an airplane. It can be very difficult to grasp new concepts in the air without reviewing them first on the ground. In the plane, training in the cockpit can have other environmental issues such as cold (or hot), noisy, and bumpy.

You want to get up in the air as soon as possible and as frequently as possible. Don�t waste time at the airport studying things you could have done at home. Get your studying done before you get to the air. Some of the pilot instructors may have been guilty of skipping some of the ground training so they could get in the air quick, too.

I�ve heard that some pilots have even missed flying lessons because they didn�t do their learning on the ground and weren�t ready to go up. They had to spend their training in the classroom. What a waste of expensive instructor time.

Flight training by referring to the instruments only is hard to learn, but can be practiced on the ground. You have to do this to become a private pilot and if you want an instrument rating.

Don�t think of ground training is a waste of your money. Don�t have a bad attitude and hopefully your training pilot won�t have one either. Also, poor preparation can hinder you. Ground time can be expensive and some charge the same rate for ground time as they do flight time, but remember, the CFI has to make a living, too. Try to include a mix of ground time and flight time.

Be sure you know what is going to be covered before any lesson and find out what is expected from you. If you show up unprepared for a lesson, then expect to spend more time on the ground. You sure don�t want to have your flight time shortened or even canceled.

Remember, preparation is the key to more flight time. Your flight instructor�s mail goal in your pilot training is to keep you safe. Proper ground instruction makes flying easier and more enjoyable.

Stuart Simpson http://www.pilot-training-review.com/

2005-10-11T19:29:00.000-07:00

Pilot Paul's Luggage Buying Checklist

This article brought to you courtesy of http://www.flightschoolworld.com

As an airline pilot, I "live" out of my suitcase quite a bit.

Crewmembers are very hard on their luggage and won't tolerate junky luggage that won't perform well over a long period of time. The best value in luggage is good quality, well-built, highly functional luggage that is backed up with a strong waranty. You'll achieve the best value if something serves you well for a long period of time. That way your cost per use will be low.

This eliminates most of the cheaper discount store luggage. Surprisingly, it also eliminates many of the fancy, high priced "designer" bags also.

I've carefully inspected many designer bags offered in the boutique designer logo shops. Often these bags have the quality and features of the cheap ones in the discount stores. Their only value is the "perceived value" of the designer logo.

I've been shocked to find the prices of these bags well over $1000 while they are inferior in quality, duraility, and features of many suitcases costing around $200-$300.

There are only a few brands that I specifically recommend. More on that in a moment.

The following "checklist" for choosing your luggage should help you make a good purchase decision.

Pilot Paul's Luggage Buying Checklist:

Wheels. These are essential. Think about how much walking with your bags is involved in any trip. It is best to have at least one bag in your ensemble with wheels. The ideal situation is to arrange things so with one wheeled bag acting as a cart, you can be completely mobile with your entire luggage. This will save you lots of time waiting for porters and bellmen, plus tip money.

I highly recommend larger, rubberized wheels with ball bearings- similar to the ones on inline skates. These make a noticeable difference when pulling a loaded bag. They give the best performance and longevity.

Recessed wheels are less likely to be damaged. Often, while doing aircraft exterior inspections, I'll find suitcase wheels that have been broken off in the loading/unloading process.

Handle. Make sure that it is long enough. If it's too short, you'll be leaning sideways while walking.

Make sure that the handle locks down so it won't be damaged if you check your bag.

One thing that leads to handle failures on many bags is lifting a loaded bag by the pull handle. Your bag will last longer if you lift it by the smaller grip handles.

For larger bags, two grip handles make it much easier to hoist, lift, and carry your bag. Think of getting the bag out of a trunk of up into an overhead bin.

Outer Shell. There are three different types: soft-sided, hard-sided, and in-between, semi-soft sided. Consider your needs.

Soft-sided are the most lightweight and expandable. They make the best carry-ons, but your bag's contents are most vulnerable to damage. Think about what you'll pack in one, especially if you plan to check your bag.

Hard-sided bags are the best for protecting your stuff, but these bags tend to be heavier. They also don't give or compress if you're trying to stuff them in a tight place, like the trunk of a car or an overhead bin.

Semi-soft combines the benefits of the other two. These are what I like best. They are partially framed and have expandable tops and bottoms. They weigh less than hard-sided ones, but still protect well.

Material. For soft and semi-soft luggage, nylon or ballistic nylon is stronger than polyester. Look for a tight and dense weave. If denier is mentioned, it refers to the thickness of the fiber. High denier means thick fiber.

Zippers. Metal ones aren't good. The newer, synthetic zippers made of coils can actually self-repair when the slide is moved over the teeth.

Self-repairing zippers is one thing that separates the well-made luggage from the rest.

Since people tend to over-stuff their suitcases (especially if they did some extra shopping), the zipper takes the strain of trying to close and hold the suitcase together.

These self-repairing zippers will do that job better than any others will. A standard zipper can fail under that strain. If your suitcase zipper breaks as you are finishing packing and hurrying to catch a plane, you suddenly have a big problem.

There you are, it's time to go and your suitcase zipper is broken. Everything is falling out and you don't have the time or capability to fix or replace it.

Whatever you buy, make sure that it has a large, self-repairing zipper.

Hooks. Many rolling bags have a hook to carry an additional bag. These are wonderful. With these, you can often easily carry two extra bags - one on the hook and one over the extended handle. The bag on the hook tends to counter-balance everything making the downward load on the handle lighter.

Tip - some hooks are stronger than others are. The most strain on your luggage hook comes when you have a heavy bag attached and you are on an escalator. The hooked bag is unsupported. If this is an issue, look for the elevator.

Other Nice Features. Many pockets inside and out are useful. Many bags have some plastic lined pockets. These are great for wet items like swimsuits or workout clothes. If you are getting a bag that will be outside like a backpack, rain flaps over the zippers help keep the contents dry when it's raining.

Warranty. If you buy a good suitcase and use it for a long time, a good warranty is very important.

