The History of the Model Airplane
Each model airplane is a little piece of history. Soon after the advent of the airplane, the building of model airplanes became a hobby for those old and young alike. Customers range from novice hobby model airplane builders to master model aircraft builders, governmental agencies, airports, museums, libraries and schools.
Model airplane building has been the introduction to aviation for countless youths in years past and continues in many lesser degrees today for the younger set. Building a model airplane is a simple pleasure for both young and old alike. Kits are for the novice to master model airplane builder. Make sure you search through Amazons extensive list of model airplane books and other products.
When most people think of model airplanes, they immediately think of a nice little box with pieces that are put together, resulting in a model airplane that can be set on a shelf to be admired but not touched. The present die cast model airplanes are so real you can virtually smell the jet fuel.
There are engines for every type of model airplane or helicopter you could come up with, and every one of them is handcrafted. A model airplane needs a vertical rudder to keep it moving straight. All flying model airplanes, just like real ones, have a Center of Gravity that effects the planes balance and thus its flying characteristics.
Flying Model airplanes is a fun and educational hobby. Depending on your budget, and how serious you are about radio control flying, you can purchase an RC flight simulator to practice on, but these are not necessary for a simple model airplane.
Saturday, March 31, 2012
RC Turbine Model Jet
RC Turbine Model Jet
Flying a model jet is one of the most exhilarating and thrilling experiences for any RC enthusiast. There are few things as satisfying as having a toy that can reach flight speeds of three hundred miles per hour. Not all jets are that fast, but regardless of what type you purchase, they will be the fastest aircraft you have ever flown.
Once you make the decision to fly a turbine model jet engine, you should already have previous experience with slower planes. Upgrading from a normal RC aircraft to a model jet is fairly simple, but you will need a larger budget. There are many different types of RC jets, so you may want to choose a slower option first. Pusher model jets are much easier to fly and cost less to purchase and maintain. They are much more stable than turbine jets and are suited for beginners who are not used to flying rapid speed aircraft.
Ducted fan jets are very popular for hobbyists, and they are also quite easy to fly. Electric duct fan engines are very similar to pusher jets, but they look and sound more genuine. They are also less dangerous; since the propeller is locate inside the plane in a protective duct compartment. Ducted jets are quite simple to fly and require minimal fine tuning and maintenance. These planes will help to get you ready to fly a turbine jet.
Once you have had enough practice with slower jets, it is time to move on to a larger plane. Turbines are becoming increasingly popular on the commercial market because the smell and sound like real jet planes. These aircraft also have a ducted engine, but it uses air to help propel the plane through the sky. The essentials of this engine look and function exactly like a real jet engine. If you want a realistic flying experience, then this is the plane for you. However, make sure you have proper training before purchasing one.
A turbine engine starts by processing compressed air out to the front until the turbines are reaching a high revolution. Air entering the compartment is thrown outwards by a spinning impeller, helping push the plane through the air. This compression increases the air temperature and pressure, creating a highly combustible environment for igniting the fuel. As the turbine continues to accelerate, the fuel is burned more quickly and propels the aircraft faster as a result.
Flying a model jet is one of the most exhilarating and thrilling experiences for any RC enthusiast. There are few things as satisfying as having a toy that can reach flight speeds of three hundred miles per hour. Not all jets are that fast, but regardless of what type you purchase, they will be the fastest aircraft you have ever flown.
Once you make the decision to fly a turbine model jet engine, you should already have previous experience with slower planes. Upgrading from a normal RC aircraft to a model jet is fairly simple, but you will need a larger budget. There are many different types of RC jets, so you may want to choose a slower option first. Pusher model jets are much easier to fly and cost less to purchase and maintain. They are much more stable than turbine jets and are suited for beginners who are not used to flying rapid speed aircraft.
Ducted fan jets are very popular for hobbyists, and they are also quite easy to fly. Electric duct fan engines are very similar to pusher jets, but they look and sound more genuine. They are also less dangerous; since the propeller is locate inside the plane in a protective duct compartment. Ducted jets are quite simple to fly and require minimal fine tuning and maintenance. These planes will help to get you ready to fly a turbine jet.
Once you have had enough practice with slower jets, it is time to move on to a larger plane. Turbines are becoming increasingly popular on the commercial market because the smell and sound like real jet planes. These aircraft also have a ducted engine, but it uses air to help propel the plane through the sky. The essentials of this engine look and function exactly like a real jet engine. If you want a realistic flying experience, then this is the plane for you. However, make sure you have proper training before purchasing one.
A turbine engine starts by processing compressed air out to the front until the turbines are reaching a high revolution. Air entering the compartment is thrown outwards by a spinning impeller, helping push the plane through the air. This compression increases the air temperature and pressure, creating a highly combustible environment for igniting the fuel. As the turbine continues to accelerate, the fuel is burned more quickly and propels the aircraft faster as a result.
The F-22 and the Fighter Aircraft's Future
The F-22 and the Fighter Aircraft's Future
Without doubt, the most exiting combat aircraft of the early 21st century is the Lockheed Martin F-22 Raptor. A far different aircraft from anything preceding it, the F-22's development history reflects the many problems, both technological and financial, than can beset an advanced system of its kind.
In the late 1970s, the USAF identified a requirement for 750 examples of an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle. The goal was to produce a tactical aircraft that would remain viable for at least the first quarter of the 21st century. This aircraft would have a range 50-100 per cent greater than the F-15, be capable of short take-off and landing on damaged airfields and be able to engage multiple targets at once, beyond visual range. It must incorporate stealth technology and supercruise. Supercruise meant that it could maintain supersonic speeds without afterburners. In addition this paragon of fighter aircraft would have to be operated by a single pilot and be able to survive in an environment filled with people, both in the air and on the ground, whose sole purpose would be to destroy it.
One of the first research projects produced the YF-16 which flew in 1976-77 and demonstrated the decoupling of aircraft flight path and attitude. What this meant is that the aircraft could skid sideways, turn without banking, climb or descend without changing its attitude and point its nose up or down, or right or left, without changing the direction of its original flight path. Another development was the mission adaptive wing (MAW), in other words, the wing was capable of reconfiguring itself automatically to mission requirements.
In April 1991 it was announced that the F-22 by Lougheed coupled with the Pratt & Whitney F119 had won over five other design concepts. The P&W F119 develops 35,000 pounds of thrust (lbst) and is fitted with two-dimensional convergent/divergent exhaust nozzles with thrust vectoring for enhanced performance and maneuverability. The F-22 has two of these engines.
The F-22 combines many stealth features with nearly all its armament stored internally. The aircraft is designed for a high sortie rate, with a turn-around time of twenty minutes and its avionics are highly integrated to provide rapid reaction in air combat, much of its survivability depending on the pilot's ability to locate a target very early and kill it with a first shot.
For any air force, an ideal mix would be a majority of high-performance subsonic V/STOL aircraft, covered by a minority of supersonic interceptors. Many current combat aircraft are supersonic, multi-role and have a very short take-off capability. None, including the Harrier, have a true vertical recovery capability. The Harrier however and the F-22, between them, are as close as any design has come to fulfilling the description of an ideal mix. The limitations on further development are imposed by the astronomical costs of present day aviation research and development.
It was once suggested that, by the middle of the twenty-first century, the entire gross national product of a country like the USA would not be sufficient to develop a new combat aircraft, but that was before computer technology absorbed much of the strain of research and development. The world's major defense research agencies are, through computer analysis and simulation, currently studying the designs of agile aircraft for the year 2050, a generation beyond the F-22.
In the future, use may be made of Remotely Piloted Vehicles (RPV) in air combat, just as they are now being used for reconnaissance duties in Iraq and Afghanistan. Meanwhile, the agile combat aircraft and fighter pilot, will continue to rule tomorrow's skies.
Without doubt, the most exiting combat aircraft of the early 21st century is the Lockheed Martin F-22 Raptor. A far different aircraft from anything preceding it, the F-22's development history reflects the many problems, both technological and financial, than can beset an advanced system of its kind.
In the late 1970s, the USAF identified a requirement for 750 examples of an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle. The goal was to produce a tactical aircraft that would remain viable for at least the first quarter of the 21st century. This aircraft would have a range 50-100 per cent greater than the F-15, be capable of short take-off and landing on damaged airfields and be able to engage multiple targets at once, beyond visual range. It must incorporate stealth technology and supercruise. Supercruise meant that it could maintain supersonic speeds without afterburners. In addition this paragon of fighter aircraft would have to be operated by a single pilot and be able to survive in an environment filled with people, both in the air and on the ground, whose sole purpose would be to destroy it.
One of the first research projects produced the YF-16 which flew in 1976-77 and demonstrated the decoupling of aircraft flight path and attitude. What this meant is that the aircraft could skid sideways, turn without banking, climb or descend without changing its attitude and point its nose up or down, or right or left, without changing the direction of its original flight path. Another development was the mission adaptive wing (MAW), in other words, the wing was capable of reconfiguring itself automatically to mission requirements.
In April 1991 it was announced that the F-22 by Lougheed coupled with the Pratt & Whitney F119 had won over five other design concepts. The P&W F119 develops 35,000 pounds of thrust (lbst) and is fitted with two-dimensional convergent/divergent exhaust nozzles with thrust vectoring for enhanced performance and maneuverability. The F-22 has two of these engines.
The F-22 combines many stealth features with nearly all its armament stored internally. The aircraft is designed for a high sortie rate, with a turn-around time of twenty minutes and its avionics are highly integrated to provide rapid reaction in air combat, much of its survivability depending on the pilot's ability to locate a target very early and kill it with a first shot.
For any air force, an ideal mix would be a majority of high-performance subsonic V/STOL aircraft, covered by a minority of supersonic interceptors. Many current combat aircraft are supersonic, multi-role and have a very short take-off capability. None, including the Harrier, have a true vertical recovery capability. The Harrier however and the F-22, between them, are as close as any design has come to fulfilling the description of an ideal mix. The limitations on further development are imposed by the astronomical costs of present day aviation research and development.
It was once suggested that, by the middle of the twenty-first century, the entire gross national product of a country like the USA would not be sufficient to develop a new combat aircraft, but that was before computer technology absorbed much of the strain of research and development. The world's major defense research agencies are, through computer analysis and simulation, currently studying the designs of agile aircraft for the year 2050, a generation beyond the F-22.
In the future, use may be made of Remotely Piloted Vehicles (RPV) in air combat, just as they are now being used for reconnaissance duties in Iraq and Afghanistan. Meanwhile, the agile combat aircraft and fighter pilot, will continue to rule tomorrow's skies.
That New Russian Fighter Plane Design Sure Looks Familiar!
That New Russian Fighter Plane Design Sure Looks Familiar!
The Russians now have a new fighter plane to compete with the United States' F-22 Raptor, and the Russia Stealth Aircraft also a fifth generation fighter plane looks like the real thing, or is it Memorex? Indeed, the newest fighter aircraft design from Russia looks awfully similar to one of the America versions of the stealth fighter which competed for the JSF Contract.
Many folks marvel at the Russian aerospace designs and rocket technology, and yet, when looking closer things look eerily familiar, specifically many appear to be outright copies of US aerospace designs. This is well-known by military analysts. Indeed, not long ago, I met a post cold war US-Russian scholar, and I just had to ask him about all this. His name is Jesse Giraldo, perhaps you've heard of him.
Here is the question I asked Mr. Giraldo; "Are you concerned with the new Stealth Fighter copy of Northrop's JSF design bid entry into the Joint-Strike-Fighter fly-off, in Russia; " and here is what he had to say about the whole thing;
Not at all. In fact I find it a bit humorous that this stealth fighter was built in direct response the Air Forces F-22 raptor. It's juvenile but it honestly just sounds like Putin needed a new 5th generation fighter jet to "one up the west". I suppose it is crucial to remind the world that Russia is still capable of challenging the U.S in terms of military but I really doubt the jet lives up to the fanfare. The claims he's making of improved maneuverability and performance at 1/3 of the cost also strikes me as dubious. Of course I doubt the Russian military will be releasing any technical data to backup any of these grandiose statements so all anyone can really do right now is speculate.
Indeed in my opinion, I do agree with Giraldo, and believe the design is good with thrust vectoring, but I question the small vertical (angled) stabilizers, and flutter challenges, we will see. Of course, it is a copy of the Northrop design. You know the Russians seem to have made a version of almost every major aerospace design the US has ever come up with, including their version of our Space Shuttle, B-1, etc. Giraldo agreed stating; "Russia seems to take great pleasure in reverse engineering our creations."
Yes, and the cold war was really all about "our Germans vs. their Germans," as all those scientists in NAZI Germany either went to Russia or came here. Well, at least they seem to enjoy each other's company in the Space Efforts? I've been at least a little impressed with Russian innovation over the years, considering they don't have as much to work with as our abundance and wealth here provides. It's just too bad their spies are busy stealing all of our technology. And let's not even talk about the Chinese and their intellectual property thievery. Please consider all this.
The Russians now have a new fighter plane to compete with the United States' F-22 Raptor, and the Russia Stealth Aircraft also a fifth generation fighter plane looks like the real thing, or is it Memorex? Indeed, the newest fighter aircraft design from Russia looks awfully similar to one of the America versions of the stealth fighter which competed for the JSF Contract.
Many folks marvel at the Russian aerospace designs and rocket technology, and yet, when looking closer things look eerily familiar, specifically many appear to be outright copies of US aerospace designs. This is well-known by military analysts. Indeed, not long ago, I met a post cold war US-Russian scholar, and I just had to ask him about all this. His name is Jesse Giraldo, perhaps you've heard of him.
Here is the question I asked Mr. Giraldo; "Are you concerned with the new Stealth Fighter copy of Northrop's JSF design bid entry into the Joint-Strike-Fighter fly-off, in Russia; " and here is what he had to say about the whole thing;
Not at all. In fact I find it a bit humorous that this stealth fighter was built in direct response the Air Forces F-22 raptor. It's juvenile but it honestly just sounds like Putin needed a new 5th generation fighter jet to "one up the west". I suppose it is crucial to remind the world that Russia is still capable of challenging the U.S in terms of military but I really doubt the jet lives up to the fanfare. The claims he's making of improved maneuverability and performance at 1/3 of the cost also strikes me as dubious. Of course I doubt the Russian military will be releasing any technical data to backup any of these grandiose statements so all anyone can really do right now is speculate.
Indeed in my opinion, I do agree with Giraldo, and believe the design is good with thrust vectoring, but I question the small vertical (angled) stabilizers, and flutter challenges, we will see. Of course, it is a copy of the Northrop design. You know the Russians seem to have made a version of almost every major aerospace design the US has ever come up with, including their version of our Space Shuttle, B-1, etc. Giraldo agreed stating; "Russia seems to take great pleasure in reverse engineering our creations."
Yes, and the cold war was really all about "our Germans vs. their Germans," as all those scientists in NAZI Germany either went to Russia or came here. Well, at least they seem to enjoy each other's company in the Space Efforts? I've been at least a little impressed with Russian innovation over the years, considering they don't have as much to work with as our abundance and wealth here provides. It's just too bad their spies are busy stealing all of our technology. And let's not even talk about the Chinese and their intellectual property thievery. Please consider all this.
Friday, March 30, 2012
V-22 Osprey - A Novel Technological Breakthrough in Aviation
V-22 Osprey - A Novel Technological Breakthrough in Aviation
The United States Marine Corps is an avid fan of technological breakthroughs and acquiring their new V-22 Osprey is just one indicator that this character is still burning strong. V-22 Osprey belongs to the latest generation of VSTOL (vertical short takeoff and landing) aircraft. Its tilt/rotor technology is a pioneer in military aviation. The VSTOL designation means that an Osprey has turboshaft engines mounted on the very ends f the forward wings, allowing it to fly like a conventional prop forward aircraft but can also do a 90-degree swivel to land and hover like a helicopter.
This means greater flexibility for commanders in battlefields. The aircraft can take off and land vertically during deployments of troops and supplies. In general, the technology is similar to that used by AV-8 Harrier jets, also employed by the USMC, but using a jet engine instead. The V-22s will replace the Vietnam-era vintage CH-46 and CH-53 medium lift choppers.
However, just like any new aircraft out of production line and mainly untested in fields of battle, the development of Osprey was plagued by glitches. This technological breakthrough in aviation is a pioneering project and is expected to encounter red tape and failures along the line. The loss of 26 Marines and 4 civilians recently is considered the most noteworthy failure in a series of minor glitches in Osprey's development. Other delays for the project are government-related stuff like lack of parts, logistics, false alarms, system failures, etc. The USMC corps is however undeterred and after 20 years in development, the V-22 is about to pay off big time with a safer, faster, and a very reliable combat transport.
The V-22 was finally tested in March 2007. The first batch of these planes was delivered to the Marine Medium Tiltrotor Squadron 263 at New River, North Carolina. Initial shipment to USMC is at 360 units. The Navy also ordered about 48 and 50 for the Air Force.
The Osprey has since then taken on lead roles in many blockbuster movies such as Transformers, helping further spread its impressive appearance. Its technical specifications however, are just as impressive as well. This plane is powered by twin 6,150-shaft horsepower turboshaft that drive a 38' diameter three-blade proprotor at 47,500 pounds each. The engines are connected by a shaft that provides continuous lift and power if one engine fails.
The Osprey was also designed to carry an additional external weight of 10,000 pounds for shorter hauls. Two pilots are going to fly this aircraft and to carry it to combat. 24 Marines plus their organic equipment can be transported at one time. It can be refueled in mid-air and so has great potential for worldwide deployment. The fuselage was designed to take on hits and withstand battle damage with graphite-reinforced epoxy composite, to make it lighter. As expected of military aircraft, the Osprey has redundant flight control, hydraulic, and electrical systems.
While there are many skeptics about this recent development of such an amazing aircraft, including senators and lawmakers, the Osprey has a great potential to become a dominant technology news in the field. With proper training and preparation of its pilots, this plane will place on top among the list best aircraft anytime.
The United States Marine Corps is an avid fan of technological breakthroughs and acquiring their new V-22 Osprey is just one indicator that this character is still burning strong. V-22 Osprey belongs to the latest generation of VSTOL (vertical short takeoff and landing) aircraft. Its tilt/rotor technology is a pioneer in military aviation. The VSTOL designation means that an Osprey has turboshaft engines mounted on the very ends f the forward wings, allowing it to fly like a conventional prop forward aircraft but can also do a 90-degree swivel to land and hover like a helicopter.
This means greater flexibility for commanders in battlefields. The aircraft can take off and land vertically during deployments of troops and supplies. In general, the technology is similar to that used by AV-8 Harrier jets, also employed by the USMC, but using a jet engine instead. The V-22s will replace the Vietnam-era vintage CH-46 and CH-53 medium lift choppers.
However, just like any new aircraft out of production line and mainly untested in fields of battle, the development of Osprey was plagued by glitches. This technological breakthrough in aviation is a pioneering project and is expected to encounter red tape and failures along the line. The loss of 26 Marines and 4 civilians recently is considered the most noteworthy failure in a series of minor glitches in Osprey's development. Other delays for the project are government-related stuff like lack of parts, logistics, false alarms, system failures, etc. The USMC corps is however undeterred and after 20 years in development, the V-22 is about to pay off big time with a safer, faster, and a very reliable combat transport.
