People buy for emotional reasons and justify their decisions with whatever logic they can find or create, no matter how ridiculous.
-Joe Vitale
So you want to buy an airplane! What's stopping you? Perhaps I can list a few things:
1. My spouse doesn't fly and doesn't support my flying habit.
2. I don't do enough flying. . . it's probably cheaper to rent.
3. I'm not rich.. . How could I afford an airplane of my own?
O.K. Let's acknowlege that emotionally, WE WANT THE AIRPLANE! After all, who wouldn't? What could be more desireable than a brand new airplane, everything working, smell of new leather, and of course the turning heads every time you land your new airplane?
Now comes the justification part. We'll start with
#1: My spouse doesn't fly and doesn't support my flying habit.
Unfortunately, this one's all too common. However, there are a few things you can do to enroll your spouse in the program.
Make it a practice of flying to places that your spouse wants to go! Skip the pancake breakfasts and fly-ins. Fly to destinations that are unrelated to aviation. For a list of some great places, visit
http://www.airplanenoise.com/great_trips.htm
Try a "Pinch Hitter" course. Sometimes (I can speak from personal experience here) a good instructor can "hook" your spouse and before you know it you'll be forking out additional money for flight lessons. This is not a bad thing. . . With both of you involved in this activity, you'll win support for your purchase!
Who knows? Maybe your spouse prefers your absence and will endorse your involvement in a time consuming activity!2. I don't do enough flying. . . it's probably cheaper to rent.
Have you heard the "50 hour/year" rule? Well if you have, disregard it! With a little bit of planning, your airplane investment can pay off with your personal and business flying. Airplanes are unlike other vehicles and actually increase in value over time. Take a look at a Aircraft Blue Book or V-Ref and compare values of some older airplanes. Some are several times their original purchase price! Different airplanes appreciate at different rates, so look for strong manufacturers that will be around years down the road.
3. I'm not rich.. . How could I afford an airplane of my own?
THE BIGGIE! New airplanes aren't cheap, but if you can position yourself for financing, the airplane can actually PAY YOU for the first 3-4 years! Sound impossible? Incentives are in place both from manufacturers (in the form of low interest rates) and the new tax incentives. With as little as 27% business use , you can depreciate the majority of the airplane and benefit from the associated tax savings. First year may be as much as 80% depreciation for a new aircraft! Additionally, warranty will cover the bulk of your maintenance expenses.
With regard to "positioning yourself for financing," visit
http://www.airplanenoise.com eleclass_schedule.htm
for a free download of "The Secrets of the Aircraft Finance Companies." You can also send a blank e-mail to aircraftpurchasesteps@getresponse.com for the Aircraft Purchase Wizard, a 9 e-mail series outlining the aircraft purchase steps with exclusive links and downloads.
Come on! We all justify our purchases everyday! You didn't really need these tips now, did you?
About the Author
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com
Friday, April 1, 2011
How & Why GPS Offers Affordable Fleet Tracking
There are more and more companies that are turning to Global Positioning System (GPS) technology to find out where their fleet vehicles are or have been. GPS is a satellite-based navigation system that reports the location, speed and direction of a vehicle anywhere on the globe. Unlike cellular communications, that often experience dead spots, GPS receivers and satellites are always capable of maintaining strong locks, even in regions with dense foliage or urban settings with tall buildings.
The benefits of GPS fleet tracking include:
Can Help Control labor costs:
GPS tracking helps companies get a lock on labor costs, as well as extreme overtime costs. Employees typically keep their own vehicle history records and write their hours on a timecard each week voluntarily. With a GPS system, those timecards are replaced by precise printed reports downloaded directly from a computer, with a history list of each vehicle from the time it started its route, to the time it finished. You will also know how many stops it made and the length of each stop. Thus all employee time can be verified and analyzed.
Increases Fleet Efficiency:
With GPS tracking data you can determine an individual or group's average length of a service stop; or analyze a service stop vs. non-service stop; or the actual length of a service call or installation. Corrective measures based on this information gets job productivity up and wasted time and inefficiency down.
Can Help Lower your fuel bills:
GPS tracking information attacks high fuel bills in three areas: Controlling Speeding, Idling and Unauthorized Use. Tracking data is captured for all three items allowing fleet managers to take steps to address these and measure the results of their actions.
Can Help Lower Insurance Bills:
As a result, fuel consumption and costs can drop dramatically. Speeding increases your maintenance, fleet insurance premiums, fuel expense, gas mileage and your liability should an accident occur. With GPS tracking there is no need to rely on the public to report unsafe drivers. You will know how your vehicles are being operated and by whom.
Can Control Moonlighting of Employees:
GPS tracking units monitor who, what, where and when your vehicles are or have been. This puts controls on unauthorized usage and moonlighting. Can also help prevent theft of cargo.
Ensures Vehicle & Cargo Security:
Every year companies lose billions a year because of cargo thefts. Much of this happens during transit, before it is even delivered. Tracking systems can play a major role in preventing both vehicle & cargo thefts as well as aiding in recovery. Systems monitor every move & stop.
Can Resolve billing disputes:
Arrival and departure times are recorded. Determine exactly when your vehicle arrived and departed from a customer address.
The detailed, accurate information available from GPS has made it popular within aviation, sea navigation, various outdoor activities and sports, and automotive vehicles. There are numerous benefits of GPS tracking for managing transportation fleets and the cost has become affordable in recent years.
With all this said, we strongly urge any company with numerous vehicles to consider the many benefits GPS systems offer.
The benefits of GPS fleet tracking include:
Can Help Control labor costs:
GPS tracking helps companies get a lock on labor costs, as well as extreme overtime costs. Employees typically keep their own vehicle history records and write their hours on a timecard each week voluntarily. With a GPS system, those timecards are replaced by precise printed reports downloaded directly from a computer, with a history list of each vehicle from the time it started its route, to the time it finished. You will also know how many stops it made and the length of each stop. Thus all employee time can be verified and analyzed.
Increases Fleet Efficiency:
With GPS tracking data you can determine an individual or group's average length of a service stop; or analyze a service stop vs. non-service stop; or the actual length of a service call or installation. Corrective measures based on this information gets job productivity up and wasted time and inefficiency down.
Can Help Lower your fuel bills:
GPS tracking information attacks high fuel bills in three areas: Controlling Speeding, Idling and Unauthorized Use. Tracking data is captured for all three items allowing fleet managers to take steps to address these and measure the results of their actions.
