It's part of flying, and there's nothing you can do about it. . . perhaps.
You're trying to get to your destination, or maybe you're trying to get home. You look at the weather and no matter how you plot out your time, direction of flight, and other options, you're staying put!
Blessing or curse?
I guess it depends what you'd like to make of it.
Flying home from OshKosh I met up with a couple stranded at the Mason County Airport (LDM) in Ludington,Michigan. If I were to be stranded anywhere, Ludington would be my dream! Beautiful sandy beaches on Lake Michigan have made this town one of the busiest resort towns in Michigan.
Again, blessing or curse?
This couple called over 40 hotels, motels and bed and breakfasts only to find all of them sold out! Once again they reviewed their options. Fly to Ann Arbor for a better position in the morning, sleep in the plane, make use of the comfortable lounge furniture in the terminal lobby?
The adventure continued. . .
A call from a local Bed and Breakfast revealed that there was one room they hadn't discovered. They'd have to share a bathroom, and there was no air conditioning, but there was a "bed" and a "breakfast!"
It turns out that this couple had also spent the night in Ludington on the way over to OshKosh when weather prevented them from flying across the lake.
Of course, I haven't heard the ending to this story yet, but If I wrote my own ending it would go something like this:
"After checking into the Bed and Breakfast, we walked down to the beach where we watched the boats and fishermen enjoy the evening as if nothing else in the world mattered. We realized we were getting hungry after the events of the day and found a cozy little seafood restaurant with a stunning view of the lake.
Before it was too late, I made a phone call to work letting them know I wouldn't be back on Monday or maybe even Tuesday! I was told to take my time and advised not push it if weather was an issue. How good can this get?
The room was just fine, and the breeze blowing through the open window was far more comfortable than a noisy room air conditioner.
After some interesting conversation and a tasty breakfast, we headed back home and didn't worry too much about weather.
If we had to stop again we'd have one more adventure to add to our journal and maybe another day or two off work!
Showing posts with label Aviation. Show all posts
Showing posts with label Aviation. Show all posts
Saturday, 2 October 2010
What Happens When a Pilot gets a DUI/DWI?
Your worst nightmare as a pilot – a DUI. Will this end your career as a pilot? What if you are the lawyer representing a pilot? Is this a simple DUI case or will it end your law career with a malpractice lawsuit? I know these questions can light up your eyes to why a pilot is different when they get a DUI.
First, pilot or not, you have to follow your state laws. Keep in mind your time frame for appeals or administrative hearings. You could probably get your driver's license back under an occupational license during your suspension. Even if its your first offense, you better be on your toes if you want to keep flying.
Second, pilots fall under another set of rules from the FAA. They are the FARS (Federal Aviation Regulations). Do you have to report to the FAA now or later? Can I just put it on my FAA First Class Medical Certificate? Can I just call the CFI (certified flight instructor) at the local FAA office FSDO (Flight Standards District Office)?
Your most important resource (lawyer or pilot) is Section 61.15 of the FARS. Section (e) states that you must report “not later than 60 days after the motor vehicle action”. It lists the things you must submit to the FAA, Civil Action Security Division in Oklahoma City, not your local FSDO. This is very serious as section (f) states “Failure to comply with paragraph (e) of this section is grounds for . . .(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.”
In summary, what do you do? If you are convicted of a DUI/DWI, it must be reported on your medical application. You also have to notify the FAA in Oklahoma City within 60 days of the conviction. Do NOT contact the local FSDO, as this is NOT incompliance with the FARS. Do this quick or face a suspension for a non-reporting violation.
Drinking and Driving is bad. Drinking and flying is worse. Both can end careers, lives and marriages. They can even take innocent victims. Also, if you have two separate incidents within a 3-year period, then the FAA can deny an application or revoke/suspend a pilot's license. You can avoid all of this by not drinking and driving.
First, pilot or not, you have to follow your state laws. Keep in mind your time frame for appeals or administrative hearings. You could probably get your driver's license back under an occupational license during your suspension. Even if its your first offense, you better be on your toes if you want to keep flying.
Second, pilots fall under another set of rules from the FAA. They are the FARS (Federal Aviation Regulations). Do you have to report to the FAA now or later? Can I just put it on my FAA First Class Medical Certificate? Can I just call the CFI (certified flight instructor) at the local FAA office FSDO (Flight Standards District Office)?
Your most important resource (lawyer or pilot) is Section 61.15 of the FARS. Section (e) states that you must report “not later than 60 days after the motor vehicle action”. It lists the things you must submit to the FAA, Civil Action Security Division in Oklahoma City, not your local FSDO. This is very serious as section (f) states “Failure to comply with paragraph (e) of this section is grounds for . . .(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.”
In summary, what do you do? If you are convicted of a DUI/DWI, it must be reported on your medical application. You also have to notify the FAA in Oklahoma City within 60 days of the conviction. Do NOT contact the local FSDO, as this is NOT incompliance with the FARS. Do this quick or face a suspension for a non-reporting violation.
Drinking and Driving is bad. Drinking and flying is worse. Both can end careers, lives and marriages. They can even take innocent victims. Also, if you have two separate incidents within a 3-year period, then the FAA can deny an application or revoke/suspend a pilot's license. You can avoid all of this by not drinking and driving.
Vintage War Birds and the Spruce Goose at the Evergreen Museum
Vintage War Birds and the Spruce Gooze – Evergreen Museum
Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/evergreen/evergreen.html
Old barns drift by as I drive southwest on Highway 99W from Portland. I am in Oregon's scenic Willamette Valley, and from Highway 18 I start looking for a huge new A-framed building nestled in a broad vineyard near McMinnville. Following the signs, I drive up the curving access road until the high glass front of the building looms above me. Staring out from behind the windows is the Spruce Goose.
Evergreen International Aviation, based right across Highway 18, owns and operates the museum. The current building, completed in 2001, was designed around Howard Hughes' famous wooden aircraft. Volunteer docents, many of them veteran combat fliers, inform me with facts and regale me with stories of the Goose and many other famous planes there.
Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/evergreen/evergreen.html
Old barns drift by as I drive southwest on Highway 99W from Portland. I am in Oregon's scenic Willamette Valley, and from Highway 18 I start looking for a huge new A-framed building nestled in a broad vineyard near McMinnville. Following the signs, I drive up the curving access road until the high glass front of the building looms above me. Staring out from behind the windows is the Spruce Goose.
Evergreen International Aviation, based right across Highway 18, owns and operates the museum. The current building, completed in 2001, was designed around Howard Hughes' famous wooden aircraft. Volunteer docents, many of them veteran combat fliers, inform me with facts and regale me with stories of the Goose and many other famous planes there.
Vacation Every Weekend!
What else can you do with your airplane? The SERIOUS flyer has a plan that includes business AND pleasure! With proper planning, you'll purchase the airplane that will do both for you.
So how do people use their airplanes?
THEY FLY TO THEIR SUMMER HOMES UP NORTH
Many people spend 3-5 hours on Friday driving to their summer "get-away" and then turn around and do it again on Sunday! Sure, the drive is worth it when you can enjoy your "up-north" retreat, but imagine how much easier it would be if you flew up in 1 hour. They include:
1. Leaving the family up north and commuting to the cabin mid-week.
2. Being able to fly home for a Saturday soccer game with one of the kids and get back to the cabin.
3. Using the cabin every weekend of the summer even if you have a conflict on just one day. The whole weekend is not shot.
4. 5 extra hours each weekend to relax at your retreat accumulate to 50 hours over a 10 week summer. That's a full work week!
THEY FLY SOUTH IN THE WINTER
Most of us from the Midwest either have a winter place in the south, vacation to the south, or hope to own a place in the south someday. Your airplane will get you down there in about the same time as the airlines with their layovers and security checks.
With your own airplane, your "once a year" trip could become two or even three times to the south! Winter becomes tolerable and even enjoyable!
Don't have your own place in the south yet? Perhaps you're visiting parents and grandparents in their southern home. What a great way to stay in touch!
VACATION EVERY WEEK OF THE YEAR
Your airplane will give you the capability to travel every week of the year and visit places that you never would have!
So how do people use their airplanes?
THEY FLY TO THEIR SUMMER HOMES UP NORTH
Many people spend 3-5 hours on Friday driving to their summer "get-away" and then turn around and do it again on Sunday! Sure, the drive is worth it when you can enjoy your "up-north" retreat, but imagine how much easier it would be if you flew up in 1 hour. They include:
1. Leaving the family up north and commuting to the cabin mid-week.
2. Being able to fly home for a Saturday soccer game with one of the kids and get back to the cabin.
3. Using the cabin every weekend of the summer even if you have a conflict on just one day. The whole weekend is not shot.
4. 5 extra hours each weekend to relax at your retreat accumulate to 50 hours over a 10 week summer. That's a full work week!
THEY FLY SOUTH IN THE WINTER
Most of us from the Midwest either have a winter place in the south, vacation to the south, or hope to own a place in the south someday. Your airplane will get you down there in about the same time as the airlines with their layovers and security checks.
With your own airplane, your "once a year" trip could become two or even three times to the south! Winter becomes tolerable and even enjoyable!
Don't have your own place in the south yet? Perhaps you're visiting parents and grandparents in their southern home. What a great way to stay in touch!
VACATION EVERY WEEK OF THE YEAR
Your airplane will give you the capability to travel every week of the year and visit places that you never would have!
Top Ten Myths of Aircraft Ownership
1. Only the rich can afford one. . .
Not so! Many aircraft owners are earning moderate incomes. How do they do it? Mostly through proper planning and a thorough education prior to making their purchase. You can learn about many aspects of purchasing an aeroplane at
www.airplanenoise.com
a website that's nothing more than a compilation of helpful resources for those who want to learn!
2. You must fly at least 50 hours a year before an aircraft purchase is justifiable.
Well, it really depends on what you're using as a reference. If you're trying to beat the cost of renting. . . find another way. If you have some business use, rental use or a need to access an aeroplane on demand your own aircraft is certainly justifiable.
3. If my business use is not the majority of my flying, I can't depreciate my aeroplane.
Wrong once again! Using the Sutherland Lumber case as precedent, you may be able to depreciate the majority of the value of your aircraft with as little as 27% business. Using Aviation Tax Specialists is critical when planning tax strategies for ownership of your aircraft.
You can learn more at http://www.advocatetax.com
4. It's cheaper to own an older aircraft than a brand new one.
Probably not! With today's tax incentives, better interest rates for new aeroplanes and the controlled maintenance costs that a warranty provides, in most cases a brand new aircraft is less expensive. Additionally, your flying comfort level with the dependable instruments and equipment of a new aeroplane will confirm your decision to buy new.
5. Aircraft Salespeople are all "slime."
My favourite! Sometimes the reputation of a few can tarnish an entire industry! Not to worry. . . There are some great salespeople out there who have your interest as their main objective.
6. I found a "cream puff" with a low-time engine!
Think that low-time engine is a good thing? Think again! The best thing you can do for an aeroplane is FLY IT! Don't be fooled by this myth. . . It'll cost you!
