It Never Rains On A Right Attitude!

The decision to win in life belongs to you, not to anyone else. No one else can make that decision for you. No one else can open up the top of your head and pour a can of luck down inside of you. The victory is available to you, so is the defeat. Notice I said the victory is "available", not automatic!
Feast Or Famine!
Have you ever noticed how things come and go in cycles? Everything in nature has cycles and so does victory and defeat. When we are in the victory cycle everything we do just falls in place. When we're in the defeat cycle even our crystal ball will tell us, no, that was just a "snow ball" that hit you! Yeah, Right!
It seems the victory cycle always ends too quickly and the defeat cycle always lasts too long. I don't think there is really a great imbalance here, but it really does seem like it especially in the defeat cycle.
Why do some people seem to settle into the defeat cycle? One reason is many people somehow think subconsciously they are getting what they deserve. Don't laugh! I have met and talked to them. This may not be a problem with you, and it's strange but they think mistakes they've made, and decisions they've made are the reasons.
There is something that gets cross-wired in their brain and actually makes them feel better to cause some form of lasting pain or punishment to themselves. And, the longer they go through it, the better they feel because they're removing guilt.
And, Round And Round We Go!
But, about as quick as the guilt disappears, then the circumstances suddenly reappear and they realize they didn't obtain what they desired, their emotions hit another bottom and the defeat cycle starts over again.
If this has ever happened to you take courage, there is very effective way out of it. But, to the person going through this dilemma it's tragic; because their attitude makes the pain of the circumstances much worse.
But, when a person comes to an understanding of their purpose and reason for living, he realizes that it's not something he deserves and opens the way to become a renewed man.
It's as if that old attitude has been erased and a new life has been formed. At one time or another maybe you feel like you've failed in life. And, maybe you feel like you're stuck in a rut of defeat. But, just because you've failed and made some mistakes, doesn't mean you have to settle for a cycle of defeat to more failure.

Denver's European connection

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

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

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

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

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

Flying kites in Beijing

The sky in spring is kites' paradise. When the brilliant multi- colored kites embellish in the deep blue sky, you can immerse in the contented mood, enjoy the rare leisure and carefree, perhaps this is the most romantic thing in the spring. Kite, not only is it a kind of toy or a traditional continuing, it is more a cultural accumulating. In the "Three Stone Rooms", the capital's youngest kite master Liu Bin from the kite aristocratic family, said that kite contains too many different cultures, flying a kite also must emit the affective tone. There are three kinds of kites unique in their own ways. In the "Three Stone Rooms" at Dianmen, the rooms are full of all kinds of kites making human feeling dazzled, nonprofessionals really don't know where to start. Actually, most popular kites are categorized into three kinds: hard wing, soft wing and dragon. Liu Bin said that the hard wing is like a man, mature and strong; the soft wing is like a woman, slender and elegant; while the dragon kite flies a breadth of spirit and power.

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

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

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

Aircraft Purchase Agreements

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.

Essentials of Special Forces Training

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

World's biggest model airport opens

The aircraft 'fly,' the cars move and the people queue. But Knuffingen Airport in Hamburg functions in a single room

You might think US$4.8 million is a bargain for a fully functioning airport -- but this one could fit inside your basement.
Knuffingen Airport is the latest exhibit at Miniatur Wunderland in Hamburg, Germany, and after seven years in the making it has finally opened to the public.
It features 40 model aircraft and 90 vehicles that move and 'fly' around the airport, and 15,000 mini people. Not a single moment of air rage, however.

The airport is a reproduction of Hamburg'€™s International Airport and joins the world's biggest model railroad system, also exhibited at Minatur Wunderland. 

The model includes around 40,000 lights, 15,000 figurines, 500 cars, 10,000 trees, 50 trains and 300 buildings.

The model covers 150 square meters and includes a variety of aircraft including Airbus A380s.

Lighting gives the airport a night-time hue and shows off the functioning lights on cars such as headlights and indicators.

Aircraft appear to fly thanks to the use of wires and disappear into a blanket of "cloud."