Can Help Lower Insurance Bills:
As a result, fuel consumption and costs can drop dramatically. Speeding increases your maintenance, fleet insurance premiums, fuel expense, gas mileage and your liability should an accident occur. With GPS tracking there is no need to rely on the public to report unsafe drivers. You will know how your vehicles are being operated and by whom.
Can Control Moonlighting of Employees:
GPS tracking units monitor who, what, where and when your vehicles are or have been. This puts controls on unauthorized usage and moonlighting. Can also help prevent theft of cargo.
Ensures Vehicle & Cargo Security:
Every year companies lose billions a year because of cargo thefts. Much of this happens during transit, before it is even delivered. Tracking systems can play a major role in preventing both vehicle & cargo thefts as well as aiding in recovery. Systems monitor every move & stop.
Can Resolve billing disputes:
Arrival and departure times are recorded. Determine exactly when your vehicle arrived and departed from a customer address.
The detailed, accurate information available from GPS has made it popular within aviation, sea navigation, various outdoor activities and sports, and automotive vehicles. There are numerous benefits of GPS tracking for managing transportation fleets and the cost has become affordable in recent years.
With all this said, we strongly urge any company with numerous vehicles to consider the many benefits GPS systems offer.
About the Author: Go to: www.SpyAssociates.com for the very latest in GPS Vehicle Tracking Equipment. Contact us anytime with any questions or comments: sales@spyassociates.com To learn more about Surveillance visit http://spyassociates.blogspot.com/ To order spy equipment and other surveillance products visit http://www.spyassociates.com/
Source: www.isnare.com
HomelandDefenseStocks.com Reports: Military Contractors with
HomelandDefenseStocks.com Reports: Military Contractors with Excess Cash Create Exciting Opportunities for Investors and Small Companies in the Sector That are Potential Targets for Acquisitions
POINT ROBERTS, Wash.; May 18, 2005 - www.HomelandDefenseStocks.com (HDS), an investor news portal for the homeland defense and security sector, reports that U.S. military and defense contractors are currently heavy in cash, with apparently $25 billion to $30 billion sitting with top military contractors. This is a direct result of government spending in homeland security and defense. Military defense contractors are therefore able to pay out cash dividends, spend the excess in R&D for technology, or to scout for targeted complementary acquisitions. With M&A activity predicted to have continued strong momentum, this creates exciting opportunities for investors and small companies in the sector that are potential targets for acquisitions.
Aviation Week and Space Technology first reported the large cash reserves.
For additional due diligence information and research opportunities: HDS featured two key analysts in the sector, Jack Mallon, (Mallon Associates) and Brian Ruttenbur, (Equity Research Analyst - Morgan Keegan & Co.) in the April 6th Homeland Defense Stocks Online Investor Forum.
The forum has been archived and can be accessed through the following link:
http://www.investorideas.com/forums/Portals/homelanddefense2.aspx
Additional Sector Info: HDS Presents Audio Interview with Jim Smith, Homeland Defense Business Correspondent for: Jane’s Defence Weekly, MSNBC, the BBC, and CNN.
To listen to Jim Smith’s Homeland Security industry overview, click here:
http://www.investorideas.com/Companies/HomelandDefense/audio/Jim_Smith.mp3The 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.
HDS Showcase: Emerging Companies and Technologies in Homeland Security:
Aethlon Medical, Inc. (OTCBB: AEMD); BlueBear Network International, Inc. (OTC.PK: BLBR); CryoPort, Inc (OTC.PK: CYRX); Gateway International Holdings, Inc. (OTC.PK: GWYI); Harrington Group Ltd. (HGR) (OTC.PK: HGRLF); Law Enforcement Associates (OTCBB: LENF); Markland Technologies, Inc. (OTCBB: MRKL); MDM Group Inc. (OTC.PK: MDDM); OnScreen Technology, Inc. (OTCBB: ONSC); Technest Holdings, Inc. (OTCBB: THNS); Bulldog Technologies, Inc. (OTCBB: BLLD); Gabriel Technologies Corp (OTCBB: GWLK)
HomelandDefenseStocks.com is Compensated by HDS Featured Companies
Our Current List of Homeland Defense Stocks: a growing list of public companies in the sector. Click here for a partial list of companies involved in homeland defense and security technology and solutions in Airport Security, Biodefense, Biometrics, Defense, Internet Security, Integrated Security, Military, Border and Port Security. http://www.homelanddefensestocks.com/Companies/HomelandDefense/Stock_List.asp
Read the exclusive InvestorIdeas.com Feature "The Insiders Corner", a weekly feature by well-known financial writer and author Michael Brush. http://investorideas.com/insiderscorner/
Additional HDS Homeland Security Web Sites:
www.NationalHomelandSecurityKnowledgebase.com: including comprehensive Homeland Security information resources, Homeland Security news, Homeland Security marketplace, directories and a collection of links on Homeland Security related topics
www.BorderAndPortSecurity.com
www.NonlethalStocks.com
www.BiodefenseStocks.com
www.RFIDInvesting.com
Investor Incite Newsletter
InvestorIdeas.com's free "Investor Incite" Newsletter consists of company and industry updates, investment research and developing trends in key areas such as Homeland Security, Renewable Energy, Nanotechnology and more.
TO SIGN UP, click here: www.InvestorIdeas.com/Resources/Newsletter.asp
Disclaimer: ECON Investor Relations Inc is the owner of the domain www.HomelandDefenseStocks.com. Our site does not make recommendations, but offers a unique information portal to investors to research news, articles, and recent research. Nothing on our sites should be construed as an offer or solicitation to buy or sell any specific products or securities. All investments involve risk. Although we attempt to research thoroughly, we offer no guarantees as to the accuracy of any information presented. We encourage all investors to use our sites only as a resource to further their own research. The site is currently compensated for by its "featured companies." The site is currently compensated for by its "featured companies." Markland Technologies, Inc. currently pays ECON Ten Thousand Dollars per month. Markland has issued shares to ECON in the past and these payments are for the purpose of including Markland in articles and other promotions. Aethlon Medical, Inc.: Three Thousand Dollars per month plus restricted shares equivalent to Five Thousand Dollars per month. BlueBear Network International, Inc.: Six Thousand Dollars per month equivalent in shares. CryoPort, Inc.: Five Thousand Dollars per month. Gateway International Holdings, Inc.: Four Thousand Dollars per month. Law Enforcement Associates: Four Thousand Dollars per month. MDM Group, Inc. pay an amount equal to approximately thirteen thousand five hundred. MDM Group Inc. shares per month for consulting services provide for both MDM Group Inc. and its subsidiary, Harrington Group Ltd.
