The Value of Airplane Accident Claims

Airplane accidents are devastating tragedies. Almost every year, these accidents become the headlines of news stories. In all cases, lots of lives are being taken which brings trauma to their surviving dependents. Losing you love ones from such incidents is really a painful experience. So, if you’ve lost a relative or you’re a survivor of such accident, you can file an aviation accident claim to recover compensation on the pain and suffering and financial crisis that you’ve gone through.

Based on researches, the assistance provided to survivors and family members of death victims are based on the type and place of the accident. In the United Stated, smaller airplane accidents that happen outside the country provide limited financial assistance to the victim’s beneficiaries. Major aviation disasters, on the other hand, that happens in the U.S. can include a complex interaction of state and federal law, or international law.

Fortunately, airline companies are given certain post-accident requirements in the federal law that they have to follow. These include setting up of family support services including grief counseling and support; designating individual caregivers to assist each family; working with families to identify and return remains and possessions; and setting up a communications network with families. Every survivor or the relatives of the victims of an airplane accident can obtain these benefits as aviation accident claims.

Additionally, smaller commuters and commercial air operators also have their own assistance response plans in case of an airplane accident. There are also a lot of persons and institutions you can contact for help and assistance such as the Red Cross and other agencies including law enforcement agencies, representatives of companies who may be involved in the accident, representatives of insurance companies, lawyers who represent victims of accidents, lawyers who represent the parties involved in the accident, and the news media.

Indeed, every airline company has a professional responsibility to all their passengers in every trip. As we all know, many lives are at risk during this time and we cannot avoid these things to happen. After all, airplane accidents are unanticipated. They can happen anytime. I just hope that the injured and relatives of the victims can receive the compensation that they deserve. After all, these airplane accident claims can never bring back the lives of those persons and cannot totally compensate to those who have suffered intense pain and suffering due to the incident.

Advanced Aviation Gadgets

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



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

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

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

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

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

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

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

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

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

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

Understanding Aircraft Insurance Policies

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



Obtaining the Policy



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



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



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



Reading the Policy



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



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



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



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




Aircraft Damage Coverage




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



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



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



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



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



Aircraft Liability Coverage




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



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



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



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



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



Policy Definitions



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



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



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



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



Coverage Exclusions



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



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



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



Who Is Covered



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



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



What You Can Do



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



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



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



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



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



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

Does size really matter?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

It pays to be lazy on eBay

I have a friend who has a pretty good business selling a variety of items on eBay and other online auctions. His system is simple, he goes to flea markets, physical auctions, thrift shops and close outs and buys stock to sell on eBay.

Sometime he does really well and sells something for $100 that only cost him $10. Of course he does not always make such spectacular profit margins as that but generally he does pretty well. In fact these days, like many thousands of other people he makes his main living from selling through eBay.

In fact there is only one problem, he is spending more time and working harder than he did in his former “regular” job. He is up early to get the best bargains at the flea market, then when he gets them home he has to research and write up the item description and take a photograph. Doing this for a couple hundred products every week doesn’t leave my pal much spare time. When I met him at a party the other week he was really looking tired and depressed.

“OK I am my own boss but it is like being on a treadmill, if I stop the money stops. I think I might be better getting a regular job again”.

The outcome was that I agreed to take a look at his business to see if there was anything that I could suggest that would help him.

When I started to look at his operation two things struck me at once. He was not aiming at any specific market. He was just going out and buying whatever was available so in one week he might buy some books, children’s games, some DVDs and office machinery. This might be fine if you are treating eBay as a hobby but not if it is your business.

Whenever you read about any form of online selling the words “niche market” will quickly appear. There is a good reason for this, if as a small trader you want to succeed you must target specific niches. It makes sense to find an easily targeted niche because they will be far more profitable in the long term than trying to sell to the world.

The second mistake my friend was making was that all his sales were one off and rarely did a customer make more than one sale. This was not because of any bad products or service just the fact that someone buying a fishing rod almost certainly would not be interested in a foot spa or whatever else my pal was offering the following week.