7. Those "whiz bang" avionics on the new planes create inferior pilots!
On the contrary! Today's new equipment is all designed with increased safety as the prime motivator! Weather systems, traffic, navigational systems all provide the pilot with additional tools and resources in the cockpit where they're needed! After all, what good are they on the ground? Of course, the pilots need additional training to learn the equipment. . . Inferior pilot????
8. Finding a partner will make my aircraft purchase easier.
Well, perhaps financially. But is the money you save worth losing availability, as well as a friend/partner? There are several areas for conflict from fair distribution of finances to cleanliness of the aeroplane. Before I throw a wet towel over the idea let me also admit that many partnerships are very successful. Just remember. . . your choice of partner should be taken very seriously. In fact some say that choosing your partner is similar to choosing a spouse!
http://www.aopa.org/members/files/guides/multiple.html
9. Leasebacks are all 1-sided. (In favour of the flight school)
Just like choosing a partner, choosing the right flight school to partner with is critical to the success of your leaseback. If you've done your due diligence, you'll find the leaseback arrangement to be a "win-win-win" situation:
The school wins because they keep their cash for growing their business
The owner wins with revenue generated and terrific tax incentives.
The flight students win because they now have one more airplane at their disposal.
Once again. . . proper planning!
10. I just can't justify a new plane!
Not so! Many aircraft owners are earning moderate incomes. How do they do it? Mostly through proper planning and a thorough education prior to making their purchase. You can learn about many aspects of purchasing an aeroplane at
www.airplanenoise.com
a website that's nothing more than a compilation of helpful resources for those who want to learn!
2. You must fly at least 50 hours a year before an aircraft purchase is justifiable.
Well, it really depends on what you're using as a reference. If you're trying to beat the cost of renting. . . find another way. If you have some business use, rental use or a need to access an aeroplane on demand your own aircraft is certainly justifiable.
3. If my business use is not the majority of my flying, I can't depreciate my aeroplane.
Wrong once again! Using the Sutherland Lumber case as precedent, you may be able to depreciate the majority of the value of your aircraft with as little as 27% business. Using Aviation Tax Specialists is critical when planning tax strategies for ownership of your aircraft.
You can learn more at http://www.advocatetax.com
4. It's cheaper to own an older aircraft than a brand new one.
Probably not! With today's tax incentives, better interest rates for new aeroplanes and the controlled maintenance costs that a warranty provides, in most cases a brand new aircraft is less expensive. Additionally, your flying comfort level with the dependable instruments and equipment of a new aeroplane will confirm your decision to buy new.
5. Aircraft Salespeople are all "slime."
My favourite! Sometimes the reputation of a few can tarnish an entire industry! Not to worry. . . There are some great salespeople out there who have your interest as their main objective.
6. I found a "cream puff" with a low-time engine!
Think that low-time engine is a good thing? Think again! The best thing you can do for an aeroplane is FLY IT! Don't be fooled by this myth. . . It'll cost you!
7. Those "whiz bang" avionics on the new planes create inferior pilots!
On the contrary! Today's new equipment is all designed with increased safety as the prime motivator! Weather systems, traffic, navigational systems all provide the pilot with additional tools and resources in the cockpit where they're needed! After all, what good are they on the ground? Of course, the pilots need additional training to learn the equipment. . . Inferior pilot????
8. Finding a partner will make my aircraft purchase easier.
Well, perhaps financially. But is the money you save worth losing availability, as well as a friend/partner? There are several areas for conflict from fair distribution of finances to cleanliness of the aeroplane. Before I throw a wet towel over the idea let me also admit that many partnerships are very successful. Just remember. . . your choice of partner should be taken very seriously. In fact some say that choosing your partner is similar to choosing a spouse!
http://www.aopa.org/members/files/guides/multiple.html
9. Leasebacks are all 1-sided. (In favour of the flight school)
Just like choosing a partner, choosing the right flight school to partner with is critical to the success of your leaseback. If you've done your due diligence, you'll find the leaseback arrangement to be a "win-win-win" situation:
The school wins because they keep their cash for growing their business
The owner wins with revenue generated and terrific tax incentives.
The flight students win because they now have one more airplane at their disposal.
Once again. . . proper planning!
10. I just can't justify a new plane!
Top 10 Essential Considerations to Structure a Profitable Aircraft Leaseback
Leasing your airplane to a flight school or other business CAN be done successfully for PROFIT! Learn the essential considerations of a
Leasing your airplane to a flight school or other business CAN be done successfully for PROFIT! Learn the essential considerations of a "win-win" arrangement before you lease.
1. Am I "O.K." with the idea of other people flying my airplane?
Are you really? Regardless of the revenue generated from the leaseback, the arrangement is not successful if you're constantly worried about who's flying your airplane and how well they're taking care of it. Sure, you need to be concerned about these things, but if you can't see your airplane as a "tool" you need to reconsider. NOW
2. Do I know what I want out of this leaseback?
Decide what you need to achieve with the arrangement. Are you looking for a
tax shelter?
way to reduce the cost of flying?
profitable business?
Start with the end in mind and make sure you keep your eye on the ball. All other considerations depend on your objective.
3. Have I done my "due diligence" when choosing a flight school with whom to partner?
How do you know if you've made a good choice? A good flight school will have the right number of airplanes (to best utilize each one), the planes on the line will be well maintained and clean, and the flight school procedures will be well defined. Ask for references, and determine how the current fleet is cared for. Remember, you're not only choosing a business, you're choosing a business partner! www.airplanenoise.com/answers_to_why.htm
4. Have I chosen the right aircraft?
Of course, this depends on your objective(See Point 2). For maximum revenue, choose a 4 place IFR airplane. A Skyhawk is probably accepted as the best renting airplane. You should also consider the age of the aircraft. While an older aircraft may cost less up front, the advantages of the new aircraft's warranty may far outweigh the purchase price. You can view a spreadsheet and create your own scenarios by clicking: www.airplanenoise.com
5. Is my lease agreement properly written to address both FAA and IRS issues?
Don't try to save pennies here! Go to a specialist and have an agreement drawn up that will protect you and your purchase. In the long run, you'll save!
www.advocatetax.com
6. Do I have a plan for flying my own aircraft?
Remember, the more your airplane flies, the more money you make. And,the more money you're making, the less available your aircraft is for you! Try to strike a balance, schedule well in advance or set aside times to fly your airplane when the school is closed or business is slower. Sunday became my "flying" day and the airplane was scheduled out for me each week. Another benefit. . . I felt compelled to fly when I had scheduled the airplane and was forced to find new and exciting places to fly each week. Click on the link for a few suggestions: www.airplanenoise.com/great_trips.htm
7. Is my aircraft properly insured?
Insurance will cost you more when your airplane is leased so the airplane must fly enough to compensate for the added expense. The insurance company has added risk when many different people are flying an airplane and this risk is reflected in the premium. Learn more by downloading the FREE TeleClass, "Navigating the Aircraft Insurance Maze" by clicking the link below: www.airplanenoise.com/teleclass_schedule.htm
8. Do I have a realistic expectation for the cleaning and maintaining of my aircraft?
The way the other airplanes on the flight line look now is the way yours will look. Are you "O.K." with that? If not, don't expect the flight school to change their behavior just because you write something into the lease agreement. It just won't happen! It's time to look for an alternative.
9. Do I have an exit strategy?
Getting out is as important as getting in! Consider your exit now and make sure you can achieve your objectives in that time frame. Is your plan to move up, add additional aircraft to the flight line, earn enough revenue coming in to keep the aircraft indefinitely? Map out your plan and set goals. Sounds like running a business. .. doesn't it?
10. Do I really have what it takes to be in the aircraft leasing business?
The biggie! Remember,this is a business and should be treated as such. The successful leaseback business owners pay their aircraft down quickly with the generated revenue and take their profit at the time of sale.
Leasing your airplane to a flight school or other business CAN be done successfully for PROFIT! Learn the essential considerations of a "win-win" arrangement before you lease.
1. Am I "O.K." with the idea of other people flying my airplane?
Are you really? Regardless of the revenue generated from the leaseback, the arrangement is not successful if you're constantly worried about who's flying your airplane and how well they're taking care of it. Sure, you need to be concerned about these things, but if you can't see your airplane as a "tool" you need to reconsider. NOW
2. Do I know what I want out of this leaseback?
Decide what you need to achieve with the arrangement. Are you looking for a
tax shelter?
way to reduce the cost of flying?
profitable business?
Start with the end in mind and make sure you keep your eye on the ball. All other considerations depend on your objective.
3. Have I done my "due diligence" when choosing a flight school with whom to partner?
How do you know if you've made a good choice? A good flight school will have the right number of airplanes (to best utilize each one), the planes on the line will be well maintained and clean, and the flight school procedures will be well defined. Ask for references, and determine how the current fleet is cared for. Remember, you're not only choosing a business, you're choosing a business partner! www.airplanenoise.com/answers_to_why.htm
4. Have I chosen the right aircraft?
Of course, this depends on your objective(See Point 2). For maximum revenue, choose a 4 place IFR airplane. A Skyhawk is probably accepted as the best renting airplane. You should also consider the age of the aircraft. While an older aircraft may cost less up front, the advantages of the new aircraft's warranty may far outweigh the purchase price. You can view a spreadsheet and create your own scenarios by clicking: www.airplanenoise.com
5. Is my lease agreement properly written to address both FAA and IRS issues?
Don't try to save pennies here! Go to a specialist and have an agreement drawn up that will protect you and your purchase. In the long run, you'll save!
www.advocatetax.com
6. Do I have a plan for flying my own aircraft?
Remember, the more your airplane flies, the more money you make. And,the more money you're making, the less available your aircraft is for you! Try to strike a balance, schedule well in advance or set aside times to fly your airplane when the school is closed or business is slower. Sunday became my "flying" day and the airplane was scheduled out for me each week. Another benefit. . . I felt compelled to fly when I had scheduled the airplane and was forced to find new and exciting places to fly each week. Click on the link for a few suggestions: www.airplanenoise.com/great_trips.htm
7. Is my aircraft properly insured?
Insurance will cost you more when your airplane is leased so the airplane must fly enough to compensate for the added expense. The insurance company has added risk when many different people are flying an airplane and this risk is reflected in the premium. Learn more by downloading the FREE TeleClass, "Navigating the Aircraft Insurance Maze" by clicking the link below: www.airplanenoise.com/teleclass_schedule.htm
8. Do I have a realistic expectation for the cleaning and maintaining of my aircraft?
The way the other airplanes on the flight line look now is the way yours will look. Are you "O.K." with that? If not, don't expect the flight school to change their behavior just because you write something into the lease agreement. It just won't happen! It's time to look for an alternative.
9. Do I have an exit strategy?
Getting out is as important as getting in! Consider your exit now and make sure you can achieve your objectives in that time frame. Is your plan to move up, add additional aircraft to the flight line, earn enough revenue coming in to keep the aircraft indefinitely? Map out your plan and set goals. Sounds like running a business. .. doesn't it?
10. Do I really have what it takes to be in the aircraft leasing business?
The biggie! Remember,this is a business and should be treated as such. The successful leaseback business owners pay their aircraft down quickly with the generated revenue and take their profit at the time of sale.