A long warranty period is a good indication that the manufacturer believes in their product.

Many higher-end bags have lifetime warranties. While these suitcases may cost a bit more, if a free warranty repair is the difference between more years of service and the garbage, it's worth it.

The smart choice is to buy well-constructed, long-lasting quality luggage. That will be the best value, last the longest, and be the wisest choice.

There are four specific brand of luggage that I personally recommend.

To learn which ones those are and why, please visit my complete luggage ratings web page at: http://www.pilot-pauls-travel-accessories.com/luggage-ratings.html

If you go there, you'll also learn the best places to find these suitcases at the best prices.

Copyright 2005 by Ph.Developments USA, Inc. All rights reserved.

About the Author

Pilot Paul is a captain at a major U.S. airline. He also hosts http://www.Pilot-Pauls-Travel-Accessories.com where an airline captain helps you with your travel needs.

If you would like to learn more travel tips, see travel accessory reviews and recommendations, learn insider's secrets, find travel discounts, or receive our FREE newsletter, please visit us at

http://www.Pilot-Pauls-Travel-Accessories.com

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2005-10-10T18:35:00.000-07:00

PILOTS - WHAT ARE THEY EARNING TODAY?

This article brought to you courtesy of http://www.flightschoolworld.com

Contributed by Julia Dean, www.AirlineJOB.net

DO YOU WANT TO BE A PILOT IN THE UNITED STATES?

I receive many emails requesting information about becoming an airline pilot in the United States. This article addresses many of the general questions I receive about types of pilot careers, salaries, FAA requirements, training, advancement opportunities and the employment outlook for pilots in the US.

(Please note that the commercial pilot industry is very competitive,
particularly since 9/11. The information gathered for this article was sourced mainly from government labour research organizations, noted at the end of the article).

TYPES OF PILOT CAREERS

There are four general types of pilot careers:

1. Commercial Airline Pilots

2. Agricultural Pilots

3. Helicopter Pilots

4. Photogrammetry Pilots

COMMERCIAL AIRLINE PILOTS

4 out of 5 pilots Commercial Airline Pilots in the US are responsible for
transporting cargo and/or passengers. The other 20% of commercial pilots
have positions involved in search and rescue, testing aircraft, flight
instruction or examination, monitoring car traffic or tracking criminals.
Some commercial pilots also fly agricultural planes, described below
in more detail.

There are generally three categories of careers for commercial airline
pilots: the Pilot, or the Captain is the most senior officer and supervises
the flight crew; the Co-Pilot, called the First Officer, who assists the
captain; and the Flight Engineer, or Second Officer, who assists the other
pilots and performs such tasks as monitoring and operating instruments.
Most aircraft fly with only two pilots as computerized equipment is
replacing the need for flight engineers in modern, more sophisticated planes.

About 75% of pilots fly 75 hours a month, and spend about 75 hours
completing non-flying work responsibilities. About 25% of pilots work more than 40 hours per week.

AGRICULTURAL PILOTS

Agricultural Pilots fly helicopters or airplanes and are typically responsible for dusting crops, distributing seeds for reforestation, fighting forest fires, inspecting pipelines, or distributing fish into lakes.

HELICOPTER PILOTS

Helicopter pilots provide a variety of services working for businesses and
government. Areas of specialty include traffic monitoring, oil and gas
exploration, pipeline monitoring, logging, construction, agriculture, search and rescue, emergency medical transport, law enforcement, and
newsgathering. Other helicopter pilot positions are available for corporate
or travel charter.

PHOTOGRAMMETRY PILOTS

Photogrammetry Pilots specialize at flying at specific altitudes and speeds suitable for aerial photography. Aerial photography is used for mapping the earth�s surface, real estate purposes, and business or government research requirements.

PILOTS - WHAT ARE THEY EARNING TODAY?

The median annual income of all commercial pilots in the US is $43,300. The highest 10% of earners earned more than $92,000 and the lowest 10% of earners made less than $24,000.

Pilots� salaries vary widely depending on the aircraft used, the number
of hours and miles flown, and whether or not the pilot works for an airline.
Earnings for airline pilots are among the highest in the country.

The median annual income of commercial airline pilots is $110,940, and
over 25% earned more than $145,000. The lowest 10% of commercial
airline pilots earned less than $36,110. Senior pilots are among the highest paid earners in the US.

In addition to traditional income, pilots earn a "per diem" or expense
allowance for every hour that they are away from their base city.
This per diem can be up to $500 per month. Further, pilots and their
immediate families also enjoy the benefits of significantly reduced air
travel and hotel accommodation rates.

UNIONS

Greater than 50% of all aircraft pilots in the US are union members.
The majority of pilots that are employed by major airlines belong to the Airline Pilots Association, International, or the ALPA. However, those employed by one national airline are members of the Allied Pilots Association. Additionally, some flight engineers belong to the Flight Engineers' International Association.

Flight route assignments are based on seniority of union membership.

FAA REGULATIONS - WHAT YOU NEED TO GET HIRED

To be employed as a commercial pilot in the United States requires a
Federal Air Transport rating and certification for the specific type of aircraft being flown. Helicopter pilots must also be rated and have a commercial pilot�s certificate. Applicants for these licenses must have a minimum of 250 flight
hours of experience and be at least 18 years of age. In addition, candidates
must pass a physical examination that ensures that they are in good health
and that they have good hearing and 20/20 vision either with or without
glasses.

The written test for a pilot�s rating includes questions on FAA regulations, the principles of safe flight, and navigation techniques. The certification also requires pilots to demonstrate their flying ability to FAA or FAA approved examiners.

To fly during times of low visibility, pilots must be rated to fly by instruments alone. To qualify for this rating, pilots must pass a written test and are required to have 105 hours of flight experience that includes 40 hours of experience flying
exclusively by instruments. This certification requires pilots to demonstrate their ability to fly by instruments alone to FAA or FAA approved examiners.