The V-22 was finally tested in March 2007. The first batch of these planes was delivered to the Marine Medium Tiltrotor Squadron 263 at New River, North Carolina. Initial shipment to USMC is at 360 units. The Navy also ordered about 48 and 50 for the Air Force.
The Osprey has since then taken on lead roles in many blockbuster movies such as Transformers, helping further spread its impressive appearance. Its technical specifications however, are just as impressive as well. This plane is powered by twin 6,150-shaft horsepower turboshaft that drive a 38' diameter three-blade proprotor at 47,500 pounds each. The engines are connected by a shaft that provides continuous lift and power if one engine fails.
The Osprey was also designed to carry an additional external weight of 10,000 pounds for shorter hauls. Two pilots are going to fly this aircraft and to carry it to combat. 24 Marines plus their organic equipment can be transported at one time. It can be refueled in mid-air and so has great potential for worldwide deployment. The fuselage was designed to take on hits and withstand battle damage with graphite-reinforced epoxy composite, to make it lighter. As expected of military aircraft, the Osprey has redundant flight control, hydraulic, and electrical systems.
While there are many skeptics about this recent development of such an amazing aircraft, including senators and lawmakers, the Osprey has a great potential to become a dominant technology news in the field. With proper training and preparation of its pilots, this plane will place on top among the list best aircraft anytime.
The Price of an Aircraft For Lease
The Price of an Aircraft For Lease
Since the inception of aircraft as a mode of transportation, people who have a bit more money than most, seek ways to either fly an aircraft or even own or lease an aircraft. A leasing option on an aircraft can be very reasonable for wealthier individuals because they do not have to come up with such a high down payment and have the option to buy at the end of the lease.
As with leasing anything else, there are many facets to the lease which makes it vary substantially. The biggest factor in the determination of the price the lease depends on the type of aircraft. The different types of aircraft for lease are:
-Airliners
-Business Jets
-Helicopters
-Freight craft
-Utility craft
-Touring craft
Not only does the type of aircraft have a bearing on the lease terms, so does the exact model and manufacturer of that model; and, there are hundreds of models for each manufacturer! Since there is such a large range of fees to lease an aircraft, it helps to know where to start from. Most smaller jets cost about 10,000 per hour to lease, and about one million per year if leasing yearly. But, it skyrockets from there. To lease a large airliner or utility craft, you are looking at hundreds of millions per year and up to as much as $2 billion for some of them.
Obviously, there are few people in this world that can afford to lease an aircraft. Therefore, these prices are not seen everywhere as advertising this would be pointless. Only about 2% of Americans could even consider such an expense - this is why most modes of advertising do not include aircraft for lease in the classified ad section.
Since the inception of aircraft as a mode of transportation, people who have a bit more money than most, seek ways to either fly an aircraft or even own or lease an aircraft. A leasing option on an aircraft can be very reasonable for wealthier individuals because they do not have to come up with such a high down payment and have the option to buy at the end of the lease.
As with leasing anything else, there are many facets to the lease which makes it vary substantially. The biggest factor in the determination of the price the lease depends on the type of aircraft. The different types of aircraft for lease are:
-Airliners
-Business Jets
-Helicopters
-Freight craft
-Utility craft
-Touring craft
Not only does the type of aircraft have a bearing on the lease terms, so does the exact model and manufacturer of that model; and, there are hundreds of models for each manufacturer! Since there is such a large range of fees to lease an aircraft, it helps to know where to start from. Most smaller jets cost about 10,000 per hour to lease, and about one million per year if leasing yearly. But, it skyrockets from there. To lease a large airliner or utility craft, you are looking at hundreds of millions per year and up to as much as $2 billion for some of them.
Obviously, there are few people in this world that can afford to lease an aircraft. Therefore, these prices are not seen everywhere as advertising this would be pointless. Only about 2% of Americans could even consider such an expense - this is why most modes of advertising do not include aircraft for lease in the classified ad section.
Some Tips When Financing an Airplane
Some Tips When Financing an Airplane
Most people need loans in order to buy a car, a snowmobile, an ATV, and a lot of other vehicles. However, not too many people know anything about Airplane Financing. Airplanes are great to own when one has his or her pilot's license. The problem is that they are usually very expensive, so not too many people with their pilot's license has the money to buy an airplane. That's why this article will provide some tips and information for people who are looking to buy an airplane but don't know if they can.
Just like any other loan, there will be a lot of different things that will be looked at when one is trying to get Airplane Financing. Their credit history will be looked at, and a bad credit history could keep people from being able to purchase an airplane. A lender will also look into a lot of other things such as information about the plane. Generally, a specifications sheet about the airplane will be required by the lender. Also, tax returns from the last two or three years will be requested by the lender. So, be prepared to give the lender all of this information.
People have a few different Airplane Financing options. Obviously, a loan will probably need to be taken out for most people, because they are too expensive to purchase with cash. Most fixed rate loans for airplanes usually range from around 15 to 25 years. However, if a loan with a shorter term is desired, it can also be found. There are also loans with adjustable rates. These loans are usually shorter than the fixed rate loans. In any case, there are a few options for people looking to buy an airplane.
People who don't want to buy an airplane could lease an airplane instead. This will cost people a lot less money than buying an airplane. However, insurance is something that should seriously be considered by anyone leasing an aircraft. An aircraft costs a lot of money, and fixing one also costs a lot of money. An airplane lease could be for a new or used airplane, and the length of the lease can be anywhere from months to even twenty years or more! It's cheaper than buying an airplane, but it's definitely not the same as owning an airplane. I hope this article has been beneficial to those wondering what their Airplane Financing options are.
Most people need loans in order to buy a car, a snowmobile, an ATV, and a lot of other vehicles. However, not too many people know anything about Airplane Financing. Airplanes are great to own when one has his or her pilot's license. The problem is that they are usually very expensive, so not too many people with their pilot's license has the money to buy an airplane. That's why this article will provide some tips and information for people who are looking to buy an airplane but don't know if they can.
Just like any other loan, there will be a lot of different things that will be looked at when one is trying to get Airplane Financing. Their credit history will be looked at, and a bad credit history could keep people from being able to purchase an airplane. A lender will also look into a lot of other things such as information about the plane. Generally, a specifications sheet about the airplane will be required by the lender. Also, tax returns from the last two or three years will be requested by the lender. So, be prepared to give the lender all of this information.
People have a few different Airplane Financing options. Obviously, a loan will probably need to be taken out for most people, because they are too expensive to purchase with cash. Most fixed rate loans for airplanes usually range from around 15 to 25 years. However, if a loan with a shorter term is desired, it can also be found. There are also loans with adjustable rates. These loans are usually shorter than the fixed rate loans. In any case, there are a few options for people looking to buy an airplane.
People who don't want to buy an airplane could lease an airplane instead. This will cost people a lot less money than buying an airplane. However, insurance is something that should seriously be considered by anyone leasing an aircraft. An aircraft costs a lot of money, and fixing one also costs a lot of money. An airplane lease could be for a new or used airplane, and the length of the lease can be anywhere from months to even twenty years or more! It's cheaper than buying an airplane, but it's definitely not the same as owning an airplane. I hope this article has been beneficial to those wondering what their Airplane Financing options are.
Thursday, March 29, 2012
The Ideal Aircraft Management Company
The Ideal Aircraft Management Company
Are you in search for an aircraft management company? Maybe you are an individual with this need or you could be heading up a division of a larger company. At any rate, you need professional assistance in managing aircraft. Companies exist that can handle the entire thing for you, but how do you know who to choose? How can you find someone who exceeds performance expectations without spending a fortune?
What it comes down to is this: you just have to know what to look for. Pay close attention as we outline the ideal aircraft management service provider.
They Have Experience
Here is what you do not want-you do not want an aircraft management company that just recently entered the industry. Why? Because they will lack experience. They likely will not have the procedures down that are necessary to efficiently run your aircraft related operations. Also, they sure have not proven themselves to be a reliable service provider.
Instead, you should go with the company that has been offering these and similar services for decades. The reason here is both obvious and one hundred percent logical. If they are still in business after, say 30 years, then they have to be making customers happy. There is no way a company can have that sort of longevity and keep their profits flowing without providing people like you with superior service.
So when you go with an experienced company, you are putting the odds at work for you. The odds are greater that you are going to be happy with their management services because they have been pleasing other customers for a long time. They know what they are doing and they do it well, because they have had the time to perfect their operations.
They Offer Charter Marketing
Maybe you are not going to be using your charter jet twenty four hours a day, seven days a week. In that case, you may consider chartering to others to make back some of the money you are spending. This can be a profitable business strategy. But how will you find people to book your airplane? Easy-the aircraft management company you choose should have the means to market your jet for you. In exchange, they will take a reasonable piece of your profit. All you have to do is sit back and collect the money.
They Provide Training
Need a fully trained staff? Flight attendants? Technicians? Pilots with no less than annual simulator training? The aircraft management company you choose should give you this and much more. You should not have to provide this on your own.
Customization and Flexibility
What it all boils down to is that you need an aircraft management company that will work with you no matter what your needs are. They should customize whatever package they are offering you to fit your individual needs. And they should do so at a fair and reasonable price. When you find that company, you can expect a long and fruitful partnership.
Are you in search for an aircraft management company? Maybe you are an individual with this need or you could be heading up a division of a larger company. At any rate, you need professional assistance in managing aircraft. Companies exist that can handle the entire thing for you, but how do you know who to choose? How can you find someone who exceeds performance expectations without spending a fortune?
What it comes down to is this: you just have to know what to look for. Pay close attention as we outline the ideal aircraft management service provider.
They Have Experience
Here is what you do not want-you do not want an aircraft management company that just recently entered the industry. Why? Because they will lack experience. They likely will not have the procedures down that are necessary to efficiently run your aircraft related operations. Also, they sure have not proven themselves to be a reliable service provider.
Instead, you should go with the company that has been offering these and similar services for decades. The reason here is both obvious and one hundred percent logical. If they are still in business after, say 30 years, then they have to be making customers happy. There is no way a company can have that sort of longevity and keep their profits flowing without providing people like you with superior service.
So when you go with an experienced company, you are putting the odds at work for you. The odds are greater that you are going to be happy with their management services because they have been pleasing other customers for a long time. They know what they are doing and they do it well, because they have had the time to perfect their operations.
They Offer Charter Marketing
Maybe you are not going to be using your charter jet twenty four hours a day, seven days a week. In that case, you may consider chartering to others to make back some of the money you are spending. This can be a profitable business strategy. But how will you find people to book your airplane? Easy-the aircraft management company you choose should have the means to market your jet for you. In exchange, they will take a reasonable piece of your profit. All you have to do is sit back and collect the money.
They Provide Training
Need a fully trained staff? Flight attendants? Technicians? Pilots with no less than annual simulator training? The aircraft management company you choose should give you this and much more. You should not have to provide this on your own.
Customization and Flexibility
What it all boils down to is that you need an aircraft management company that will work with you no matter what your needs are. They should customize whatever package they are offering you to fit your individual needs. And they should do so at a fair and reasonable price. When you find that company, you can expect a long and fruitful partnership.
Risk Management - Robotic UAV Aircraft Sharing the Airspace?
Risk Management - Robotic UAV Aircraft Sharing the Airspace?
Someday in your lifetime, you will most likely fly on an airliner without a pilot, and for sure during your lifetime the piloted aircraft you are in will be sharing the same airspace with a robotic unmanned aerial system, or UAS, or UAV. Scared yet? Well, you probably shouldn't be, but I bet there are many aviation sector risk management professionals who are right now, I know I would be.
In fact, there was an interesting bill which just got passed in the House of Representatives in Washington DC which would allow the FAA to approve UAV testing areas, and these same areas would also have manned or piloted aircraft in them. One of the first ones is scheduled to be in Dayton OH, and another one in Maryland, also slated are Utah, and California as well. Why you ask? Easy, it is estimated that unmanned robotic aircraft industry is set to become a 15 Billion Dollar industry, and these companies need places to test their aircraft.
There was an interesting article the other day on this topic in the Dayton OH BizJournal titled; "House Passes FAA Bill UAV Testing Sites" posted on April 4, 2011. A fellow think tanker, Troy Laclaire and I were debating this issue after reading the article. He stated; "I guess, I will be watching for the first UAV/Manned collision."
Yes, and it is sure to make a big media splash, obviously the media will be all over it. And the humanists will say "see we told you" meanwhile not mention that 42,000 people die per year in cars. Troy also agrees and noted; That's the way it usually goes, we are seeing something similar in regards to nuclear energy now due to what happened in Japan. They are saying how bad nuclear is, however during the time this was going on, many people died in coal mines, then have died due to direct causes of nuclear energy production.
Well, I cannot disagree with that. He's right, and it turns out more people have died in Hydro-electric plants that have failed than in Nuclear Plants. Troy stated; "And yet, these do not get the press footage that a nuclear disaster does."
Yes, sometimes they do, but Nuclear is such a "Fear Factor" and it sells newspapers, after all Charlie Sheen was dominating the news and it took one of the World's Largest Earthquakes of our time + a Nuclear Meltdown to unseat him in the media from the prior week.
Nevertheless, as an aviator myself and coming from an aviation family, you know what, I am not so concerned over all this. I've been expecting it all for quite a while. I guess this topic is kind of old to me, as my grandfather was the youngest FAA man at the time he was put in charge of an International Airport at Fresno CA and spent his time running the control tower and airport. Sometimes, I feel over qualified to discuss all this now days.
But, the future is coming fast now. And soon, yes in your lifetime you may be a flying passenger in a robotic aircraft. So, please consider all this, but the jury is still out which is safer from a risk management perspective.
Someday in your lifetime, you will most likely fly on an airliner without a pilot, and for sure during your lifetime the piloted aircraft you are in will be sharing the same airspace with a robotic unmanned aerial system, or UAS, or UAV. Scared yet? Well, you probably shouldn't be, but I bet there are many aviation sector risk management professionals who are right now, I know I would be.
In fact, there was an interesting bill which just got passed in the House of Representatives in Washington DC which would allow the FAA to approve UAV testing areas, and these same areas would also have manned or piloted aircraft in them. One of the first ones is scheduled to be in Dayton OH, and another one in Maryland, also slated are Utah, and California as well. Why you ask? Easy, it is estimated that unmanned robotic aircraft industry is set to become a 15 Billion Dollar industry, and these companies need places to test their aircraft.
There was an interesting article the other day on this topic in the Dayton OH BizJournal titled; "House Passes FAA Bill UAV Testing Sites" posted on April 4, 2011. A fellow think tanker, Troy Laclaire and I were debating this issue after reading the article. He stated; "I guess, I will be watching for the first UAV/Manned collision."
Yes, and it is sure to make a big media splash, obviously the media will be all over it. And the humanists will say "see we told you" meanwhile not mention that 42,000 people die per year in cars. Troy also agrees and noted; That's the way it usually goes, we are seeing something similar in regards to nuclear energy now due to what happened in Japan. They are saying how bad nuclear is, however during the time this was going on, many people died in coal mines, then have died due to direct causes of nuclear energy production.
Well, I cannot disagree with that. He's right, and it turns out more people have died in Hydro-electric plants that have failed than in Nuclear Plants. Troy stated; "And yet, these do not get the press footage that a nuclear disaster does."
Yes, sometimes they do, but Nuclear is such a "Fear Factor" and it sells newspapers, after all Charlie Sheen was dominating the news and it took one of the World's Largest Earthquakes of our time + a Nuclear Meltdown to unseat him in the media from the prior week.
Nevertheless, as an aviator myself and coming from an aviation family, you know what, I am not so concerned over all this. I've been expecting it all for quite a while. I guess this topic is kind of old to me, as my grandfather was the youngest FAA man at the time he was put in charge of an International Airport at Fresno CA and spent his time running the control tower and airport. Sometimes, I feel over qualified to discuss all this now days.
But, the future is coming fast now. And soon, yes in your lifetime you may be a flying passenger in a robotic aircraft. So, please consider all this, but the jury is still out which is safer from a risk management perspective.
Take a Glimpse Into the Future of Cessna With the Cessna 400
Take a Glimpse Into the Future of Cessna With the Cessna 400
The Cessna 400 aircraft was introduced to the general aviation market in 2004. Production started from that year and continues to the present year, with the average cost of a new aircraft starting from US$620,000. This model represents the future of Cessna single engine aircraft, because it boasts higher performance standards than previous models and provides the advantage of having much lower operating costs than the competitors. It was initially sold as the Cessna 400, but through a marketing drive was given the name Cessna Corvalis TT.
The name Corvalis TT was derived from one obvious and one not so obvious source. TT stands for twin turbocharged, which is the type of aircraft that the Cessna 400 actually is. The name Corvalis was derived from a town in Oregon called Corvallis, which is just west of Bend, Oregon where the first Cessna 400 was built. Needless to say, this particular aircraft carries very sentimental meaning to the Cessna Aircraft Company.
The Cessna 400 is the fastest fixed gear single engine piston aircraft available on the market today. It is built with a twin turbocharged Continental engine that pushes a powerful 310 hp. With such a single-engine aircraft in production, one can only imagine where Cessna is going in terms of new aircraft models in the future. This fixed gear airplane is built from strictly composite materials, including E-glass and carbon fiber. Of course, this makes the plane pretty light for its class. It was originally derived from the design of a Columbia 400, which was manufactured by Columbia Aircraft Company. That company was since purchased by Cessna Aircraft Company, hence the name changing from Columbia 400 to Cessna 400.
The maximum speed of the Cessna 400 is 235 knots, which incidentally is also the cruising speed. This aircraft is capable of reaching a service ceiling of 25,000 feet. In terms of dimensions, the Cessna 400 is 25'2" long and 9 feet high. Although, it packs more power than the Cessna 310, it is a little bit smaller in terms of size dimensions. When empty, this model is roughly 2500 pounds in weight. The maximum takeoff weight is 3600 pounds. The rate of climb is 1500 feet per minute, which is a very impressive rate for single-engine aircraft. Of course, this can be credited to the type of engine in the 310 and the power that it pushes.
When one thinks of the future of Cessna and the company's ability to produce aircraft even more impressive and with higher standard performance than the predecessors, one thinks of the Cessna 400 and where it has taken the name of Cessna thus far. This three passenger beauty is only the start of a marvelous future for Cessna Aircraft Company as they continue to revolutionize the face of general aviation. Aircraft enthusiasts can expect to see this model around for years to come with several variants made as impressive modifications are implemented.
The Cessna 400 aircraft was introduced to the general aviation market in 2004. Production started from that year and continues to the present year, with the average cost of a new aircraft starting from US$620,000. This model represents the future of Cessna single engine aircraft, because it boasts higher performance standards than previous models and provides the advantage of having much lower operating costs than the competitors. It was initially sold as the Cessna 400, but through a marketing drive was given the name Cessna Corvalis TT.
The name Corvalis TT was derived from one obvious and one not so obvious source. TT stands for twin turbocharged, which is the type of aircraft that the Cessna 400 actually is. The name Corvalis was derived from a town in Oregon called Corvallis, which is just west of Bend, Oregon where the first Cessna 400 was built. Needless to say, this particular aircraft carries very sentimental meaning to the Cessna Aircraft Company.