Foto and Source: CNN

Ann Coulter vs. One Billion Arabs

In a recent column, Ann Coulter expressed indignation regarding an apparent Federal Aviation Administration policy not to perform searches on more than two Arabs at a time. I was not aware of this policy, but not surprisingly, Coulter would like all Arabs stopped and searched. You know, because they’re Arab. I think Coulter is applying some sort of twisted logic to this subject. Something along the lines of, “The terrorists that attacked the United States on 9-11 were Arabs. Therefore, all Arabs are terrorists.” In essence, Coulter is advocating racial profiling. Which is an odd position for an attorney with a background in constitutional law to take. Innocent until proven guilty? Not if you look like you are an Arab. It was John Lehman, a member of the 9-11 Commission, that had brought attention to the policy that prohibits airlines from searching more than two Arabs at a time. To this, Coulter writes, “In a sane world, Lehman’s statement would have made headlines across the country…that it is official government policy to prohibit searching more than two Arabs per flight.”

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

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

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

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

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

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

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

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

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

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

ADDRESSING SAFETY WITH NEW AVIONICS

"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!

Aircraft Mechanic's Liens In

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

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

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

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

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

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

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

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

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

Cabotage And International Operation Of Corporate Aircraft

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



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



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

Bush Sedans - Canada's Bush Plane Museum

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

When Weather Diverts You. . .

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!

Living in the Clouds

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."

How To Make Sure You Have A Safe Flight

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

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

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


LISTEN TO THE SAFETY BRIEFING

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

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

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

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

FASTEN YOUR SEAT BELT

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

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

OBEY CARRY-ON BAGGAGE RESTRICTIONS

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

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

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

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

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

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

WEAR SENSIBLE CLOTHING

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

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

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

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

PASSENGER CHECKLIST

SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER

Sensible Clothing

Shirt - Long sleeved, natural fabrics.

Slacks/pants - Long, natural fabrics.

Shoes - Leather or canvas and low-heeled.

Child Safety Seat

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

Safely stow carry-on baggage.

Wear seat belt snug and low across the hips.

Keep your seat belt fastened at all times.

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

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

Ask questions if safety information is not clear.

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

Be familiar with all exits.

Count seat rows between you and at least two exits.

Exit Row Seating

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

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

Consider the effects of alcoholic beverages.

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

Evacuation Slides

Jump feet first into center of slide.

Do not sit down to slide.

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

High-heeled shoes can damage slides.
Decompression

Pull oxygen mask toward you to start oxygen flow.

Put your oxygen mask on as quickly as possible.

Help children and others with their masks.

Flotation Devices

Know where they are and how to use them.

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

Evacuating the Aircraft

Follow instructions of crew member (if possible).

Stay calm and proceed quickly to exit.

Leave all your possessions behind.

Fire or Smoke

Inflight

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

- Move away from the source of fire and smoke.

On Ground

- Stay low.

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

- Follow floor proximity lighting to an exit.

- Exit the aircraft.

- Leave all your possessions behind.

Outside the Aircraft

Move away from aircraft, fire, and smoke.

If possible, help those requiring assistance.

Remain alert for emergency vehicles.

Never go back into a burning aircraft.

Source: Federal Citizen Information Center

What Happens When a Pilot gets a DUI/DWI?

Your worst nightmare as a pilot – a DUI. Will this end your career as a pilot? What if you are the lawyer representing a pilot? Is this a simple DUI case or will it end your law career with a malpractice lawsuit? I know these questions can light up your eyes to why a pilot is different when they get a DUI.
First, pilot or not, you have to follow your state laws. Keep in mind your time frame for appeals or administrative hearings. You could probably get your driver’s license back under an occupational license during your suspension. Even if its your first offense, you better be on your toes if you want to keep flying.
Second, pilots fall under another set of rules from the FAA. They are the FARS (Federal Aviation Regulations). Do you have to report to the FAA now or later? Can I just put it on my FAA First Class Medical Certificate? Can I just call the CFI (certified flight instructor) at the local FAA office FSDO (Flight Standards District Office)?
Your most important resource (lawyer or pilot) is Section 61.15 of the FARS. Section (e) states that you must report “not later than 60 days after the motor vehicle action”. It lists the things you must submit to the FAA, Civil Action Security Division in Oklahoma City, not your local FSDO. This is very serious as section (f) states “Failure to comply with paragraph (e) of this section is grounds for . . .(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.”
In summary, what do you do? If you are convicted of a DUI/DWI, it must be reported on your medical application. You also have to notify the FAA in Oklahoma City within 60 days of the conviction. Do NOT contact the local FSDO, as this is NOT incompliance with the FARS. Do this quick or face a suspension for a non-reporting violation.
Drinking and Driving is bad. Drinking and flying is worse. Both can end careers, lives and marriages. They can even take innocent victims. Also, if you have two separate incidents within a 3-year period, then the FAA can deny an application or revoke/suspend a pilot’s license. You can avoid all of this by not drinking and driving.