Commercial Airline pilots have additional licensing requirements. First, airline pilots must have a transport license, which requires applicants to be at least 23 years
old and have a minimum of 1,500 flying hours of experience. This experience must include instrument and night flying. Additionally, airline pilots must pass written and flight examinations.

Second, airline pilots are usually required to have one or more advanced ratings, such as an aircraft type rating or a multi-engine aircraft
rating. This second qualification criteria is dependent upon the types of aircraft the pilot is flying and/or the type of pilot job.

Pilots� licenses or ratings are valid as long as the pilot passes the period physical exams and flying tests that are required by the Federal Government and the airline company regulations. Medical certificates are issued in 3 classes. A class l certificate
is the most rigorous, and requires the highest levels of vision, hearing, equilibrium and health. The Class ll Medical Certificate has less stringent requirements, but still demands a high standard of general health and an excellent medical history. The
least rigid classification is the class lll Medical Certificate.

FAA REGULATIONS LIMITING MONTHLY FLIGHT HOURS

Legally, pilots are not allowed to fly more than 100 hours in any given month, and no more than 1000 hours in any given year. In addition, pilots must be allowed at least 8 hours of uninterrupted rest in the 24 hours before finishing their flight duty.
The FAA requires airlines to provide pilots with this rest period to guard against excessive fatigue that could result in an unsafe flight.

TRAINING

There are approximately 600 civilian flying schools in the US that are certified by the FAA. Some colleges and universities also offer FAA certified pilot courses that offer
degree credits. In addition, the Armed Forces is a large source of trained pilots for civilian pilot careers.

ADVANCEMENT OPPORTUNITIES

Many new airline pilots start out as flight engineers or first officers with smaller or regional airlines. Advancement for many pilots may involve transferring from a small
airline to a major carrier. However, advancement is typically dependent upon seniority. Flight Engineers can advance according their seniority to First Officer positions after
1 to 5 years of experience. After to 5 to 15 years experiencing, they can advance to Captain positions depending on their seniority.

Some pilots advance to managerial positions, while others advance based on seniority to larger aircraft or better routes or a preferred home base location. Agricultural Pilots can advance into management jobs or become self-employed as independent
contractors.

PILOT EMPLOYMENT FORECAST

The number of job opportunities for pilots in the US is expected to grow about as fast as the average of overall employment growth from 2003 to 2010. However competition
for jobs will continue to be high. Causes that slow growth are a function of mergers and challenges in the airline industry. In addition, advancements in technology reduce
the need for Flight Engineers, and video conferencing and teleconferencing reduce
the need for business travel.

Some industry analysts predict the need for 27,000 new pilots between 2003 and 2010 as a result of retirement. Many of the pilots who were hired in the 1960�s are now
reaching mandatory retirement age, and thus a few thousand job vacancies are
expected to arise each year for the next several years. Note that not many pilots retire early because of the high earnings and benefits, and the fact their unique skills are not generally transferable to other careers.

The employment of pilots is sensitive to changes in the economy. Airlines are forced to furlough or temporarily lay-off pilots during periods when the demand for air travel declines. At times of recession, pilots employed in commercial or corporate flying and
flight instruction are adversely affected by the downturn in the economy.

THE BEST JOB PROSPECTS

Pilots that have the most FAA licenses and that have logged the most number of flying hours on sophisticated aircraft will generally have the best job prospects. Military pilots typically have more experience and licenses than other pilots, and
thus have more job opportunities.

It is forecasted that the greatest number of new job openings will come from the regional passenger and cargo airlines, and international carriers. The industry will likely experience a need for more airlines, pilots and flight instructors.

It is also expected that there will be an increasing need for pilots that operate single engine airplanes because more businesses are chartering private aircraft.

Note that women make up approximately 25% of the total number of people employed as pilots in the US and this figure is expected to increase.

WHERE ARE THE PILOT JOBS?

The majority of pilot jobs in the US are located in cities with major airline hubs. Most positions are concentrated in Texas, Georgia, New Jersey, New York, California,
the District of Columbia, Michigan, Illinois, Washington and Florida. These regions generate the most flights relative to their population size.

By Julia Dean, MBA
President, www.AirlineJOB.net - Helping people get airline jobs faster

AirlineJOB.net tracks jobs for 108 airlines and typically has over 1,200 currentairline job postings, including commercial pilot jobs. Visit www.AirlineJOB.net and sign up for free "Airline Job News", a bi-monthly newsletter that answers readers questions about airline jobs, and that always includes at least 2 free
airline job postings.

SOURCES FOR THIS ARTICLE:
Bureau of Labor Statistics, U.S. Department of Labor http://www.bls.gov/oco/ocos107.htm
CPTC
ICPAC
California Employment Development Department

Research & Analysis Bureau Providing Labor Market Information for the State of Montana

About the Author

Julia Dean is a professional researcher and copywriter, and the President of AirlineJOB.net, a web portal for airline job seekers.

Julia is the author of THE AIRLINE JOB GUIDE and the free bi-monthly e-zine, "AIRLINE JOB NEWS"

2005-10-09T17:33:00.000-07:00

TopTen Myths Of Aircraft Ownership

This article brought to you courtesy of http://www.flightschoolworld.com

1. Only the rich can afford one. . .

Not so! Many aircraft owners are earning moderate incomes. How do they do it? Mostly through proper planning and a thorough education prior to making their purchase. You can learn about many aspects of purchasing an airplane at

www.airplanenoise.com

a website that's nothing more than a compilation of helpful resources for those who want to learn!

2. You must fly at least 50 hours a year before an aircraft purchase is justifiable.

Well, it really depends on what you're using as a reference. If you're trying to beat the cost of renting. . . find another way. If you have some business use, rental use or a need to access an airplane on demand your own aircraft is certainly justifiable. Read more at http://www.aopa.org/members/files opics/business_overview.html

3. If my business use is not the majority of my flying, I can't depreciate my airplane.

Wrong once again! Using the Sutherland Lumber case as precedent, you may be able to depreciate the majority of the value of your aircraft with as little as 27% business. Using Aviation Tax Specialists is critical when planning tax strategies for ownership of your aircraft.
You can learn more at http://www.advocatetax.com

4. It's cheaper to own an older aircraft than a brand new one.

Probably not! With today's tax incentives, better interest rates for new airplanes and the controlled maintenance costs that a warranty provides, in most cases a brand new aircraft is less expensive. Additionally, your flying comfort level with the dependable instruments and equipment of a new airplane will confirm your decision to buy new.