The Cessna 400 is the fastest fixed gear single engine piston aircraft available on the market today. It is built with a twin turbocharged Continental engine that pushes a powerful 310 hp. With such a single-engine aircraft in production, one can only imagine where Cessna is going in terms of new aircraft models in the future. This fixed gear airplane is built from strictly composite materials, including E-glass and carbon fiber. Of course, this makes the plane pretty light for its class. It was originally derived from the design of a Columbia 400, which was manufactured by Columbia Aircraft Company. That company was since purchased by Cessna Aircraft Company, hence the name changing from Columbia 400 to Cessna 400.
The maximum speed of the Cessna 400 is 235 knots, which incidentally is also the cruising speed. This aircraft is capable of reaching a service ceiling of 25,000 feet. In terms of dimensions, the Cessna 400 is 25'2" long and 9 feet high. Although, it packs more power than the Cessna 310, it is a little bit smaller in terms of size dimensions. When empty, this model is roughly 2500 pounds in weight. The maximum takeoff weight is 3600 pounds. The rate of climb is 1500 feet per minute, which is a very impressive rate for single-engine aircraft. Of course, this can be credited to the type of engine in the 310 and the power that it pushes.
When one thinks of the future of Cessna and the company's ability to produce aircraft even more impressive and with higher standard performance than the predecessors, one thinks of the Cessna 400 and where it has taken the name of Cessna thus far. This three passenger beauty is only the start of a marvelous future for Cessna Aircraft Company as they continue to revolutionize the face of general aviation. Aircraft enthusiasts can expect to see this model around for years to come with several variants made as impressive modifications are implemented.
The Best Sources of Information on Aviation
The Best Sources of Information on Aviation
We currently live in what is known as the information age. This is because the most important resource that anyone can have is information. The Internet happens to be the biggest source of information that we currently have and it covers almost every topic. Most companies, individuals, organizations, institutions and other groups have some sort of web presence where they share information about themselves, their interests and their areas of expertise. Since the Internet does not have moderators to check on all content that is posted online, there is currently a lot of misleading, fraudulent and even dangerous information accessible to all.
Since aviation is a highly sensitive undertaking, it is extremely important to ensure that all the information that those working in the industry consume is accurate. This is only possible by ensuring that your sources of information are reliable, professional and can be trusted. Pilots, engineers, flight attendants, air traffic controllers and other ground crew need to keep themselves up to date on national and international aviation issues. While getting the correct national information may be a much simpler affair, the international issues may not be as straight forward.
Establishing reliable news and information channels on the Internet will require a lot of research. You will need to compare what is presented in one website with other sources. This could involve sending emails or even calling national aviation bodies in the concerned countries. The national aviation organizations will in almost all cases provide you with the correct information. If you are able to corroborate most of the information available in a particular website, then you could consider them as a reliable source.
With the Internet however, it is important to constantly counter check information as some sources will be good today and fail the credibility test the next day. Until a particular source has proved reliable over time, frequent checks and counter checks must be conducted. With constantly changing rules and regulations, it is important to make sure you have the latest and most accurate information.
Reliable news channels are another excellent source of aviation information. Though they may not have extensive information especially on what they might consider to be minor issues, they will keep you updated on major aviation related happenings around the world. Depending on the reports indicated, you might need to confirm the story as there are sometimes errors made by journalists when reporting.
Similar to all other professions, working as a pilot or in any other position in the aviation industry will require constant reading. Books are among the best and most reliable sources of aviation information. You will rarely find publishers releasing books that are misleading or containing inaccuracies. A reading professional is definitely a leading professional. With the correct quality of information, all those working in the aviation industry will be able to offer better services to their clients.
As a bush and aerial survey pilot. I have been through the entire process of pilot training from a Private Pilot License, Instrument Rating through to a Commercial Pilot License.
We currently live in what is known as the information age. This is because the most important resource that anyone can have is information. The Internet happens to be the biggest source of information that we currently have and it covers almost every topic. Most companies, individuals, organizations, institutions and other groups have some sort of web presence where they share information about themselves, their interests and their areas of expertise. Since the Internet does not have moderators to check on all content that is posted online, there is currently a lot of misleading, fraudulent and even dangerous information accessible to all.
Since aviation is a highly sensitive undertaking, it is extremely important to ensure that all the information that those working in the industry consume is accurate. This is only possible by ensuring that your sources of information are reliable, professional and can be trusted. Pilots, engineers, flight attendants, air traffic controllers and other ground crew need to keep themselves up to date on national and international aviation issues. While getting the correct national information may be a much simpler affair, the international issues may not be as straight forward.
Establishing reliable news and information channels on the Internet will require a lot of research. You will need to compare what is presented in one website with other sources. This could involve sending emails or even calling national aviation bodies in the concerned countries. The national aviation organizations will in almost all cases provide you with the correct information. If you are able to corroborate most of the information available in a particular website, then you could consider them as a reliable source.
With the Internet however, it is important to constantly counter check information as some sources will be good today and fail the credibility test the next day. Until a particular source has proved reliable over time, frequent checks and counter checks must be conducted. With constantly changing rules and regulations, it is important to make sure you have the latest and most accurate information.
Reliable news channels are another excellent source of aviation information. Though they may not have extensive information especially on what they might consider to be minor issues, they will keep you updated on major aviation related happenings around the world. Depending on the reports indicated, you might need to confirm the story as there are sometimes errors made by journalists when reporting.
Similar to all other professions, working as a pilot or in any other position in the aviation industry will require constant reading. Books are among the best and most reliable sources of aviation information. You will rarely find publishers releasing books that are misleading or containing inaccuracies. A reading professional is definitely a leading professional. With the correct quality of information, all those working in the aviation industry will be able to offer better services to their clients.
As a bush and aerial survey pilot. I have been through the entire process of pilot training from a Private Pilot License, Instrument Rating through to a Commercial Pilot License.
Wednesday, March 28, 2012
Really Cheap Airplane Ticket - How To Get A Truly Low-Priced Airplane Ticket
Really Cheap Airplane Ticket - How To Get A Truly Low-Priced Airplane Ticket
The best place to look for a really cheap airplane ticket is online. Travel agencies can't compete with discount ticket sites. Search online, for finding a cheap airline ticket, do a Google search ("cheap airfare to ....) or try any of the well-known travel sites. The internet is a great place to search for and compare airline rates.Include travel date and return date in your query so that you can get a specific quotation for your trip.
Because you are looking to get really cheap airline fares and possible discounts, you will have to know the ins
and outs of how airlines work. Here are some tips to help you on your way to finding cheap airline tickets so that you can travel in luxury on a budget:
The earlier you book a flight, the cheaper the airfare will be. Ahead of time booking can save you a lot of cash. If you are flexible as far as time is concerned, then make sure you make preparations way ahead of time. Most airlines offer special discounts for advanced booking. For a booking made late more will be charged. If you try to book a flight the day before you want to leave, the airlines will charge you the highest price imaginable.
On the other hand: Tickets at the last minute.
Last minute travel deals are the solution to a low-budget vacation that you may be looking for. One of the expensive parts of a quality vacation are the airline tickets to get to your destination. Looking for cheap airline travel, tickets can be very hard to find if you're not looking in the right places and you never know from day to day which sites will find the cheapest flights.. Prices for airline tickets can fluctuate wildly. Check at least three places.
Seasonality.
The more the demand, the more expensive the airline tickets
will be. If demand for a travel destination is high, then you are bound to spend more money. Flying to a destination during peak seasons is a sure way to spend two to three times as much as during the other seasons.
Flexibility.
The more flexible you are, the better your chance of getting a really cheap plane ticket. Different departure and return dates. Try all options that are offered. Options like Courier flights, for example, can be a great deal.
Really Cheap Plane Ticket(s) - More tips
Check for package deals, where you pay for plane tickets and
your hotel room.
"Name Your Own Price". Make your bid, and the airlines say yes
or no, depending on whether they have empty seats to fill. First look for the cheapest tickets you can find, then make a bid bid lower than that. If your bid is rejected, you can always go back to the best deal and book it.
A good way to find exceptional deals is to frequently surf the various web sites of your favorite airlines. Subscribe to their news-
letters and allow them to send you last minute deals via e-mail. In this way, tickets to numerous destinations will be found at the lowest possible airfare rates.
The best place to look for a really cheap airplane ticket is online. Travel agencies can't compete with discount ticket sites. Search online, for finding a cheap airline ticket, do a Google search ("cheap airfare to ....) or try any of the well-known travel sites. The internet is a great place to search for and compare airline rates.Include travel date and return date in your query so that you can get a specific quotation for your trip.
Because you are looking to get really cheap airline fares and possible discounts, you will have to know the ins
and outs of how airlines work. Here are some tips to help you on your way to finding cheap airline tickets so that you can travel in luxury on a budget:
The earlier you book a flight, the cheaper the airfare will be. Ahead of time booking can save you a lot of cash. If you are flexible as far as time is concerned, then make sure you make preparations way ahead of time. Most airlines offer special discounts for advanced booking. For a booking made late more will be charged. If you try to book a flight the day before you want to leave, the airlines will charge you the highest price imaginable.
On the other hand: Tickets at the last minute.
Last minute travel deals are the solution to a low-budget vacation that you may be looking for. One of the expensive parts of a quality vacation are the airline tickets to get to your destination. Looking for cheap airline travel, tickets can be very hard to find if you're not looking in the right places and you never know from day to day which sites will find the cheapest flights.. Prices for airline tickets can fluctuate wildly. Check at least three places.
Seasonality.
The more the demand, the more expensive the airline tickets
will be. If demand for a travel destination is high, then you are bound to spend more money. Flying to a destination during peak seasons is a sure way to spend two to three times as much as during the other seasons.
Flexibility.
The more flexible you are, the better your chance of getting a really cheap plane ticket. Different departure and return dates. Try all options that are offered. Options like Courier flights, for example, can be a great deal.
Really Cheap Plane Ticket(s) - More tips
Check for package deals, where you pay for plane tickets and
your hotel room.
"Name Your Own Price". Make your bid, and the airlines say yes
or no, depending on whether they have empty seats to fill. First look for the cheapest tickets you can find, then make a bid bid lower than that. If your bid is rejected, you can always go back to the best deal and book it.
A good way to find exceptional deals is to frequently surf the various web sites of your favorite airlines. Subscribe to their news-
letters and allow them to send you last minute deals via e-mail. In this way, tickets to numerous destinations will be found at the lowest possible airfare rates.
Turbulence Continues For Airbus A380 - Largest Passenger Aircraft in Commercial Aviation
Turbulence Continues For Airbus A380 - Largest Passenger Aircraft in Commercial Aviation
It has been rough flying for the Airbus A380, the big double-decker "superjumbo" aircraft that was once hailed as the future of commercial aviation and was destined to take over the skies. Only a few years ago experts were praising it:
"Airbus had the prescience to correctly anticipate an environment of high fuel prices, public clamor for quieter airports, fewer emissions, and less crowded skies. This is the kind of superior product vision that has served our industry so well," former Engine Alliance President Bruce Hughes said.
One Airbus customer said: "The A380 is the future of flying."
The problems began long before the inaugural flight in October 2007, but they have persisted since the maiden journey. With just 10 deliveries in 2009 and 23 in total since 2007, enthusiasm for this big aircraft has waned.
By all means, the A380 is a magnificent aircraft. It combines the very latest aeronautical technologies and with nearly 50 percent more floor space. It offers unparalleled comfort in every class and more open space for more than 550 passengers to stretch their legs.
The aircraft has significantly reduced noise and emissions levels so it minimizes the effects on the environment. Its new generation engines and advanced wing and undercarriage design mean the A380 not only complies with today's noise limits but is significantly quieter than its competitor, producing half as much noise on take-off.
The A380's weight-saving composite materials help make it a highly fuel-efficient aircraft. It burns 12 percent less fuel than its competitor and it also has reduced exhaust emissions. In every category the A380 seems like a winner.
So what went wrong? It is hard to put your finger on one reason - this is a massive project that took many years, cost billions of dollars and was the combined effort of thousands of people from several European countries. But we have highlighted a few major issues:
Design Changes
The cost increases due to ongoing design changes hit suppliers with production problems and this has taken a toll. The price of the airplane has doubled since its inception, while the market has contracted by a greater proportion.
As costs of the A380 continue, the overall development price tag has risen to over $15 billion US. Meanwhile, the market for the VLA (Very Large Aircraft) continues to erode, and a current EADS (European Aeronautic Defense and Space Company) review about what went wrong is not going to help the A380'S fortunes.
Reliability
Qantas and Emirates have concerns about the A380's reliability.
"We had a number of unrelated issues that have brought down dispatch reliability," said Emirates Airline president Tim Clark.
Qantas had high-profile problems when technical issues grounded all three of its A380's briefly. The airline said two A380's were declared "unserviceable with a fuel tank indication system problem", while the third "experienced a nose-wheel ground steering issue and an unrelated fuel leak issue".
The A380's newest customer, Air France, also experienced a string of embarrassing problems with the A380.
Economy
The recession has not been kind to commercial aviation as many airlines continue to lose money. The struggling industry faces another $5.6 billion of losses next year, on top of the $11 billion in 2009. Many airliners have cancelled orders for the A380 including Lufthansa, Virgin Airlines, Thai Airways, Fed Ex and others. Certainly the recession has been a chief factor for the aircraft's uncertain future.
The question remains - is the world ready for a VLA - or will it ever be ready for this enormous plane? Time will tell. But the money spent to find out the answer was probably not worth it. It may well go down in the history books like the Concorde SST.
Whatever happens to the A380, Boeing certainly looks like the winner in this race when it decided to drop their own VLA plans 5 years ago and opt for an expanded version of their successful 747 (the 747-8) instead.
It has been rough flying for the Airbus A380, the big double-decker "superjumbo" aircraft that was once hailed as the future of commercial aviation and was destined to take over the skies. Only a few years ago experts were praising it:
"Airbus had the prescience to correctly anticipate an environment of high fuel prices, public clamor for quieter airports, fewer emissions, and less crowded skies. This is the kind of superior product vision that has served our industry so well," former Engine Alliance President Bruce Hughes said.
One Airbus customer said: "The A380 is the future of flying."
The problems began long before the inaugural flight in October 2007, but they have persisted since the maiden journey. With just 10 deliveries in 2009 and 23 in total since 2007, enthusiasm for this big aircraft has waned.
By all means, the A380 is a magnificent aircraft. It combines the very latest aeronautical technologies and with nearly 50 percent more floor space. It offers unparalleled comfort in every class and more open space for more than 550 passengers to stretch their legs.
The aircraft has significantly reduced noise and emissions levels so it minimizes the effects on the environment. Its new generation engines and advanced wing and undercarriage design mean the A380 not only complies with today's noise limits but is significantly quieter than its competitor, producing half as much noise on take-off.
The A380's weight-saving composite materials help make it a highly fuel-efficient aircraft. It burns 12 percent less fuel than its competitor and it also has reduced exhaust emissions. In every category the A380 seems like a winner.
So what went wrong? It is hard to put your finger on one reason - this is a massive project that took many years, cost billions of dollars and was the combined effort of thousands of people from several European countries. But we have highlighted a few major issues:
Design Changes
The cost increases due to ongoing design changes hit suppliers with production problems and this has taken a toll. The price of the airplane has doubled since its inception, while the market has contracted by a greater proportion.
As costs of the A380 continue, the overall development price tag has risen to over $15 billion US. Meanwhile, the market for the VLA (Very Large Aircraft) continues to erode, and a current EADS (European Aeronautic Defense and Space Company) review about what went wrong is not going to help the A380'S fortunes.
Reliability
Qantas and Emirates have concerns about the A380's reliability.
"We had a number of unrelated issues that have brought down dispatch reliability," said Emirates Airline president Tim Clark.
Qantas had high-profile problems when technical issues grounded all three of its A380's briefly. The airline said two A380's were declared "unserviceable with a fuel tank indication system problem", while the third "experienced a nose-wheel ground steering issue and an unrelated fuel leak issue".
The A380's newest customer, Air France, also experienced a string of embarrassing problems with the A380.
Economy
The recession has not been kind to commercial aviation as many airlines continue to lose money. The struggling industry faces another $5.6 billion of losses next year, on top of the $11 billion in 2009. Many airliners have cancelled orders for the A380 including Lufthansa, Virgin Airlines, Thai Airways, Fed Ex and others. Certainly the recession has been a chief factor for the aircraft's uncertain future.
The question remains - is the world ready for a VLA - or will it ever be ready for this enormous plane? Time will tell. But the money spent to find out the answer was probably not worth it. It may well go down in the history books like the Concorde SST.
Whatever happens to the A380, Boeing certainly looks like the winner in this race when it decided to drop their own VLA plans 5 years ago and opt for an expanded version of their successful 747 (the 747-8) instead.
The New China Jet Set - Private Business and Personal Jets Soon Available to Chinese
The New China Jet Set - Private Business and Personal Jets Soon Available to Chinese
After reading China's Five-Year Aviation Plan it should be obvious to anyone looking that general aviation will be an industry that China will gain a strong foothold in the future. China will be building light aircraft, corporate Jets, airliners, and it will continue to build military aircraft and helicopters. Soon, wealthy Chinese will be able to fly their personal aircraft or corporate aircraft throughout the country, and to neighboring nations to do trade deals.
Since most of the general aviation aircraft are produced in the United States, and those aircraft which are the best performing and safest, it will be a good next decade for those aircraft manufacturers. However, after that we can expect that China will take over the industry worldwide, and they will be buying up general aviation manufacturing companies, or partnering up with them as they build facilities in China.
Now then, it is true that China is having a challenge with producing the amount of electricity and energy needed to run these factories, and aircraft are considered light manufacturing, and therefore use quite a bit of energy. But I imagine China will eventually be over its drought, and those hydroelectric power plants will once again be turning at optimum, and that China will continue to build more coal-fired energy generation plants to solve that problem.
There was a very interesting article in Forbes [dot] com recently titled "Private Jet Sales in China Cleared for Take-Off" by Kelvin Chan published on May 25, 2011 - Also in Associated Press. The article stated
"Authorities are gradually loosening restrictions on airspace and easing bureaucratic formalities that still pose hurdles for luxury fliers. A decade ago, there were essentially no private jets in China and only a handful in Hong Kong. At the end of April this year, there were 90 registered in China and 10 of those - worth about $500 million in total - were delivered since the start of January."
There will surely be fractional jet aviation companies based in China and partnered with US companies as foreign subsidiaries. China could purchase more general aviation aircraft in the next decade than has been purchased in the United States in the last 20 years. That is a significant boon for general aviation worldwide. The question is will the United States be able to compete due to the labor costs available in China as they begin selling aircraft globally.
One has to wonder if China will also take this industry away from the United States, or take a significant chunk making it less than viable here at home. Indeed I hope you will please consider all this and think on it.
After reading China's Five-Year Aviation Plan it should be obvious to anyone looking that general aviation will be an industry that China will gain a strong foothold in the future. China will be building light aircraft, corporate Jets, airliners, and it will continue to build military aircraft and helicopters. Soon, wealthy Chinese will be able to fly their personal aircraft or corporate aircraft throughout the country, and to neighboring nations to do trade deals.