(HGR). OnScreen Technology Inc: Three Thousand Dollars, Bulldog Technologies, Inc.: One Thousand Dollars per month featured Company on HDS current list of stocks. Gabriel Technologies Corp: One Thousand Dollars per month featured Company on HDS current list of stocks. www.InvestorIdeas.com/About/Disclaimer.asp
Contact:
Dawn Van Zant / Trevor Ruehs
Toll free: 800-665-0411
Email: dvanzant@HomelandDefenseStocks.com, truehs@HomelandDefenseStocks.com
About the author:
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.
POINT ROBERTS, Wash.; May 18, 2005 - www.HomelandDefenseStocks.com (HDS), an investor news portal for the homeland defense and security sector, reports that U.S. military and defense contractors are currently heavy in cash, with apparently $25 billion to $30 billion sitting with top military contractors. This is a direct result of government spending in homeland security and defense. Military defense contractors are therefore able to pay out cash dividends, spend the excess in R&D for technology, or to scout for targeted complementary acquisitions. With M&A activity predicted to have continued strong momentum, this creates exciting opportunities for investors and small companies in the sector that are potential targets for acquisitions.
Aviation Week and Space Technology first reported the large cash reserves.
For additional due diligence information and research opportunities: HDS featured two key analysts in the sector, Jack Mallon, (Mallon Associates) and Brian Ruttenbur, (Equity Research Analyst - Morgan Keegan & Co.) in the April 6th Homeland Defense Stocks Online Investor Forum.
The forum has been archived and can be accessed through the following link:
http://www.investorideas.com/forums/Portals/homelanddefense2.aspx
Additional Sector Info: HDS Presents Audio Interview with Jim Smith, Homeland Defense Business Correspondent for: Jane’s Defence Weekly, MSNBC, the BBC, and CNN.
To listen to Jim Smith’s Homeland Security industry overview, click here:
http://www.investorideas.com/Companies/HomelandDefense/audio/Jim_Smith.mp3The 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.
HDS Showcase: Emerging Companies and Technologies in Homeland Security:
Aethlon Medical, Inc. (OTCBB: AEMD); BlueBear Network International, Inc. (OTC.PK: BLBR); CryoPort, Inc (OTC.PK: CYRX); Gateway International Holdings, Inc. (OTC.PK: GWYI); Harrington Group Ltd. (HGR) (OTC.PK: HGRLF); Law Enforcement Associates (OTCBB: LENF); Markland Technologies, Inc. (OTCBB: MRKL); MDM Group Inc. (OTC.PK: MDDM); OnScreen Technology, Inc. (OTCBB: ONSC); Technest Holdings, Inc. (OTCBB: THNS); Bulldog Technologies, Inc. (OTCBB: BLLD); Gabriel Technologies Corp (OTCBB: GWLK)
HomelandDefenseStocks.com is Compensated by HDS Featured Companies
Our Current List of Homeland Defense Stocks: a growing list of public companies in the sector. Click here for a partial list of companies involved in homeland defense and security technology and solutions in Airport Security, Biodefense, Biometrics, Defense, Internet Security, Integrated Security, Military, Border and Port Security. http://www.homelanddefensestocks.com/Companies/HomelandDefense/Stock_List.asp
Read the exclusive InvestorIdeas.com Feature "The Insiders Corner", a weekly feature by well-known financial writer and author Michael Brush. http://investorideas.com/insiderscorner/
Additional HDS Homeland Security Web Sites:
www.NationalHomelandSecurityKnowledgebase.com: including comprehensive Homeland Security information resources, Homeland Security news, Homeland Security marketplace, directories and a collection of links on Homeland Security related topics
www.BorderAndPortSecurity.com
www.NonlethalStocks.com
www.BiodefenseStocks.com
www.RFIDInvesting.com
Investor Incite Newsletter
InvestorIdeas.com's free "Investor Incite" Newsletter consists of company and industry updates, investment research and developing trends in key areas such as Homeland Security, Renewable Energy, Nanotechnology and more.
TO SIGN UP, click here: www.InvestorIdeas.com/Resources/Newsletter.asp
Disclaimer: ECON Investor Relations Inc is the owner of the domain www.HomelandDefenseStocks.com. Our site does not make recommendations, but offers a unique information portal to investors to research news, articles, and recent research. Nothing on our sites should be construed as an offer or solicitation to buy or sell any specific products or securities. All investments involve risk. Although we attempt to research thoroughly, we offer no guarantees as to the accuracy of any information presented. We encourage all investors to use our sites only as a resource to further their own research. The site is currently compensated for by its "featured companies." The site is currently compensated for by its "featured companies." Markland Technologies, Inc. currently pays ECON Ten Thousand Dollars per month. Markland has issued shares to ECON in the past and these payments are for the purpose of including Markland in articles and other promotions. Aethlon Medical, Inc.: Three Thousand Dollars per month plus restricted shares equivalent to Five Thousand Dollars per month. BlueBear Network International, Inc.: Six Thousand Dollars per month equivalent in shares. CryoPort, Inc.: Five Thousand Dollars per month. Gateway International Holdings, Inc.: Four Thousand Dollars per month. Law Enforcement Associates: Four Thousand Dollars per month. MDM Group, Inc. pay an amount equal to approximately thirteen thousand five hundred. MDM Group Inc. shares per month for consulting services provide for both MDM Group Inc. and its subsidiary, Harrington Group Ltd.
(HGR). OnScreen Technology Inc: Three Thousand Dollars, Bulldog Technologies, Inc.: One Thousand Dollars per month featured Company on HDS current list of stocks. Gabriel Technologies Corp: One Thousand Dollars per month featured Company on HDS current list of stocks. www.InvestorIdeas.com/About/Disclaimer.asp
Contact:
Dawn Van Zant / Trevor Ruehs
Toll free: 800-665-0411
Email: dvanzant@HomelandDefenseStocks.com, truehs@HomelandDefenseStocks.com
About the author:
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.
High Desert Thrillers in the Mojave
This belief paired with her love of flying enabled Earhart to achieve new heights in aviation history. Those who share Earhart's attitude about altitude will find a bounty of opportunities in Nevada to spread their wings.
From the north to the south, Nevada offers numerous ways to "get air." Whether you crave the thrill of bungee jumping, prefer a peaceful ride in a hot air balloon, or something in between, Nevada is home to a variety of air sports set above the state's beautiful, but rugged terrain. No matter where you go, Nevada always offers comfortable lodging, fine-dining and 24-hour entertainment nearby.