5. Aircraft Salespeople are all "slime."

My favorite! Sometimes the reputation of a few can tarnish an entire industry! Not to worry. . . There are some great salespeople out there who have your interest as their main objective. For 10 tips to choosing a super salesperson, visit http://www.airplanenoise.com op_ten.htm

6. I found a "cream puff" with a low-time engine!

Think that low-time engine is a good thing? Think again! The best thing you can do for an airplane is FLY IT! Don't be fooled by this myth. . . It'll cost you!
http://www.lycoming.textron.com/main.jsp?bodyPage=/support/publications/keyReprints/general/lowTimeEngine.html

7. Those "whiz bang" avionics on the new planes create inferior pilots!

On the contrary! Today's new equipment is all designed with increased safety as the prime motivator! Weather systems, traffic, navigational systems all provide the pilot with additional tools and resources in the cockpit where they're needed! After all, what good are they on the ground? Of course, the pilots need additional training to learn the equipment. . . Inferior pilot????
http://www.airplanenoise.com/articles/Addressing%20Safety%20with%20New%20Avionics.doc

8. Finding a partner will make my aircraft purchase easier.

Well, perhaps financially. But is the money you save worth losing availability, as well as a friend/partner? There are several areas for conflict from fair distribution of finances to cleanliness of the airplane. Before I throw a wet towel over the idea let me also admit that many partnerships are very successful. Just remember. . . your choice of partner should be taken very seriously. In fact some say that choosing your partner is similar to choosing a spouse!
http://www.aopa.org/members/files/guides/multiple.html

9. Leasebacks are all 1-sided. (In favor of the flight school)

Just like choosing a partner, choosing the right flight school to partner with is critical to the success of your leaseback. If you've done your due diligence, you'll find the leaseback arrangement to be a "win-win-win" situation:
The school wins because they keep their cash for growing their business

The owner wins with revenue generated and terrific tax incentives.

The flight students win because they now have one more airplane at their disposal.

Once again. . . proper planning!

Learn the pros and cons of leasebacks:

http://www.aopa.org/members/files/guides/aclease.html

10. I just can't justify a new plane!

Sure you can! If you need help, visit http://www.airplanenoise.com op_ten.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

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2005-10-08T17:31:00.000-07:00

My Policy Says What?!: Understanding An Aircraft Insurance Policy

This article brought to you courtesy of http://www.flightschoolworld.com

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

Many states require that owners and/or operators of aircraft have insurance covering their aircraft and operations. At a minimum, states usually require third-party
liability coverage. This applies to injuries to third-persons that result from operation of your aircraft. Additionally, if your aircraft is pledged as collateral for
financing, the lender will require that you have hull coverage and/or replacement value insurance to insure the value of the aircraft collateral.

Obtaining the Policy

So, how do you obtain aircraft insurance? Typically, you apply for aircraft insurance through an insurance agent or broker who represents an insurance company or
companies that provide aircraft insurance policies. The insurance company then reviews the application and does any additional investigation necessary for it to
assess its risk in providing you with insurance for your aircraft or operations. Its risk is the likelihood that it may have to pay out on a claim against your
policy.

In exchange for its acceptance of risk, the insurance company charges you a premium. The amount of that premium is a direct product of the amount of risk that the
insurance company is assuming by extending coverage to your aircraft or operation. The greater the risk, the more expensive the insurance coverage will be. In
some cases, the insurance company may not be willing to accept a particular risk for any price.

Factors that affect the underwriting decision include type of aircraft, pilot qualifications (e.g. total time, time in type, pilot certificates/ratings), nature of the operation
(e.g. pleasure, business, Part 91 or Part 135) and base of operations. General aviation policies can include non-commercial pleasure and business use under FAR
Part 91 or commercial use under FAR Part 135.

Reading the Policy

When an aviation insurance policy is issued, it represents a contract between you and your insurance company. As long as you comply with all of the terms and
requirements of the policy, your insurance company will provide you with coverage. If you fail to comply and a claim arises, you may find yourself without
coverage.

But, what does the aircraft insurance policy actually say? Well, as a practical matter, it is quite common that pilots and operators do not read their policies. Sure,
they may review the declaration page to confirm that the correct parties are named and that the appropriate coverage limits are in place, but often times that is as far
as it goes. Sometimes an owner or operator may even ask his or her agent to explain some of the policy�s terms.

Unfortunately, the policy contains quite a bit more information of which the pilot or operator needs to be aware of to ensure that he or she complies with the terms of
the policy. A thorough review of the policy is both prudent and recommended.

This review should begin with the Data Page or Declaration Page. First, confirm that the aircraft is correctly identified and that the appropriate owner and any
additional insured parties are included. Also read the coverage limits to make sure that you have the limits for which you are paying.

Aircraft Damage Coverage

The typical aircraft insurance policy will include both aircraft damage coverage, as well as aircraft liability coverage. The aircraft damage coverage applies when
your aircraft sustains damage (e.g. bent metal, broken windows etc.). This coverage comes in two flavors: In-flight/In-motion and
Not-in-flight/Not-in-motion.

As you may have guessed, in the first instance your aircraft will be insured for damages it sustains while it is in use: moving under the power of its own engine,
whether taxiing or flying. In the latter instance, you aircraft will only be insured while it is parked on the ramp or in the hangar. This coverage is less expensive
because it presents far less exposure to the insurance company. It will only have to pay a claim if something happens to your aircraft while it is standing still and not
in use. An aircraft owner may want this limited coverage when the aircraft is going to be stored and unused for a period of time.