Since most of the general aviation aircraft are produced in the United States, and those aircraft which are the best performing and safest, it will be a good next decade for those aircraft manufacturers. However, after that we can expect that China will take over the industry worldwide, and they will be buying up general aviation manufacturing companies, or partnering up with them as they build facilities in China.
Now then, it is true that China is having a challenge with producing the amount of electricity and energy needed to run these factories, and aircraft are considered light manufacturing, and therefore use quite a bit of energy. But I imagine China will eventually be over its drought, and those hydroelectric power plants will once again be turning at optimum, and that China will continue to build more coal-fired energy generation plants to solve that problem.
There was a very interesting article in Forbes [dot] com recently titled "Private Jet Sales in China Cleared for Take-Off" by Kelvin Chan published on May 25, 2011 - Also in Associated Press. The article stated
"Authorities are gradually loosening restrictions on airspace and easing bureaucratic formalities that still pose hurdles for luxury fliers. A decade ago, there were essentially no private jets in China and only a handful in Hong Kong. At the end of April this year, there were 90 registered in China and 10 of those - worth about $500 million in total - were delivered since the start of January."
There will surely be fractional jet aviation companies based in China and partnered with US companies as foreign subsidiaries. China could purchase more general aviation aircraft in the next decade than has been purchased in the United States in the last 20 years. That is a significant boon for general aviation worldwide. The question is will the United States be able to compete due to the labor costs available in China as they begin selling aircraft globally.
One has to wonder if China will also take this industry away from the United States, or take a significant chunk making it less than viable here at home. Indeed I hope you will please consider all this and think on it.
Tuesday, March 27, 2012
Ultra Light and Micro Light Aircraft - Helicopters
Ultra Light and Micro Light Aircraft - Helicopters
Helicopters in the ultra light or micro light aircraft class are very seldom seen compared to all other models.
Factories in the United Kingdom and United States manufacture kits that can be bought and assembled at home. Some of them also have affiliate factories in other parts of the world for supply, after sales service or financial reasons.
The instability of helicopters makes them extremely difficult to fly. The training program for a helicopter is much more intense than for a winged aircraft. Some instructors prefer a student to qualify as a winged plane pilot before enrolling as a helicopter pilot student.
There are many rules and regulations that go with the assembly of the kit as well. Some technical inspections at certain stages during assembly and after completion have to be conducted. Without such technically qualified persons in ones area to do the inspections the helicopter can possibly never be completed and tested, training to fly it is the next step. With the sparse distribution of helicopter expertise, chances are that, in a fairly remote location, a pilot with the proper instruction rating for the newly built helicopter may be very hard to find or not at all.
With all the hardships overcome, surely the proud owner of an ultra light helicopter will have many hours of great entertainment flying his new aircraft, being able to land almost anywhere and not being dependent on aerodromes.
The obvious disadvantages that go with ultra light helicopter ownership are the technical complexities, training requirements as well as the considerable higher cost related to the combination of all factors.
The personal abilities of the owner / pilot will also be of prime importance in the success and safety in the operations with his aircraft.
Helicopters in the ultra light or micro light aircraft class are very seldom seen compared to all other models.
Factories in the United Kingdom and United States manufacture kits that can be bought and assembled at home. Some of them also have affiliate factories in other parts of the world for supply, after sales service or financial reasons.
The instability of helicopters makes them extremely difficult to fly. The training program for a helicopter is much more intense than for a winged aircraft. Some instructors prefer a student to qualify as a winged plane pilot before enrolling as a helicopter pilot student.
There are many rules and regulations that go with the assembly of the kit as well. Some technical inspections at certain stages during assembly and after completion have to be conducted. Without such technically qualified persons in ones area to do the inspections the helicopter can possibly never be completed and tested, training to fly it is the next step. With the sparse distribution of helicopter expertise, chances are that, in a fairly remote location, a pilot with the proper instruction rating for the newly built helicopter may be very hard to find or not at all.
With all the hardships overcome, surely the proud owner of an ultra light helicopter will have many hours of great entertainment flying his new aircraft, being able to land almost anywhere and not being dependent on aerodromes.
The obvious disadvantages that go with ultra light helicopter ownership are the technical complexities, training requirements as well as the considerable higher cost related to the combination of all factors.
The personal abilities of the owner / pilot will also be of prime importance in the success and safety in the operations with his aircraft.
Vertical Take-Off Super Fighter: British Aerospace Sea Harrier and AV-8B Harrier II Plus
Vertical Take-Off Super Fighter: British Aerospace Sea Harrier and AV-8B Harrier II Plus
The Harrier is internationally recognised as the predominant vertical short take-off and landing military fighter aircraft in the world. The aircraft's ability to vertically take-off and land, as well as transition to high speed flight make it a potent and versatile weapon with unmatched capabilities in military aerospace. The latest British and American variants have been fitted with advanced radar giving them formidable beyond visual range functions.
Originally developed by British Aerospace (Hawker Siddeley) in the 1950's the first of many prototypes flew in the 1960's. At first the aircraft was not taken seriously but the British Sea Harrier FRS.Mk1 which is informally referred to as the Jump Jet proved to be a very effective and capable aircraft during the Falklands conflict in 1982. The Harrier design is commonly used from aircraft carriers.
Historically it was developed with the intention of having the British RAF deploy it close to the Soviet Union, where its VTOL capabilities would have made it able to operate from make shift facilities such as parking lots or forest clearings and where it would have been less vulnerable to attack. The American AV-8B Harrier showed both its effectiveness and shortcomings during the Gulf War in 1992 and inspired the greatly improved Harrier II plus. The Sea Harrier is a naval strike/air defense fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft.
The Harrier operates from land and sea bases and can carry an array of weapons from conventional missiles and bombs to nuclear ordinance. With an endurance of over 3 hours and a maximum cruise speed of 1065 km/h the Harrier can be deployed very quickly and deliver a punishing array of weapons with precision, in forward flight or in a hover. The primary operators of the newest variants of the harrier are the US Marine Corps and the British Navy. India operates the British FRS.Mk1 version from two of their carriers and Italy and Spain operate the American AV-8B Harrier II plus version primarily in an air defence role.
With more than forty years in service the Harrier has proven itself on the battlefield and has paved the way for its successor to continue the impressive role of the vstol fighter. Known as the Joint Strike Fighter the F-35 lightening has been developed by a consortium of countries to fulfill a number of roles. At least one of the three variants has advanced vstol capabilities and incorporates stealth technology and advanced avionic and weapons systems. The Harrier has shown the world how effective and useful a vstol fighter aircraft can be for military operations and the F-35 lightening will continue its legacy well into the future.
The Harrier is internationally recognised as the predominant vertical short take-off and landing military fighter aircraft in the world. The aircraft's ability to vertically take-off and land, as well as transition to high speed flight make it a potent and versatile weapon with unmatched capabilities in military aerospace. The latest British and American variants have been fitted with advanced radar giving them formidable beyond visual range functions.
Originally developed by British Aerospace (Hawker Siddeley) in the 1950's the first of many prototypes flew in the 1960's. At first the aircraft was not taken seriously but the British Sea Harrier FRS.Mk1 which is informally referred to as the Jump Jet proved to be a very effective and capable aircraft during the Falklands conflict in 1982. The Harrier design is commonly used from aircraft carriers.
Historically it was developed with the intention of having the British RAF deploy it close to the Soviet Union, where its VTOL capabilities would have made it able to operate from make shift facilities such as parking lots or forest clearings and where it would have been less vulnerable to attack. The American AV-8B Harrier showed both its effectiveness and shortcomings during the Gulf War in 1992 and inspired the greatly improved Harrier II plus. The Sea Harrier is a naval strike/air defense fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft.
The Harrier operates from land and sea bases and can carry an array of weapons from conventional missiles and bombs to nuclear ordinance. With an endurance of over 3 hours and a maximum cruise speed of 1065 km/h the Harrier can be deployed very quickly and deliver a punishing array of weapons with precision, in forward flight or in a hover. The primary operators of the newest variants of the harrier are the US Marine Corps and the British Navy. India operates the British FRS.Mk1 version from two of their carriers and Italy and Spain operate the American AV-8B Harrier II plus version primarily in an air defence role.
With more than forty years in service the Harrier has proven itself on the battlefield and has paved the way for its successor to continue the impressive role of the vstol fighter. Known as the Joint Strike Fighter the F-35 lightening has been developed by a consortium of countries to fulfill a number of roles. At least one of the three variants has advanced vstol capabilities and incorporates stealth technology and advanced avionic and weapons systems. The Harrier has shown the world how effective and useful a vstol fighter aircraft can be for military operations and the F-35 lightening will continue its legacy well into the future.
Toy Planes Still Make the Grade
Toy Planes Still Make the Grade
Do you remember playing with toy planes as a child? How if you used your imagination, rather than running, you were flying right alongside your toy airplane. This is a great way to share a piece of your childhood with your children. If you enjoyed this activity as a child, why wouldn't you want to share this with your children?
Often as parents, we are afraid our children won't like the same things we did, because there are more technologically advanced things on the market today, and yet our children will get all kinds of toys with bells and whistles at Christmas time and still have more fun playing with the wrapping paper and boxes than the gifts filling them. Think about this when you wonder about your cherished memories being too lame or old fashioned. After all, how long have cardboard boxes been around?
I always make a point of showing my children the things that had a large impact on my childhood. Whether they enjoy them or not is entirely up to your child, but you can build memories simply through the act of sharing those things. We live in a world where time is such a precious commodity, how could you possibly better spend your time, than sharing fond memories of your childhood with your children, especially the memories of good clean fun.
Toy planes today are far more sophisticated than they were when we were children and yet the old-fashioned wood and rubber band airplanes still exist. And the most amazing thing is that both of them are good sellers even after all these years the traditional toy plane is popular among children and parents as a bonding experience. Toy planes represent freedom, wings, what more beautiful thing can you give a child to play with?
Do you remember playing with toy planes as a child? How if you used your imagination, rather than running, you were flying right alongside your toy airplane. This is a great way to share a piece of your childhood with your children. If you enjoyed this activity as a child, why wouldn't you want to share this with your children?
Often as parents, we are afraid our children won't like the same things we did, because there are more technologically advanced things on the market today, and yet our children will get all kinds of toys with bells and whistles at Christmas time and still have more fun playing with the wrapping paper and boxes than the gifts filling them. Think about this when you wonder about your cherished memories being too lame or old fashioned. After all, how long have cardboard boxes been around?
I always make a point of showing my children the things that had a large impact on my childhood. Whether they enjoy them or not is entirely up to your child, but you can build memories simply through the act of sharing those things. We live in a world where time is such a precious commodity, how could you possibly better spend your time, than sharing fond memories of your childhood with your children, especially the memories of good clean fun.
Toy planes today are far more sophisticated than they were when we were children and yet the old-fashioned wood and rubber band airplanes still exist. And the most amazing thing is that both of them are good sellers even after all these years the traditional toy plane is popular among children and parents as a bonding experience. Toy planes represent freedom, wings, what more beautiful thing can you give a child to play with?
UCC Liens and UCC Judgment Liens
UCC Liens and UCC Judgment Liens
I am a Judgment Broker, not a lawyer, and this article is my opinion, please see a lawyer if you need legal advice.
A UCC (Uniform Commercial Code) lien, either is a general or a specific lien on most business property, and certain kinds of personal property. This lien does not cover real estate property. (Real estate requires a different kind of lien, such as an abstract of judgment, recorded at the county recorder where the property is located.)
A UCC lien can be voluntary, for example, as a condition to getting something financed, or as condition to fulfilling a business contract or obligation.
UCC liens can also be involuntary, for example, when a judgment owner records a lien against both most business property, and some types of the debtor's personal property.
This lien covers business property, but it also covers some kinds of personal property, and may also have some "long shot" advantages.
In California, the UCC lien is called a JL-1, and CCP 697.510-697.670 specifies the types of personal property liened as:
1) Accounts Receivable (If you can prove what someone owes the debtor.)
2) Chattel Paper (Legal papers proving secured ownership of something.)
3) Equipment (Excluding vehicles and vessels registered with the DMV, and Mobile homed or commercial coach registered under Health and Safety Code.)
4) Farm Products.
5) Inventory (Durable goods held for sale by retail merchant with unit value greater than $500 or other inventory that is not held by a retail merchant for sale.)
6) Negotiable Documents of Title (Any written instrument, such as a bill of lading, a warehouse receipt, or an order for the delivery of goods.)
If your debtor owns or is a business, always record a UCC lien. If you know the business assets of the debtor, write them down on the lien. You may get paid when the business is sold or financed. If your debtor is rich and owns an aircraft, register the lien with the FAA in Omaha, and for large boats, register the lien with the Coast Guard.
Most debtors do not own a business, and most do not have much of the kind of personal property that UCC liens cover. However, there are several reasons to consider recording this lien on an average (non-business) judgment debtor:
1) The UCC lien is very easy and cheap, and it costs just $10 and one stamp in California. Recording a UCC lien might annoy, notice, or intimidate some debtors.
2) The lien might get the attention of a lender when the debtor tries to get financing or borrow money.
3) Most UCC liens last five years (they can usually be extended within six months of expiration) and recording one might give you a secured status if the debtor files for bankruptcy (and has assets).
Like most other liens in bankruptcy court, a UCC lien is only a piece of paper unless you can identify and locate specific property encumbered by the lien. (This is why you should write down any known assets of the debtor on the lien.)
UCC liens are obtained from a Secretary Of State (SOS), and each state's SOS is different. It's a good idea to look up and read the laws of your state about personal property liens. Then find your state's SOS office. A good guide to all SOS offices can be found at http://www.coordinatedlegal.com/SecretaryOfState.html
Usually, a court-scheduled debtor exam (called an Order for EXamination - OEX, or a Judgment Debtor Examination - JDX) lien, when personally served on the debtor, is a far better lien on personal property.
OEX/JDX liens are more comprehensive and provide better security as they apply to all non-exempt property of the debtor. Most OEX/JDX liens are only good for one year, but they can be extended with a motion filed before their expiration for good cause. (Or, you can serve the debtor every year with a new OEX/JDX, renewing the lien.
4) If your judgment debtor is lucky enough to win even $500 in the lottery, the Lottery Commission will look at all UCC liens, to determine if the winner owes money. If they do, they will pay the creditors in full before they pay the judgment debtor a single penny.
To record this lien, get the form from the Secretary Of State where your debtor has or may have assets. Complete the form, filling out all the information required, e.g., name of debtor, amount of judgment, etc. Mail it with a check, often $10. When you get the form back, mail a copy of it to the debtor. There is no need to record a UCC lien at the County Recorder.
Existing UCC liens can be used to find clues to debtor's assets. UCC do not usually show bank accounts, unless a bank has a lien for a loan for equipment. Sometimes business debtors will have a bank lien because the debtor took a loan with the bank.
Usually, a UCC lien is not a direct way to get money from the debtor. For example, one would record liens, including the UCC, to lien the debtor's computer equipment. To actually collect, you may have to find out who the business does work for, and get an assignment order for their customers to pay you, instead of the debtor.
When the judgment debt is satisfied, make sure to release the lien, and mail a copy of the UCC lien release to the debtor.
I am a Judgment Broker, not a lawyer, and this article is my opinion, please see a lawyer if you need legal advice.
A UCC (Uniform Commercial Code) lien, either is a general or a specific lien on most business property, and certain kinds of personal property. This lien does not cover real estate property. (Real estate requires a different kind of lien, such as an abstract of judgment, recorded at the county recorder where the property is located.)
A UCC lien can be voluntary, for example, as a condition to getting something financed, or as condition to fulfilling a business contract or obligation.
UCC liens can also be involuntary, for example, when a judgment owner records a lien against both most business property, and some types of the debtor's personal property.
This lien covers business property, but it also covers some kinds of personal property, and may also have some "long shot" advantages.
In California, the UCC lien is called a JL-1, and CCP 697.510-697.670 specifies the types of personal property liened as:
1) Accounts Receivable (If you can prove what someone owes the debtor.)
2) Chattel Paper (Legal papers proving secured ownership of something.)
3) Equipment (Excluding vehicles and vessels registered with the DMV, and Mobile homed or commercial coach registered under Health and Safety Code.)
4) Farm Products.
5) Inventory (Durable goods held for sale by retail merchant with unit value greater than $500 or other inventory that is not held by a retail merchant for sale.)
6) Negotiable Documents of Title (Any written instrument, such as a bill of lading, a warehouse receipt, or an order for the delivery of goods.)
If your debtor owns or is a business, always record a UCC lien. If you know the business assets of the debtor, write them down on the lien. You may get paid when the business is sold or financed. If your debtor is rich and owns an aircraft, register the lien with the FAA in Omaha, and for large boats, register the lien with the Coast Guard.
Most debtors do not own a business, and most do not have much of the kind of personal property that UCC liens cover. However, there are several reasons to consider recording this lien on an average (non-business) judgment debtor:
1) The UCC lien is very easy and cheap, and it costs just $10 and one stamp in California. Recording a UCC lien might annoy, notice, or intimidate some debtors.
2) The lien might get the attention of a lender when the debtor tries to get financing or borrow money.
3) Most UCC liens last five years (they can usually be extended within six months of expiration) and recording one might give you a secured status if the debtor files for bankruptcy (and has assets).
Like most other liens in bankruptcy court, a UCC lien is only a piece of paper unless you can identify and locate specific property encumbered by the lien. (This is why you should write down any known assets of the debtor on the lien.)
UCC liens are obtained from a Secretary Of State (SOS), and each state's SOS is different. It's a good idea to look up and read the laws of your state about personal property liens. Then find your state's SOS office. A good guide to all SOS offices can be found at http://www.coordinatedlegal.com/SecretaryOfState.html
Usually, a court-scheduled debtor exam (called an Order for EXamination - OEX, or a Judgment Debtor Examination - JDX) lien, when personally served on the debtor, is a far better lien on personal property.
OEX/JDX liens are more comprehensive and provide better security as they apply to all non-exempt property of the debtor. Most OEX/JDX liens are only good for one year, but they can be extended with a motion filed before their expiration for good cause. (Or, you can serve the debtor every year with a new OEX/JDX, renewing the lien.
4) If your judgment debtor is lucky enough to win even $500 in the lottery, the Lottery Commission will look at all UCC liens, to determine if the winner owes money. If they do, they will pay the creditors in full before they pay the judgment debtor a single penny.
To record this lien, get the form from the Secretary Of State where your debtor has or may have assets. Complete the form, filling out all the information required, e.g., name of debtor, amount of judgment, etc. Mail it with a check, often $10. When you get the form back, mail a copy of it to the debtor. There is no need to record a UCC lien at the County Recorder.
Existing UCC liens can be used to find clues to debtor's assets. UCC do not usually show bank accounts, unless a bank has a lien for a loan for equipment. Sometimes business debtors will have a bank lien because the debtor took a loan with the bank.
Usually, a UCC lien is not a direct way to get money from the debtor. For example, one would record liens, including the UCC, to lien the debtor's computer equipment. To actually collect, you may have to find out who the business does work for, and get an assignment order for their customers to pay you, instead of the debtor.