The people of Vanuatu in the Pacific had been throwing themselves from huge towers for centuries with nothing more than a few vines tied to their feet when the Oxford University Dangerous Sports Club decided to perform a few experiments of their own in the 70s. A.J. Hackett saw a video of their attempts and before long teamed up with fellow speed skier Henry Van Asch, and the pair developed bungee into the modern sport it is today. In 1987, A.J. jumped from the Eiffel Tower and into the international spotlight. The bungee legend was born.
Bungee jumpers have two options in Southern Nevada. A.J. Hackett Bungy in Las Vegas provides a 171-foot platform from which jumpers can leap. A pool of water at the bottom helps quench the adrenaline rush. AJ Hackett Bungy is located next to Circus Circus Hotel & Casino in Las Vegas. Contact: 702/385-4321. www.ajhackett.com.
And then there is Thrillseekers Unlimited. Operated in Las Vegas by Hollywood stuntmen, this company offers a five-day Ultimate Extreme Vacation that includes bungee jumping, paragliding, firewalking, indoor skydiving, paintball, snowboarding or mountain boarding, motorized skate racing, rock climbing and a tandem skydive. Contact: Thrillseekers Unlimited, 702/699-5550 or 866/4-978-8686. www.thrillseekersunlimited.comOne of the best places to take to the air is Washoe Valley, located between Reno and Carson City, where the thermals lift hang gliders and paragliders high over the ranchlands, pine trees and the foothills of the Sierra Nevada mountain range. These strong thermals warm wind currents - lift pilots well over 17,000 feet for superb views of scenic Northern Nevada. Contact: In Carson City, Adventure Sports, 775/883-7070. www.home.pyramid.net/advspts.
Southern Nevada also offers hang gliding experiences, instruction and sightseeing at Las Vegas Airsports, 702/260-7950. www.fly101.com.
Parasailing can be a thrilling experience open to all skill levels, and it's not uncommon for parasailors to soar 100 feet in the air before landing. Northern Nevada's parasailing outlets include two at beautiful Lake Tahoe: Action Watersports at South Lake Tahoe, 530/544-5387; and Incline Village, 775/831-4386, www.actionwatersports.com; and Lake Tahoe Parasailing at Tahoe City. 530/583-7245. www.laketahoeguide.com/pages/974037/97403793.html.
In Northern Nevada, Sierra Adventures educates its customers about the rich history and the breathtaking beauty of the Nevada desert and the snow-capped Sierra Nevada mountain range, turning a regular vacation into an unforgettable memory. Contact: Sierra Adventures in Reno at 775/323-8928. www.wildsierra.com
Experience the thrill
.
Read this entire feature FREE with photos at:
http://www.jetsettersmagazine.com/archive/jetezine/sports02/skydive/nevada/nvsports.html
By Kriss Hammond - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com
From the north to the south, Nevada offers numerous ways to "get air." Whether you crave the thrill of bungee jumping, prefer a peaceful ride in a hot air balloon, or something in between, Nevada is home to a variety of air sports set above the state's beautiful, but rugged terrain. No matter where you go, Nevada always offers comfortable lodging, fine-dining and 24-hour entertainment nearby.
The people of Vanuatu in the Pacific had been throwing themselves from huge towers for centuries with nothing more than a few vines tied to their feet when the Oxford University Dangerous Sports Club decided to perform a few experiments of their own in the 70s. A.J. Hackett saw a video of their attempts and before long teamed up with fellow speed skier Henry Van Asch, and the pair developed bungee into the modern sport it is today. In 1987, A.J. jumped from the Eiffel Tower and into the international spotlight. The bungee legend was born.
Bungee jumpers have two options in Southern Nevada. A.J. Hackett Bungy in Las Vegas provides a 171-foot platform from which jumpers can leap. A pool of water at the bottom helps quench the adrenaline rush. AJ Hackett Bungy is located next to Circus Circus Hotel & Casino in Las Vegas. Contact: 702/385-4321. www.ajhackett.com.
And then there is Thrillseekers Unlimited. Operated in Las Vegas by Hollywood stuntmen, this company offers a five-day Ultimate Extreme Vacation that includes bungee jumping, paragliding, firewalking, indoor skydiving, paintball, snowboarding or mountain boarding, motorized skate racing, rock climbing and a tandem skydive. Contact: Thrillseekers Unlimited, 702/699-5550 or 866/4-978-8686. www.thrillseekersunlimited.comOne of the best places to take to the air is Washoe Valley, located between Reno and Carson City, where the thermals lift hang gliders and paragliders high over the ranchlands, pine trees and the foothills of the Sierra Nevada mountain range. These strong thermals warm wind currents - lift pilots well over 17,000 feet for superb views of scenic Northern Nevada. Contact: In Carson City, Adventure Sports, 775/883-7070. www.home.pyramid.net/advspts.
Southern Nevada also offers hang gliding experiences, instruction and sightseeing at Las Vegas Airsports, 702/260-7950. www.fly101.com.
Parasailing can be a thrilling experience open to all skill levels, and it's not uncommon for parasailors to soar 100 feet in the air before landing. Northern Nevada's parasailing outlets include two at beautiful Lake Tahoe: Action Watersports at South Lake Tahoe, 530/544-5387; and Incline Village, 775/831-4386, www.actionwatersports.com; and Lake Tahoe Parasailing at Tahoe City. 530/583-7245. www.laketahoeguide.com/pages/974037/97403793.html.
In Northern Nevada, Sierra Adventures educates its customers about the rich history and the breathtaking beauty of the Nevada desert and the snow-capped Sierra Nevada mountain range, turning a regular vacation into an unforgettable memory. Contact: Sierra Adventures in Reno at 775/323-8928. www.wildsierra.com
Experience the thrill
.
Read this entire feature FREE with photos at:
http://www.jetsettersmagazine.com/archive/jetezine/sports02/skydive/nevada/nvsports.html
By Kriss Hammond - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com
Flying kites in Beijing
The sky in spring is kites' paradise. When the brilliant multi- colored kites embellish in the deep blue sky, you can immerse in the contented mood, enjoy the rare leisure and carefree, perhaps this is the most romantic thing in the spring. Kite, not only is it a kind of toy or a traditional continuing, it is more a cultural accumulating. In the "Three Stone Rooms", the capital's youngest kite master Liu Bin from the kite aristocratic family, said that kite contains too many different cultures, flying a kite also must emit the affective tone.