It is also possible to purchase �all risk ground and flight� coverage. This coverage protects you whether the aircraft is moving or not. However, a policy with this
coverage will likely be more expensive than a policy that is either In-flight/In-motion or Not-in-flight/Not-in-motion.

The aircraft damage coverage provides for transportation of the aircraft to and from the location at which the repairs are made, any related storage charges and the
actual repair of the aircraft. However, most policies will also exclude coverage for damage sustained by your aircraft as a result of governmental seizure, resulting
from repossession or enforcement of a lien against your aircraft or damage that is due to ordinary wear and tear, deterioration or age.

Assuming the damage to your aircraft is covered, you should read your policy language to determine whether it contains any specific restrictions or requirements
relating to processing of your claim, who performs the repairs, where they are performed and even how they are to be performed. Simply because you have
insurance coverage, this does not mean that you have carte blanche for having your aircraft repaired.

Aircraft Liability Coverage

Aircraft liability coverage protects you from liability or responsibility to third-persons for damages they may suffer resulting from the operation of your aircraft. The
coverage requires that the insurance company both indemnify and defend you against such claims. Indemnification means that if you are responsible for the damage
to a third-person, the insurance company will pay the third-person directly, up to the policy limits, the amount for which you are responsible.

The duty to defend means that the insurance company will pay for your defense costs if you are sued by a third-person alleging that your operation of your aircraft
caused damage. The insurance company will hire an attorney, usually experience in aviation law, to represent you and defend against the claims. Given the
complexity and cost of aviation litigation, this benefit alone can be worth a substantial amount of money and may even exceed the amount of money actually paid by
the insurance company to indemnify you.

Your policy will always have a maximum limit for liability coverage that can be either �sub-limit� or �smooth� coverage. An example of sub-limit coverage is a policy
that provides for $1,000,000 per occurrence and $200,000 per passenger. This does not mean that you have $1,000,000 to pay all claims.

Rather, the insurance company will pay a maximum of $1,000,000 per occurrence, but will only pay each passenger up to a maximum of $200,000. Thus, for an
accident in which only one passenger is injured, the insurance company�s maximum exposure is $200,000, exclusive of any amounts it spends on your
defense.

On the other hand, smooth limit coverage of $1,000,000 per occurrence will provide up to $1,000,000 of coverage regardless of the number of passengers. This
coverage presents a greater risk to the insurance company since it could have to pay the full policy limits even if only one person is injured. As a result, greater risk
means that the premium for this coverage is going to be more expensive than the premium for a policy containing sub-limits.

Policy Definitions

When you read an aircraft insurance policy, you need to pay special attention to the definitions section. Many of the terms used in the policy have specific definitions
that are different from a dictionary definition or common usage for that word.

Examples include the definition of �accident� which is often defined as a �sudden and unexpected event resulting in bodily injury, death or property damage�. This is
different than the definition of accident contained in NTSB Rule 830 and is also more specific than a dictionary or common usage definition of the word.

Another example is the definition of �commercial operations� or �commercial purpose.� An insurance policy�s definition of this term is usually different from, and in
some cases may be broader than, the FAA�s or IRS�s definition or a dictionary definition.

These are just two examples. However, remember that the aircraft insurance policy is a contract between you and the insurance company. Both you and the
insurance company agreed to the policy definitions when you paid the premium and the insurance company issued the policy. As a result, both you and the insurance
company will be bound by those definitions.

Coverage Exclusions

Your aircraft policy will also contain exclusions. Exclusions define circumstances in which the insurance company will not provide you with coverage for operation of
your aircraft. An aircraft insurance policy usually includes both specific and general exclusions.

Specific exclusions arise when you assume additional liability (e.g. you sign a contract that indemnifies or holds someone else harmless for damage they cause),
damage occurs to your own property or injury occurs to members of your family. The policy may also specifically exclude coverage for your own medical expenses
or for your operation of an aircraft that you do not own.

Depending upon the state in which the aircraft is based, general exclusions can result in denial of coverage regardless of whether they directly caused a particular
claim. These exclusions will preclude coverage for operation of your aircraft in commercial operations (as defined by the policy, not necessarily the FAA or IRS),
using your aircraft to commit unlawful acts, damage caused by war or terrorism or if your aircraft is operated by a pilot that is not named as an insured on the policy
and does not meet the open pilot qualifications.

Who Is Covered

Assuming no exclusions are applicable, the policy will provide coverage to each person named as an insured under the policy and to pilots who meet the �open pilot�
requirements. As a threshold matter, each pilot operating the aircraft, whether named insured or qualifying under the open pilot provision, will need to possess the
appropriate pilot and medical certificates and meet all currency requirements for operation of your aircraft.

The open pilot provision extends the coverage of your aircraft insurance policy to a pilot operating your aircraft who is not a named insured on your policy. The
provision sets out total time, time in type and training requirements that the unnamed pilot must meet in order for the pilot to be covered under the policy. Generally,
if those requirements are met and the pilot is operating your aircraft with your consent, your insurance coverage should extend to that pilot.

What You Can Do

The complexities of aircraft insurance can seem daunting. But, what can you do to protect yourself? The first, and one of the most important things you can do, is to
read your insurance policy. If you have questions regarding terms or coverage talk to your insurance agent or contact an aviation attorney who is familiar with
aviation insurance matters.

Once you understand the policy, make sure you abide by the policy and comply with its terms and requirements. It makes little sense to spend substantial amounts
of money on insurance premiums and then place your coverage in jeopardy by doing or allowing something your policy prohibits.

Next, document your operations. What do I mean by that? Simple: Keep good records. Make sure your pilot logbook is up-to-date and current. If you take
your pilot logbook with you when you fly, make copies of the pages containing your satisfaction of the FAR currency requirements and keep the copies in a safe
place.

This way, if something happens to your pilot logbook and your insurance company or the FAA later question your currency, you will have back-up proof that you
were current for your flight. Although not as critical, you may also want to keep a photocopy of your pilot certificate(s) along with your logbook records.