The Top 10 Reasons to Purchase a New Airplane rather Than Used Equipment
"I'd really like a brand new aircraft, but wouldn't I be better off just finding a good, clean used aircraft?"
Read on to learn the top 10 reasons to purchase new rather than used equipment.
1. You want to own the latest in TECHNOLOGY.
Multi-function displays, GPS, weather uplink. . . These are just a few of the tools available to pilots of the new aircraft. It won't be long before this equipment will be the "norm."
www.bendixking.com/
2. You want to own the latest in SAFETY.
Each year, new features increase the safety of flying and of our aircraft. Why not have the best you can get?
3. You want the "hassle free" upkeep that the 2 year warranty provides.
You want everything to work, and you want hassle free maintenance, right? Your warranty will give you that peace of mind and the dollar savings that go along with a 2 year warranty. Join the TeleClass: "The Care and Feeding of your New Cessna Aircraft" by clicking on the following link:
www.airplanenoise.com
4. You want to be the 1st to fly your new airplane.
Most trips pale in comparison to the trip to the factory to bring home your new aircraft! Be the first to see and fly your airplane!
www.airplanenoise.com/great_trips.htm
5. You want to know how the airplane's been flown and how the engine's been broken in.
There are no suprises when you've been the one flying and breaking in your airplane. You can baby your airplane like no one else can!
Is that Low Time Engine Really a Bargain?
www.airplanenoise.com/answers_to_why.htm
6. You want a "no risk" purchase that comes with a manufacturer backed airplane.
"As is Where is". . . Pretty scary words when you purchase a used aircraft! Why risk it? When you fly off the field with a manufacturer backed airplane, you know you're covered.
www.cessna.textron.com
7. You want the lower interest rates and lower payments of a new aircraft.
Perhaps up to 3% points! This can mean huge savings in your monthly payment and in your overall amount paid for your aircraft. Run the numbers to see how much you'll save in interest dollars!
www.cfcloan.com
8. You want the better depreciation schedules that apply only to new aircraft.
50% bonus depreciation applies to new equipment only. Uncle Sam has bumped up the depreciation schedule on new equipment in hopes to revitalize the economy. To see how much you can save by purchasing new, visit:
www.advocatetax.com
9. You'd rather not "wheel and deal" with the hope that you cut a fair deal. You know what a new aircraft is worth!
No need to worry about whether or not you were taken advantage of. With a new aircraft, you know what you're getting, and you know the price!
10. You just feel great showing off your new aircraft that's perfect in every way!
. . . And who wouldn't?
Read on to learn the top 10 reasons to purchase new rather than used equipment.
1. You want to own the latest in TECHNOLOGY.
Multi-function displays, GPS, weather uplink. . . These are just a few of the tools available to pilots of the new aircraft. It won't be long before this equipment will be the "norm."
www.bendixking.com/
2. You want to own the latest in SAFETY.
Each year, new features increase the safety of flying and of our aircraft. Why not have the best you can get?
3. You want the "hassle free" upkeep that the 2 year warranty provides.
You want everything to work, and you want hassle free maintenance, right? Your warranty will give you that peace of mind and the dollar savings that go along with a 2 year warranty. Join the TeleClass: "The Care and Feeding of your New Cessna Aircraft" by clicking on the following link:
www.airplanenoise.com
4. You want to be the 1st to fly your new airplane.
Most trips pale in comparison to the trip to the factory to bring home your new aircraft! Be the first to see and fly your airplane!
www.airplanenoise.com/great_trips.htm
5. You want to know how the airplane's been flown and how the engine's been broken in.
There are no suprises when you've been the one flying and breaking in your airplane. You can baby your airplane like no one else can!
Is that Low Time Engine Really a Bargain?
www.airplanenoise.com/answers_to_why.htm
6. You want a "no risk" purchase that comes with a manufacturer backed airplane.
"As is Where is". . . Pretty scary words when you purchase a used aircraft! Why risk it? When you fly off the field with a manufacturer backed airplane, you know you're covered.
www.cessna.textron.com
7. You want the lower interest rates and lower payments of a new aircraft.
Perhaps up to 3% points! This can mean huge savings in your monthly payment and in your overall amount paid for your aircraft. Run the numbers to see how much you'll save in interest dollars!
www.cfcloan.com
8. You want the better depreciation schedules that apply only to new aircraft.
50% bonus depreciation applies to new equipment only. Uncle Sam has bumped up the depreciation schedule on new equipment in hopes to revitalize the economy. To see how much you can save by purchasing new, visit:
www.advocatetax.com
9. You'd rather not "wheel and deal" with the hope that you cut a fair deal. You know what a new aircraft is worth!
No need to worry about whether or not you were taken advantage of. With a new aircraft, you know what you're getting, and you know the price!
10. You just feel great showing off your new aircraft that's perfect in every way!
. . . And who wouldn't?
Extension of Requirement for Biometric Passport Issuance.
The requirement for Visa Waiver travelers to have biometrics included in their passports has been extended for one year, to October 26, 2005. All newly issued passports must be biometrically enabled by this time. The extension was necessary to avoid potential disruption of international travel and to allow for adequate time to develop programs for producing a more secure, biometrically enabled passport by those countries enrolled in Visa Waiver programs.
Because of security concerns related to this extension, the Department of Homeland Security will begin enrolling Visa Waiver Program travelers through the US-VISIT program (U.S. Visitor and Immigrant Status Indicator Technology) at all airports and seaports on September 30, 2004. Enrollment in US-VISIT allows the United States to continue its international efforts to enhance border security, while facilitating legitimate travel. The US-VISIT system requires two digital index finger scans, and a digital photograph of the traveler to verify his or her identity.
The second requirement for Visa Waiver Program travelers will come into effect on October 26, 2004. From that date on, all passports used for travel in the Visa Waiver Program must be machine-readable. Last year, the Secretary of State granted a postponement until October 26, 2004, making this the new date by which Visa Waiver Program travelers from 21 countries must present a machine-readable passport to be admitted to the United States without a visa.
Glossary of Terms:
Biometric Passport - contains a computer chip containing the holder's photograph and personal information on the current passport, including name and date of birth, and a set of measurable personal features such as an iris image scan or fingerprints as identification markers.
Machine Readable Passport - contains two lines of printed OCR-B machine-readable data. The size of the passport, the arrangement of data fields and the photograph meet the standard of the International Civil Aviation Organization.
US-VISIT Program - requires that most foreign visitors traveling to the U.S. on a visa have their two index fingers scanned, and a digital photograph taken to verify their identity at the port of entry. Visas are required for most students, some business travelers and millions of other visitors, regardless of where they live. A departure confirmation program using automated kiosks is being tested at Baltimore-Washington International Airport and at select Miami Seaport cruise line terminals. Travelers leaving from either of these ports are required to confirm their departure at the kiosk by checking out, which involves scanning their passport or visa, and repeating the scanning of two index fingers. Currently the officials are evaluating the automated kiosk tests and considering alternatives for departure confirmation throughout 2004.
Because of security concerns related to this extension, the Department of Homeland Security will begin enrolling Visa Waiver Program travelers through the US-VISIT program (U.S. Visitor and Immigrant Status Indicator Technology) at all airports and seaports on September 30, 2004. Enrollment in US-VISIT allows the United States to continue its international efforts to enhance border security, while facilitating legitimate travel. The US-VISIT system requires two digital index finger scans, and a digital photograph of the traveler to verify his or her identity.
The second requirement for Visa Waiver Program travelers will come into effect on October 26, 2004. From that date on, all passports used for travel in the Visa Waiver Program must be machine-readable. Last year, the Secretary of State granted a postponement until October 26, 2004, making this the new date by which Visa Waiver Program travelers from 21 countries must present a machine-readable passport to be admitted to the United States without a visa.
Glossary of Terms:
Biometric Passport - contains a computer chip containing the holder's photograph and personal information on the current passport, including name and date of birth, and a set of measurable personal features such as an iris image scan or fingerprints as identification markers.
Machine Readable Passport - contains two lines of printed OCR-B machine-readable data. The size of the passport, the arrangement of data fields and the photograph meet the standard of the International Civil Aviation Organization.
US-VISIT Program - requires that most foreign visitors traveling to the U.S. on a visa have their two index fingers scanned, and a digital photograph taken to verify their identity at the port of entry. Visas are required for most students, some business travelers and millions of other visitors, regardless of where they live. A departure confirmation program using automated kiosks is being tested at Baltimore-Washington International Airport and at select Miami Seaport cruise line terminals. Travelers leaving from either of these ports are required to confirm their departure at the kiosk by checking out, which involves scanning their passport or visa, and repeating the scanning of two index fingers. Currently the officials are evaluating the automated kiosk tests and considering alternatives for departure confirmation throughout 2004.
Can your Aeroplane Make you Money?
If you can view your airplane as a "tool" and you've got income to support an airplane payment. . . a "leaseback" may be right for you! A leaseback is an arrangement in which an individual purchases an airplane and allows a flight school to manage and operate the airplane in his or her flight school. Properly structured, a "win, win, win" situation is created.
Win #1: A flight school, which is generally cash strapped can now attract new students more effectively and be more competitive in the market place while retaining capital for advertising and other operating expenses.
Win #2: The owner of the airplane who has no other business use for the airplane, now has legitimate business use and the ability to depreciate the equipment and benefit from the tax benefit that comes from this depreciation. This can be very significant and the depreciation can be as much as 42% of the aircraft value in the first year!
Win#3: The customer wins when he/she can learn to fly in a brand new airplane (new airplanes are most profitable for a leaseback due to the waranty) sporting equipment found in some of the best corporate aircraft.
Evaluating the leaseback opportunity and creating a business plan to determine if a leaseback is right for you is a step that should not be done in haste.
Can one plane "do it all?"
Probably not, however you can own a plane that will accomplish most of what you'd like it to do. First you must ask yourself the following questions:
1. How will I be using this airplane?
Business
Flying myself from point "A" to point "B"
Flying myself and a couple of employees
Flying customers
Personal
Flying to a 2nd home, either up north or in the south
Vacationing with my airplane
Visiting family, friends or children
I'm a Sunday afternoon flyer
Aerobatic flying
Flying a floatplane around the lakes
2. Where will I be flying my airplane?
Pretty much within the state
Regional travel, within a couple of states
Flying more than a tank of fuel away regularly
3. How many passengers will I normally have?
4. What is my flying experience level?
5. How much can I comfortably afford each month?
The "ideal" airplane will do it all for you, but realistically, if you can purchase a plane that will accomplish 90% of your missions, you're doing great! On that rare occasion that you want to take that extra person, or land on water, or do a couple of barrel rolls. . . RENT a plane for the afternoon!
If you plan to fly your plane for more than the time it takes to find a good airport restaurant, comfort and ease of flying will become important considerations. Look for seats that adjust in several directions and with back support. Head room and shoulder room won't seem to be an issue on a "demo" flight, but try to anticipate your needs when you've been in a seat for 4-5 hours. Can you stretch a bit or are you cramped and irritable?
Does the airplane's range meet your needs? A fuel stop will cost you an hour so the few knots you gained with the faster plane may not get you to your destination first if you had to make a stop.