There are three kinds of kites unique in their own ways. In the "Three Stone Rooms" at Dianmen, the rooms are full of all kinds of kites making human feeling dazzled, nonprofessionals really don't know where to start. Actually, most popular kites are categorized into three kinds: hard wing, soft wing and dragon. Liu Bin said that the hard wing is like a man, mature and strong; the soft wing is like a woman, slender and elegant; while the dragon kite flies a breadth of spirit and power.
Hard wing kites like "Shayan", "Triangle", use bamboo strips all around to outline the shape, the strips are glued together with paper in the center, but the designs on paper can be created at your own will. Soft wing kites are made especially attractive - dragonfly, butterfly, goldfish..., the list goes on and on. The bamboo strips are only put on top half of a kite, the bottom half that dances in the breeze of wind is in fact made with colored silk or nylon silk. Dragon really should be called "string" because it is actually a long kite that is formed by many small kites, for instance, the Gigantic Dragon, the Centipede, the Shoulder Pole kite.
Among the kites, the modern one is also a spotlight. Three-dimensional kite is just like a hot-air balloon, turtles, crabs each crawl happily and freely in the sky; "Plate Hawk" (Pan Ying) is the most difficult to fly, the 'hawk' spreads the wings and spirals in airborne circle recklessly with tremendous momentum; motion kite is simply like an aviation performance, it uses chute cloth and two operating ordinates, actions like turnover, gliding, diving, and other high level difficult movements can all be performed.
There are five locations in Beijing are the best for flying kites. Can't wait any longer? Go pick one to your liking quickly! There are couple of things you need to pay attention when choosing a kite - 1. choose the pattern that you like; 2. the strenth of the bamboo strips on each side of two wings must be the same, or it will not be able to balance itself in the sky.
The environment for flying kites is very important. You should always go to a spacious place. Roughly count a bit, Beijing has quite a few places that are ideal for flying kites.
ABOUT THE AUTHOR
Jacklyn Chen - A webmaster and full time mom who works hard to make living with multiple web sites. For more information and articles about travel, visit http://travel.news-blogs.com, for food and living, visit http://fine-living.news-blogs.com.
There are three kinds of kites unique in their own ways. In the "Three Stone Rooms" at Dianmen, the rooms are full of all kinds of kites making human feeling dazzled, nonprofessionals really don't know where to start. Actually, most popular kites are categorized into three kinds: hard wing, soft wing and dragon. Liu Bin said that the hard wing is like a man, mature and strong; the soft wing is like a woman, slender and elegant; while the dragon kite flies a breadth of spirit and power.
Hard wing kites like "Shayan", "Triangle", use bamboo strips all around to outline the shape, the strips are glued together with paper in the center, but the designs on paper can be created at your own will. Soft wing kites are made especially attractive - dragonfly, butterfly, goldfish..., the list goes on and on. The bamboo strips are only put on top half of a kite, the bottom half that dances in the breeze of wind is in fact made with colored silk or nylon silk. Dragon really should be called "string" because it is actually a long kite that is formed by many small kites, for instance, the Gigantic Dragon, the Centipede, the Shoulder Pole kite.
Among the kites, the modern one is also a spotlight. Three-dimensional kite is just like a hot-air balloon, turtles, crabs each crawl happily and freely in the sky; "Plate Hawk" (Pan Ying) is the most difficult to fly, the 'hawk' spreads the wings and spirals in airborne circle recklessly with tremendous momentum; motion kite is simply like an aviation performance, it uses chute cloth and two operating ordinates, actions like turnover, gliding, diving, and other high level difficult movements can all be performed.
There are five locations in Beijing are the best for flying kites. Can't wait any longer? Go pick one to your liking quickly! There are couple of things you need to pay attention when choosing a kite - 1. choose the pattern that you like; 2. the strenth of the bamboo strips on each side of two wings must be the same, or it will not be able to balance itself in the sky.
The environment for flying kites is very important. You should always go to a spacious place. Roughly count a bit, Beijing has quite a few places that are ideal for flying kites.
- Tiananmen Square - Kites flying in the sky of The Tiananmen Square has become the most attractive scenery on Chang'an Street, nowhere else is more ideal than here in terms of space. A major drawback is that the freedom of flying a kite can be somewhat limited due to the surrounding crowds (mostly tourists).
- Chaoyang Park - The north side of the green area in the park is the best place to fly a kite. No trees around, no buildings, more importantly, it is permitted to fly kites on the grass areas. But be careful not to trip yourself when running.
- Surrounding areas of the Panda Rotary Island - It is spacious, fewer vehicles and people, does not have any obstacles, with a bit of history of flying kites. Expert kite lovers normally like to get together here.
- Chinese Century World - Here most advantage is there are very few trees, the kite may freely fly around in much wider range. But the Century World's artificial lawn has limited load-bearing capacity, the lawn is well maintained and protected, growing of the grass may be affected if too many people keep stepping on it.
- Shijingshan Amusement Park - The open area in front of the park is the best place for family of three or lovers to fly kites. The problems are the park is next to the street, there are trees around, therefore kites can not be released too high. Other drawbacks are there are stairs in the park, the central park has an eruptive fountain, you'd better be careful when running on the slippery ground.
ABOUT THE AUTHOR
Jacklyn Chen - A webmaster and full time mom who works hard to make living with multiple web sites. For more information and articles about travel, visit http://travel.news-blogs.com, for food and living, visit http://fine-living.news-blogs.com.
Florida Sun n Fun
The vacation rental villas in the Kissimmee and Orlando area experience an upturn in renters around this time every year, with those magnificent men in their flying machines turning up in the sunshine state to enjoy a whole week, wallowing in their hobby.
This week in Florida,12th -18 April, the annual Sun n Fun event takes place in Lakeland.
Hundreds of private pilots and anybody with an interest in aviation generally will be attending the event at Linder Regional airport at junction 22 of the I4.
Many will not even attempt to visit the major theme parks of Disney and Universal, instead driven by the vapour and heady smells emitted from the mighty engines and sleek lines of these aircraft will spend days visiting the event, so much on offer and every aspect of aviation and avionics will be covered.
The Sun ‘n Fun fly-in, has been promoting aviation safety through education for more than 29 years. As they prepare to celebrate their 30th anniversary, you are invited to join them and experience their annual convention held each April. Our event has grown to become the second largest aviation convention of its kind.
There is something here for everyone. Its an opportunity for the kids to get out of the pool at their Florida villa rental and get close up to these “birds” a day out from the theme parks.