Top 10 Myths of Aircraft Ownership

Can't afford one? Can't justify one? Don't like that Salesperson? Read on and we'll dispel the top 10 myths of aircraft ownership!
Can't afford one?
Can't justify one?
Don't like that Salesperson?
Read on and we'll dispel the top 10 myths of aircraft ownership!
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 you own aircraft is certainly justifiable. Read more at www.aopa.org/members/files/topics/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 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 www.airplanenoise.com/top_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! www.lycoming.textron.com
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! What good are they on the ground? Of course, the pilots need additional training to learn the equipment. . . Inferior pilot???? www.airplanenoise.com/articles
8. Finding a partner will make my aircraft purchase easier.
Well, perhaps financially. But is the money you save worth losing avialability, 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! 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 dilligence, 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:
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:
www.airplanenoise.com

How GPS Works

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.

Can one plane "do it all?"

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

Aviation Records

- Fastest Airplanes
 
Right now the official speed record is still held by the Lockheed Blackbird. The X-15 used to hold the unofficial record but the X-43 recently earned it. Other notable fast aircraft include the MiG-25/MiG-31 (fastest armed plane), the Concorde (fastest non-military plane), the F-15 Eagle (fastest plane in current operation in the US), the F-104 Starfighter (fastest plane at low altitude), the F-106 Delta Dart (fastest single-engine plane), and any orbiting spacecraft (especially the Space Shuttle) capable of atmospheric re-entry. The Westland Lynx is the fastest helicopter, closely followed by the Mil Hind. The Tupolev Tu-114 has been the fastest turboprop for decades, and a highly modified P-51 has recently taken the record for fastest piston-powered aircraft.
 
 
- Largest Airplanes
 
Depending on how you define “large”, the largest airplane is either the Hughes HK-1 Spruce Goose (wingspan) or the Antonov An-225 (length, weight, internal volume, payload). The largest production aircraft are the Lockheed C-5 Galaxy, the Antonov An-124, and the Airbus A380. The largest airliners are the Airbus A380, the A340, the Boeing 777, and the 747 (the biggest versions of each are about the same size). The largest bombers are the Tupolev Tu-160 and the Boeing B-52. The Mil Mi-12 prototype is the world’s largest helicopter, and the Mil Mi-26 is the largest and heaviest production helicopter. The largest unmanned airplanes are the Boeing Condor and the AeroVironment Helios by wingspan and the Global Hawk by weight, although a modified Boeing 707-020 has once been flown as a drone, unmanned, during a crash test to evaluate a fire-suppressing fuel system. The large Zeppelin dirigibles flown in the first half of the 20th century were much larger than any airplane – some were the size of a modern aircraft carrier, not much smaller than the Empire State Building.
 
 
- Altitude Records
 
The official altitude record (unassisted takeoff) used to be held by the Blackbird but was recently taken by the Helios. The unofficial altitude record used to belong to the X-15 but was recently earned by SpaceShip One. A NASA F-104 with a rocket engine added to its tail has a semi-official altitude record (it flew higher than the Helios but not as high as the X-15). The altitude record for a helicopter has for a while been held by the Aerospatiale/Eurocopter SA 315 B Lama, although the highest landing-and-takeoff by a helicopter was recently earned by an Eurocopter AS 350 B3 Ecureil that landed and then took off at the summit of Everest. The Boeing Condor UAV is the highest-flying piston-powered plane, and the Grobb Egrett is the highest-flying turboprop. Weather balloons regularly fly higher than the highest-flying heavier-than-air aircraft, and so do all spacecraft, naturally.
 