When the judgment debt is satisfied, make sure to release the lien, and mail a copy of the UCC lien release to the debtor.
Monday, March 26, 2012
Super Cheap Airplane Tickets - How to Find Cheap Airplane Tickets
Super Cheap Airplane Tickets - How to Find Cheap Airplane Tickets
Super cheap airplane tickets are easy to get when you know the right information. The sad thing is, 99% of people will never know this information. If you ever plan on traveling by air, this article may be the most important thing you read all year! The truth is, airlines are robbing people like you and I of our hard earned money EVERY DAY. Ticket prices are outrageous as is, then we are slapped in the face with baggage fees, taxes, oxygen fees, on and on and on... It all seems so helpless, how can we defeat these greedy airline giants?
It starts with finishing this article! In it, you will learn the secrets only a select few travelers know about saving money when flying.
The first step is to book early. Everyone knows this. What you may not know is what day to buy the ticket- YES it matters what day and even time you buy your ticket. Airlines release the "new" (and cheapest) tickets on a certain day and time. Since most businesses are purchasing tickets between 9am and 5am, avoid purchasing tickets between these times as airlines like to jack up the price (because businesses will pay anything).
Next, book your stay over a weekend. Again, most people will try to fly back on a Sunday. Airlines know this and jack up price accordingly. This trick alone saved me 92$ on a round trip ticket to New Orleans.
Always try to buy tickets after holiday seasons. Airlines typically have huge promotions after holidays to keep their sales up. If you take advantage of this, you will save significant cash. If you are in the military or are a clergyman, present your card when buying tickets and you will typically receive a 5%-10% discount.
Typically, travelers will buy tickets straight from the airlines, or even from a "super cheap airplane ticket" website thinking they are getting the best deals. Yeah, you will be getting the 'best' deal online, but it's not the cheapest ticket available! Always consider talking to a travel agent when buying a ticket. Travel agents have access to significant discounts that they are willing to pass down to you if you know what to say.
Super cheap airplane tickets are easy to get when you know the right information. The sad thing is, 99% of people will never know this information. If you ever plan on traveling by air, this article may be the most important thing you read all year! The truth is, airlines are robbing people like you and I of our hard earned money EVERY DAY. Ticket prices are outrageous as is, then we are slapped in the face with baggage fees, taxes, oxygen fees, on and on and on... It all seems so helpless, how can we defeat these greedy airline giants?
It starts with finishing this article! In it, you will learn the secrets only a select few travelers know about saving money when flying.
The first step is to book early. Everyone knows this. What you may not know is what day to buy the ticket- YES it matters what day and even time you buy your ticket. Airlines release the "new" (and cheapest) tickets on a certain day and time. Since most businesses are purchasing tickets between 9am and 5am, avoid purchasing tickets between these times as airlines like to jack up the price (because businesses will pay anything).
Next, book your stay over a weekend. Again, most people will try to fly back on a Sunday. Airlines know this and jack up price accordingly. This trick alone saved me 92$ on a round trip ticket to New Orleans.
Always try to buy tickets after holiday seasons. Airlines typically have huge promotions after holidays to keep their sales up. If you take advantage of this, you will save significant cash. If you are in the military or are a clergyman, present your card when buying tickets and you will typically receive a 5%-10% discount.
Typically, travelers will buy tickets straight from the airlines, or even from a "super cheap airplane ticket" website thinking they are getting the best deals. Yeah, you will be getting the 'best' deal online, but it's not the cheapest ticket available! Always consider talking to a travel agent when buying a ticket. Travel agents have access to significant discounts that they are willing to pass down to you if you know what to say.
RC Airplane Kits Are Fun
RC Airplane Kits Are Fun
RC airplane kits are way too fun! I mean flying an RC airplane is all about having fun. I remember my first flight, it could not last long enough. The real fun comes in building and flying something that you built. A RC airplane is a pretty simple project that just requires a few tools, some time and some creativity. This is a great way for a father and son or even the whole family to join in and have fun learning to fly. If you are inexperienced I would suggest you look into a RC Airplane kit, RC airplane kits are what is usually called ARF, or almost-ready-to-fly. RTR, or ready-to-fly radio control airplanes require very little effort to get up and going. Just open the box and fly. These airplanes are best for beginners. A lot of these model kits are designed to be easy to control, and help beginners gain flying experience. Once you are done building with some kits, you will find yourself making modification on your own, getting ideas from other models and improving designs.
I would take the time to consider between electric airplane, gas propelled, nitro or nitro methane powered. Some are meant for indoors and some are for outdoors. Some RC airplane kits are made of styrofoam and others are made of balsa wood. Depending on what you are looking for and you experience level, I would start out with a styrofoam construction. The basic characteristics will always be the same but cheaper RC airplane may have only maneuvers of left, right, up and down; most of them come with forward and backwards controls as well.
Radio control Airplane kits are very easy to build and a lot of times take very little skills or tools. The average person can build an Radio control plane in about an hour. When you receive your airplane kit I would start by plugging in the battery while you put the rest together. When starting out it might be best to get a trainer type plane. Starting out I had very few crashes due to the fact that I had a trainer type RC airplane. Nowadays you really don't have to worry so much about crashing, the airplane kits are usually made of very durable material. My first airplane was made of a material called EPP foam, it was basically a strong foam polypropylene. As you fall in love with flying you will probably want to get a more advanced RC airplane kit or even build your own from scratch. Most people start out with a electric airplane kit and then move into a gas powered type plane that have more advanced controls. I really hope you get a plane that fits your experience level if not you might want to due to the fact you do not want to waste your money on a plane that is far to hard to build and fly. That would not be fun. There are a lot of online stores that you can get an RC airplane kit from, I would recommend Hobbytron. They have a great selection of RC airplane kits for the best prices and also have great customer service. A lot of times you can catch them on one of there FREE shipping specials.
Thank you for letting me share with you one of my favorite hobbies. Have fun Flying.
RC airplane kits are way too fun! I mean flying an RC airplane is all about having fun. I remember my first flight, it could not last long enough. The real fun comes in building and flying something that you built. A RC airplane is a pretty simple project that just requires a few tools, some time and some creativity. This is a great way for a father and son or even the whole family to join in and have fun learning to fly. If you are inexperienced I would suggest you look into a RC Airplane kit, RC airplane kits are what is usually called ARF, or almost-ready-to-fly. RTR, or ready-to-fly radio control airplanes require very little effort to get up and going. Just open the box and fly. These airplanes are best for beginners. A lot of these model kits are designed to be easy to control, and help beginners gain flying experience. Once you are done building with some kits, you will find yourself making modification on your own, getting ideas from other models and improving designs.
I would take the time to consider between electric airplane, gas propelled, nitro or nitro methane powered. Some are meant for indoors and some are for outdoors. Some RC airplane kits are made of styrofoam and others are made of balsa wood. Depending on what you are looking for and you experience level, I would start out with a styrofoam construction. The basic characteristics will always be the same but cheaper RC airplane may have only maneuvers of left, right, up and down; most of them come with forward and backwards controls as well.
Radio control Airplane kits are very easy to build and a lot of times take very little skills or tools. The average person can build an Radio control plane in about an hour. When you receive your airplane kit I would start by plugging in the battery while you put the rest together. When starting out it might be best to get a trainer type plane. Starting out I had very few crashes due to the fact that I had a trainer type RC airplane. Nowadays you really don't have to worry so much about crashing, the airplane kits are usually made of very durable material. My first airplane was made of a material called EPP foam, it was basically a strong foam polypropylene. As you fall in love with flying you will probably want to get a more advanced RC airplane kit or even build your own from scratch. Most people start out with a electric airplane kit and then move into a gas powered type plane that have more advanced controls. I really hope you get a plane that fits your experience level if not you might want to due to the fact you do not want to waste your money on a plane that is far to hard to build and fly. That would not be fun. There are a lot of online stores that you can get an RC airplane kit from, I would recommend Hobbytron. They have a great selection of RC airplane kits for the best prices and also have great customer service. A lot of times you can catch them on one of there FREE shipping specials.
Thank you for letting me share with you one of my favorite hobbies. Have fun Flying.
Small Jet Plane You Can Have
Small Jet Plane You Can Have
Traveling is much more convenient if you have a plane of your own. It can bring you to places where you want to go without so much hassle. If you have a plane of your own, you will be able to fly anytime you want for as long as the airport is ready and the weather is good. A lot of planes can be found in the market these days. Buying one that can match your need is surely a good idea. You have to know that aside from the big planes that you can see, there are small jets also. Very Light Jets or VLJ can now be bought from the market. In choosing the best one that you can buy, there are some tips that you need to remember all the time.
SEATING CAPACITY
The first thing that you will have to consider is the seating capacity of the plane that you will buy. Ascertain how many people can usually go with you as you travel to different destinations. Be sure so that you will be able to buy the jet plane that can accommodate all of you. There are jets that can accommodate up to 10 people.
MILES AWAY
These jets can only fly for a limited distance since the engine compartment can only contain limited amount of fuel. It is very important that you get the plane that can bring you to your destination safely. To do it, be sure about the distance that it can go without refueling at all. There are jets that can travel as far as 2000 miles. Though you will also find jets that can only go for 1000 miles.'
NEW OR USED
You have to know that there are new and used jets that you will see in the market these days. You have to be sure on what type you will get. The new jets can cost more but you are assured that you will get one that is really efficient. But you can get used jets at cheaper prices. Decide on this matter so that you will be able to narrow down your choices.
SOURCE AND PRICE
One thing that you need to do is to contact the dealers of the plane. In doing so, you will be able to ask them important information that can be the basis of the choices that you will make. There are even online sites that can guide in your choices so you need to browse the internet too. Do not forget to set the budget for the jet that you will buy. Setting the budget means that you will be able to narrow down your choices and you will only get those that you can certainly afford.
As much as possible, you have to keep the tips in mind for you to be guided well on the factors that you will consider. Make sure that you instill them in your mind all the time. These will surely lead you to the best jet in town.
Traveling is much more convenient if you have a plane of your own. It can bring you to places where you want to go without so much hassle. If you have a plane of your own, you will be able to fly anytime you want for as long as the airport is ready and the weather is good. A lot of planes can be found in the market these days. Buying one that can match your need is surely a good idea. You have to know that aside from the big planes that you can see, there are small jets also. Very Light Jets or VLJ can now be bought from the market. In choosing the best one that you can buy, there are some tips that you need to remember all the time.
SEATING CAPACITY
The first thing that you will have to consider is the seating capacity of the plane that you will buy. Ascertain how many people can usually go with you as you travel to different destinations. Be sure so that you will be able to buy the jet plane that can accommodate all of you. There are jets that can accommodate up to 10 people.
MILES AWAY
These jets can only fly for a limited distance since the engine compartment can only contain limited amount of fuel. It is very important that you get the plane that can bring you to your destination safely. To do it, be sure about the distance that it can go without refueling at all. There are jets that can travel as far as 2000 miles. Though you will also find jets that can only go for 1000 miles.'
NEW OR USED
You have to know that there are new and used jets that you will see in the market these days. You have to be sure on what type you will get. The new jets can cost more but you are assured that you will get one that is really efficient. But you can get used jets at cheaper prices. Decide on this matter so that you will be able to narrow down your choices.
SOURCE AND PRICE
One thing that you need to do is to contact the dealers of the plane. In doing so, you will be able to ask them important information that can be the basis of the choices that you will make. There are even online sites that can guide in your choices so you need to browse the internet too. Do not forget to set the budget for the jet that you will buy. Setting the budget means that you will be able to narrow down your choices and you will only get those that you can certainly afford.
As much as possible, you have to keep the tips in mind for you to be guided well on the factors that you will consider. Make sure that you instill them in your mind all the time. These will surely lead you to the best jet in town.
The Most Common Causes of Small Aircraft Accidents
The Most Common Causes of Small Aircraft Accidents
Many people have deep rooted fears of flying. Some people even refuse to ever put a foot on a jet plane and instead choose to drive very long distances instead if they have to be somewhere. The ironic thing about avoiding flying on a large plane is that you are statistically far more likely to die in a car accident, especially if you are travelling great distances in short amounts of time as when traveling. The only time when fear of flying is actually rational is when flying in small aircrafts.
While it is very unlikely that you will be in an accident while traveling on a large plane, if you frequently take out or ride in small aircrafts, the likelihood of a serious injury or death is relatively large. Because operating a small aircraft is so inherently dangerous, only the most astute pilots should do it. The slightest error on the part of a pilot can lead to a deadly crash. The most common cause of airplane accidents are pilot error and a pilot who engages in negligent behavior that results in a plane crash can be sued in a personal injury lawsuit for injury or wrongful death if a passenger is hurt, or if, in the case of a airplane on airplane collision, anyone in the opposing aircraft is injured or killed.
Why Airplane Accidents Happen
The most common reasons for airplane crashes resulting in serious injury or death include:
• Pilot error-this includes bad decision making on the part of the pilot when it comes to things such as bad weather, landing or checking for air traffic
• Faulty equipment-it is up to the owner of the plane to ensure that the equipment on the plane is up to part before it is taken out
• Violations of FAA regulations-these regulations are in place to keep everyone in the air and on the ground safe and should be followed very closely
• Design or structural problems-this is often a problem with plane owners who choose to fix their own planes or built their own planes rather than hiring a professional
• Air traffic controller error
• Third party carrier negligence
• Maintenance or repair negligence
• Fueling error
To find out more about small aircraft accidents and negligent pilots, visit the website of the St. Petersburg airplane accident lawyers of Beltz & Ruth, P.A.
Many people have deep rooted fears of flying. Some people even refuse to ever put a foot on a jet plane and instead choose to drive very long distances instead if they have to be somewhere. The ironic thing about avoiding flying on a large plane is that you are statistically far more likely to die in a car accident, especially if you are travelling great distances in short amounts of time as when traveling. The only time when fear of flying is actually rational is when flying in small aircrafts.
While it is very unlikely that you will be in an accident while traveling on a large plane, if you frequently take out or ride in small aircrafts, the likelihood of a serious injury or death is relatively large. Because operating a small aircraft is so inherently dangerous, only the most astute pilots should do it. The slightest error on the part of a pilot can lead to a deadly crash. The most common cause of airplane accidents are pilot error and a pilot who engages in negligent behavior that results in a plane crash can be sued in a personal injury lawsuit for injury or wrongful death if a passenger is hurt, or if, in the case of a airplane on airplane collision, anyone in the opposing aircraft is injured or killed.
Why Airplane Accidents Happen
The most common reasons for airplane crashes resulting in serious injury or death include:
• Pilot error-this includes bad decision making on the part of the pilot when it comes to things such as bad weather, landing or checking for air traffic
• Faulty equipment-it is up to the owner of the plane to ensure that the equipment on the plane is up to part before it is taken out
• Violations of FAA regulations-these regulations are in place to keep everyone in the air and on the ground safe and should be followed very closely
• Design or structural problems-this is often a problem with plane owners who choose to fix their own planes or built their own planes rather than hiring a professional
• Air traffic controller error
• Third party carrier negligence
• Maintenance or repair negligence
• Fueling error
To find out more about small aircraft accidents and negligent pilots, visit the website of the St. Petersburg airplane accident lawyers of Beltz & Ruth, P.A.
Sunday, March 25, 2012
The Sikorsky S-92
The Sikorsky S-92
The S-92 is Sikorsky Helicopters newest aircraft. It's a medium lift, twin engine helicopter that is an evolution of the H-60/70 series presently in service with the Army, Navy and Coast Guard. The S-92 was designed with civil and military operators in mind. Its missions include corporate shuttle, offshore oil support, transporting dignitaries and VIPs, law enforcement, and search and rescue.
Because of the wide range of missions, the civil version can be can be ordered in two different configurations, a transport version and a utility version. The transport version has an interior cabin similar to an airliner. It has 19 seats and is very spacious with a six-foot ceiling. It's able to carry 19 passengers a range of 400 miles. The utility version has 22 side facing seats, a large rear cargo door/ramp for loading/unloading and is able to carry three airline style LD-3 containers with additional storage being available in the vicinity of the aft ramp compartment. Both versions are powered by two FADEC (full authority digital engine control) equipped General Electric CT7-8 turbo shaft engines.
The military version is called the H-92 Superhawk. It has more powerful engines and can be configured for specific mission requirements. For example, the search and rescue variant has space for seats, auxiliary fuel, litters, and SAR and emergency equipment.
The S-92 has an airframe built 40% from composite materials, the remaining 60% being metal. It has a four bladed main rotor with a tip that is swept back and angled downward to reduce noise and increase lift. The S-92 retains and improves the safety features of its parent the BlackHawk. It incorporates bird strike tolerance and engine burst containment. It uses an active vibration control system to ensure a comfortable flight. The low flight deck and cabin acoustic levels will allow for a quieter more relaxing ride.
The cockpit offers superb visibility for a helicopter of this size. The S-92 uses a Rockwell Collins glass cockpit, a very capable dual, four-axis automatic flight control system (autopilot) and an Avionics Management System (AMS). The glass cockpit contains a maintenance data computer and four LCD displays. The system allows the crew to more efficiently manage flight and navigation data, engine and systems operations, weather radar and terrain information.
The S-92 has a crew of two pilots. It has a maximum speed of 190 mph and a service ceiling of 15,000 ft.
The S-92 first flew in December of 1998. It received FAA certification in December 2002 and the first aircraft was delivered to PHI (Petroleum Helicopters Inc.) in September of 2004.
The S-92 has been purchased by a number of different companies in a variety of industries. Its ability to perform a wide variety of missions will keep it in demand far into this century.
The S-92 is Sikorsky Helicopters newest aircraft. It's a medium lift, twin engine helicopter that is an evolution of the H-60/70 series presently in service with the Army, Navy and Coast Guard. The S-92 was designed with civil and military operators in mind. Its missions include corporate shuttle, offshore oil support, transporting dignitaries and VIPs, law enforcement, and search and rescue.
Because of the wide range of missions, the civil version can be can be ordered in two different configurations, a transport version and a utility version. The transport version has an interior cabin similar to an airliner. It has 19 seats and is very spacious with a six-foot ceiling. It's able to carry 19 passengers a range of 400 miles. The utility version has 22 side facing seats, a large rear cargo door/ramp for loading/unloading and is able to carry three airline style LD-3 containers with additional storage being available in the vicinity of the aft ramp compartment. Both versions are powered by two FADEC (full authority digital engine control) equipped General Electric CT7-8 turbo shaft engines.
The military version is called the H-92 Superhawk. It has more powerful engines and can be configured for specific mission requirements. For example, the search and rescue variant has space for seats, auxiliary fuel, litters, and SAR and emergency equipment.
The S-92 has an airframe built 40% from composite materials, the remaining 60% being metal. It has a four bladed main rotor with a tip that is swept back and angled downward to reduce noise and increase lift. The S-92 retains and improves the safety features of its parent the BlackHawk. It incorporates bird strike tolerance and engine burst containment. It uses an active vibration control system to ensure a comfortable flight. The low flight deck and cabin acoustic levels will allow for a quieter more relaxing ride.