More than 450 workshops and forums are available to our guests. They are informative, educational and, quite often, entertaining. Many offer the novice an opportunity for hands-on experience and the expert an outstanding refresher course. Each day has a full schedule of events.A daily air show is scheduled to keep those who enjoy airplane noise thoroughly entertained. If you are more for a quieter entertainment, be sure to stop by the Florida Air Museum at Sun 'n Fun. Our museum is open all year long.
As we begin to focus more on our year-round programs, we hope to have many opportunities for future volunteers. There are many volunteer programs that meet different schedules and commitments. You can volunteer for a day, week, month or all year.
If you share the love of aviation, come, join the fun, volunteer and become part of the family. We are sure you will find it a very rewarding experience.
Events are planned around the festival including a trip to the orange groves and a visit to the factories to see how one of Florida’s assets, the orange, is turned into the juices enjoyed by millions throughout the world.
So if you are in town and at a loose end at your vacation rental villa hop in the car and head for Sun ‘n Fun less than an hour from Mickey and Minnie at Disney.
About the author:
Herman Nuncrush, 58 year old ex London cabbie lanquishing in the Florida sun
This week in Florida,12th -18 April, the annual Sun n Fun event takes place in Lakeland.
Hundreds of private pilots and anybody with an interest in aviation generally will be attending the event at Linder Regional airport at junction 22 of the I4.
Many will not even attempt to visit the major theme parks of Disney and Universal, instead driven by the vapour and heady smells emitted from the mighty engines and sleek lines of these aircraft will spend days visiting the event, so much on offer and every aspect of aviation and avionics will be covered.
The Sun ‘n Fun fly-in, has been promoting aviation safety through education for more than 29 years. As they prepare to celebrate their 30th anniversary, you are invited to join them and experience their annual convention held each April. Our event has grown to become the second largest aviation convention of its kind.
There is something here for everyone. Its an opportunity for the kids to get out of the pool at their Florida villa rental and get close up to these “birds” a day out from the theme parks.
More than 450 workshops and forums are available to our guests. They are informative, educational and, quite often, entertaining. Many offer the novice an opportunity for hands-on experience and the expert an outstanding refresher course. Each day has a full schedule of events.A daily air show is scheduled to keep those who enjoy airplane noise thoroughly entertained. If you are more for a quieter entertainment, be sure to stop by the Florida Air Museum at Sun 'n Fun. Our museum is open all year long.
As we begin to focus more on our year-round programs, we hope to have many opportunities for future volunteers. There are many volunteer programs that meet different schedules and commitments. You can volunteer for a day, week, month or all year.
If you share the love of aviation, come, join the fun, volunteer and become part of the family. We are sure you will find it a very rewarding experience.
Events are planned around the festival including a trip to the orange groves and a visit to the factories to see how one of Florida’s assets, the orange, is turned into the juices enjoyed by millions throughout the world.
So if you are in town and at a loose end at your vacation rental villa hop in the car and head for Sun ‘n Fun less than an hour from Mickey and Minnie at Disney.
About the author:
Herman Nuncrush, 58 year old ex London cabbie lanquishing in the Florida sun
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.
About the Author
Maya Talisman Frost is a mind masseuse. Her work has inspired thinkers in over 70 countries around the world. This article appeared previously in the Friday Mind Massage, a free weekly ezine serving up a satisfying blend of clarity, comfort and comic relief. To subscribe, visit http://www.massageyourmind.com.
maya@massageyourmind.com
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.
Essentials of Special Forces Training
Special Forces personnel are highly trained and have extraordinary skills and knowledge to perform various missions. This is mainly due their skill and knowledge which comes from their experience, hence training is one of their most crucial activities, which requires tactical supplies, combat weapons, patrol clothing, expertise books and training materials. Whether training for jungle operations, mountainous terrains or cold climates, Special Forces Gear offers you all the essential gear and manuals required for Special Forces training.
One of the basic training essentials is the G.I. Navy Combat Knife, a tough knife used by the Navy SEAL for training its forces. Another field essential is the Bail out Bag, an easy-to-use bag, especially designed for those grab-and-go moments. You can easily toss in just about anything; ammunition, maps, camera, or your personal belongings. This is a sturdy water resistant bag, that is double and triple stitched with thick mountaineering harness to offer maximum strength and durability. The easy to use shoulder strap adjustments make it comfortable to carry and use. The Mountain Warfare Harness is a padded harness and is the ultimate for the special needs in extreme tactical situations involving climbing, rappelling, SWAT and rescue operations. Overlapping waist pad and fully padded legs offer maximum comfort and ease; the leg pad attachments are totally adjustable to suit your needs. The Patrol Officer Rig is an essential rig in tactical situations or for disease prevention, when in contact with an infected personnel. Slots and tool loops are added on this rig for officers with more advanced training; its also very easy and comfortable to carry.Books that enhance the knowledge of trainees in various military techniques and missions are must-haves as training essentials. 'Fighting Skills of the SAS and Special Forces', discusses the most secretive and demanding military techniques used by Britain's Special Air Service and by Special Forces units around the world. Similarly, 'Cold Weather Survival', discusses the military history of operations in cold-weather environment. The manual covers subjects such as clothing and gear, tents and heaters, arms and ammunition, ration and diet, hygiene, wind chill, emergency signals, and much more. It is a must-have for soldiers operating in cold weather conditions. There are also books on jungle operations, map reading, military mountaineering and Special Operations aviation among others, which are also available.
Vests, Jackets, Holsters, Packs, Hard Cases, Shotgun Accessories, Pouches, Slings, Belts and Medical Gear - all these sturdy and practical items essential for Special Forces training, are available at Special Forces Gear. The quality and superiority of these products are unsurpassed, as they are actually used and tested in real life missions. With the best training equipment available at a click of your mouse, Special Forces Gear is easily the one stop source for all your training requirements
About the Author
Glen Andrade is a well know author in field of military operations. He has authored many articles on the topics of military and police operations. His articles are popular in many of the internet portals
One of the basic training essentials is the G.I. Navy Combat Knife, a tough knife used by the Navy SEAL for training its forces. Another field essential is the Bail out Bag, an easy-to-use bag, especially designed for those grab-and-go moments. You can easily toss in just about anything; ammunition, maps, camera, or your personal belongings. This is a sturdy water resistant bag, that is double and triple stitched with thick mountaineering harness to offer maximum strength and durability. The easy to use shoulder strap adjustments make it comfortable to carry and use. The Mountain Warfare Harness is a padded harness and is the ultimate for the special needs in extreme tactical situations involving climbing, rappelling, SWAT and rescue operations. Overlapping waist pad and fully padded legs offer maximum comfort and ease; the leg pad attachments are totally adjustable to suit your needs. The Patrol Officer Rig is an essential rig in tactical situations or for disease prevention, when in contact with an infected personnel. Slots and tool loops are added on this rig for officers with more advanced training; its also very easy and comfortable to carry.Books that enhance the knowledge of trainees in various military techniques and missions are must-haves as training essentials. 'Fighting Skills of the SAS and Special Forces', discusses the most secretive and demanding military techniques used by Britain's Special Air Service and by Special Forces units around the world. Similarly, 'Cold Weather Survival', discusses the military history of operations in cold-weather environment. The manual covers subjects such as clothing and gear, tents and heaters, arms and ammunition, ration and diet, hygiene, wind chill, emergency signals, and much more. It is a must-have for soldiers operating in cold weather conditions. There are also books on jungle operations, map reading, military mountaineering and Special Operations aviation among others, which are also available.