 
- Longest Flights
 
The longest-distance flight ever was recently flown in the Scaled Composites Global Flyer. As for endurance (time): The longest unrefueled flight was the global circumnavigation done in the Scaled Composites Voyager. The pilots of the Breitling Orbiter 3 balloon have flown a little further than the Global Flyer and a lot longer than the Voyager, however. Naturally, these records exclude astronauts who regularly “fly” for millions of miles and sometimes for months. The longest airliner flights are done by the A340 and 777. The longest-flying combat plane is the Tu-95, although most military aircraft can refuel in mid-air and thus fly as long as the pilots can endure (B-2 missions have lasted over 40 hours). An OH-6 helicopter has been flown for over 1900 miles (unrefueled), the Boeing A160 Hummingbird helicopter can fly for 12 hours (unrefueled and unmanned), and a Hughes 269 helicopter has been flown for 101 hours (refueled in flight). The Boeing Condor holds the endurance record for UAVs while the Global Hawk holds the unmanned distance record, but the Helios would have surpassed both of those had it not crashed before the end of its test program.
 
 
- “First”s
 
The first hot-air balloons were probably made by the ancient Chinese, Montgolfier built the first manned balloon, and Giffard flew the first dirigible. Heavier-than-air flight had been achieved before the Wrights, but most pre-Wright airplanes did not fly controllably or sustainably (see http://en.wikipedia.org/wiki/First_flying_machine), or flew with the aid of balloons (i.e. heavier-than-air wing-assisted dirigibles such as Frederick Marriott’s Avitor). It is debatable whether the Santos Dumont 14-bis or the Wright Flyer was the first practical airplane (the Flyer required a catapult to take off, which made it both more convenient as it required less room to take off and land, but also less convenient in that a catapult was needed locally anywhere the plane was to take off from). The first airplane with a modern configuration (stabilizers and control surfaces at the back, engine at the front with a propeller pulling the nose, single set of wings) was the Blériot 9 (although this design had been proposed as far back as Cayley’s studies in the mid-1800s). The first jet plane was the Heinkel He 178, the first jet fighter was the Messerschmitt Me262, the first American jet was the Bell P-59, and the first practical and widely successful jet was arguably the Lockheed F-80. The first rocketplane was the Lippisch Ente. The first turboprop-powered plane was a converted Meteor FI. The first helicopter was the Focke-Angelis FA-61 (although, like the Wright Flyer, it was not truly practical, and was preceded by less-than-controllable but similar designs, and by machines where the rotors were not powered – autogyros, most notably those made by Cierva). The first practical helicopter, and the first with a modern configuration (with a tail rotor), was the Sikorsky VS-300. Wright Flyers were used in the first commercial air shipment and in the first commercial passenger flights using airplanes. The first airliner to reliably make money off of regularly-scheduled long-distance flights was the Douglas DC-3 (the price of tickets more than paid for the cost of fuel and maintenance; Previously, airlines were not profitable and only operated with the help of government subsidies). The first airplane to cross the English Channel was the Blériot 9. The first to cross the Atlantic was the Curtiss NC4, the first to do it non-stop was a Vickers Vimy, the first to do it with one solo crewmember was a modified Ryan M-2 (the NYP “Spirit of St Louis”), and the first to do it with zero crewmembers (UAV) was an Insitu AeroSonde. The first UAV to cross the Pacific was a Global Hawk. The first airplane to fly around the world was the Douglas World Cruiser (a group of 4 planes, actually, which made many stops, and only two of the four completed the circumnavigation), the first to do it with one solo crewmember was a Lockheed Vega (also making many stops), the first to do it non-stop was a Boeing B-50 (refueled four times in mid-air), the first to do it unrefueled was the Scaled Composites Voyager, and the first to do it unrefueled and with one solo crewmember was the Global Flyer. No UAV has yet flown around the world. The sound barrier was first broken in a North American F-86 in a steep dive, and then by the Bell X-1 in level flight. (While the most famous X-1 flights started with a drop from a B-50 mothership, one of the later flights did start with a “conventional” powered takeoff from the ground, thus allowing for an official record). The Douglas D-558 was the first airplane flown to MACH 2, and the Bell X-2 the first to MACH 3. The North American X-15 was the first airplane to be flown to MACH 4, 5, and 6, and NASA’s X-43 (a UAV) was the first – and so far only – aircraft to reach MACH 7, 8, 9, and 10. I suppose I could also list some space records – first satellite, first manned orbiter, first spacewalk, first landing on the moon, probes sent to other worlds – but that would lie a bit outside the scope of this material.