These days more and more people are realising that eBay should not be your single method of selling but part of a fully integrated marketing plan. EBay offers you one of the cheapest and easiest ways to build up a highly targeted opt in mailing list and as everyone will tell you the money is in the list. But very few people take advantage of this.

For example your niche market might be books on the subject of aviation. Each time someone buys a book from you on eBay you know that they are the type of person
who will spend money on their interest. So if you offer them similar items they are likely to purchase those as well. If you can get them to sign up for an opt in list you will have a potential customer who might buy many items form you in the future.

These days as a one-person business I believe that it is not enough just sell on eBay
but have a complimentary web site as well. You can promote your web site to your eBay customers in several ways. First of all mention it and create a link on your About Me Page. (What you don’t have an About Me Page! As John Mackinroe would say, “You can’t be serious”). Also when you e-mail successful bidders to tell them you have dispatched their item tell them about your web site. And of course add a link in the Signature block at the bottom of all your e-mails.

Another way to get your eBay customers to opt in to your e-mail list is to offer them a free report on a relevant subject. Providing it contains useful facts it does not need to be any longer than this article and you can deliver it by e-mail. What could be easier.

Your web site does not have to be complicated; a price list of some of your products, and perhaps some special offers and possibly links to affiliate sites that are of interest to your niche market. You can even bolster the content for your web site by including some drop ship items related to your niche.

I explained this all to my friend and told him that I was really lazy because knowing my market I was able to buy items in bulk This meant I spent far less time listing items as by using Turbo Lister they could be relisted in a matter of seconds.

My lazy way is simple have about 20 products permently listed on eBay as either Buy It Now or regular auction. Build up my opt in e-mail list, and have a web site with information and offers for my niche market. Once a month I send out an e-mail to my list with some special offer and that is it. That was considerably less work than my friend and the return was far greater.

After the recent price rises many sellers quit eBay, whether permanently or temporarily only time will tell. But as long as you rely purely on the auction site you are very much at their mercy. At least by taking the chance to build up your opt in list and developing your web site, should anything happen in the future you will have something to fall back on and not be totally reliant on eBay.

Now I am pleased to say that he has seen the light, his web site is already up and at last he has put up an About Me page. And the really good news is that he already looks at lot less stressed than he used to.

SECRETS OF FLYING SMART

MAKE YOUR SAFE TRIP EVEN SAFER

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

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

You can take responsibility for your own safety.

• Listen To The Safety Briefing • Keep Your Seat Belt Fastened • Obey Carry-On Baggage Restrictions • Wear Sensible Clothing

Fly Smart. Be responsible for your safety and make your safe trip even safer.

LISTEN TO THE SAFETY BRIEFING

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

• Take the passenger safety card out of the seat pocket and follow along while you listen to the safety briefing. Always take a moment to review the card before subsequent takeoffs and landings. • One of the best things you can do to be prepared is to mentally plan the actions you would need to take in an emergency. As part of this plan, count seat rows between you and at least two exits. • If you have any questions about the safety procedures, ask the flight attendant. Flight attendants are professionals; they know about the safety procedures of the aircraft.

FASTEN YOUR SEAT BELT

Of all the safety features aboard the aircraft, one of the most important is right at your fingertips, "Your Seat Belt."

In a recent study, nearly 300 turbulence-related serious injuries to passengers were reported over a 10-year period. None of the injured had their seat belts fastened. To prevent turbulence-related injuries, Fly Smart travelers should always:

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

OBEY CARRY-ON BAGGAGE RESTRICTIONS

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

• Most airlines restrict carry-on baggage to two pieces per passenger. • Carry-on bags must be small enough to fit under the seat in front of you or in the overhead bins. It's a good idea to put the heavier items under the seat. • Carry-on items could become flying projectiles during turbulence. Heavy items and baggage with sharp corners can be hazardous. • Some hazardous materials are restricted. They can be dangerous if carried (or checked) on an aircraft. Following is a partial list of common articles from the home, workplace, or garage which, because of their physical or chemical properties, can pose a danger when transported. • Mace, tear gas, and other irritants • Aerosols containing flammable material (hair spray, deodorant,repellents) • Loaded firearms • Loose ammunition • Gasoline and other flammable materials • Propane, butane cylinders or refills, and lighter refills • Wet-type batteries, e.g., as used in cars • Fireworks and flares • Safety or -strike-anywhere+ matches (in checked baggage) • Paint and paint-related materials (thinners and cleaners) • Corrosive (acids), poisonous, infectious, and radioactive materials