Finally, you should use this same procedure for your aircraft and engine logbooks. If you must take them with you in the airplane, make copies and keep them in a
safe place. In this instance, you may want to make a full set of copies of the logbook entries, rather than just the pages showing the aircraft�s current airworthiness.
An aircraft that contains logbook entries for all of the work ever performed on the aircraft is worth more to a potential purchaser than if those records are incomplete
or missing.

These simple steps can prevent potentially costly disputes down the road. It�s been said that the best insurance is the insurance you never have to use. That may be,
but if you take these steps, you should have greater peace of mind that your insurance will be there if you need it.

About the Author

2005-10-07T17:27:00.000-07:00

Airventure 2003....WOW!

This article brought to you courtesy of http://www.flightschoolworld.com

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

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

About the Author

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2005-10-04T16:42:00.000-07:00

Do You Want To Be A Pilot In The United States?

This article brought to you courtesy of http://www.flightschoolworld.com

TYPES OF PILOT CAREERS

There are four general types of pilot careers: 1. Commercial Airline Pilots 2. Agricultural Pilots 3. Helicopter Pilots 4. Photogrammetry Pilots

COMMERCIAL AIRLINE PILOTS

About 75% of pilots fly 75 hours a month, and spend about 75 hours completing non-flying work responsibilities. About 25% of pilots work more than 40 hours per week.

AGRICULTURAL PILOTS

HELICOPTER PILOTS

PHOTOGRAMMETRY PILOTS

PILOTS - WHAT ARE THEY EARNING TODAY?

The median annual income of all commercial pilots in the US is $43,300. The highest 10% of earners earned more than $92,000 and the lowest 10% of earners made less than $24,000.

UNIONS

Flight route assignments are based on seniority of union membership.

FAA REGULATIONS - WHAT YOU NEED TO GET HIRED

FAA REGULATIONS LIMITING MONTHLY FLIGHT HOURS

TRAINING

ADVANCEMENT OPPORTUNITIES

PILOT EMPLOYMENT FORECAST

THE BEST JOB PROSPECTS

It is also expected that there will be an increasing need for pilots that operate single engine airplanes because more businesses are chartering private aircraft.

Note that women make up approximately 25% of the total number of people employed as pilots in the US and this figure is expected to increase.

WHERE ARE THE PILOT JOBS?

By Julia Dean, MBA
President, www.AirlineJOB.net - helping people get airline jobs faster

SOURCES FOR THIS ARTICLE:

Bureau of Labor Statistics, U.S. Department of Labor http://www.bls.gov/oco/ocos107.htm

CPTC http://www.cptc.ctc.edu/cptc/pages/pilot/html/trend.htm

ICPAC http://icpac.indiana.edu/careers/career_profiles/100234.xml/empout

California Employment Development Department

http://www.calmis.cahwnet.gov/file/occguide/AIRPILOT.HTM

Research & Analysis Bureau Providing Labor Market Information for the State of Montana

http://rad.dli.state.mt.us/textonly/oes/2001wage/display.asp?cat=53&cd=53-2011

About The Author

This article was posted on September 22, 2003

2005-10-03T16:27:00.000-07:00

Finding The Best Airline Tickets

This article brought to you courtesy of http://www.flightschoolworld.com

About the Author

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2005-10-02T16:24:00.000-07:00

When Weather Diverts You....

This article brought to you courtesy of http://www.flightschoolworld.com

About the Author

2005-10-01T14:30:00.000-07:00

Professional Tips Against Jet Lag

This article brought to you courtesy of http://www.flightschoolworld.com

About the Author

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2005-09-30T06:29:00.000-07:00

Emery Express And Consolidated Freight; An End Of An Era

Ths article brought to you courtesy of http://www.flightschoolworld.com

By Lance Winslow

2005-09-29T06:29:00.000-07:00

The Original Eight: Genesis Of A Modern Day Flight Attendant

This article brought to you courtesy of http://www.flightschoolworld.com

The following article serves as a tribute to eight women who were the forerunners of the modern day flight attendant now numbering nearly 250,000 women and men worldwide.

In 1930, it was the dream of many a young man to marry a Boeing Skygirl. These �original eight� women were single nurses enticed from their homes with the idea of marriage to a rich-lonesome business passenger. Ultimately, however, they played a pivotal role in revolutionizing air travel by ensuring passenger comfort and through promoting the safety of air travel.

During that time America was in the beginning of an economic depression that would eventually deepen and spread to effect the entire world. Nevertheless, new advances in aircraft development continued to be promoted which helped strengthen the accessibility of air travel to the general public.

BOEING�S FIRSTS

The Boeing Company was, at that time, in the enviable position of being both the manufacturer of the first airliner and the first airline passenger transportation company providing cabin services. In 1928 Boeing introduced an airliner designed specifically for passenger comfort and convenience. The Model 80 touted a separate and enclosed flightdeck for the pilots and a spacious cabin for the passengers. The original model held twelve passengers and was followed one year later by the larger, 18-passenger, Model 80-A.

THE ORIGINAL EIGHT

Originally, young boys were hired to serve food, beverages, and comfort the passengers when they became airsick. Soon, however, it was suggested by Ellen Church, a registered nurse, that women -- specifically nurses -- could work as stewards. She felt that nurses would be best suited to care for passenger comfort (and illnesses), promote a female presence to demonstrate the safety of air travel, and to free up pilots for more important flight duties.

Boeing managers accepted her proposal and on May 15, 1930, eight women were hired for a three month trial. Thus began the position of �stewardess� the forerunner of the modern day flight attendant.

WIDE AND VARIED DUTIES

The duties of the original stewardesses went far beyond providing cabin services. She served as a tour director by pointing out places of interest including, cities, towns, rivers, mountains, passes, etc. She took tickets, loaded luggage, fueled the plane, and helped the pilots push the aircraft into the hangar!