What about the airplane's flying demands. Can you relax a bit or does the plane require your absolute attention. Is the plane forgiving when you're fatigued? Do you have sufficient avionics to provide the information you need in the cockpit? Demanding airplanes are a thrill and a challenge to fly, but when your typical trip is several hours long, the challenge gets old. . . FAST!
Your choice of airplane is a critical one and too often we buy with our emotions and then later regret our decisions. Take the time to envision yourself and your family/business associates in the airplane, and making the usual trip. Are you relaxed? Is everyone comfortable? If the answer is not YES, your business/family flights will probably be short-lived.
Once you've determined your needs, it's time to look at your finances. Yes, you read that correctly! Determine the right airplane FIRST and then decide how you're going to pay for it. That comment doesn't sound like one that would come from the daughter of a conservative accountant. . .
However, if you purchase the wrong airplane for the right money, you're sure to:
1. Not fully utilize your airplane
2. Spend too much money trying to make it what you wanted in the first place
3. Get hurt!
(Dad would agree with that!)
Instead, choose the right airplane and learn about different options available to help you pay for it. You can learn about some of these options by downloading the teleclass:
"Secrets of the Aircraft Finance Companies"
at: http://www.airplanenoise.com eleclass_schedule.htm
Choosing the right airplane is SUCH an important decision! Do your homework and buy a plane that will be easily integrated into your lifestyle: business AND personal .
1. How will I be using this airplane?
Business
Flying myself from point "A" to point "B"
Flying myself and a couple of employees
Flying customers
Personal
Flying to a 2nd home, either up north or in the south
Vacationing with my airplane
Visiting family, friends or children
I'm a Sunday afternoon flyer
Aerobatic flying
Flying a floatplane around the lakes
2. Where will I be flying my airplane?
Pretty much within the state
Regional travel, within a couple of states
Flying more than a tank of fuel away regularly
3. How many passengers will I normally have?
4. What is my flying experience level?
5. How much can I comfortably afford each month?
The "ideal" airplane will do it all for you, but realistically, if you can purchase a plane that will accomplish 90% of your missions, you're doing great! On that rare occasion that you want to take that extra person, or land on water, or do a couple of barrel rolls. . . RENT a plane for the afternoon!
If you plan to fly your plane for more than the time it takes to find a good airport restaurant, comfort and ease of flying will become important considerations. Look for seats that adjust in several directions and with back support. Head room and shoulder room won't seem to be an issue on a "demo" flight, but try to anticipate your needs when you've been in a seat for 4-5 hours. Can you stretch a bit or are you cramped and irritable?
Does the airplane's range meet your needs? A fuel stop will cost you an hour so the few knots you gained with the faster plane may not get you to your destination first if you had to make a stop.
What about the airplane's flying demands. Can you relax a bit or does the plane require your absolute attention. Is the plane forgiving when you're fatigued? Do you have sufficient avionics to provide the information you need in the cockpit? Demanding airplanes are a thrill and a challenge to fly, but when your typical trip is several hours long, the challenge gets old. . . FAST!
Your choice of airplane is a critical one and too often we buy with our emotions and then later regret our decisions. Take the time to envision yourself and your family/business associates in the airplane, and making the usual trip. Are you relaxed? Is everyone comfortable? If the answer is not YES, your business/family flights will probably be short-lived.
Once you've determined your needs, it's time to look at your finances. Yes, you read that correctly! Determine the right airplane FIRST and then decide how you're going to pay for it. That comment doesn't sound like one that would come from the daughter of a conservative accountant. . .
However, if you purchase the wrong airplane for the right money, you're sure to:
1. Not fully utilize your airplane
2. Spend too much money trying to make it what you wanted in the first place
3. Get hurt!
(Dad would agree with that!)
Instead, choose the right airplane and learn about different options available to help you pay for it. You can learn about some of these options by downloading the teleclass:
"Secrets of the Aircraft Finance Companies"
at: http://www.airplanenoise.com eleclass_schedule.htm
Choosing the right airplane is SUCH an important decision! Do your homework and buy a plane that will be easily integrated into your lifestyle: business AND personal .
Ann Coulter vs. One Billion Arabs
In a recent column, Ann Coulter expressed indignation regarding an apparent Federal Aviation Administration policy not to perform searches on more than two Arabs at a time. I was not aware of this policy, but not surprisingly, Coulter would like all Arabs stopped and searched. You know, because they're Arab. I think Coulter is applying some sort of twisted logic to this subject. Something along the lines of, “The terrorists that attacked the United States on 9-11 were Arabs. Therefore, all Arabs are terrorists.” In essence, Coulter is advocating racial profiling. Which is an odd position for an attorney with a background in constitutional law to take. Innocent until proven guilty? Not if you look like you are an Arab. It was John Lehman, a member of the 9-11 Commission, that had brought attention to the policy that prohibits airlines from searching more than two Arabs at a time. To this, Coulter writes, “In a sane world, Lehman's statement would have made headlines across the country…that it is official government policy to prohibit searching more than two Arabs per flight.”
African-Americans have dealt with this kind of injustice for years. And while Coulter thinks racial profiling is sound law enforcement policy, I have another word for it: racism. But that's just me. And when you apply Coulter's logic to other scenarios, the logic stops making sense. For instance, The FBI has profiled serial killers and what has emerged is that the majority of serial killers are white males. Does that mean the FBI should stop every white male in a particular city or region where a serial killer has struck? Of course not. That would be stupid.
So, even though she supports a racist method of law enforcement, it would not be fair for me to say Coulter was a racist. I don't know Ann Coulter, so I can't say she's a racist. That would be wrong. Maybe we can find some answers in her columns!
Here's a good one. September 25, 2002. Why We Hate Them. Coulter writes, Americans don't want to make Islamic fanatics love us. We want to make them die. There's nothing like horrendous physical pain to quell angry fanatics. So sorry they're angry – wait until they see American anger. Japanese kamikaze pilots hated us once too. A couple of well-aimed nuclear weapons, and now they are gentle little lambs. That got their attention.
No love lost there, eh Ann? Maybe we should emulate the policies of the Hitler-era German government. They didn't like Jews very much, so they rounded them up and killed millions of them.
Conservatives do a lot of whining about how liberals are always quick to label conservatives as “racists” or “homophones” or “stupid.” These assessments, at least for me, are based on what I hear coming out of a conservative's mouth, or what they write.
Actually, conservative hate-speak is very easy to pick up on. Take Sean Hannity. He likes to begin sentences with statements like “You liberals…” or he'll say “You and your liberal friends…” The key is to take the word liberal and replace it with a minority. Give it a try the next time you hear Hannity, or some other right-winger, on television or read it in print. If you can stomach hearing Hannity. Maybe you'll need to find someone less annoying.
Speaking of annoying, let's get back to Coulter. In her Sept. 4, 2002 column, titled Murder for Fun and Prophet (get it? Prophet refers to the Prophet Muhammad. Hilarious!), at the end of the column, Coulter dismisses the Muslim faith as irrelevant. “Muhammad makes L. Ron Hubbard look like Jesus Christ. Most people think nothing of assuming every Scientologist is a crackpot. Why should Islam be subject to presumption of respect because it's a religion?”
That's right, Ann! Over one billion people around the world are crackpots because they are Muslims. Idiots! As a comparison, there are only a few million members of the Church of Scientology, according to the Religious Tolerance web site.
And let's not forget Ann's most infamous column, from Sept. 12, 2001. At the end of that column, she says, “We should invade their countries, kill their leaders and convert them to Christianity. We weren't punctilious about locating and punishing only Hitler and his top officers. We carpet-bombed German cities; we killed civilians. That's war. And this is war.”
Call me crazy, but I get the impression that Arabs and/or Muslims are not Ann's favorite people.
For instance, in an interview with the Guardian of London newspaper on May 17, 2003, Coulter said, “This is my idea…I think airlines ought to start advertising: 'We have the most civil rights lawsuits brought against us by Arabs.'” Oh, man, Ann, my sides are splitting! In fact, as a solution for Muslims to use air travel, Coulter offers helpfully, “They could use flying carpets!”
Flying carpets! Brilliant! Ann, you know, if the whole racist pundit thing ever comes to an end, you'll have a career in stand-up comedy.
We know Ann hates liberals, and it's pretty clear she hates Muslims. And, apparently, Scientologists. I don't know what Ann likes. My guess will have to be, hearing her voice. Or Sean Hannity's voice.
African-Americans have dealt with this kind of injustice for years. And while Coulter thinks racial profiling is sound law enforcement policy, I have another word for it: racism. But that's just me. And when you apply Coulter's logic to other scenarios, the logic stops making sense. For instance, The FBI has profiled serial killers and what has emerged is that the majority of serial killers are white males. Does that mean the FBI should stop every white male in a particular city or region where a serial killer has struck? Of course not. That would be stupid.
So, even though she supports a racist method of law enforcement, it would not be fair for me to say Coulter was a racist. I don't know Ann Coulter, so I can't say she's a racist. That would be wrong. Maybe we can find some answers in her columns!
Here's a good one. September 25, 2002. Why We Hate Them. Coulter writes, Americans don't want to make Islamic fanatics love us. We want to make them die. There's nothing like horrendous physical pain to quell angry fanatics. So sorry they're angry – wait until they see American anger. Japanese kamikaze pilots hated us once too. A couple of well-aimed nuclear weapons, and now they are gentle little lambs. That got their attention.
No love lost there, eh Ann? Maybe we should emulate the policies of the Hitler-era German government. They didn't like Jews very much, so they rounded them up and killed millions of them.
Conservatives do a lot of whining about how liberals are always quick to label conservatives as “racists” or “homophones” or “stupid.” These assessments, at least for me, are based on what I hear coming out of a conservative's mouth, or what they write.
Actually, conservative hate-speak is very easy to pick up on. Take Sean Hannity. He likes to begin sentences with statements like “You liberals…” or he'll say “You and your liberal friends…” The key is to take the word liberal and replace it with a minority. Give it a try the next time you hear Hannity, or some other right-winger, on television or read it in print. If you can stomach hearing Hannity. Maybe you'll need to find someone less annoying.
Speaking of annoying, let's get back to Coulter. In her Sept. 4, 2002 column, titled Murder for Fun and Prophet (get it? Prophet refers to the Prophet Muhammad. Hilarious!), at the end of the column, Coulter dismisses the Muslim faith as irrelevant. “Muhammad makes L. Ron Hubbard look like Jesus Christ. Most people think nothing of assuming every Scientologist is a crackpot. Why should Islam be subject to presumption of respect because it's a religion?”
That's right, Ann! Over one billion people around the world are crackpots because they are Muslims. Idiots! As a comparison, there are only a few million members of the Church of Scientology, according to the Religious Tolerance web site.
And let's not forget Ann's most infamous column, from Sept. 12, 2001. At the end of that column, she says, “We should invade their countries, kill their leaders and convert them to Christianity. We weren't punctilious about locating and punishing only Hitler and his top officers. We carpet-bombed German cities; we killed civilians. That's war. And this is war.”