The cockpit offers superb visibility for a helicopter of this size. The S-92 uses a Rockwell Collins glass cockpit, a very capable dual, four-axis automatic flight control system (autopilot) and an Avionics Management System (AMS). The glass cockpit contains a maintenance data computer and four LCD displays. The system allows the crew to more efficiently manage flight and navigation data, engine and systems operations, weather radar and terrain information.
The S-92 has a crew of two pilots. It has a maximum speed of 190 mph and a service ceiling of 15,000 ft.
The S-92 first flew in December of 1998. It received FAA certification in December 2002 and the first aircraft was delivered to PHI (Petroleum Helicopters Inc.) in September of 2004.
The S-92 has been purchased by a number of different companies in a variety of industries. Its ability to perform a wide variety of missions will keep it in demand far into this century.
The Best Remote Control Airplanes Manufacturers
The Best Remote Control Airplanes Manufacturers
Remote control aircraft flying is a hobby with a growing number of enthusiasts worldwide. The assembling of miniature aircraft and flying are challenging and invigorating to flyers. Manufacturers of these RC planes take great efforts in providing better products and services. ParkZone (Horizon Hobby), GWS and Great Planes Model Manufacturing are just three of the best remote control airplanes manufacturers that come up with innovations on radio systems, materials and product features. These companies produce traditional RC planes; assembled as purchased, ready to fly (RTF) models and new innovations such as bind-n-fly or BNF. They offer state of the art planes as well as beginner friendly models that encourage practice flying at small contained areas.
ParkZone is the brand name of Horizon Hobby, manufacturer of models such as Slow-V and P51-D Mustang. These are widely acknowledged RC planes for their features and looks. Slow-V is a ready to fly type that is designed for beginners, to get the feel of flying. Another ParkZone innovation is the Bind-N-Fly or BNF types. These are for hobbyists who already have transmitters. This let owners of spectrum transmitters to bind or connect their existing system to the RC plane and receiver crystal without the extra cost. ParkZone was voted as one of the best remote control airplanes manufacturers by retailers for coming up with models that features high detailed scale features, removable landing gear, add-ons and upgrades.
One of the best remote control airplanes manufacturers is GWS or Grand Wing Servo-Tech, also known as Grand Wing System in the US. It is a Taiwanese company that makes remote control aircrafts and accessories. It has its own line of electric motors, servos, radio systems and gyros. Grand Wing System in the US caters to the distribution of GSW-Taiwan products in North America. Product line includes the popular GWS slow stick which is a favorite of beginners and intermediate flyers alike. Its compact design and low speed feature makes it one of the best RC plane for novice flyers. GWS Tiger Moth made history as it was flown and shown to every state in the US, starting from Thonotosassa, Florida to Honolulu Hawaii. The Academy of Model Aeronautics acknowledged this feat by receiving and putting this Tiger Moth including its flight log book into the National Model Aviation Museum in Indiana.
Great Planes is one of the best remote control airplanes manufacturers, which came from the humble beginnings at Champaign, Illinois. It was founded by Don Anderson, who at the time was a mechanical engineer and flying enthusiast. Dissatisfaction with model aircrafts at the time urged him to build his own line of RC airplanes. It is the first company of its type to produce machines that uses computer aided drafting to make airframes with interlocked construction. It also has its own line of hardware and accessories for RC aircrafts.
The best remote control airplanes manufacturers produce top of the line products which caters from beginners to advanced flyers. Their research and development teams consist of hobbyist and expert flyers. Because these companies know that in order to stay on top they have to come up with features that elevate the hobby and sport to new levels.
Remote control aircraft flying is a hobby with a growing number of enthusiasts worldwide. The assembling of miniature aircraft and flying are challenging and invigorating to flyers. Manufacturers of these RC planes take great efforts in providing better products and services. ParkZone (Horizon Hobby), GWS and Great Planes Model Manufacturing are just three of the best remote control airplanes manufacturers that come up with innovations on radio systems, materials and product features. These companies produce traditional RC planes; assembled as purchased, ready to fly (RTF) models and new innovations such as bind-n-fly or BNF. They offer state of the art planes as well as beginner friendly models that encourage practice flying at small contained areas.
ParkZone is the brand name of Horizon Hobby, manufacturer of models such as Slow-V and P51-D Mustang. These are widely acknowledged RC planes for their features and looks. Slow-V is a ready to fly type that is designed for beginners, to get the feel of flying. Another ParkZone innovation is the Bind-N-Fly or BNF types. These are for hobbyists who already have transmitters. This let owners of spectrum transmitters to bind or connect their existing system to the RC plane and receiver crystal without the extra cost. ParkZone was voted as one of the best remote control airplanes manufacturers by retailers for coming up with models that features high detailed scale features, removable landing gear, add-ons and upgrades.
One of the best remote control airplanes manufacturers is GWS or Grand Wing Servo-Tech, also known as Grand Wing System in the US. It is a Taiwanese company that makes remote control aircrafts and accessories. It has its own line of electric motors, servos, radio systems and gyros. Grand Wing System in the US caters to the distribution of GSW-Taiwan products in North America. Product line includes the popular GWS slow stick which is a favorite of beginners and intermediate flyers alike. Its compact design and low speed feature makes it one of the best RC plane for novice flyers. GWS Tiger Moth made history as it was flown and shown to every state in the US, starting from Thonotosassa, Florida to Honolulu Hawaii. The Academy of Model Aeronautics acknowledged this feat by receiving and putting this Tiger Moth including its flight log book into the National Model Aviation Museum in Indiana.
Great Planes is one of the best remote control airplanes manufacturers, which came from the humble beginnings at Champaign, Illinois. It was founded by Don Anderson, who at the time was a mechanical engineer and flying enthusiast. Dissatisfaction with model aircrafts at the time urged him to build his own line of RC airplanes. It is the first company of its type to produce machines that uses computer aided drafting to make airframes with interlocked construction. It also has its own line of hardware and accessories for RC aircrafts.
The best remote control airplanes manufacturers produce top of the line products which caters from beginners to advanced flyers. Their research and development teams consist of hobbyist and expert flyers. Because these companies know that in order to stay on top they have to come up with features that elevate the hobby and sport to new levels.
Want to Buy an Aircraft? Here Are Tips on What to Look For
Want to Buy an Aircraft? Here Are Tips on What to Look For
If you want to purchase an airplane then you need to do some research beforehand. In order to make a smart decision, you'll need a few tips for getting started. Even if you just want a small plane, and don't plan on spending that much money, you still need to take precautions before making your decision. Just as you would shop around before buying a car, you should also do the same when looking into aircraft sales. Actually, you should spend even more time in choosing your aircraft. To begin with, you need to ask yourself the following questions:
o What type of aircraft do you want to buy?
o Why do you even want one in the first place?
o What insurance and endorsements will you need in order to fly your plane legally?
o If you also want to buy aircraft equipment and tools, what all will you need?
o How often do you plane on flying?
o Where do you plan on flying to?
Answer these questions to narrow down your search. Once you have a pretty good idea about what you want and need, you can begin searching for your dream plane. Consult with your flight instructor and an unbiased inspector and ask them to help you find the best aircraft sale. Having professional assistance is essential, as they will be able to inspect the aircraft for you and offer you advice.
The mechanic you consult with should be one with an Inspector Authorization. He or she will be qualified for inspecting the aircraft during the pre-purchase period. If you can, make sure you are present during the inspection. That way you'll be able to view any problems firsthand before you buy the aircraft. There will more than likely be some kind of cosmetic flaws, if nothing else, and you need to know exactly what you're getting yourself into.
There are, however, a few flaws that will make the plane more trouble than what it's worth. Never go through with the transaction if you can't get a detailed history of the aircraft. Once you get a hold of all the damage history for the aircraft on sale, you need to look for the following: any major corrosion, incomplete logs, low compression, and wing-spar cracks. Also, if there are any missing logs or undocumented alterations, you should stay away from the plane and look elsewhere for one. If the damage is so bad that you'll have to use more money to buy aircraft equipment than the aircraft itself, then you need to take your business elsewhere.
If you want to purchase an airplane then you need to do some research beforehand. In order to make a smart decision, you'll need a few tips for getting started. Even if you just want a small plane, and don't plan on spending that much money, you still need to take precautions before making your decision. Just as you would shop around before buying a car, you should also do the same when looking into aircraft sales. Actually, you should spend even more time in choosing your aircraft. To begin with, you need to ask yourself the following questions:
o What type of aircraft do you want to buy?
o Why do you even want one in the first place?
o What insurance and endorsements will you need in order to fly your plane legally?
o If you also want to buy aircraft equipment and tools, what all will you need?
o How often do you plane on flying?
o Where do you plan on flying to?
Answer these questions to narrow down your search. Once you have a pretty good idea about what you want and need, you can begin searching for your dream plane. Consult with your flight instructor and an unbiased inspector and ask them to help you find the best aircraft sale. Having professional assistance is essential, as they will be able to inspect the aircraft for you and offer you advice.
The mechanic you consult with should be one with an Inspector Authorization. He or she will be qualified for inspecting the aircraft during the pre-purchase period. If you can, make sure you are present during the inspection. That way you'll be able to view any problems firsthand before you buy the aircraft. There will more than likely be some kind of cosmetic flaws, if nothing else, and you need to know exactly what you're getting yourself into.
There are, however, a few flaws that will make the plane more trouble than what it's worth. Never go through with the transaction if you can't get a detailed history of the aircraft. Once you get a hold of all the damage history for the aircraft on sale, you need to look for the following: any major corrosion, incomplete logs, low compression, and wing-spar cracks. Also, if there are any missing logs or undocumented alterations, you should stay away from the plane and look elsewhere for one. If the damage is so bad that you'll have to use more money to buy aircraft equipment than the aircraft itself, then you need to take your business elsewhere.
Saturday, March 24, 2012
Stealth Fighter Radar - How to Avoid Compromising a Fighter's Position
Stealth Fighter Radar - How to Avoid Compromising a Fighter's Position
To begin with things very clear, fighter radars are not only what the main people think they are. Supposedly, just a way to detect enemy aircraft. That's not a bad understanding, but it needs to be complemented saying that if you detect an enemy aircraft with your fighter radar, the enemy aircraft will automatically detect you.
A fighter radar is just some waves sent in the air. This waves get reflected on an object like a plane, and come back to your plane where they are detected by sensors and analyzed to determine position, speed, direction of flight, and even kind of aircraft located. As an aircraft needs to have sensors to detect its own reflected waves, it also will detect any ways that are sent to it. This is the reason why when sending waves to detect an aircraft will automatically reveal our position.
This has even another problem. A fighter radar has a certain range of detection. This is the distance in which the waves can travel in one way, get reflected, and come back with the strength enough as to provide a signal in the pilot's screen. In this way, we can say that the aircraft that a radar can effectively detect can be placed up to 100 miles, to set an example. But the problem is that all other aircraft placed between 100 miles and 200 miles will be alerted of our presence, but we will never know about their presence.
All this reasoning brings to a conclusion. There is a need to take advantage of this situation, and this is how the active and passive fighter radars were created. An active fighter radar is the one that actively sends waves in order to detect anything placed within its effective range. A passive fighter radar is a listening one. It simply waits to receive waves from all the airplanes around that are using their active radars. This combined with a strong stealth condition can guide an aircraft to his enemy without even being detected.
Unfortunately, not in all combat situation this is a possibility. Normally the strategy involves to use the passive radar to approach targets, but when it is time to engage and fire, the active fighter radar sometimes must be switched on in order to allow the missile to get the information and follow it. Some missiles need the guidance of the airplane's radar until they hit the target, which compromises heavily the aircraft's position. Recently, many missiles have been developed in which you simply can fire and forget. Switch for a few seconds to active radar, pass the information to the missile, fire and switch off the active radar.
Combining this methodology with a change of direction, speed and altitude just after the launch of the missile gives always the less compromise to the position of the plane. In any case, compromising the position of the plane for a few seconds is always necessary when firing, as it involves a extreme heat that infrared detectors can locate, and with stealth fighters like the F22 Stealth Fighter, it involves the opening of doors that get the Radar Cross Section extremely enlarged.
To begin with things very clear, fighter radars are not only what the main people think they are. Supposedly, just a way to detect enemy aircraft. That's not a bad understanding, but it needs to be complemented saying that if you detect an enemy aircraft with your fighter radar, the enemy aircraft will automatically detect you.
A fighter radar is just some waves sent in the air. This waves get reflected on an object like a plane, and come back to your plane where they are detected by sensors and analyzed to determine position, speed, direction of flight, and even kind of aircraft located. As an aircraft needs to have sensors to detect its own reflected waves, it also will detect any ways that are sent to it. This is the reason why when sending waves to detect an aircraft will automatically reveal our position.
This has even another problem. A fighter radar has a certain range of detection. This is the distance in which the waves can travel in one way, get reflected, and come back with the strength enough as to provide a signal in the pilot's screen. In this way, we can say that the aircraft that a radar can effectively detect can be placed up to 100 miles, to set an example. But the problem is that all other aircraft placed between 100 miles and 200 miles will be alerted of our presence, but we will never know about their presence.
All this reasoning brings to a conclusion. There is a need to take advantage of this situation, and this is how the active and passive fighter radars were created. An active fighter radar is the one that actively sends waves in order to detect anything placed within its effective range. A passive fighter radar is a listening one. It simply waits to receive waves from all the airplanes around that are using their active radars. This combined with a strong stealth condition can guide an aircraft to his enemy without even being detected.
Unfortunately, not in all combat situation this is a possibility. Normally the strategy involves to use the passive radar to approach targets, but when it is time to engage and fire, the active fighter radar sometimes must be switched on in order to allow the missile to get the information and follow it. Some missiles need the guidance of the airplane's radar until they hit the target, which compromises heavily the aircraft's position. Recently, many missiles have been developed in which you simply can fire and forget. Switch for a few seconds to active radar, pass the information to the missile, fire and switch off the active radar.
Combining this methodology with a change of direction, speed and altitude just after the launch of the missile gives always the less compromise to the position of the plane. In any case, compromising the position of the plane for a few seconds is always necessary when firing, as it involves a extreme heat that infrared detectors can locate, and with stealth fighters like the F22 Stealth Fighter, it involves the opening of doors that get the Radar Cross Section extremely enlarged.
The Value of Aircraft Cabin Design Mock-Ups
The Value of Aircraft Cabin Design Mock-Ups
The explosion of air passenger traffic through the 1960s demanded that manufacturers develop large aircraft fabrication operations. Gradually, European firms which were on a national scale only found that they could not compete. The enormous size of the domestic US market for passenger aircraft gave the advantage to the USA. European collaboration was the response to this. Little changed as far as the advantage was concerned throughout 30 years of passenger aviation, until, that is, the Airbus A3XX project.
At first everyone involved needed imagination to know the true scale of what they were involved in with the A3XX. This applied equally to engineers, designers, suppliers, and also, the airlines. It was in the winter of 1999-2000 everything changed, as the first A3XX design mock-ups started arriving in sections by truck at Toulouse. Made by a local supplier, SefcaQueutelot, these design mock-ups were the upper-deck section and later, a full-length, full-diameter representative cross section, including main deck and lower cargo hold.
When installed in a new mockup centre adjacent to the Airbus headquarters building at Toulouse, the cabin design mock-ups gave airline customers, in particular, a real life impression of what they were being offered or what they may have already bought. Various interior cabin design mock-ups and features, some of them future options not yet finalized, were also in due course displayed among the design mock-ups collection, which eventually included the A300-600, A330-200, A340-600, and the narrow-body A319, A320, and A321.
Interior aircraft configurations cover cabins and galleys, as well as seating solutions. Going hand-in-hand with complete interior design services, preliminary and in-detail design of interior equipment and installation is an integral part of the process. System designers optimize system solutions by performing layout integration tasks and feasibility studies. They strive for improved galley flexibility, which gives airlines a wider range of options for galley positioning, while minimizing total aircraft weight.
Mock-up development goes from concept level through to the CAD model and beyond. This includes design in CATIA V5, creation of life-sized prototype parts, then creation of CNC manufactured parts.
Aircraft cabin design mock-ups allow system integration (cooling, electrics, lighting, water and waste), integration of monuments, interface management to aircraft on-board systems, certification according to EASA 21J (Design), 21G (production) and local airworthiness requirements.
The payoff came when, aware of the need to keep the momentum going, the supervisory board authorised Managing Director Noel Forgeard in December 1999 to begin touring airlines to ask them for letters of support to gauge market demand. Assuming that sufficient commitments could be obtained, the outline plan was to speed the delayed A3XX schedule and target middle of year 2000 for the commercial launch.
Although the 1990s had turned out to be a difficult time to launch the project, the culmination of the decade was a watershed time for Airbus and its dream of market parity with Boeing. As the 1999 numbers were counted up, it became clear that Airbus had not only completely outsold its rival, but had also ended the year with 48 percent of the total number of undelivered new aircraft on firm order backlog. This must have been a great incentive for Forgeard as he left on his quest for signed letters of support.
The explosion of air passenger traffic through the 1960s demanded that manufacturers develop large aircraft fabrication operations. Gradually, European firms which were on a national scale only found that they could not compete. The enormous size of the domestic US market for passenger aircraft gave the advantage to the USA. European collaboration was the response to this. Little changed as far as the advantage was concerned throughout 30 years of passenger aviation, until, that is, the Airbus A3XX project.
At first everyone involved needed imagination to know the true scale of what they were involved in with the A3XX. This applied equally to engineers, designers, suppliers, and also, the airlines. It was in the winter of 1999-2000 everything changed, as the first A3XX design mock-ups started arriving in sections by truck at Toulouse. Made by a local supplier, SefcaQueutelot, these design mock-ups were the upper-deck section and later, a full-length, full-diameter representative cross section, including main deck and lower cargo hold.
When installed in a new mockup centre adjacent to the Airbus headquarters building at Toulouse, the cabin design mock-ups gave airline customers, in particular, a real life impression of what they were being offered or what they may have already bought. Various interior cabin design mock-ups and features, some of them future options not yet finalized, were also in due course displayed among the design mock-ups collection, which eventually included the A300-600, A330-200, A340-600, and the narrow-body A319, A320, and A321.
Interior aircraft configurations cover cabins and galleys, as well as seating solutions. Going hand-in-hand with complete interior design services, preliminary and in-detail design of interior equipment and installation is an integral part of the process. System designers optimize system solutions by performing layout integration tasks and feasibility studies. They strive for improved galley flexibility, which gives airlines a wider range of options for galley positioning, while minimizing total aircraft weight.
Mock-up development goes from concept level through to the CAD model and beyond. This includes design in CATIA V5, creation of life-sized prototype parts, then creation of CNC manufactured parts.
Aircraft cabin design mock-ups allow system integration (cooling, electrics, lighting, water and waste), integration of monuments, interface management to aircraft on-board systems, certification according to EASA 21J (Design), 21G (production) and local airworthiness requirements.
The payoff came when, aware of the need to keep the momentum going, the supervisory board authorised Managing Director Noel Forgeard in December 1999 to begin touring airlines to ask them for letters of support to gauge market demand. Assuming that sufficient commitments could be obtained, the outline plan was to speed the delayed A3XX schedule and target middle of year 2000 for the commercial launch.