Because of low ceilings and narrow aisles, Boeing mandated that stewardesses be small in stature with a height limit not to exceed 5�4� and a weight of no more than 115 lbs.

UNITED REPLACES BOEING

In 1931 Boeing Air Transportation, Inc., merged with three other transportation companies to form the newly named United Airlines. About that time most of the �original eight� returned to more conventional lives.

MARGARET ARNOTT INTERVIEWED

In 1996, Clipped Wings historian Vicy Morris Young wrote a tribute to the original eight which made mention of an earlier interview with Margaret Arnott, the last surviving member of the heralded group. Just before her death in 1995, Margaret shared how as she was awaiting hip surgery her doctor brought in a framed photo from his wife -- who was then flying for American Airlines -- that she wanted to have Margaret autograph. The doctor's wife found it in an antique store and it was the only one taken that had all eight women together in uniform. Laughing aloud, Margaret said, �I never thought I would end up in an antique store! I notice you asked for the signature before you did my surgery!�

Margaret loved to meet with latter day flight attendants who always asked about early flying experiences. Known for her sense of humor, she was telling a young woman onboard a trip about an emergency landing in a muddy corn field. Her listener asked seriously, �And did they jet you back to Chicago?� A solemn reply, backed by a mischievous grin was, �Not that day.�

THE ENSUING YEARS

Soon after the introduction of the �original eight� other airlines began to hire �stewardesses� too. Government regulation of steward(esses) began in 1952 when the Civil Aeronautics Administration, now known as the Federal Aviation Administration, passed a resolution requiring all air carrier aircraft with a capacity of ten or more passengers to provide at least one steward(ess) for safety reasons. In 1974 the FAA rewrote the Federal Aviation Regulations (FARs) to read, �flight attendant crewmember.� This step was significant in professionalizing the role of the flight attendant.

No formal government standards exist in the United States to regulate the Corporate or Business Flight Attendant. Most large corporations and air carriers employ flight attendants as they recognize the importance of providing exceptional service from both comfort and safety aspects.

Today�s crop of flight attendants consists of men and women of a multitude of nationalities working for a variety of commercial, business, and private companies. Unlike the �original eight� they no longer have to push planes into hangars, load luggage, or fuel the aircraft. However, thanks to jet travel, they can be expected to travel longer, higher, and further than their counterparts, interact cross-culturally, and be equipped to handle any conceivable emergency situation that may arise. Nearly 75 years after Ellen Church�s idea became a reality, the benefits of utilizing flight attendants has been enormous. We salute the �original eight� and all that have followed in their footsteps.

�Original Eight� Tidbits

The �Original Eight� stewardesses were: Ellen Church, Margaret Arnott, Jessie Carter, Ellis Crawford, Harriet Fry, Alva Johnson, Inez Keller and Cornelia Peterman.

Ellen Church�s first flight was on May 15, 1930. She flew from San Francisco to Cheyenne, Wyoming. (Source: www.kwtv.com)

Church was from Cresco, Iowa. In 1959 that city built a new airfield and named it �Ellen Church Field� (CJJ) in her honor. Source: Iowa State University extension website: ww.exnet.iastate.edu)

Can you guess how much the first flight attendants were paid in 1930? They received a salary for the princely sum of $125. per month!

Sources:

First Stewardess From Cresco, Iowa State University Extension, WWW.EXNET.IASTATE.EDU.

Model 80, Boeing Company, WWW.BOEING.COM.

A Special Tribute � The Original Eight Stewardesses, Vicy Morris Young, Clipped Wings, WWW.CLIPPEDWINGS.COM.

Matt manages the Corporate Flight Attendant Community at http://www.corporateflyer.net and writes extensively about business, travel, and human interest topics.

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2005-09-28T05:10:00.000-07:00

About the Author

2005-09-26T16:32:00.000-07:00

CAn One Plane "Do It All"

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2005-09-24T03:27:00.000-07:00

Aircraft Ownership: Is The TIme Right?

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2005-09-23T03:26:00.000-07:00

Addressing Safety With New Avionics

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"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

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2005-09-22T02:15:00.000-07:00

How Do I Justify This!

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2005-09-21T01:12:00.000-07:00

10 Best Ways To Justify Your Airplane Purchase

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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

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2005-09-19T07:13:00.000-07:00

10 Best Ways To Justify Your Airplane Purchase

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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

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2005-09-17T23:49:00.000-07:00

Flying The Unfriendly Skies

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2005-09-15T10:31:00.000-07:00

IBS implements new generation cargo terminal operations system for Emirates
Largest IT system implementation

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Head-Corporate Communications
IBS Software Services (P) Ltd.
NILA, Technopark Campus,
Trivandrum 695 581, INDIA.
Tel: +91 471 2700080
Fax: +91 471 2700078

2005-09-14T10:19:00.000-07:00

It�s An Aviation Nation at Nellis Air Force Base Air Show

About the Author

Rob LaGrone - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

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2005-09-14T09:30:00.000-07:00

It�s An Aviation Nation at Nellis Air Force Base Air Show

About the Author

Rob LaGrone - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

2005-09-13T08:52:00.000-07:00

How GPS Works

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2005-09-12T08:32:00.000-07:00

Aviation Lawyer: Whether Passenger, Pilot Or Owner, You May Need An Aviation Lawyer

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Contact an experienced Aviation Lawyer today.

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

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None

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2005-09-11T08:27:00.000-07:00

Can Your Airplane Make You Money?

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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

2005-09-10T08:27:00.000-07:00

Efficacy And Profitability In Commercial Aviation

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2005-09-09T01:48:00.000-07:00

Flights Of Fancy

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2005-09-08T01:39:00.000-07:00

How To Become A Pilot

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Many people have a hidden desire to learn to fly airplanes. This may be to travel more conveniently, to volunteer as a pilot, or maybe for career reasons. Here is some information to get you started.