Call me crazy, but I get the impression that Arabs and/or Muslims are not Ann's favorite people.
For instance, in an interview with the Guardian of London newspaper on May 17, 2003, Coulter said, “This is my idea…I think airlines ought to start advertising: 'We have the most civil rights lawsuits brought against us by Arabs.'” Oh, man, Ann, my sides are splitting! In fact, as a solution for Muslims to use air travel, Coulter offers helpfully, “They could use flying carpets!”
Flying carpets! Brilliant! Ann, you know, if the whole racist pundit thing ever comes to an end, you'll have a career in stand-up comedy.
We know Ann hates liberals, and it's pretty clear she hates Muslims. And, apparently, Scientologists. I don't know what Ann likes. My guess will have to be, hearing her voice. Or Sean Hannity's voice.
Airventure 2003. . . WOW!
If you're just getting back from OshKosh, I'm sure you'll agree. . . Great Show!
In the seven years that I've made the pilgrimage, I've still not seen it all!
This year, I committed to see parts of the show that I'd still not seen before.
I visited the Fly Market - a collection of vendors selling everything from aircraft parts to T-shirts.
I walked through the Airbus Beluga and was amazed by its capabilities.
This year was the first year I ate from one of the food concessions! In the past, I've left the grounds for a lunch but found that I was losing too much valuable Airventure time.
But even with a 4 day trip, it's impossible to see everything! I'll just have to go back again next year!
Things I still need to see at OshKosh:
1. I haven't been to see the Warbirds yet.
2. Haven't been to the flight line for the airshow.
3. Haven't experienced the nightlife at the campgrounds, including the beer tent and live music.
4. Need to see KidVenture where kids create and learn with the NestleQuick Bunny!
5. Haven't camped under my wing. . .
6. In fact, I haven't flown into OSH! Appleton was quite a bit calmer, but perhaps I'm missing an important part of the Airventure experience.
Well, it's a year away from next year's show, but I'm making my plans now.
How about you?
Addressing Safety With New Avionics
"How safe is it?" Along with "How much does it cost?" this is a question we often hear when someone is considering flight training as an option for depleting his or her discretionary income. Our industry has experienced a marked reduction in overall accidents and statistically, a 27.8% reduction in the most recent 7 years! During this same time period General Aviation fatal accidents dropped 32.6% to just over 1 fatality for every 100,000-flight hours.
Of these accidents, 80% are either partially or completely pilot induced, with weather related accidents and controlled flight into terrain (CFIT) accounting for the majority of fatalities.
So what is the industry doing to address the issue of pilot errors?
Bendix/King has taken the bull by the horns and addressed this challenge with several new avionics products, and Cessna has taken the next step by including the Bendix/King advanced avionics package in their aircraft.
Situational Awareness: With its moving map and IFR approach capability, the KLN94 GPS provides added safety through increased situational awareness. This GPS with its full color screen is as easy to operate, as it is to view.
Weather: Bendix/King Data Link Weather features a state-of-the-art data link system to bring textual and graphical weather to your cockpit with a high speed, high bandwidth system. With the KDR 510, weather information (including METARs, TAFs, and PIREPs) is automatically updated and displayed on your KMD 550 (multi-function display) in your cockpit. For a small monthly fee, you can also receive NEXRAD radar and additional weather products that promote additional weather avoidance capability.
Controlled Flight Into Terrain (CFIT): The KMH 880 Multi-Hazard Awareness System combines traffic and terrain avoidance features in one unit. Combined with the KDR 510 and displayed on the KMD 550, you can have all the situational awareness available to ensure an up-to-the-second picture of your flight situation.
Workload Reduction: The KMD 550 Multi-Function Display (MFD) lets you spend less time looking at your instruments and more time flying your aircraft. The system gives you the information you need without added clutter, all while reducing the time required to manage each safety system. Along with its capability to display traffic, weather, terrain and moving map information, the KMD 550 also provides a wealth of reference information to the pilot including airports, NDBs, intersections, VORs, special-use airspace, victor airways, rivers, roads, lakes, cities and towers. When interfaced to the KLN 94, the KMD 550 can also display holding patterns, procedure turns and DME arcs for even greater situational awareness. Most importantly, this MFD is simple to use and sports a bright, razor-sharp display!
So, how much safer can General Aviation become? It seems to me that the sky's the limit! Who would have guessed that today's General Aviation aircraft would have these capabilities? And I suppose the question follows . . . “What else is possible?
Bush Sedans - Canada's Bush Plane Museum
I found a gem of an aviation museum while on a Hapaq-Lloyd German Cruise Lines voyage of the Great Lakes.
The Canadian Bushplane Heritage Centre is located in the historic former Ontario Provincial Air Service hangar at the edge of the St. Mary's River in downtown Sault Ste. Marie (often called the Soo), Ontario, Canada. The original hangar dates back to the 1940s; this is where bush piloting started, as well as firefighting using belly drops of water and chemicals.
Sault Ste. Marie is actually two cities separating the USA and Canada, split by the St. Mary's River and also is the industrial hub for the lock system that raises and lowers ships from Lake Huron to Lake Superior. The C. Columbus, the Nassau, Bahamas registered ship that I was cruising on, was not due to channel the locks until late that night, so a stroll a few blocks down Bay Street on the Canadian and larger of the two Soos (100,000 plus) found me piloting my way to the "Yellowbird" museum.
The bush planes are all in the original 1948 era hangar, and I have the chance to stop and visit with the renovation crew and mechanics clanging away on steel and aluminum. They perform superb jobs to bring new life back into the rare and often still serviceable and flyable relics.
The Beaver was built around the blueprint of a pickup truck, or so I learned from a fun film presentation at the Wings Over The North Theater, adjacent to the hangar. The Beaver is still flying bush patrols throughout Canada and the world, and it is one of the most rugged, dependable, and famous of the bush planes. A Beaver turboprop version rests a few yards away, and it still works, too.
The Canadian built deHavilland DHC-2 Beaver is a classic plane first constructed in 1948 and it is the second Beaver to ever be built, and the first of 44 purchased by the Air Service, and the oldest Beaver still flying, located near the Fire Camp, a replical of a typical 1940s fire crew camp, complete with tent, radio, and gear.
The deHavilland Mk III Turbo Beaver, when compared to the standard Beaver, has a turbine powered engine that carries additional passengers, climbs and cruises faster, and has a higher service ceiling. The turbo's snout is more tapered than the blunt nosed Beaver, and the engine is hundreds of pounds lighter, thus needing a bigger tail, according to one of the bush plane engineers. Engines are still to this day ground tested after overhauling and before bolted back into use on the planes within the hangar.
Many of the planes were used to deliver medicine and supplies, air ferry fishermen and hunters into the hinterlands, or to spot forest fires.
The story of the Beaver unveils in the theater through Pilot Ron and his canine co-pilot Charlie's adventures, a story that is brought to life through objects and artifacts right in the theatre, and with the use of special lighting and environmental effects that make for an unforgettable flight.
The Centre honors the work of bush pilots, a necessary wilderness career that opened up the Canadian north, while the Ontario Provinicial Air Service or OPAS played a major role in protecting Ontario's forests. The Air Service was established in 1924 and the first hangar was erected that year. The present hangar was built in 1948 on the same spot, replacing the older building, but it too was declared surplus in 1991 when newer technology and bigger planes were housed at a new facility across town at the Sault Federal Airport.
The old bush base was formed into a nonprofit corporation and the plane ollection continues to grow with each new donation. The museum takes in no government funds to renovate these historic and often antique planes. Most of the funding comes from ticket and gift store sales and memberships of those interested in bush planes. You can even join in the fun and get the Centre's newsletter.
The Silver Dart is the first plane to greet me gliding over the museum's lobby near the gift shop. The replica is of the first aircraft to make powered flight in Canada.
The Noordayn Norseman was designed in 1935, and is one of the first planes built for Canadian bush flying. The Centre's example, serial #17, was built in late 1938 and is now the oldest operational Norseman in the world.
The deHavilland DHC-3 Otter was introduced in 1953, and it carried on with the tradition of the Beaver; the Centre's version was damaged in a forced landing north of Moosonee in 1986.
The Centre's version of the Fairchild Husky is one of the rarest examples of this plane, and it is nearing completion of a total overhaul . The Husky was designed in 1946, an early competitor of the Beaver, but even with the advantage of superior cargo handling, the Husky was underpowered and only 12 were ever built.
Canadair CL215 was designed in 1978, and was the first purpose-built water bomber. It is capable of picking up over 5,000 liters of water at a time for fire drops.
The Centre's Great Lakes Trainer was once a privately owned plane from the 1930s, built from scratch by long time pilot and air engineer, Guy Laroque.
The Centre even has a few helicopters on display; the most notable is the Bell 470, restored to the original configuration and owned by the Ontario Lands and Forest, dating from 1953. The helicopter is the first to be owned by a government agency in Canada.
The Grumman Tracker is an ex-U.S. Navy carrier based anti-submarine aircraft that was declared surplus by the military and later converted to a chemical fire bomber. The plane is painted in the colors of its donors, Conair of Abbostford, British Columbia.
The Republic Seabee is a postwar amphibious aircraft designed for commercial use but is more popular as a recreational plane.
The above mentioned bush planes are but a small highlight of what awaits you at the msueum. The Centre also houses a Flight Cent re with exhibits, flight simulating computers, a Beech 18 cockpit, simulated flights in a Beaver, a Link Trainer, and a pilot aptitude test. The flight adventure simulator takes me on a flight over Sault Ste. Marie and the local landmarks, following the ACR Tour train and I experience the thrill of fighting a forest fire. Many of the first and more modern bush pilots mug shots are forever placarded in black and white drawings.
You don't have to use one of the vintage radios to get in contact with the Bushplane Heritage Centre.
Canadian Bushplane Heritage Centre
50 Pim Street
(just off Bay St .)
Sault Ste. Marie ,
ON P6A 3G4 Canada
705/945-6242
fax: 702/942-8947
www.bushplane.com
I happen to stumble into the wrong theater to hear a fire fighting lecture before getting ousted to the proper theater. The lightning locator is a real time computer based system that records all lightning strikes in Eastern North America and it is a vital component of the sophisticated fire prediction system based in Sault Ste. Marie.
Flights Of Fancy: An Air Of Gratitude
Feeling cranky about air travel? Get a grip.
Not on the arm of your passenger seat--on reality, history, and the incredible accomplishment of human flight.
We've just celebrated the 100th anniversary of the Wright brothers' historic flight at Kitty Hawk, North Carolina. Although there werecertainly others who were experimenting with flying machines--most notably, Alberto Santos-Dumont, a Brazilian who is widely celebrated in his native country as being the father of aviation--the Wright Brothers are generally regarded as the first to get humans off the ground.
The fascinating thing about the Wright brothers is that they were not the idealistic dreamers you might expect them to be. They were serious, studious, and determined to figure things out. It wasn't that they were obsessed with the dream of soaring high above the ground. They were mechanically-inclined brothers who owned a bicycle shop, and they couldn't forget the brief but exciting flight of a cheap toy airplane they'd received as children. They were intrigued by the engineering challenge.