Vests, Jackets, Holsters, Packs, Hard Cases, Shotgun Accessories, Pouches, Slings, Belts and Medical Gear - all these sturdy and practical items essential for Special Forces training, are available at Special Forces Gear. The quality and superiority of these products are unsurpassed, as they are actually used and tested in real life missions. With the best training equipment available at a click of your mouse, Special Forces Gear is easily the one stop source for all your training requirements
About the Author
Glen Andrade is a well know author in field of military operations. He has authored many articles on the topics of military and police operations. His articles are popular in many of the internet portals
Domain registries from around the world.
By Clare Lawrence 29th September 2003
Clare is the CEO of Discount Domains Ltd a leading UK Domain name registration service.
Do you sometimes come across exotic looking TLD's?
Ever wondered which domain name is from where?
I created the following table out of interest.
Watch out for the new .eu TLD.
[ The European Union is working on the its own TLD. ]
Commercial TLD'
.aero Aviation
.biz Business Organizations
.com Commercial
.coop Co-Operative Organisations
.edu Educational
.gov Government
.info info TLD
.int International Organisations
.mil US Dept of Defense
.museum Museums
.name Personal
.net Networks
.org Organisations
Country codes:-
.ac Ascension Island
.ad Andorra
.ae United Arab Emirates
.af Afghanistan
.ag Antigua and Barbuda
.ai Anguilla
.al Albania
.am Armenia
.an Netherlands Antilles
.ao Angola
.aq Antarctica
.ar Argentina
.as American Samoa.at Austria
.au Australia
.aw Aruba
.az Azerbaijan
.ba Bosnia and Herzegovina
.bb Barbados
.bd Bangladesh
.be Belgium
.bf Burkina Faso
.bg Bulgaria
.bh Bahrain
.bi Burundi
.bj Benin
.bm Bermuda
.bn Brunei Darussalam
.bo Bolivia
.br Brazil
.bs Bahamas
.bt Bhutan
.bv Bouvet Island
.bw Botswana
.by Belarus
.bz Belize
.ca Canada
.cc Cocos (Keeling) Islands
.cd Congo, Democratic republic of the (former Zaire)
.cf Central African Republic
.cg Congo, Republic of
.ch Switzerland
.ci Côte d'Ivoire
.ck Cook Islands
.cl Chile
.cm Cameroon
.cn China
.co Colombia
.cr Costa Rica
.cs Czechoslovakia
.cu Cuba
.cv Cape Verde
.cx Christmas Island
.cy Cyprus
.cz Czech Republic
.de Germany
.dj Djibouti
.dk Denmark
.dm Dominica
.do Dominican Republic
.dz Algeria
.ec Ecuador
.ee Estonia
.eg Egypt
.eh Western Sahara
.er Eritrea
.es Spain
.et Ethiopia
.fi Finland
.fj Fiji
.fk Falkland Islands
.fm Micronesia
.fo Faroe Islands
.fr France
.ga Gabon
.gd Grenada
.ge Georgia
.gf French Guiana
.gg Guernsey
.gh Ghana
.gi Gibraltar
.gl Greenland
.gm Gambia
.gn Guinea
.gp Guadeloupe
.gq Equatorial Guinea
.gr Greece
.gs South Georgia and the South Sandwich Islands
.gt Guatemala
.gu Guam
.gw Guinea-Bissau
.gy Guyana
.hk Hong Kong
.hm Heard and McDonald Islands
.hn Honduras
.hr Croatia
.ht Haiti
.hu Hungary
.id Indonesia
.ie Ireland
.il Israel
.im Isle of Man
.in India
.io British Indian Ocean Territory
.iq Iraq
.ir Iran
.is Iceland
.it Italy
.je Jersey
.jm Jamaica
.jo Jordan
.jp Japan
.ke Kenya
.kg Kyrgyzstan
.kh Cambodia .ki Kiribati
.km Comoros
.kn Saint Kitts and Nevis
.kp Korea, Democratic People's Republic of
.kr Korea, Republic of
.kw Kuwait
.ky Cayman Islands
.kz Kazakhstan
.la Lao People's Democratic Republic
.lb Lebanon
.lc Saint Lucia
.li Liechtenstein
.lk Sri Lanka
.lr Liberia
.ls Lesotho
.lt Lithuania
.lu Luxembourg
.lv Latvia
.ly Libyan Arab Jamahiriya
.ma Morocco
.mc Monaco
.md Moldova
.mg Madagascar
.mh Marshall Islands
.mk Macedonia
.ml Mali
.mm Myanmar
.mn Mongolia
.mo Macau
.mp Northern Mariana Islands
.mq Martinique
.mr Mauritania
.ms Montserrat
.mt Malta
.mu Mauritius
.mv Maldives
.mw Malawi
.mx Mexico
.my Malaysia
.mz Mozambique
.na Namibia
.nc New Caledonia
.ne Niger
.nf Norfolk Island
.ng Nigeria
.ni Nicaragua
.nl The Netherlands
.no Norway
.np Nepal
.nr Nauru
.nu Niue
.nz New Zealand
.om Oman
.pa Panama
.pe Peru
.pf French Polynesia
.pg Papua New Guinea
.ph Philippines
.pk Pakistan
.pl Poland
.pm St. Pierre and Miquelon
.pn Pitcairn
.pr Puerto Rico
.ps Palestine
.pt Portugal
.pw Palau
.py Paraguay
.qa Qatar
.re Reunion
.ro Romania
.ru Russia
.rw Rwanda
.sa Saudi Arabia
.sb Solomon Islands
.sc Seychelles
.sd Sudan
.se Sweden
.sg Singapore
.sh St. Helena
.si Slovenia
.sj Svalbard and Jan Mayen Islands
.sk Slovakia
.sl Sierra Leone
.sm San Marino
.sn Senegal
.so Somalia
.sr Surinam
.st Sao Tome and Principe
.su Sovier Union
.sv El Salvador
.sy Syrian Arab Republic
.sz Swaziland
.tc The Turks & Caicos Islands
.td Chad
.tf French Southern Territories
.tg Togo
.th Thailand
.tj Tajikistan
.tk Tokelau
.tm Turkmenistan
.tn Tunisia
.to Tonga
.tp East Timor
.tr Turkey
.tt Trinidad and Tobago
.tv Tuvalu
.tw Taiwan
.tz Tanzania
.ua Ukraine
.ug Uganda
.uk United Kingdom
.um United States Minor Outlying Islands
.us United States
.uy Uruguay
.uz Uzbekistan
.va Holy See (Vatican City State)
.vc Saint Vincent and the Grenadines
.ve Venezuela
.vg Virgin Islands British
.vi Virgin Islands U.S
.vn Vietnam
.vu Vanuatu
.wf Wallis and Futuna Islands
.ws Samoa
.ye Yemen
.yt Mayotte
.yu Yugoslavia
.za South Africa
.zm Zambia
.zr Zaire (non-existent, see Congo)
.zw Zimbabwe
About the Author
Clare Lawrence is CEO of Discount Domains Ltd – A leading UK provider of Domain name registration and Web Hosting services. Please feel free to re-publish this article provided this reference box remains together with a hyperlink to http://www.discountdomainsuk.com Clare can also be contacted on clare@discountdomainsuk.com.