The above list is not all inclusive. There are certain exceptions for personal care, medical needs, and equipment to support physically challenged passengers. There are also provisions for sporting equipment. When in doubt, check with your airline. • In the unlikely event of an emergency evacuation, leave everything behind. WEAR SENSIBLE CLOTHING

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

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

• Wear clothing that allows freedom of movement. Avoid restrictive clothing.

• Wear low heeled shoes or boots. (Shoes with laces or straps are recommended. Avoid sandals.)

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

SUGGESTIONS TO MAKE YOUR SAFE TRIP EVEN SAFER

Sensible Clothing

• Shirt - Long sleeved, natural fabrics. • Slacks/pants - Long, natural fabrics. • Shoes - Leather or canvas and low-heeled.

Child Safety Seat

Check with airline for policy on use before arrival at airport and on board the aircraft .

• Safely stow carry-on baggage. • Wear seat belt snug and low across the hips. • Keep your seat belt fastened at all times. • If you take your shoes off, put them on before landing.

Review the passenger safety card before each takeoff and each landing.

• Listen carefully to the safety briefing. • Ask questions if safety information is not clear. • Make a mental plan of the actions you would take in an emergency. • Be familiar with all exits. • Count seat rows between you and at least two exits.

Exit Row Seating

• Listen to the safety briefing and/or read the written instructions for aircraft specifics. • You must be physically capable and willing to perform emergency actions. If not, request another seat. • You must know your responsibilities in the unlikely event of an emergency. • Ask questions if instructions are not clear. • Consider the effects of alcoholic beverages. • In the unlikely event of an emergency, you should be aware of the following.

Evacuation Slides

• Jump feet first into center of slide. • Do not sit down to slide. • Place arms across chest, elbows in, and legs and feet together. • High-heeled shoes can damage slides.

Decompression

• Pull oxygen mask toward you to start oxygen flow. • Put your oxygen mask on as quickly as possible. • Help children and others with their masks.

Flotation Devices

• Know where they are and how to use them. • Life vests (under seat, if available), life rafts, and some seat cushions and evacuation slides can be used as flotation devices.

Evacuating the Aircraft

• Follow instructions of crew member (if possible). • Stay calm and proceed quickly to exit. • Leave all your possessions behind.

Fire or Smoke

Inflight - Use wet paper towel or handkerchief over nose and mouth. - Move away from the source of fire and smoke.

On Ground - Stay low. - Proceed by your predetermined count of seat rows to exit(s) and/or - Follow floor proximity lighting to an exit. - Exit the aircraft. - Leave all your possessions behind.

Outside the Aircraft

• Move away from aircraft, fire, and smoke. • If possible, help those requiring assistance. • Remain alert for emergency vehicles. • Never go back into a burning aircraft.

The History of the Watch: Form the early 19th century

The watch has made many transformations through the years. There have been many modifications and technological advancements that have made it possible to wear them on your wrist and tell the time with a push of a button! Unlike the watches made many centuries ago, the watches of today offer cutting edge technology and modern day convenience features. The watch is steeped in history and has seen us through World Wars and Nuclear Warfare. At the end of time, there’s no doubt that we’ll use a watch to make note of the date/time!

To truly understand the watch evolution, we must take a journey into the past. The first timekeeping device was actually a pocket watch. Though, back in the day, they were worn around the neck. I guess we know the occupation of Flava Flav’s early ancestors!

After the railroad began using the pocket watch, the watch industry grew by leaps and bounds! With the invention of the wristwatch, watches became increasingly popular among professionals and everyday folk. The LED digital watch and the Pilot’s watch have taken the watch designs and functions to a whole new level. To date, there are many watchmakers vying for your business! Your best bet is to hop online and view the many different styles, models and prices before you purchase another watch.