Although the 1990s had turned out to be a difficult time to launch the project, the culmination of the decade was a watershed time for Airbus and its dream of market parity with Boeing. As the 1999 numbers were counted up, it became clear that Airbus had not only completely outsold its rival, but had also ended the year with 48 percent of the total number of undelivered new aircraft on firm order backlog. This must have been a great incentive for Forgeard as he left on his quest for signed letters of support.
The Isle of Man Aviation Register
The Isle of Man Aviation Register
Who is it for?
The Isle of Man aviation register opened for business in March 2007. Designed to attract owners of private, non-commercial aircraft in Europe, it intends to build an enviable portfolio of registrations. Latest estimates project that 10,000 new 5-8 seat private jets, weighing under 10,000lbs/4,540kg will be built by 2015. It is principally this type of aircraft owner which the register has set out to attract.
Why the Isle of Man?
Europe needed an offshore registry to take care of the steadily increasing number of European owned aircraft. The only other offshore registries are in the Caribbean, in Aruba, Bermuda and Cayman. For Europeans those locations bring unnecessary challenges, chiefly time zone differences. The Isle of Man offers:
o A convenient European location
o Stable government
o A high quality underpinning legal system
o The availability of strong, professional corporate service providers
What options are there for ownership?
There are several options available though there would be a need to take a view on individual circumstances.
However, one of the most likely scenarios is for the aircraft to be owned by a purpose trust, which may, in turn, be owned by an individual or a trust.
What is the taxation position?
Provided that the structure's business is limited to aircraft or ship ownership, there will be zero Isle of Man tax to pay even if the craft is available for charter.
VAT
Aircraft have a qualifying weight, which dictates VAT treatment of the purchase, sale and charter of the aircraft. This qualifying take-off weight is 8,000 kilos.
Aircraft with a take-off weight of less than 8,000 kilos
The purchase, sale and charter of aircraft are standard-rated and therefore VAT at 17.5 per cent must be charged if the purchase, sale and charter take place in the Isle of Man or UK.
If the purchase, sale or charter takes place in another EU member state there may be a requirement to register for VAT in that EU member state.
Aircraft with a take-off weight of 8,000 kilos or more
The purchase, sale and charter of aircraft are zero-rated and therefore VAT at 0 per cent is applicable if the purchase, sale and charter take place in the Isle of Man or UK.
Once again if the purchase, sale or charter takes place in another EU member state there may be a requirement to register for VAT in that EU member state. As in the case of a yacht owning company it may only be VAT registered if the aircraft is to be chartered.
Who is it for?
The Isle of Man aviation register opened for business in March 2007. Designed to attract owners of private, non-commercial aircraft in Europe, it intends to build an enviable portfolio of registrations. Latest estimates project that 10,000 new 5-8 seat private jets, weighing under 10,000lbs/4,540kg will be built by 2015. It is principally this type of aircraft owner which the register has set out to attract.
Why the Isle of Man?
Europe needed an offshore registry to take care of the steadily increasing number of European owned aircraft. The only other offshore registries are in the Caribbean, in Aruba, Bermuda and Cayman. For Europeans those locations bring unnecessary challenges, chiefly time zone differences. The Isle of Man offers:
o A convenient European location
o Stable government
o A high quality underpinning legal system
o The availability of strong, professional corporate service providers
What options are there for ownership?
There are several options available though there would be a need to take a view on individual circumstances.
However, one of the most likely scenarios is for the aircraft to be owned by a purpose trust, which may, in turn, be owned by an individual or a trust.
What is the taxation position?
Provided that the structure's business is limited to aircraft or ship ownership, there will be zero Isle of Man tax to pay even if the craft is available for charter.
VAT
Aircraft have a qualifying weight, which dictates VAT treatment of the purchase, sale and charter of the aircraft. This qualifying take-off weight is 8,000 kilos.
Aircraft with a take-off weight of less than 8,000 kilos
The purchase, sale and charter of aircraft are standard-rated and therefore VAT at 17.5 per cent must be charged if the purchase, sale and charter take place in the Isle of Man or UK.
If the purchase, sale or charter takes place in another EU member state there may be a requirement to register for VAT in that EU member state.
Aircraft with a take-off weight of 8,000 kilos or more
The purchase, sale and charter of aircraft are zero-rated and therefore VAT at 0 per cent is applicable if the purchase, sale and charter take place in the Isle of Man or UK.
Once again if the purchase, sale or charter takes place in another EU member state there may be a requirement to register for VAT in that EU member state. As in the case of a yacht owning company it may only be VAT registered if the aircraft is to be chartered.
What Is Was Like to Be Aboard an Aircraft Carrier
What Is Was Like to Be Aboard an Aircraft Carrier
When I was at the squadron, my commanding officer, asked me if I would like to be his Yeoman, and fly up the Bremerton, Washington, to sail back on the carrier. I had never been on an aircraft carrier before, and my skipper knew that I had ship board experience, as most of the other Yeoman, did not have any. He told me to pick another Yeoman that wanted to go with me, so I asked Debbie if she wanted to go too, and she said, "Yes."
We all had our stuff ready, and on the airplane. We took off the ground, in an airplane that was headed for Bremerton, Washington. When we were getting closer to the airport, we were told, over the loud speaker, that this was going to be, the first time an airplane of this size, had ever landed at the small private airport, we were going to land at. All of a sudden, it seemed like everyone on the plane started to wonder, if we were going to crash, when we landed, or run out of runway, and hit stuff.
As the plane came down, it immediately came to a screeching sound, as they had tried to lock up the brakes. We slid down the whole runway, and came to the very end of it. We were lucky I guess. There were already fire engines, and ambulances, there waiting, just in case something happened.
My commanding officer, told me that the admiral was not on board the carrier, and the chief of staff was not there either. Only the CO and XO of the aircraft carriers, and my skipper, were the highest guys on board right now.
When we got on board the aircraft carrier, it was the first time I had ever been on one, and I always wondered what they were like. The ship was just so huge when you walked up the gangway, and across the deck, and into the airplane hangar section, of the ship. Inside, it is so gigantic looking, that it just looks like you are in a super sized warehouse, and you are not on a boat. The hangar bays, inside the belly of the ship, was enormous, in size. It seemed to take forever to go from one place, to another, on the ship. It was like the size of a 10 story shopping mall.
The first time we were out to sea, I heard the loudest sound, go threw out the ship, and I could even feel the aircraft carrier move a bit, it seemed. I thought, "What the hell was that?" We must of just hit another ship, or rock or something, I thought. It turns out, it was the catapult, which is a long wire cable, that is just like a rubber band, that they pull back, and it shoots the airplane right off the carriers flight deck, at a super fast speed, to get it airborne quickly and fast.
It is the loudest thing you will hear, and it goes on almost constantly, while you are aboard the ship. The guys that get carrier duty, they are some tough sailors, if you ask me. Give me a destroyer any day of the week. You can know all the guys pretty much, from department to department, on a destroyer, but an aircraft carrier, with over 5,000 people on it, it is just too big, if you ask me, but it is very amazing, to watch things in operation.
It seemed like each time you had to do something, it was always on the other end of the ship. When you walk around on the ship, you are always walking, and every 20 feet or so, you have to raise your feet, to get threw water tight compartment doors, even if it is a long hallway, there will be a lot of doors you go threw, and each time you lift your legs up, you have to lower your head each time also, so you don't hit your forehead on the water tight doors. That is what makes sinking a ship, so hard to sink.
It might have 1,000 rooms, or compartments as they are called, and each door has a rubber seal, and metal handles, they call dogs, that you physically tighten down, when you want to make the room air and water tight. Now if you closed all the water tight doors on the ship, and most of them just stay open during regular working hours, and nothing else is going on, it would be very hard to make it go underwater, even if part of the ship got blown up.
It would be very hard to sink a ball, for example, if it was filled with hundreds of tiny little air bubbles. So many air bubbles, that it would just keep it afloat, even if you tore out the sides, or bottoms of the ship. Well that is what we all hoped anyway.
Since my commanding officer was the highest ranking officer on board, he was also in charge of the other squadrons while he was on board. Me and Debbie, had a job, to set up a message center, and just keep the skipper informed, of all the confidential and secret messages that came in, and keep the messages organized. Really, there was not much work to do at all, while we were out to sea.
I did a lot of reading, because waiting for a message to come in from radio, might come only once every 30 minutes. And to take the message, when they came in, and organize it into a binder, was not that hard. The skipper was not that busy either.
Me and Debbie decided to split the work load, she could work in the day time, and I would work in the night time. I did not want to work in the day time, because it would be more full of officers in the day time, and the evening would be less hectic, and besides, since Debbie was a pretty yeoman, no one was going to give her, very much work to do. They did not have any regular sleeping quarters for her, so they set her up in the captain's inboard cabin, with some other girls, that were on board. At that time, the carriers were not set up for ladies on board, so they would not really make her do anything hard, but I'm sure she was getting a lot of looks, with over 5,000 guys on board, and maybe 10 girls.
While one of the evenings the skipper was in the room, we were working out of, I told him about how I had given my truck to this car lot, that said they take over your payments, and your vehicle will be paid off. Well, right before I left for this trip, the bank had called me, and said I had missed my truck payment. I told them I sold the truck to a car lot, that makes the payments. They said they never got it, and I was still responsible.
I drove down to where I thought my truck had been put up for sale again, in San Diego, and the business was totally gone. I could not believe it, I immediately had that bad feeling in my stomach. I walked around, and found a person at the building. I asked them, "What happened to the car lot?" He said they were 3 months behind on their rent, and moved out in the middle of the night.
My skipper told me, "When we get back to San Diego, you take some time off, and take care of your truck." He told me when he was first starting out, he had gotten taken on the first house he had ever bought, and he could understand what I was going threw. He was a really nice captain, and a super guy.
I finally did find my truck, and the company I had given it to, had sold it to another man, that was retired from the Navy. Lucky enough for me, the Navy guy was an honest guy. The car lot, had charged him $1,500 for a down payment, and then he was supposed to send them the truck payments, but after I told him what had happened, and that it was still my truck, we worked it out, where he sent me the payments each month, until the end of the payments, and then I gave him the title to it. I got lucky he was an honest guy.
In the office we were working in, we took two other officers with us. A woman lieutenant legal officer, and another lieutenant commander, that was a male, and also presumed to be gay, from all the guys back at the squadron anyway. This guy was a weasel. The skinniest officer I had ever seen, and he just talked so lady like.
Back then, you could smoke a cigarette, just about anywhere you wanted to on the ship, and I was the only one that smoked in the office. The lady legal officer, we brought with us, was not to well at all, the majority of the whole trip back to San Diego, so she was not around much. She had the worst case of sea sickness, so I would guess she had never been to sea before, on a ship.
The aircraft carrier has about 5,000 guys on it, it was Hugh. I don't think I would ever want to be stationed on a ship with that many people. I had spent a lot of time on a ship with 1,300 people, and that seemed like a lot, you could not know most of those people. On the destroyer, that had around 300 people on it, that was nice, they called that the Cadillac of ships, because it was designed with the enlisted guys in mind. It was even named after an enlisted medical corpsman.
On the aircraft carrier, the ship was designated into three areas. There was the regular area of the ship, where all your shops, offices, storage rooms, and just about everything else, and was open to everyone, to come and go as they pleased. Up above, a few more levels, was called, "Officer Country". This is where all the officers have their wardroom, staterooms and pretty much work out of that area, if they are not down in their departments, below.
Enlisted were not supposed to go up there, unless you were on business. Above Officer's Country, was a place called, "Flag Country", this was a part of the ship, just for the admiral, CO, XO, the admirals Chief of Staff, and any other officers, the admiral wanted to have stay there, while out to sea.
Both of my first two ships, had Officer's Country, but I never heard of Flag Country before, and even the officers were not supposed to go into Flag Country.
When I was sitting in the message room we had set up one night, the skipper from my squadron was in the office, and we were talking. He asked me if I wanted to see how the admiral lives, since he was not on board, and my skipper, who was a full bird captain, was using the chief of staff's quarters.
He took me up there, and it is really cool and comfortable, from the air conditioning. He showed me around their staterooms, offices, bathrooms, lounge, kitchen and eating areas. Boy, if the guys down in engineering, or flight deck operations, could see how the admiral, and all these other big brass boys live, they would not wonder any longer, why they like to go out to sea all the time.
It is just like something Donald Trump would set up for himself or something. The admiral's dining table, was about 25 feet long. He had a couple of nice long brown leather couches, big screen TV, full size bed, full size bathroom, complete kitchen with private chef, all compliments of the Navy. Sure you could watch a war training film on that big screen TV, but you could also watch any other kind of movie, and I'm sure they did.
The admiral also had a nice helicopter he had made up for himself. It was more of a personal looking helicopter, on the inside, to me anyway. He had it all redone, with different fabrics, and it looked expensive looking. It would be used by him, to fly around from ship to ship, when the battle group was out in the ocean, and he would also let the chaplain and others use it. I was told, that it was made, so that it could be put back together quickly, in time of war. It looked like a limo helicopter to me, but I'm sure the admiral earned it.
When I was at the squadron, my commanding officer, asked me if I would like to be his Yeoman, and fly up the Bremerton, Washington, to sail back on the carrier. I had never been on an aircraft carrier before, and my skipper knew that I had ship board experience, as most of the other Yeoman, did not have any. He told me to pick another Yeoman that wanted to go with me, so I asked Debbie if she wanted to go too, and she said, "Yes."
We all had our stuff ready, and on the airplane. We took off the ground, in an airplane that was headed for Bremerton, Washington. When we were getting closer to the airport, we were told, over the loud speaker, that this was going to be, the first time an airplane of this size, had ever landed at the small private airport, we were going to land at. All of a sudden, it seemed like everyone on the plane started to wonder, if we were going to crash, when we landed, or run out of runway, and hit stuff.
As the plane came down, it immediately came to a screeching sound, as they had tried to lock up the brakes. We slid down the whole runway, and came to the very end of it. We were lucky I guess. There were already fire engines, and ambulances, there waiting, just in case something happened.
My commanding officer, told me that the admiral was not on board the carrier, and the chief of staff was not there either. Only the CO and XO of the aircraft carriers, and my skipper, were the highest guys on board right now.
When we got on board the aircraft carrier, it was the first time I had ever been on one, and I always wondered what they were like. The ship was just so huge when you walked up the gangway, and across the deck, and into the airplane hangar section, of the ship. Inside, it is so gigantic looking, that it just looks like you are in a super sized warehouse, and you are not on a boat. The hangar bays, inside the belly of the ship, was enormous, in size. It seemed to take forever to go from one place, to another, on the ship. It was like the size of a 10 story shopping mall.
The first time we were out to sea, I heard the loudest sound, go threw out the ship, and I could even feel the aircraft carrier move a bit, it seemed. I thought, "What the hell was that?" We must of just hit another ship, or rock or something, I thought. It turns out, it was the catapult, which is a long wire cable, that is just like a rubber band, that they pull back, and it shoots the airplane right off the carriers flight deck, at a super fast speed, to get it airborne quickly and fast.
It is the loudest thing you will hear, and it goes on almost constantly, while you are aboard the ship. The guys that get carrier duty, they are some tough sailors, if you ask me. Give me a destroyer any day of the week. You can know all the guys pretty much, from department to department, on a destroyer, but an aircraft carrier, with over 5,000 people on it, it is just too big, if you ask me, but it is very amazing, to watch things in operation.
It seemed like each time you had to do something, it was always on the other end of the ship. When you walk around on the ship, you are always walking, and every 20 feet or so, you have to raise your feet, to get threw water tight compartment doors, even if it is a long hallway, there will be a lot of doors you go threw, and each time you lift your legs up, you have to lower your head each time also, so you don't hit your forehead on the water tight doors. That is what makes sinking a ship, so hard to sink.
It might have 1,000 rooms, or compartments as they are called, and each door has a rubber seal, and metal handles, they call dogs, that you physically tighten down, when you want to make the room air and water tight. Now if you closed all the water tight doors on the ship, and most of them just stay open during regular working hours, and nothing else is going on, it would be very hard to make it go underwater, even if part of the ship got blown up.
It would be very hard to sink a ball, for example, if it was filled with hundreds of tiny little air bubbles. So many air bubbles, that it would just keep it afloat, even if you tore out the sides, or bottoms of the ship. Well that is what we all hoped anyway.
Since my commanding officer was the highest ranking officer on board, he was also in charge of the other squadrons while he was on board. Me and Debbie, had a job, to set up a message center, and just keep the skipper informed, of all the confidential and secret messages that came in, and keep the messages organized. Really, there was not much work to do at all, while we were out to sea.
I did a lot of reading, because waiting for a message to come in from radio, might come only once every 30 minutes. And to take the message, when they came in, and organize it into a binder, was not that hard. The skipper was not that busy either.
Me and Debbie decided to split the work load, she could work in the day time, and I would work in the night time. I did not want to work in the day time, because it would be more full of officers in the day time, and the evening would be less hectic, and besides, since Debbie was a pretty yeoman, no one was going to give her, very much work to do. They did not have any regular sleeping quarters for her, so they set her up in the captain's inboard cabin, with some other girls, that were on board. At that time, the carriers were not set up for ladies on board, so they would not really make her do anything hard, but I'm sure she was getting a lot of looks, with over 5,000 guys on board, and maybe 10 girls.
While one of the evenings the skipper was in the room, we were working out of, I told him about how I had given my truck to this car lot, that said they take over your payments, and your vehicle will be paid off. Well, right before I left for this trip, the bank had called me, and said I had missed my truck payment. I told them I sold the truck to a car lot, that makes the payments. They said they never got it, and I was still responsible.
I drove down to where I thought my truck had been put up for sale again, in San Diego, and the business was totally gone. I could not believe it, I immediately had that bad feeling in my stomach. I walked around, and found a person at the building. I asked them, "What happened to the car lot?" He said they were 3 months behind on their rent, and moved out in the middle of the night.
My skipper told me, "When we get back to San Diego, you take some time off, and take care of your truck." He told me when he was first starting out, he had gotten taken on the first house he had ever bought, and he could understand what I was going threw. He was a really nice captain, and a super guy.
I finally did find my truck, and the company I had given it to, had sold it to another man, that was retired from the Navy. Lucky enough for me, the Navy guy was an honest guy. The car lot, had charged him $1,500 for a down payment, and then he was supposed to send them the truck payments, but after I told him what had happened, and that it was still my truck, we worked it out, where he sent me the payments each month, until the end of the payments, and then I gave him the title to it. I got lucky he was an honest guy.
In the office we were working in, we took two other officers with us. A woman lieutenant legal officer, and another lieutenant commander, that was a male, and also presumed to be gay, from all the guys back at the squadron anyway. This guy was a weasel. The skinniest officer I had ever seen, and he just talked so lady like.
Back then, you could smoke a cigarette, just about anywhere you wanted to on the ship, and I was the only one that smoked in the office. The lady legal officer, we brought with us, was not to well at all, the majority of the whole trip back to San Diego, so she was not around much. She had the worst case of sea sickness, so I would guess she had never been to sea before, on a ship.