Let's just say it--they were geeks. Good thing. Like geeks everywhere, they dug in, immersing themselves in their research. By following their hunch and testing the heck out of it, they found the key component that enabled them to create that first flying hunk of wood, fabric and wire capable of carrying a man and--key point here--landing without crashing.
The Wright brothers had the same access to records of tried and failed attempts at flight as all other would-be aviators of the time. They studied birds, they analyzed physics properties, and they built wind tunnels--just like everyone else. Sure, it was their dogged persistence that led them to success, but there was something else that really helped them nail it. They took one piece of the puzzle and worked relentlessly to decipher it.
Instead of focusing on the force needed to lift the contraption, or the engine required to power it, they zeroed in on the concept of control. No sense having a great flight only to crash into the trees after a few moments of jubilation. It was the issue of control that captured their imagination and led to a design featuring both maneuverability and safety.
But as focused as they were on directing the movement of the flying machines, they failed to pay attention to the continued testing and refinement of their ideas. They got distracted by their efforts to control sales, and the research and development division was left flapping in the breeze. While the Wrights got caught up in patent struggles and contracts, adventurers around the world were improving on their original design and savvy businessmen were building airplanes, airports and flight schools. By 1912, Wilbur had died and Orville was losing interest in flying.
Meanwhile, Santos-Dumont continued his passion for being airborne. He is credited with launching the first public flight as well as designing the first hydroplane. He zipped around Europe, flying to fashionable restaurants and parking his plane out front, right next to the tethered horses. Where the Wrights were methodical and diligent, Santos-Dumont was a flashy man about town known for his daring and his sense of style. He cut a dashing figure and inspired everyone from fashion designers to engineers. His friend, Louis Cartier, created the first wristwatch for him after Santos-Dumont expressed a need to keep track of time while busily flying his plane.
Santos-Dumont didn't give a rip about patents. Instead of spending his time and money on protecting his designs, he freely offered his ideas to anyone interested in copying and improving them. He engaged in the shareware idea: take this, go forth and prosper. We've seen this approach in software (Linux) and hybrid-electric cars (Hunter and Amory Lovins), and though it rarely leads to great wealth for the creators, it dramatically facilitates access and ingenuity.
After years of flying high, Santos-Dumont suffered from ill health and committed suicide in 1932. I guess neither engineering talent nor courageous individualism guarantees a happy ending. The Wrights ran out of passion, and Santos-Dumont lost his mojo. In their own ways, they simply burned out.
It's interesting to think about how we need both the plodding perseverance of the Wrights and the free-thinking generosity of Santos-Dumont in every project we undertake. The greatest invention in the world will never capture the excitement of the population without those who are fearless in their attempts to apply it. Those who create the buzz are admittedly standing on the shoulders of those who quietly developed the technology, but we must have both to bring out the eagerness of the early adopters and the cultural change that hinges upon the mainstream acceptance of any new idea.
Bill Gates, that geek extraordinaire, has said: "The Wright brothers created the single greatest cultural force since the invention of writing. The airplane became the first world wide web, bringing people of different languages, ideas and values together."
The next time you're slogging through security, struggling to put your bag in the overhead compartment, or grousing about the leg room, pause a moment to reflect on the enormity of human flight. Recognize it for the magnificent achievement that it is, and pay tribute to those who lived and died for its creation. Appreciate the risk taking required in the last century to get you that window seat.
Please remain seated until the aircraft comes to a complete stop, and whisper words of gratitude to the Wright brothers for their determination in discovering what it takes to make a safe landing.
You may now move freely about the cabin. Please refrain from complaining.
Thank you for flying for us, Wilbur and Orville.
Re-assignment of pre-registered aero-domains
ICANN accredited Registrar Secura announces today, that Secura as registrar supports all steps, which SITA has made, in order to pre-register industrial codes of the aviation community as aero-domains. Eligible companies (airlines and airports) can now register the pre-registered domains at https://www.domainregistry.de/aero.html (English) or https://www.domainregistry.de/aero-domains.html (German).
SITA, the sponsor of .aero, has announced changes in domain registration policy. All domain names corresponding to airline and airport codes are active
Following the recommendation of the Dot Aero Council, SITA activated all domain names corresponding to airline and airport industry codes. All two character airline codes, all location codes allocated to municipal areas and airports and all three letter airline codes of IATA airlines have been pre-registered. These new domain names are now "active" and work as web sites until the time, the eligible airline and airports assume responsibility and control of their domain names.
Pre-registration and activation of domain names was introduced to make sure that complete sets of codes work and there are no gaps in the structure that would break the predictability. Once all recognized codes are present, a traveler or an industry professional can always receive a valid answer when using a recognized industry code in .aero. This is very good news for end-users, people as well as systems, because they can always "guess" what domain name to use based on their knowledge of the industry codes, and access desired information quickly. Say, as a passenger, you use the LA airport frequently, you know the code is LAX, so you just type www.lax.aero and you are on the web site of the airport. That?s fast!
Pre-registration and activation also serves as a very useful tool for demonstration and testing of new concepts like minimum presentation standards for mobile and wireless devices.
SITA, the sponsor of .aero, has announced changes in domain registration policy. All domain names corresponding to airline and airport codes are active
Following the recommendation of the Dot Aero Council, SITA activated all domain names corresponding to airline and airport industry codes. All two character airline codes, all location codes allocated to municipal areas and airports and all three letter airline codes of IATA airlines have been pre-registered. These new domain names are now "active" and work as web sites until the time, the eligible airline and airports assume responsibility and control of their domain names.
Pre-registration and activation of domain names was introduced to make sure that complete sets of codes work and there are no gaps in the structure that would break the predictability. Once all recognized codes are present, a traveler or an industry professional can always receive a valid answer when using a recognized industry code in .aero. This is very good news for end-users, people as well as systems, because they can always "guess" what domain name to use based on their knowledge of the industry codes, and access desired information quickly. Say, as a passenger, you use the LA airport frequently, you know the code is LAX, so you just type www.lax.aero and you are on the web site of the airport. That?s fast!
Pre-registration and activation also serves as a very useful tool for demonstration and testing of new concepts like minimum presentation standards for mobile and wireless devices.
How Can I Justify This?
People buy for emotional reasons and justify their decisions with whatever logic they can find or create, no matter how ridiculous.
-Joe Vitale
So you want to buy an airplane! What's stopping you? Perhaps I can list a few things:
1. My spouse doesn't fly and doesn't support my flying habit.
2. I don't do enough flying. . . it's probably cheaper to rent.
3. I'm not rich.. . How could I afford an airplane of my own?
O.K. Let's acknowlege that emotionally, WE WANT THE AIRPLANE! After all, who wouldn't? What could be more desireable than a brand new airplane, everything working, smell of new leather, and of course the turning heads every time you land your new airplane?
Now comes the justification part. We'll start with
#1: My spouse doesn't fly and doesn't support my flying habit.
Unfortunately, this one's all too common. However, there are a few things you can do to enroll your spouse in the program.
Make it a practice of flying to places that your spouse wants to go! Skip the pancake breakfasts and fly-ins. Fly to destinations that are unrelated to aviation. For a list of some great places, visit
http://www.airplanenoise.com/great_trips.htm
Try a "Pinch Hitter" course. Sometimes (I can speak from personal experience here) a good instructor can "hook" your spouse and before you know it you'll be forking out additional money for flight lessons. This is not a bad thing. . . With both of you involved in this activity, you'll win support for your purchase!
Who knows? Maybe your spouse prefers your absence and will endorse your involvement in a time consuming activity!
2. I don't do enough flying. . . it's probably cheaper to rent.
Have you heard the "50 hour/year" rule? Well if you have, disregard it! With a little bit of planning, your airplane investment can pay off with your personal and business flying. Airplanes are unlike other vehicles and actually increase in value over time. Take a look at a Aircraft Blue Book or V-Ref and compare values of some older airplanes. Some are several times their original purchase price! Different airplanes appreciate at different rates, so look for strong manufacturers that will be around years down the road.
3. I'm not rich.. . How could I afford an airplane of my own?
THE BIGGIE! New airplanes aren't cheap, but if you can position yourself for financing, the airplane can actually PAY YOU for the first 3-4 years! Sound impossible? Incentives are in place both from manufacturers (in the form of low interest rates) and the new tax incentives. With as little as 27% business use , you can depreciate the majority of the airplane and benefit from the associated tax savings. First year may be as much as 80% depreciation for a new aircraft! Additionally, warranty will cover the bulk of your maintenance expenses.
With regard to "positioning yourself for financing," visit
http://www.airplanenoise.com eleclass_schedule.htm
for a free download of "The Secrets of the Aircraft Finance Companies." You can also send a blank e-mail to aircraftpurchasesteps@getresponse.com for the Aircraft Purchase Wizard, a 9 e-mail series outlining the aircraft purchase steps with exclusive links and downloads.
Come on! We all justify our purchases everyday! You didn't really need these tips now, did you?
-Joe Vitale
So you want to buy an airplane! What's stopping you? Perhaps I can list a few things:
1. My spouse doesn't fly and doesn't support my flying habit.
2. I don't do enough flying. . . it's probably cheaper to rent.
3. I'm not rich.. . How could I afford an airplane of my own?
O.K. Let's acknowlege that emotionally, WE WANT THE AIRPLANE! After all, who wouldn't? What could be more desireable than a brand new airplane, everything working, smell of new leather, and of course the turning heads every time you land your new airplane?
Now comes the justification part. We'll start with
#1: My spouse doesn't fly and doesn't support my flying habit.
Unfortunately, this one's all too common. However, there are a few things you can do to enroll your spouse in the program.
Make it a practice of flying to places that your spouse wants to go! Skip the pancake breakfasts and fly-ins. Fly to destinations that are unrelated to aviation. For a list of some great places, visit
http://www.airplanenoise.com/great_trips.htm
Try a "Pinch Hitter" course. Sometimes (I can speak from personal experience here) a good instructor can "hook" your spouse and before you know it you'll be forking out additional money for flight lessons. This is not a bad thing. . . With both of you involved in this activity, you'll win support for your purchase!
Who knows? Maybe your spouse prefers your absence and will endorse your involvement in a time consuming activity!
2. I don't do enough flying. . . it's probably cheaper to rent.
Have you heard the "50 hour/year" rule? Well if you have, disregard it! With a little bit of planning, your airplane investment can pay off with your personal and business flying. Airplanes are unlike other vehicles and actually increase in value over time. Take a look at a Aircraft Blue Book or V-Ref and compare values of some older airplanes. Some are several times their original purchase price! Different airplanes appreciate at different rates, so look for strong manufacturers that will be around years down the road.
3. I'm not rich.. . How could I afford an airplane of my own?
THE BIGGIE! New airplanes aren't cheap, but if you can position yourself for financing, the airplane can actually PAY YOU for the first 3-4 years! Sound impossible? Incentives are in place both from manufacturers (in the form of low interest rates) and the new tax incentives. With as little as 27% business use , you can depreciate the majority of the airplane and benefit from the associated tax savings. First year may be as much as 80% depreciation for a new aircraft! Additionally, warranty will cover the bulk of your maintenance expenses.