The pocket watch is the oldest form of watch in production. In the beginning, they were completely customized pieces of jewelry that were mainly owned by royalty or the rich. Encrusted with jewels and made of the finest quality materials, the early pocket watches were not easily affordable. Eventually made into smaller versions and worn around the neck, the pocket watch was still mostly considered a fashion accessory. That was until the development of the railroad. Using the pocket watch as a means to schedule train departures and arrivals, the pocket watch became a time telling necessity. Unfortunately, though, the early pocket watch models did not accurately tell time; they “lost” time as the day progressed, making it impossible to synchronize times among a group of people.
Following a train collision, it was deemed that the pocket watch needed to undergo a technological improvement to tell time more accurately.

The revised technology made it possible to begin making the pocket watch smaller and smaller, until it eventually began to be worn on the wrist. The wristwatch began to see a dramatic burst of production during wartimes. The military saw a use for a watch that could be easily read while performing duties. The chronograph wristwatches with luminous hands were in high demand! Today, there are a multitude of watch manufacturers that specialize in wristwatch production. There are watches sporting beautiful jewels and watches that are mostly geared toward function. Some are battery operated, while others operate from the power of the sun! There are watches that will fit into any price range, too. Shopping online will allow you to view and compare many wristwatches so that you can pick the one that is most perfect for your wants and needs!

The LED Digital watch came about in the late 1960’s and early 1970’s. These watches were very unique in that they require no moving parts to tell the time of day! Passing an electrical charge through inorganic materials creates the LED digital technology. In other words, you simply press a button and the watch lights up with the dime/date! The Americans and the Japanese have been the forerunners in the development of the LED digital watch. Early models were expensive, but are inexpensive to date. They are the best watches to learn how to tell time by!

The Aviation Watch (Pilot Watch) is a very functional watch. These watches actually help to maintain flight plans, perform pre-flight planning and navigate flights, so they are extremely important for pilots! Used primarily by the military and aircrew, the Aviation style watches are also popular among avid outdoorsmen and athletes. Today, the aviation world has seen a great improvement in a plane’s instrumentation panel, so the Aviation watch isn’t quite as important, but they are very useful to have just in case you need a back up!

All watches are analog or digital in nature, some are even both! Men, women and children will be able to find a watch that is just perfect for their needs/desires. Shopping on the Internet, you’ll find many merchants that sell watches. There are places to find some really great discounted selections, too! When it comes to watches, there are many factors you should consider before you purchase, including: functions needed, size, style and price. Once you have your choices narrowed down, shopping online is the quickest and most convenient way to go. Whether you are an avid watch collector or you are purchasing a time teaching model, remember that your choices have been made possible thanks to the many talented designers and engineers through the years!

The Top 10 Reasons to Purchase a New Airplane rather Than Us

 

"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?

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.

CAN YOUR AIRPLANE 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. Visit www.airplanenoise.com to request our free leaseback tools and tips including spreadsheets that will help you build a model that will be successful and profitable.

HomelandDefenseStocks.com Reports: As Terrorist Attacks

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

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

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

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

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

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

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

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

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

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

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

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

Build Wealth From Home

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

There must be a better way.

Now there is!

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

Benefits of Working At Home

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

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

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

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


  • Make more money than you ever thought possible

  • Every penny you earn is yours

  • Why make somebody else rich with your labor?

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

  • Work your own hours

  • No boss

  • No commute

  • No employees


Where Do I Start?

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

What the Heck is a Futures Contract?

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

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

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

Trading Critters

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

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

Basic Basics

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

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

CAN YOUR AIRPLANE 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. Visit www.airplanenoise.com to request our free leaseback tools and tips including spreadsheets that will help you build a model that will be successful and profitable.

EFFICACY AND PROFITABILITY IN COMMERCIAL AVIATION

EFFICACY, EFFICIENCY AND PROFITABILITY IN AVIATION
BUSINESS

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

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

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

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

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

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

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

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

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

VI) Quality and efficacy of maintenance
facilities and personnel.