The aircraft carrier has about 5,000 guys on it, it was Hugh. I don't think I would ever want to be stationed on a ship with that many people. I had spent a lot of time on a ship with 1,300 people, and that seemed like a lot, you could not know most of those people. On the destroyer, that had around 300 people on it, that was nice, they called that the Cadillac of ships, because it was designed with the enlisted guys in mind. It was even named after an enlisted medical corpsman.
On the aircraft carrier, the ship was designated into three areas. There was the regular area of the ship, where all your shops, offices, storage rooms, and just about everything else, and was open to everyone, to come and go as they pleased. Up above, a few more levels, was called, "Officer Country". This is where all the officers have their wardroom, staterooms and pretty much work out of that area, if they are not down in their departments, below.
Enlisted were not supposed to go up there, unless you were on business. Above Officer's Country, was a place called, "Flag Country", this was a part of the ship, just for the admiral, CO, XO, the admirals Chief of Staff, and any other officers, the admiral wanted to have stay there, while out to sea.
Both of my first two ships, had Officer's Country, but I never heard of Flag Country before, and even the officers were not supposed to go into Flag Country.
When I was sitting in the message room we had set up one night, the skipper from my squadron was in the office, and we were talking. He asked me if I wanted to see how the admiral lives, since he was not on board, and my skipper, who was a full bird captain, was using the chief of staff's quarters.
He took me up there, and it is really cool and comfortable, from the air conditioning. He showed me around their staterooms, offices, bathrooms, lounge, kitchen and eating areas. Boy, if the guys down in engineering, or flight deck operations, could see how the admiral, and all these other big brass boys live, they would not wonder any longer, why they like to go out to sea all the time.
It is just like something Donald Trump would set up for himself or something. The admiral's dining table, was about 25 feet long. He had a couple of nice long brown leather couches, big screen TV, full size bed, full size bathroom, complete kitchen with private chef, all compliments of the Navy. Sure you could watch a war training film on that big screen TV, but you could also watch any other kind of movie, and I'm sure they did.
The admiral also had a nice helicopter he had made up for himself. It was more of a personal looking helicopter, on the inside, to me anyway. He had it all redone, with different fabrics, and it looked expensive looking. It would be used by him, to fly around from ship to ship, when the battle group was out in the ocean, and he would also let the chaplain and others use it. I was told, that it was made, so that it could be put back together quickly, in time of war. It looked like a limo helicopter to me, but I'm sure the admiral earned it.
Friday, March 23, 2012
Top 10 Flying Aces of World War One
Top 10 Flying Aces of World War One
The term "ace" (now commonly flying ace) was first used by French newspapers during World War I, describing Adolphe Pégoud as l'as (the ace), after he downed five German aircraft. At the beginning of World War I air combat had not been invented and aircraft were for reconnaissance only. When aircraft began to shoot or force down other aircraft, systems to count "air victories" were subsequently developed.
1. Manfred von Richthofen "The Red Baron" - Germany - 80 Victories
Richthofen is considered the "Ace of Aces". Originally a cavalryman, Richthofen transferred to the Air Service in 1915, becoming one of the first members of Jasta 2 in 1916. He quickly distinguished himself as a fighter pilot, and during 1917 became leader of Jasta 11 and then the larger unit Jagdgeschwader 1 (better known as the "Flying Circus"). By 1918 he was regarded as a national hero in Germany, and was very well known by the other side. Richthofen was shot down and killed near Amiens on 21 April 1918.
2. René Fonck - France - 75 Victories
Fonck still holds the title of "all-time Allied Ace of Aces". He received confirmation for 75 victories out of 142 claims. Taking into account his probable claims, Fonck's final tally could conceivably be nearer 100 or above. Fonck declined an assignment in the air service when conscripted on 22 August 1914, instead choosing service in the trenches as a combat engineer. He eventually changed his mind and was trained at St. Cyr and then at Le Crotoy on a Blériot Penguin, a flightless aircraft that gave the sensation of flying while still on the ground. He completed his pilot training in May 1915. His first victory did not come until August 6th 1916.
3. Billy Bishop - Canada - 72 Victories
When the First World War broke out in 1914, Bishop left RMC and joined the Mississauga Horse cavalry regiment. He transferred to the Royal Flying Corps and, as there were no spots available for pilots in the flight school, he chose to be an observer. Bishop was adept at taking aerial photographs, and was soon in charge of training other observers with the camera. On 17 March 1917, Bishop arrived at 60 Squadron at Filescamp Farm near Arras, where he flew the Nieuport 17 fighter. Bishop started using a new method of surprise attacks, which proved successful; he claimed 12 aircraft in April alone. The successes of Bishop were noticed on the German side and they began referring to him as "Hell's Handmaiden". Bishop survived the war as commander of 85 Squadron. He was withdrawn from active duty in June 1918 for fear that he would be shot down.
4. Ernst Udet - Germany - 62 Victories
When the war started, Udet served as a motorcycle messenger with the Württemberg Reserve Division. He learned to fly by taking private lessons and in September 1915, he entered the German Air Force. Udet scored his first victory on 18 March 1916 in a lone attack against a formation of 23 French aircraft. Udet survived the war and traveled around the world performing in airshows.
5. Edward "Mick" Mannock - United Kingdom - 61 Victories
At the outbreak of the war, Mannock was working as a telephone engineer in Turkey. The Turks interned him and his health rapidly declined in prison. Near death, he was repatriated and, in 1915, joined the Royal Army Medical Corps. By 1916, he had become an officer in the Royal Engineers and in August 1916 transferred to the Royal Flying Corps. Mannock tallied 73 reputed victories (61 confirmed), a remarkable feat since he was all but blind in his left eye. He was shot from the ground on 26 July 1918.
6. Raymond Collishaw - Canada - 60 Victories
In January 1916, with the outbreak of war, Collishaw joined the Royal Naval Air Service (RNAS) as a probationary Flight Sub-Lieutenant. Collishaw commanded the famous 'Black Flight'. He was the first pilot to claim 6 victories in a single day. After the armistice Collishaw decided to remain with the air service, initially serving in the Russian Civil war during 1919. Collishew attained the rank of Air Vice-Marshal following distinguished service during WWII in the Western Desert.
7. James McCudden - United Kingdom - 57 Victories
McCudden was the most highly decorated British pilot of the First World War and one of the longest-serving, even though he died in a flying accident at the age of 23. He joined the Royal Flying Corps in 1913 as mechanic. McCudden trained as pilot and quickly showed his natural abilities at aerial warfare.
8. Andrew Beauchamp-Proctor - South Africa - 54 Victories
Beauchamp-Proctor served as a signaller with the Duke of Edinburgh's Own Rifles in German South-West Africa. He was discharged from the army in August 1915 to resumed his studies, after which - in March 1917 - he enlisted with the Royal Flying Corps. A small man at just 5' 2", he required his seat to be raised so he could reach the controls. All of his 54 victories were achieved during 1918. He became the British Empire's highest scoring 'balloon buster'.
9. Erich Loewenhardt - Germany - 54 Victories
Lowenhardt began his military service with a Germany Army infantry regimenta and negotiated a transfer to the German Air Service Lowenhardt amassed some 54 victories by the summer of 1918. On 10 August 1918 while flying with Jasta 10, he collided with Alfred Wenz and both men jumped from their planes. Wenz survived, but Lowenhardt died when his parachute failed to open.
10. Donald MacLaren - Canada - 54 Victories
MacLaren joined the Royal Flying Corps in 1917. MacLaren scored his final victory on 9 October 1918. His combat career came to an end the following day when he broke his leg while wrestling with a friend. MacLaren helped with the creation of the Royal Canadian Air Force after the armistice, and then started on a career in civil aviation.
The term "ace" (now commonly flying ace) was first used by French newspapers during World War I, describing Adolphe Pégoud as l'as (the ace), after he downed five German aircraft. At the beginning of World War I air combat had not been invented and aircraft were for reconnaissance only. When aircraft began to shoot or force down other aircraft, systems to count "air victories" were subsequently developed.
1. Manfred von Richthofen "The Red Baron" - Germany - 80 Victories
Richthofen is considered the "Ace of Aces". Originally a cavalryman, Richthofen transferred to the Air Service in 1915, becoming one of the first members of Jasta 2 in 1916. He quickly distinguished himself as a fighter pilot, and during 1917 became leader of Jasta 11 and then the larger unit Jagdgeschwader 1 (better known as the "Flying Circus"). By 1918 he was regarded as a national hero in Germany, and was very well known by the other side. Richthofen was shot down and killed near Amiens on 21 April 1918.
2. René Fonck - France - 75 Victories
Fonck still holds the title of "all-time Allied Ace of Aces". He received confirmation for 75 victories out of 142 claims. Taking into account his probable claims, Fonck's final tally could conceivably be nearer 100 or above. Fonck declined an assignment in the air service when conscripted on 22 August 1914, instead choosing service in the trenches as a combat engineer. He eventually changed his mind and was trained at St. Cyr and then at Le Crotoy on a Blériot Penguin, a flightless aircraft that gave the sensation of flying while still on the ground. He completed his pilot training in May 1915. His first victory did not come until August 6th 1916.
3. Billy Bishop - Canada - 72 Victories
When the First World War broke out in 1914, Bishop left RMC and joined the Mississauga Horse cavalry regiment. He transferred to the Royal Flying Corps and, as there were no spots available for pilots in the flight school, he chose to be an observer. Bishop was adept at taking aerial photographs, and was soon in charge of training other observers with the camera. On 17 March 1917, Bishop arrived at 60 Squadron at Filescamp Farm near Arras, where he flew the Nieuport 17 fighter. Bishop started using a new method of surprise attacks, which proved successful; he claimed 12 aircraft in April alone. The successes of Bishop were noticed on the German side and they began referring to him as "Hell's Handmaiden". Bishop survived the war as commander of 85 Squadron. He was withdrawn from active duty in June 1918 for fear that he would be shot down.
4. Ernst Udet - Germany - 62 Victories
When the war started, Udet served as a motorcycle messenger with the Württemberg Reserve Division. He learned to fly by taking private lessons and in September 1915, he entered the German Air Force. Udet scored his first victory on 18 March 1916 in a lone attack against a formation of 23 French aircraft. Udet survived the war and traveled around the world performing in airshows.
5. Edward "Mick" Mannock - United Kingdom - 61 Victories
At the outbreak of the war, Mannock was working as a telephone engineer in Turkey. The Turks interned him and his health rapidly declined in prison. Near death, he was repatriated and, in 1915, joined the Royal Army Medical Corps. By 1916, he had become an officer in the Royal Engineers and in August 1916 transferred to the Royal Flying Corps. Mannock tallied 73 reputed victories (61 confirmed), a remarkable feat since he was all but blind in his left eye. He was shot from the ground on 26 July 1918.
6. Raymond Collishaw - Canada - 60 Victories
In January 1916, with the outbreak of war, Collishaw joined the Royal Naval Air Service (RNAS) as a probationary Flight Sub-Lieutenant. Collishaw commanded the famous 'Black Flight'. He was the first pilot to claim 6 victories in a single day. After the armistice Collishaw decided to remain with the air service, initially serving in the Russian Civil war during 1919. Collishew attained the rank of Air Vice-Marshal following distinguished service during WWII in the Western Desert.
7. James McCudden - United Kingdom - 57 Victories
McCudden was the most highly decorated British pilot of the First World War and one of the longest-serving, even though he died in a flying accident at the age of 23. He joined the Royal Flying Corps in 1913 as mechanic. McCudden trained as pilot and quickly showed his natural abilities at aerial warfare.
8. Andrew Beauchamp-Proctor - South Africa - 54 Victories
Beauchamp-Proctor served as a signaller with the Duke of Edinburgh's Own Rifles in German South-West Africa. He was discharged from the army in August 1915 to resumed his studies, after which - in March 1917 - he enlisted with the Royal Flying Corps. A small man at just 5' 2", he required his seat to be raised so he could reach the controls. All of his 54 victories were achieved during 1918. He became the British Empire's highest scoring 'balloon buster'.
9. Erich Loewenhardt - Germany - 54 Victories
Lowenhardt began his military service with a Germany Army infantry regimenta and negotiated a transfer to the German Air Service Lowenhardt amassed some 54 victories by the summer of 1918. On 10 August 1918 while flying with Jasta 10, he collided with Alfred Wenz and both men jumped from their planes. Wenz survived, but Lowenhardt died when his parachute failed to open.
10. Donald MacLaren - Canada - 54 Victories
MacLaren joined the Royal Flying Corps in 1917. MacLaren scored his final victory on 9 October 1918. His combat career came to an end the following day when he broke his leg while wrestling with a friend. MacLaren helped with the creation of the Royal Canadian Air Force after the armistice, and then started on a career in civil aviation.
Sales and Self Promotion
Sales and Self Promotion
I am a jet aircraft sales person and have a internet home based business as well. Recently, I have had people call me who want to break into the aviation business because, as most people believe, it can generate a very substantial income. My response is always, "Call the president of the company(who I work for) and discuss it with him. If he likes you, he'll hire you. That's how I did it. Not surprisingly, none of the people I have given this advice to have become my associates. The reason why these folks haven't been able to break into the business, is because they haven't learned the art of "self promotion."
I have become very successful at selling myself to a potential employer. Part of my knowledge as come from the many, many interviews I have endured through the years. Due to these interviews, I honed my interviewing skills and developed an ability to "ace" most interviews. Owning a retail business for 8 years and employing people also gave me insight into what it's like to sit behind the desk during an interview. And lastly, I am an entrepreneur and sales person at heart and those qualities come through during any interview. Because I make them come through. Here are a few points to ponder before your next interview.
1. Bragging Rights: Promoting yourself during an interview is like being given the right to brag. The key is to brag using facts, figures and good story telling abilities. I have a true story I tell which always gets a laugh or comment. It's a story about how I gained a meeting from a particularly difficult client using some creativity to get his attention. Here's how it goes. I was an advertising sales person at the time, calling on local retailers. One potential client was a locally owned furniture store who wouldn't grant me a meeting when I called on the phone. I decided to persist in person on a weekly basis. Every week, I stopped in the store, handed my business card to a sales person and politely asked to speak with the owner.
Every week, the sales person would disappear into the back offices and return to inform me that the owner was too busy to see me. It became a game to me, even though his sales people started rolling their eyes as I walked through the door. Obviously this guy needed me to bring him something he thought was valuable, and so far I hadn't produced it. Here's what finally made him give me a few minutes of his time. I bought a gold crown at the local costume shop, wrote a note on my business card that read "Let me make you the "King of Furniture" and tucked the card into the crown. Tacky? Absolutely, but it worked! He came out of his office laughing! Find a true story to tell which demonstrates your persistence, or some outstanding ability.
2. An Interview is a Two Way Street: Walk into an interview with the belief that you are interviewing the company and your potential boss as much he/she is interviewing you. You don't want to land a position with a company or work for someone you didn't like in the interview. This self confidence will be evident to your interviewer. Prepare a list of questions several days prior to the interview, revisit those questions several times to revamp them. You'll appear organized, intelligent and confident by having good questions to ask.
3. What Can You Do For Them: The worst mistake to make during an interview is to ask about the pay plan, benefits, vacation or sick day policies. These are only appropriate questions during a second or third interview. During the first interview you need to stress what you can do for the company, not what can the company do for you. In essence, the company has a need and it's your job to make sure the interviewer believes you can fill that need. Listen carefully, during the interview, you'll be told what the company's needs are. Have several stories to "pull out of your hat" that fit each need as the interview progresses. Rehearse each story, prior to the meeting, doing so will make you more confident and smooth.
4. Ask About Their Hiring Process: Upon winding up the first meeting, always ask what the next step will be. This shows you are thinking ahead, feel you are a good fit for the position and that you are ambitious. Remember, every thing you say and do in front of the interviewer gives him/her more insight into who you are. Your parting comments should be something to this effect " Mr. Interviewer, I feel I could be a true asset to this company and would appreciate the opportunity to become a member of your team".
I'll See You At The Top!
Sheri Swartz
I am a jet aircraft sales person and have a internet home based business as well. Recently, I have had people call me who want to break into the aviation business because, as most people believe, it can generate a very substantial income. My response is always, "Call the president of the company(who I work for) and discuss it with him. If he likes you, he'll hire you. That's how I did it. Not surprisingly, none of the people I have given this advice to have become my associates. The reason why these folks haven't been able to break into the business, is because they haven't learned the art of "self promotion."
I have become very successful at selling myself to a potential employer. Part of my knowledge as come from the many, many interviews I have endured through the years. Due to these interviews, I honed my interviewing skills and developed an ability to "ace" most interviews. Owning a retail business for 8 years and employing people also gave me insight into what it's like to sit behind the desk during an interview. And lastly, I am an entrepreneur and sales person at heart and those qualities come through during any interview. Because I make them come through. Here are a few points to ponder before your next interview.
1. Bragging Rights: Promoting yourself during an interview is like being given the right to brag. The key is to brag using facts, figures and good story telling abilities. I have a true story I tell which always gets a laugh or comment. It's a story about how I gained a meeting from a particularly difficult client using some creativity to get his attention. Here's how it goes. I was an advertising sales person at the time, calling on local retailers. One potential client was a locally owned furniture store who wouldn't grant me a meeting when I called on the phone. I decided to persist in person on a weekly basis. Every week, I stopped in the store, handed my business card to a sales person and politely asked to speak with the owner.
Every week, the sales person would disappear into the back offices and return to inform me that the owner was too busy to see me. It became a game to me, even though his sales people started rolling their eyes as I walked through the door. Obviously this guy needed me to bring him something he thought was valuable, and so far I hadn't produced it. Here's what finally made him give me a few minutes of his time. I bought a gold crown at the local costume shop, wrote a note on my business card that read "Let me make you the "King of Furniture" and tucked the card into the crown. Tacky? Absolutely, but it worked! He came out of his office laughing! Find a true story to tell which demonstrates your persistence, or some outstanding ability.
2. An Interview is a Two Way Street: Walk into an interview with the belief that you are interviewing the company and your potential boss as much he/she is interviewing you. You don't want to land a position with a company or work for someone you didn't like in the interview. This self confidence will be evident to your interviewer. Prepare a list of questions several days prior to the interview, revisit those questions several times to revamp them. You'll appear organized, intelligent and confident by having good questions to ask.
3. What Can You Do For Them: The worst mistake to make during an interview is to ask about the pay plan, benefits, vacation or sick day policies. These are only appropriate questions during a second or third interview. During the first interview you need to stress what you can do for the company, not what can the company do for you. In essence, the company has a need and it's your job to make sure the interviewer believes you can fill that need. Listen carefully, during the interview, you'll be told what the company's needs are. Have several stories to "pull out of your hat" that fit each need as the interview progresses. Rehearse each story, prior to the meeting, doing so will make you more confident and smooth.
4. Ask About Their Hiring Process: Upon winding up the first meeting, always ask what the next step will be. This shows you are thinking ahead, feel you are a good fit for the position and that you are ambitious. Remember, every thing you say and do in front of the interviewer gives him/her more insight into who you are. Your parting comments should be something to this effect " Mr. Interviewer, I feel I could be a true asset to this company and would appreciate the opportunity to become a member of your team".
I'll See You At The Top!
Sheri Swartz
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