With regard to "positioning yourself for financing," visit
http://www.airplanenoise.com eleclass_schedule.htm
for a free download of "The Secrets of the Aircraft Finance Companies." You can also send a blank e-mail to aircraftpurchasesteps@getresponse.com for the Aircraft Purchase Wizard, a 9 e-mail series outlining the aircraft purchase steps with exclusive links and downloads.
Come on! We all justify our purchases everyday! You didn't really need these tips now, did you?
Denver's European connection
DIA is an unusual US airport, as it is one of the largest in the country, but surprisingly it is well behind smaller airports for its international
traffic. The City Hall and the airport authorities have been trying to build a successful strategy of international development since the early 1990s.
Denver International Airport (DIA) opened on 28 February 1995, replacing the old constrained Stapelton airport. The goal was clear: ensuring the development of the local market and economy by providing room for expansion to airline carrier such as United Airlines. It had since become one of the busiest airports of the nation. But despite this success, the city had yet to secure any non-stop service to Europe, which would boost the airport's traffic, and was important to for the city of Denver and the whole Rocky Mountains region to gain a worldwide reputation and recognition.
During the early 1990s, no European airline was present at DIA, and Continental Airlines had dropped its Honolulu-Denver-London route leaving Denver's travelers with the only solution of a first connection before reaching the Old Continent. Europe's largest single market, London, was obviously the prime target of DIA. Despite initial contacts in 1990s, it's not until 01 September 1998 that British Airways landed at Denver for the first time. The traffic would have been satisfying with two yearly peak periods with skiing season in the Rocky Mountains (March), and the summer holidays (July and August). United Airlines, Denver's dominant carrier with a 70+% market share intended to launch European flights from its Denver hub, and it announced it would launch a flight to London in April 2000. But the airline was not granted rights, and had to look elsewhere in Europe: a link to Frankfurt, the main base of UA's European partner Lufthansa was eyed by both airlines and highly supported by the airport authorities, proposing up to US$1 million in advertising incentives. Lufthansa initiated a daily service on 25 March 2001, receiving the US$1 million in marketing incentives and a US$700,000 landing fees waiver.
Denver airport is well-known for being an "hot'n'high" airfield, which has led to some technical problems for the operators, since the lift capacity of the airplanes is decreased. Airplanes either need to reduce their fare-paying payload -- and lose revenue -- or accelerate to a high speed -- which requires longer runways. In Denver's case, no runway was long enough for the heavy airplanes taking-off bound for Europe. The first idea the management found was to embed the lights located at the end of the runway into the ground to lengthen the existing runways (nearly 90ft gained). This has already diminished the technical restrictions, but a new 16,000ft runway is under construction and will be among the longest on earth for commercial use.
DIA hopes that these first links to Europe will show the way to other carriers, notably Air France from Paris, to place the airport in the US' top airports and make Denver a more attractive place to make business.
traffic. The City Hall and the airport authorities have been trying to build a successful strategy of international development since the early 1990s.
Denver International Airport (DIA) opened on 28 February 1995, replacing the old constrained Stapelton airport. The goal was clear: ensuring the development of the local market and economy by providing room for expansion to airline carrier such as United Airlines. It had since become one of the busiest airports of the nation. But despite this success, the city had yet to secure any non-stop service to Europe, which would boost the airport's traffic, and was important to for the city of Denver and the whole Rocky Mountains region to gain a worldwide reputation and recognition.
During the early 1990s, no European airline was present at DIA, and Continental Airlines had dropped its Honolulu-Denver-London route leaving Denver's travelers with the only solution of a first connection before reaching the Old Continent. Europe's largest single market, London, was obviously the prime target of DIA. Despite initial contacts in 1990s, it's not until 01 September 1998 that British Airways landed at Denver for the first time. The traffic would have been satisfying with two yearly peak periods with skiing season in the Rocky Mountains (March), and the summer holidays (July and August). United Airlines, Denver's dominant carrier with a 70+% market share intended to launch European flights from its Denver hub, and it announced it would launch a flight to London in April 2000. But the airline was not granted rights, and had to look elsewhere in Europe: a link to Frankfurt, the main base of UA's European partner Lufthansa was eyed by both airlines and highly supported by the airport authorities, proposing up to US$1 million in advertising incentives. Lufthansa initiated a daily service on 25 March 2001, receiving the US$1 million in marketing incentives and a US$700,000 landing fees waiver.
Denver airport is well-known for being an "hot'n'high" airfield, which has led to some technical problems for the operators, since the lift capacity of the airplanes is decreased. Airplanes either need to reduce their fare-paying payload -- and lose revenue -- or accelerate to a high speed -- which requires longer runways. In Denver's case, no runway was long enough for the heavy airplanes taking-off bound for Europe. The first idea the management found was to embed the lights located at the end of the runway into the ground to lengthen the existing runways (nearly 90ft gained). This has already diminished the technical restrictions, but a new 16,000ft runway is under construction and will be among the longest on earth for commercial use.
DIA hopes that these first links to Europe will show the way to other carriers, notably Air France from Paris, to place the airport in the US' top airports and make Denver a more attractive place to make business.
Secrets of Flying Smart
When you fly on the commercial airlines of the United States, you are flying on the safest, most efficient form of transportation. When the rare accident does occur, more and more people survive due to advances in aircraft manufacturing and design, air traffic control technology, emergency planning, and cabin safety.
Aviation manufacturers, air carriers, and the Federal Aviation Administration are proud of their contributions to aviation's impressive safety record. You, the air traveler, play a very important role in aviation safety.
You can take responsibility for your own safety.
• Listen To The Safety Briefing • Keep Your Seat Belt Fastened • Obey Carry-On Baggage Restrictions • Wear Sensible Clothing
Fly Smart. Be responsible for your safety and make your safe trip even safer.
LISTEN TO THE SAFETY BRIEFING
Fly Smart travelers always listen to the safety briefing because they know that every aircraft is different. The following are some tips to ensure that you are familiar with the aircraft you are on:
• Take the passenger safety card out of the seat pocket and follow along while you listen to the safety briefing. Always take a moment to review the card before subsequent takeoffs and landings. • One of the best things you can do to be prepared is to mentally plan the actions you would need to take in an emergency. As part of this plan, count seat rows between you and at least two exits. • If you have any questions about the safety procedures, ask the flight attendant. Flight attendants are professionals; they know about the safety procedures of the aircraft.
FASTEN YOUR SEAT BELT
Of all the safety features aboard the aircraft, one of the most important is right at your fingertips, "Your Seat Belt."
In a recent study, nearly 300 turbulence-related serious injuries to passengers were reported over a 10-year period. None of the injured had their seat belts fastened. To prevent turbulence-related injuries, Fly Smart travelers should always:
• Keep their seat belt fastened at all times. • Make sure their seat belt is secured snugly and low across the hips.
OBEY CARRY-ON BAGGAGE RESTRICTIONS
Fly Smart travelers should be aware of what they bring on board.
• Most airlines restrict carry-on baggage to two pieces per passenger. • Carry-on bags must be small enough to fit under the seat in front of you or in the overhead bins. It's a good idea to put the heavier items under the seat. • Carry-on items could become flying projectiles during turbulence. Heavy items and baggage with sharp corners can be hazardous. • Some hazardous materials are restricted. They can be dangerous if carried (or checked) on an aircraft. Following is a partial list of common articles from the home, workplace, or garage which, because of their physical or chemical properties, can pose a danger when transported. • Mace, tear gas, and other irritants • Aerosols containing flammable material (hair spray, deodorant,repellents) • Loaded firearms • Loose ammunition • Gasoline and other flammable materials • Propane, butane cylinders or refills, and lighter refills • Wet-type batteries, e.g., as used in cars • Fireworks and flares • Safety or -strike-anywhere+ matches (in checked baggage) • Paint and paint-related materials (thinners and cleaners) • Corrosive (acids), poisonous, infectious, and radioactive materials
The above list is not all inclusive. There are certain exceptions for personal care, medical needs, and equipment to support physically challenged passengers. There are also provisions for sporting equipment. When in doubt, check with your airline. • In the unlikely event of an emergency evacuation, leave everything behind. WEAR SENSIBLE CLOTHING
For ease of movement and protection in the unlikely event of an evacuation, Fly Smart travelers should follow these guidelines:
• Wear clothes made of natural fabrics such as cotton, wool, denim and leather. They offer the best protection. Synthetics may melt when they are heated.
• Wear clothing that allows freedom of movement. Avoid restrictive clothing.
• Wear low heeled shoes or boots. (Shoes with laces or straps are recommended. Avoid sandals.)
• Arms and legs should be as fully covered as possible. (Long sleeves/pants are recommended.) PASSENGER CHECKLIST
SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER
Sensible Clothing
• Shirt - Long sleeved, natural fabrics. • Slacks/pants - Long, natural fabrics. • Shoes - Leather or canvas and low-heeled.
Child Safety Seat
Check with airline for policy on use before arrival at airport and on board the aircraft .
• Safely stow carry-on baggage. • Wear seat belt snug and low across the hips. • Keep your seat belt fastened at all times. • If you take your shoes off, put them on before landing.
Review the passenger safety card before each takeoff and each landing.
• Listen carefully to the safety briefing. • Ask questions if safety information is not clear. • Make a mental plan of the actions you would take in an emergency. • Be familiar with all exits. • Count seat rows between you and at least two exits.
Exit Row Seating
• Listen to the safety briefing and/or read the written instructions for aircraft specifics. • You must be physically capable and willing to perform emergency actions. If not, request another seat. • You must know your responsibilities in the unlikely event of an emergency. • Ask questions if instructions are not clear. • Consider the effects of alcoholic beverages. • In the unlikely event of an emergency, you should be aware of the following.
Evacuation Slides
• Jump feet first into center of slide. • Do not sit down to slide. • Place arms across chest, elbows in, and legs and feet together. • High-heeled shoes can damage slides.
Decompression
• Pull oxygen mask toward you to start oxygen flow. • Put your oxygen mask on as quickly as possible. • Help children and others with their masks.
Flotation Devices
• Know where they are and how to use them. • Life vests (under seat, if available), life rafts, and some seat cushions and evacuation slides can be used as flotation devices.
Evacuating the Aircraft
• Follow instructions of crew member (if possible). • Stay calm and proceed quickly to exit. • Leave all your possessions behind.
Fire or Smoke
Inflight - Use wet paper towel or handkerchief over nose and mouth. - Move away from the source of fire and smoke.
On Ground - Stay low. - Proceed by your predetermined count of seat rows to exit(s) and/or - Follow floor proximity lighting to an exit. - Exit the aircraft. - Leave all your possessions behind.
Outside the Aircraft
• Move away from aircraft, fire, and smoke. • If possible, help those requiring assistance. • Remain alert for emergency vehicles. • Never go back into a burning aircraft.
How To Make Sure You Have A Safe Flight
When you fly on the commercial airlines of the United States, you are flying on the safest, most efficient form of transportation. When the rare accident does occur, more and more people survive due to advances in aircraft manufacturing and design, air traffic control technology, emergency planning, and cabin safety.