Aircraft Industry : Romania

The aircraft industry in Romania dates from 1925, when the first airplane factory began operation in Brasov. Following World War II, the few production facilities not retooled for other purposes built only light planes and gliders. But in 1968, in keeping with PCR aspirations of economic autonomy, the government revived production of heavy aircraft and established the National Center of the Romanian Aircraft Industry under the Ministry of Machine Building. The center oversaw the operation of airframe plants in Craiova, Bacau, Bucharest, and Brasov, and the Turbomecanica plant in Bucharest, where all the jet engines for Romanian-built planes were manufactured.

Romania was able to acquire both Western and Soviet technology to manufacture modern aircraft. The most successful projects involving such technology transfer included the Soviet-designed Yak-52 piston-engine two-seater (the primary trainer used in the Soviet Union) and Ka-126 agricultural-use helicopter; the Rombac 1- 11 airliner, built under license from British Aerospace using a fuselage designed by British Airways and a Rolls-Royce engine; Viper engines built under license from Rolls-Royce; and the Frenchdesigned IAR-316 Allouette III and IAR-330 Puma helicopters. A noteworthy example of homegrown aircraft design was the IAR-93 Orao combat aircraft and a later model, the IAR-99, which were developed jointly with Yugoslavia.

Flights Of Fancy

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.

Beautiful NAMIBIA as seen by www.namtours.com

In the last decade advance in technology has transformed many aspects of the way we are travelling: from how we choose the particular tour or destination to the way we book our hotel, car to hire and airplane ticket. New technologies have improved the way we can plan and organise our trips, but when it comes to it, the travel experience solely depends on what the chosen destination has to offer.

Namibia is a country of wide open spaces, scenic beauty, an abundance of wildlife, a wealth of unique geological formation and unspoiled wilderness. It lies between Angola to the north, Botswana to the east and South Africa in the south and to the west is the foreboding Atlantic Ocean. The country almost specially made to be a traveller heaven. Timeless deserts and savanna, endless coastline and great variety of the wildlife are just few to mention what Namibia can offer for travellers. This country means adventure, romance, beauty, ruggedness, vastness, remarkable and breathtaking.

Namibia's top draw is the Etosha National Park, rated as one of Africa's finest game sanctuaries. The unusual terrain of Etosha holds savanna grassland, dense brush and woodland. There are more then hundred mammal species in the park, such as elephant, giraffe, leopard, cheetah, jackal, black rhino and great range of antelopes. The game viewing experience in Etosha will never be forgotten.

The Caprivi Strip that nested between Zambia and Botswana Kavango Delta is a wet area blessed with a few rivers. A boat ride down Kavango river to watch crocodiles and hippos is one of the most unforgettable activity in the region.

Along the coast is the Namib Desert, one of the oldest deserts in the world which at the age of 80 million years old. The desert hosts the world's highest dunes as well as the famed lake Sossusvlei. When viewed from a hot air balloon at sunrise or from a small aeroplane on scenic flight around the desert, the travellers appreciate why the country was considered a photographer's dream.

The central plateau carries rugged mountains and magnificent Fish River Canyon, second only to the Grand Canyon. But size alone does not explain the appeal of the canyon. The view from the top of the canyon can only be described as breathtaking. Adventure lovers do not merely come for the views. Hiking through the canyon is the ultimate endurance adventure for hikers.

Namibia will be appreciated by any type of travellers: from nature lovers to adventures seekers. The country is home to activities such as hiking, ballooning, skydiving, sand skiing along coastal dunes, 4x4 desert runs, coastal and fresh water angling, crabbing, dolphin watching, camel riding and many more. World-class golfing is another way of spending your day.

The NamTours.com website www.namtours.com is designed to offer a fully comprehensive travel information about Namibia to help you make an informed decision on accommodation, safaris, travel tours, car hire and activities. This site is divided into four sections, to help you quickly find what you are looking for. Each section contains information about facilities, locations, pricing, and the possibility to make on-line reservations. The visitor can search by clicking an area on the map and see what is offer in and around the area as well as search by town or company name. At www.namtours.com visitors and locals alike will find as much information about what this beautiful country has to offer as possibly available. The site lists more then 900 companies offering their service for the travellers.
About the Author Oleg Roud moved to Namibia from Russia some six years ago. He is a professional pilot and an author of few aviation and travel related articles.

10 Best Ways to Justify Your Airplane Purchase

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!