1) Minimum Requirements

In the U.S., these are the Federal Aviation Administration (FAA) requirements for obtaining a pilot's license:

(a) Minimum age: 17 years.
(b) Language: must be able to speak English.
(c) Must be able to pass a basic medical exam.
(d) Pass a written knowledge exam.
(e) Pass a flying exam.

There are similar but varying requirements for each country: check with the governing aviation body for your specific requirements.

2) Safety

3) Flight Training

4) Costs

If the costs seem high, remind yourself that you're learning a life-altering skill. In the long run, many people find that the rewards are huge.

Visit the site for more information on how to become a pilot.

This article may be reprinted if proper credit is given and all links left intact.

Andre is a regular contributor to the RC Airplane Advisor.

2005-09-07T00:11:00.000-07:00

Pilot Ground Training

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Flight training by referring to the instruments only is hard to learn, but can be practiced on the ground. You have to do this to become a private pilot and if you want an instrument rating.

Stuart Simpson http://www.pilot-training-review.com/

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2005-09-05T23:53:00.000-07:00

Pilot Paul's Luggage Buying Checklist

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2005-09-04T23:17:00.000-07:00

PILOTS - WHAT ARE THEY EARNING TODAY?

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2005-09-03T22:45:00.000-07:00

TopTen Myths Of Aircraft Ownership

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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

2005-09-02T22:30:00.000-07:00

My Policy Says What?!: Understanding An Aircraft Insurance Policy

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2005-09-01T22:09:00.000-07:00

Airventure 2003....WOW!

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2005-08-31T20:29:00.000-07:00

Living In The Clouds

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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

About the Author

(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/Extraordi

2005-08-30T19:19:00.000-07:00

Do You Want To Be A Pilot In The United States?

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TYPES OF PILOT CAREERS

There are four general types of pilot careers: 1. Commercial Airline Pilots 2. Agricultural Pilots 3. Helicopter Pilots 4. Photogrammetry Pilots

COMMERCIAL AIRLINE PILOTS

About 75% of pilots fly 75 hours a month, and spend about 75 hours completing non-flying work responsibilities. About 25% of pilots work more than 40 hours per week.

AGRICULTURAL PILOTS

HELICOPTER PILOTS

PHOTOGRAMMETRY PILOTS

PILOTS - WHAT ARE THEY EARNING TODAY?

The median annual income of all commercial pilots in the US is $43,300. The highest 10% of earners earned more than $92,000 and the lowest 10% of earners made less than $24,000.

UNIONS

Flight route assignments are based on seniority of union membership.

FAA REGULATIONS - WHAT YOU NEED TO GET HIRED

FAA REGULATIONS LIMITING MONTHLY FLIGHT HOURS

TRAINING

ADVANCEMENT OPPORTUNITIES

PILOT EMPLOYMENT FORECAST

THE BEST JOB PROSPECTS

It is also expected that there will be an increasing need for pilots that operate single engine airplanes because more businesses are chartering private aircraft.

Note that women make up approximately 25% of the total number of people employed as pilots in the US and this figure is expected to increase.

WHERE ARE THE PILOT JOBS?

By Julia Dean, MBA
President, www.AirlineJOB.net - helping people get airline jobs faster

SOURCES FOR THIS ARTICLE:

Bureau of Labor Statistics, U.S. Department of Labor http://www.bls.gov/oco/ocos107.htm

CPTC http://www.cptc.ctc.edu/cptc/pages/pilot/html/trend.htm

ICPAC http://icpac.indiana.edu/careers/career_profiles/100234.xml/empout

California Employment Development Department

http://www.calmis.cahwnet.gov/file/occguide/AIRPILOT.HTM

Research & Analysis Bureau Providing Labor Market Information for the State of Montana

http://rad.dli.state.mt.us/textonly/oes/2001wage/display.asp?cat=53&cd=53-2011

About The Author

This article was posted on September 22, 2003

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2005-08-29T18:35:00.000-07:00

Finding The Best Airline Tickets

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2005-08-28T18:28:00.000-07:00

When Weather Diverts You....

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2005-08-27T18:24:00.000-07:00

Professional Tips Against Jet Lag

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2005-08-26T18:03:00.000-07:00

Emery Express And Consolidated Freight; An End Of An Era

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By Lance Winslow

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2005-08-25T18:02:00.000-07:00

The Original Eight: Genesis Of A Modern Day Flight Attendant

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The following article serves as a tribute to eight women who were the forerunners of the modern day flight attendant now numbering nearly 250,000 women and men worldwide.

BOEING�S FIRSTS

THE ORIGINAL EIGHT

WIDE AND VARIED DUTIES

Because of low ceilings and narrow aisles, Boeing mandated that stewardesses be small in stature with a height limit not to exceed 5�4� and a weight of no more than 115 lbs.

UNITED REPLACES BOEING

MARGARET ARNOTT INTERVIEWED

THE ENSUING YEARS

�Original Eight� Tidbits

The �Original Eight� stewardesses were: Ellen Church, Margaret Arnott, Jessie Carter, Ellis Crawford, Harriet Fry, Alva Johnson, Inez Keller and Cornelia Peterman.

Ellen Church�s first flight was on May 15, 1930. She flew from San Francisco to Cheyenne, Wyoming. (Source: www.kwtv.com)

Church was from Cresco, Iowa. In 1959 that city built a new airfield and named it �Ellen Church Field� (CJJ) in her honor. Source: Iowa State University extension website: ww.exnet.iastate.edu)

Can you guess how much the first flight attendants were paid in 1930? They received a salary for the princely sum of $125. per month!

Sources:

First Stewardess From Cresco, Iowa State University Extension, WWW.EXNET.IASTATE.EDU.

Model 80, Boeing Company, WWW.BOEING.COM.

A Special Tribute � The Original Eight Stewardesses, Vicy Morris Young, Clipped Wings, WWW.CLIPPEDWINGS.COM.

Matt manages the Corporate Flight Attendant Community at http://www.corporateflyer.net and writes extensively about business, travel, and human interest topics.

2005-08-24T17:39:00.000-07:00