Aviation manufacturers, air carriers, and the Federal Aviation Administration are proud of their contributions to aviation's impressive safety record. You, the air traveler, play a very important role in aviation safety. You can take responsibility for your own safety.
Listen To The Safety Briefing
Keep Your Seat Belt Fastened
Obey Carry-On Baggage Restrictions
Wear Sensible Clothing Fly Smart.
Fly Smart. Be responsible for your safety and make your safe trip even safer.
LISTEN TO THE SAFETY BRIEFING
Fly Smart travelers always listen to the safety briefing because they know that every aircraft is different. The following are some tips to ensure that you are familiar with the aircraft you are on:
Take the passenger safety card out of the seat pocket and follow along while you listen to the safety briefing. Always take a moment to review the card before subsequent takeoffs and landings.
One of the best things you can do to be prepared is to mentally plan the actions you would need to take in an emergency. As part of this plan, count seat rows between you and at least two exits.
If you have any questions about the safety procedures, ask the flight attendant. Flight attendants are professionals; they know about the safety procedures of the aircraft.
FASTEN YOUR SEAT BELT
Of all the safety features aboard the aircraft, one of the most important is right at your fingertips - Your Seat Belt. In a recent study, nearly 300 turbulence-related serious injuries to passengers were reported over a 10- year period. None of the injured had their seat belts fastened. To prevent turbulence-related injuries, Fly Smart travelers should always:
Keep their seat belt fastened at all times. Make sure their seat belt is secured snugly and low across the hips.
OBEY CARRY-ON BAGGAGE RESTRICTIONS
Fly Smart travelers should be aware of what they bring on board.
Most airlines restrict carry-on baggage to two pieces per passenger.
Carry-on bags must be small enough to fit under the seat in front of you or in the overhead bins. It's a good idea to put the heavier items under the seat.
Carry-on items could become flying projectiles during turbulence. Heavy items and baggage with sharp corners can be hazardous.
Some hazardous materials are restricted. They can be dangerous if carried (or checked) on an aircraft. Following is a partial list of common articles from the home, workplace, or garage which, because of their physical or chemical properties, can pose a danger when transported.
Mace, tear gas, and other irritants
Aerosols containing flammable material (hair spray, deodorant, repellents),
loaded firearms, loose ammunition, gasoline and other flammable materials
propane, butane cylinders or refills, and lighter refills, wet-type batteries, e.g., as used in cars, fireworks and flares, safety or "strike-anywhere" matches (in checked baggage), paint and paint-related materials (thinners and cleaners), corrosive (acids), poisonous, infectious, and radioactive materials.
The above list is not all inclusive. There are certain exceptions for personal care, medical needs, and equipment to support physically challenged passengers. There are also provisions for sporting equipment. When in doubt, check with your airline.
In the unlikely event of an emergency evacuation, leave everything behind.
WEAR SENSIBLE CLOTHING
For ease of movement and protection in the unlikely event of an evacuation, Fly Smart travelers should follow these guidelines:
Wear clothes made of natural fabrics such as cotton, wool, denim and leather. They offer the best protection. Synthetics may melt when they are heated.
Wear clothing that allows freedom of movement. Avoid restrictive clothing.
Wear low heeled shoes or boots. (Shoes with laces or straps are recommended. Avoid sandals.)
Arms and legs should be as fully covered as possible. (Long sleeves/pants are recommended.)
PASSENGER CHECKLIST
SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER
Sensible Clothing
Shirt - Long sleeved, natural fabrics.
Slacks/pants - Long, natural fabrics.
Shoes - Leather or canvas and low-heeled.
Child Safety Seat
Check with airline for policy on use before arrival at airport.
On Board the Aircraft
Safely stow carry-on baggage.
Wear seat belt snug and low across the hips.
Keep your seat belt fastened at all times.
If you take your shoes off, put them on before landing.
Review the passenger safety card before each takeoff and each landing.
Listen carefully to the safety briefing.
Ask questions if safety information is not clear.
Make a mental plan of the actions you would take in an emergency.
Be familiar with all exits.
Count seat rows between you and at least two exits.
Exit Row Seating
Listen to the safety briefing and/or read the written instructions for aircraft specifics.
You must be physically capable and willing to perform emergency actions. If not, request another seat.
You must know your responsibilities in the unlikely event of an emergency.
Ask questions if instructions are not clear.
Consider the effects of alcoholic beverages.
In the unlikely event of an emergency, you should be aware of the following.
Evacuation Slides
Jump feet first into center of slide.
Do not sit down to slide.
Place arms across chest, elbows in, and legs and feet together.
High-heeled shoes can damage slides.
Decompression
Pull oxygen mask toward you to start oxygen flow.
Put your oxygen mask on as quickly as possible.
Help children and others with their masks.
Flotation Devices
Know where they are and how to use them.
Life vests (under seat, if available), life rafts, and some seat cushions and evacuation slides can be used as flotation devices.
Evacuating the Aircraft
Follow instructions of crew member (if possible).
Stay calm and proceed quickly to exit.
Leave all your possessions behind.
Fire or Smoke
Inflight
- Use wet paper towel or handkerchief over nose and mouth.
- Move away from the source of fire and smoke.
On Ground
- Stay low.
- Proceed by your predetermined count of seat rows to exit(s) and/or
- Follow floor proximity lighting to an exit.
- Exit the aircraft.
- Leave all your possessions behind.
Outside the Aircraft
Move away from aircraft, fire, and smoke.
If possible, help those requiring assistance.
Remain alert for emergency vehicles.
Never go back into a burning aircraft.
Source: Federal Citizen Information Center
Aviation manufacturers, air carriers, and the Federal Aviation Administration are proud of their contributions to aviation's impressive safety record. You, the air traveler, play a very important role in aviation safety. You can take responsibility for your own safety.
Listen To The Safety Briefing
Keep Your Seat Belt Fastened
Obey Carry-On Baggage Restrictions
Wear Sensible Clothing Fly Smart.
Fly Smart. Be responsible for your safety and make your safe trip even safer.
LISTEN TO THE SAFETY BRIEFING
Fly Smart travelers always listen to the safety briefing because they know that every aircraft is different. The following are some tips to ensure that you are familiar with the aircraft you are on:
Take the passenger safety card out of the seat pocket and follow along while you listen to the safety briefing. Always take a moment to review the card before subsequent takeoffs and landings.
One of the best things you can do to be prepared is to mentally plan the actions you would need to take in an emergency. As part of this plan, count seat rows between you and at least two exits.
If you have any questions about the safety procedures, ask the flight attendant. Flight attendants are professionals; they know about the safety procedures of the aircraft.
FASTEN YOUR SEAT BELT
Of all the safety features aboard the aircraft, one of the most important is right at your fingertips - Your Seat Belt. In a recent study, nearly 300 turbulence-related serious injuries to passengers were reported over a 10- year period. None of the injured had their seat belts fastened. To prevent turbulence-related injuries, Fly Smart travelers should always:
Keep their seat belt fastened at all times. Make sure their seat belt is secured snugly and low across the hips.
OBEY CARRY-ON BAGGAGE RESTRICTIONS
Fly Smart travelers should be aware of what they bring on board.
Most airlines restrict carry-on baggage to two pieces per passenger.
Carry-on bags must be small enough to fit under the seat in front of you or in the overhead bins. It's a good idea to put the heavier items under the seat.
Carry-on items could become flying projectiles during turbulence. Heavy items and baggage with sharp corners can be hazardous.
Some hazardous materials are restricted. They can be dangerous if carried (or checked) on an aircraft. Following is a partial list of common articles from the home, workplace, or garage which, because of their physical or chemical properties, can pose a danger when transported.
Mace, tear gas, and other irritants
Aerosols containing flammable material (hair spray, deodorant, repellents),
loaded firearms, loose ammunition, gasoline and other flammable materials
propane, butane cylinders or refills, and lighter refills, wet-type batteries, e.g., as used in cars, fireworks and flares, safety or "strike-anywhere" matches (in checked baggage), paint and paint-related materials (thinners and cleaners), corrosive (acids), poisonous, infectious, and radioactive materials.
The above list is not all inclusive. There are certain exceptions for personal care, medical needs, and equipment to support physically challenged passengers. There are also provisions for sporting equipment. When in doubt, check with your airline.
In the unlikely event of an emergency evacuation, leave everything behind.
WEAR SENSIBLE CLOTHING
For ease of movement and protection in the unlikely event of an evacuation, Fly Smart travelers should follow these guidelines:
Wear clothes made of natural fabrics such as cotton, wool, denim and leather. They offer the best protection. Synthetics may melt when they are heated.
Wear clothing that allows freedom of movement. Avoid restrictive clothing.
Wear low heeled shoes or boots. (Shoes with laces or straps are recommended. Avoid sandals.)
Arms and legs should be as fully covered as possible. (Long sleeves/pants are recommended.)
PASSENGER CHECKLIST
SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER
Sensible Clothing
Shirt - Long sleeved, natural fabrics.
Slacks/pants - Long, natural fabrics.
Shoes - Leather or canvas and low-heeled.
Child Safety Seat
Check with airline for policy on use before arrival at airport.
On Board the Aircraft
Safely stow carry-on baggage.
Wear seat belt snug and low across the hips.
Keep your seat belt fastened at all times.
If you take your shoes off, put them on before landing.
Review the passenger safety card before each takeoff and each landing.
Listen carefully to the safety briefing.
Ask questions if safety information is not clear.
Make a mental plan of the actions you would take in an emergency.
Be familiar with all exits.
Count seat rows between you and at least two exits.
Exit Row Seating
Listen to the safety briefing and/or read the written instructions for aircraft specifics.
You must be physically capable and willing to perform emergency actions. If not, request another seat.
You must know your responsibilities in the unlikely event of an emergency.
Ask questions if instructions are not clear.
Consider the effects of alcoholic beverages.
In the unlikely event of an emergency, you should be aware of the following.
Evacuation Slides
Jump feet first into center of slide.
Do not sit down to slide.
Place arms across chest, elbows in, and legs and feet together.
High-heeled shoes can damage slides.
Decompression
Pull oxygen mask toward you to start oxygen flow.
Put your oxygen mask on as quickly as possible.
Help children and others with their masks.
Flotation Devices
Know where they are and how to use them.
Life vests (under seat, if available), life rafts, and some seat cushions and evacuation slides can be used as flotation devices.
Evacuating the Aircraft
Follow instructions of crew member (if possible).
Stay calm and proceed quickly to exit.
Leave all your possessions behind.
Fire or Smoke
Inflight
- Use wet paper towel or handkerchief over nose and mouth.
- Move away from the source of fire and smoke.
On Ground
- Stay low.
- Proceed by your predetermined count of seat rows to exit(s) and/or
- Follow floor proximity lighting to an exit.
- Exit the aircraft.
- Leave all your possessions behind.
Outside the Aircraft
Move away from aircraft, fire, and smoke.
If possible, help those requiring assistance.
Remain alert for emergency vehicles.
Never go back into a burning aircraft.
Source: Federal Citizen Information Center
Subscribe to:
Posts (Atom)
Posts