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

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

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

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

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

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

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

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

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

e. Taxes and other burdens.

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

4.Proceeding to the targeted efficiency.

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

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

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

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

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

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

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

AIRCRAFT OWNERSHIP: IS THE TIME RIGHT?

 

In the hours and days immediately following the tragic attacks on America of 9/11, there was much speculation about the effects on the general aviation industry. While the events of September 11, 2001 have had a significant impact on the economy as a whole, sales of personal aircraft in Michigan have experienced a surprising boost. Certainly, the convenience of personal transportation has played a major role in this increase as airport lines and security have become more time consuming. The reduction of flights resulting from the airline cost-cutting have limited flexibility for the business person and affected the productivity of companies relying on commercial transportation.
These factors alone can’t explain surge of people joining the flying community for more than just pleasure. Rebates, low and 0% interest rates, training allowances, and yes, even the IRS played a role in creating an environment that has introduced more people to the benefits of aircraft ownership and had an effect similar to that seen after the passage of the General Aviation Revitalization Act of 1995.

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

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

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

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

When Bad Things Happen To Good Aircraft Buyers: Recognizing

Whether you are purchasing your first aircraft or the latest in a succession of aircraft, as an aircraft buyer you need to proceed with caution. If you don’t, after the seller has left with your money, you may have unanswered questions: Do I really own the aircraft? Have I missed any skeletons hiding in the closet that threaten my continued ownership and possession of my aircraft? What happens when someone else claims they own or have a prior interest in my aircraft?



To answer these questions, first we need to discuss what the FAA requires for an aircraft purchase transaction. Then we will talk about some of the problems/issues that an unwary buyer could face. Finally, we will address some of the steps an aircraft buyer can take to ensure that he or she will be the legitimate and undisputed owner of the aircraft being purchased.



Recording Purchase Transactions With The FAA. When you purchase an aircraft, you receive an
FAA Form 8050-2, Aircraft Bill of Sale showing the transfer/sale of the aircraft from the seller to you, the aircraft buyer. The bill of sale must then be recorded with the FAA along with an FAA Form 8050-1, Aircraft Registration Application. (Unfortunately, Form 8050-1 is not available online, but must be obtained directly from the FAA or your local FSDO). Additionally, for the most part, all interests in aircraft, whether a security interest, lien, mortgage or judgment, must also be recorded with the FAA Registry in Oklahoma City in order to be valid and the first recorded interest usually has priority over interests recorded at a later date.



Failure to timely and properly comply with these filing and recording requirements can result in problems for the aircraft buyer. What types of problems can happen? Although a variety of such problems exist, two specific ways in which an aircraft buyer can find himself or herself in trouble are when a seller fails to convey title to the buyer or when a seller fails to convey "clear" title to the buyer.



Seller Fails To Convey Title. In this situation, the aircraft buyer does not become the actual owner of the aircraft. The seller may not necessarily intend for the aircraft buyer not to take title to the aircraft. Rather, the seller’s failure to convey title to the aircraft buyer is inadvertent or unknowing. One such situation occurs when the bill of sale contains errors. Potential errors can include when the person signing the bill of sale does not have authority to sign on behalf of the corporation or limited liability company that owns the aircraft, when the aircraft is incorrectly identified on the bill of sale or when the person signing the bill of sale does not have capacity (e.g. a person signing the bill of sale is a minor, mentally insane or incompetent).



Unfortunately, situations also arise in which the seller’s actions are intentional and result in the aircraft buyer not receiving title to the aircraft. This can happen when a seller sells an aircraft twice and the second buyer actually records his or her bill of sale before the first buyer. A similar result occurs if the seller forges the bill of sale or if the aircraft is subject to judicial proceedings (such as bankruptcy, receivership, probate, conservatorship or dissolution of marriage), and the court has not authorized the sale.



Seller Is Unable To Convey Clear Title. In this situation, the bill of sale may be valid and convey title to the aircraft to the aircraft buyer, but that aircraft may be subject to the interests of some other third-party. Such prior interests can include judgment liens, tax liens, mechanic’s liens and various other liens and security interests. These prior interests would likely be recorded before the buyer’s bill of sale. It is also possible, in some limited circumstances, to have an unrecorded, possessory lien against an aircraft. (Unrecorded, possessory liens make a strong case against purchasing an aircraft sight unseen without confirming the location of the aircraft and lack of claims by the party in possession if other than the aircraft seller).



What To Do? With such potential problems lurking in the shadows, what can/should an aircraft buyer do? Well, one answer is to hire an aviation attorney to assist you with the transaction. An aviation attorney will be familiar with the filing and recording requirements of the FAA and will make sure that the bill of sale and aircraft registration application are completed accurately, properly and filed in a timely manner. An aviation attorney will also be able to perform due diligence on your behalf including a title search and name searches for the seller to discover any judgments, liens, bankruptcies or security interests. He or she can also help you resolve any title defects that may be discovered during due diligence.



An aviation attorney may further help you obtain an affidavit from the seller affirmatively stating that the seller is not aware of any judgments, liens or encumbrances affecting the title to the aircraft. This may assist you in pursuing or asserting a fraud claim against the seller if a title issue arises which you can show the seller was aware of when the affidavit was signed.



Another way to protect yourself is to buy title insurance for your aircraft. The aircraft title insurer will ensure your documentation is accurate and filed in a timely manner and it will also perform the same types of title and name searches an aviation attorney would perform on your behalf. However, the title insurer may or may not be able to assist you in resolving any title defects and won’t be able to provide you with any legal advice regarding the purchase transaction.



The bottom line is that you as an aircraft buyer need to proceed with caution and perform due diligence when purchasing an aircraft. Although this may seem like added cost in the short term, in the long run these steps can save you the large expense, and possible loss of your aircraft, that can result from title defects or third-party claims against your aircraft.



As always, fly safe and, when you are purchasing an aircraft, buy smart.

Asset Searching for Recovery Actions

The Decision Maker’s Most Critical Tool – Part 1

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

attached.

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

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

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

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

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

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

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

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

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

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

standard for developing a viable domestic asset search strategy.

Subject Identification

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

search, the subject should be properly identified.

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

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

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

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

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

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

recommendations are made for non-law enforcement environments:

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

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

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

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

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

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

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

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

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

clearly defined under the FCRA.

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

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

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

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

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

evaluation or as a policy-based condition of employment.

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

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

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

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

perspective is still a gray area under the law.

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

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

compliance attitude" should be used when accessing them:

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

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

major credit bureaus.

· Obtain voter registration information for the applicable jurisdiction

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

states have compiled voter data through private repositories, which should

be checked for movement.

Match the information obtained through the independent sources to the

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

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

in the initial credit qualification process.

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

least that should be done.

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

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

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

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

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

the asset search was requested.

Address verifications are usually difficult without a physical inspection of the

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

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

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

search, and in most cases is very reliable.

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

the fraud examiner include nationwide telephone directories, criss-cross

directories, directory assistance contact, and attempts at contact existing

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

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

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

litigation is ultimate undertaken.

Assets Determination

Assets determination usually constitutes an integration of certain liability data to

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

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

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

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

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

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

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

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

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

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

(address) cross-verifies to the suspect owner.

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

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

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

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

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

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

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

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

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

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

property.

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

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

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

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

old.

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

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

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

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

include additional research on additional names developed during the study,

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

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

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

research on the specific subject name. Competent investigative agencies

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

the searches.

Searches should also include information developed on real property assets

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

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

conveying deed.

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

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

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

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

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

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

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

aliases or maiden names.

Vehicle Searches: Searches should be conducted of the applicable states

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

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

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

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

information, the applicable jurisdiction or jurisdictions should be researched to

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

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

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

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

information in order to bolster the information developed without an additional

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

as an industry standard.

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

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

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

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

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

may be a guarantor on the loan.

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

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

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

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

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

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

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

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

method of developing aircraft registration information is to perform an FAA

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

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

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

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

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

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

minimize data transfer/loss from vendor to vendor.

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

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

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

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

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

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

institutions.

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

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

arena.