Clare is the CEO of Discount Domains Ltd a leading UK Domain name registration service.
Do you sometimes come across exotic looking TLD's?
Ever wondered which domain name is from where?
I created the following table out of interest.
Watch out for the new .eu TLD.
[ The European Union is working on the its own TLD. ]
Commercial TLD'
.aero Aviation
.biz Business Organizations
.com Commercial
.coop Co-Operative Organisations
.edu Educational
.gov Government
.info info TLD
.int International Organisations
.mil US Dept of Defense
.museum Museums
.name Personal
.net Networks
.org Organisations
Country codes:-
.ac Ascension Island
.ad Andorra
.ae United Arab Emirates
.af Afghanistan
.ag Antigua and Barbuda
.ai Anguilla
.al Albania
.am Armenia
.an Netherlands Antilles
.ao Angola
.aq Antarctica
.ar Argentina
.as American Samoa.at Austria
.au Australia
.aw Aruba
.az Azerbaijan
.ba Bosnia and Herzegovina
.bb Barbados
.bd Bangladesh
.be Belgium
.bf Burkina Faso
.bg Bulgaria
.bh Bahrain
.bi Burundi
.bj Benin
.bm Bermuda
.bn Brunei Darussalam
.bo Bolivia
.br Brazil
.bs Bahamas
.bt Bhutan
.bv Bouvet Island
.bw Botswana
.by Belarus
.bz Belize
.ca Canada
.cc Cocos (Keeling) Islands
.cd Congo, Democratic republic of the (former Zaire)
.cf Central African Republic
.cg Congo, Republic of
.ch Switzerland
.ci Côte d'Ivoire
.ck Cook Islands
.cl Chile
.cm Cameroon
.cn China
.co Colombia
.cr Costa Rica
.cs Czechoslovakia
.cu Cuba
.cv Cape Verde
.cx Christmas Island
.cy Cyprus
.cz Czech Republic
.de Germany
.dj Djibouti
.dk Denmark
.dm Dominica
.do Dominican Republic
.dz Algeria
.ec Ecuador
.ee Estonia
.eg Egypt
.eh Western Sahara
.er Eritrea
.es Spain
.et Ethiopia
.fi Finland
.fj Fiji
.fk Falkland Islands
.fm Micronesia
.fo Faroe Islands
.fr France
.ga Gabon
.gd Grenada
.ge Georgia
.gf French Guiana
.gg Guernsey
.gh Ghana
.gi Gibraltar
.gl Greenland
.gm Gambia
.gn Guinea
.gp Guadeloupe
.gq Equatorial Guinea
.gr Greece
.gs South Georgia and the South Sandwich Islands
.gt Guatemala
.gu Guam
.gw Guinea-Bissau
.gy Guyana
.hk Hong Kong
.hm Heard and McDonald Islands
.hn Honduras
.hr Croatia
.ht Haiti
.hu Hungary
.id Indonesia
.ie Ireland
.il Israel
.im Isle of Man
.in India
.io British Indian Ocean Territory
.iq Iraq
.ir Iran
.is Iceland
.it Italy
.je Jersey
.jm Jamaica
.jo Jordan
.jp Japan
.ke Kenya
.kg Kyrgyzstan
.kh Cambodia .ki Kiribati
.km Comoros
.kn Saint Kitts and Nevis
.kp Korea, Democratic People's Republic of
.kr Korea, Republic of
.kw Kuwait
.ky Cayman Islands
.kz Kazakhstan
.la Lao People's Democratic Republic
.lb Lebanon
.lc Saint Lucia
.li Liechtenstein
.lk Sri Lanka
.lr Liberia
.ls Lesotho
.lt Lithuania
.lu Luxembourg
.lv Latvia
.ly Libyan Arab Jamahiriya
.ma Morocco
.mc Monaco
.md Moldova
.mg Madagascar
.mh Marshall Islands
.mk Macedonia
.ml Mali
.mm Myanmar
.mn Mongolia
.mo Macau
.mp Northern Mariana Islands
.mq Martinique
.mr Mauritania
.ms Montserrat
.mt Malta
.mu Mauritius
.mv Maldives
.mw Malawi
.mx Mexico
.my Malaysia
.mz Mozambique
.na Namibia
.nc New Caledonia
.ne Niger
.nf Norfolk Island
.ng Nigeria
.ni Nicaragua
.nl The Netherlands
.no Norway
.np Nepal
.nr Nauru
.nu Niue
.nz New Zealand
.om Oman
.pa Panama
.pe Peru
.pf French Polynesia
.pg Papua New Guinea
.ph Philippines
.pk Pakistan
.pl Poland
.pm St. Pierre and Miquelon
.pn Pitcairn
.pr Puerto Rico
.ps Palestine
.pt Portugal
.pw Palau
.py Paraguay
.qa Qatar
.re Reunion
.ro Romania
.ru Russia
.rw Rwanda
.sa Saudi Arabia
.sb Solomon Islands
.sc Seychelles
.sd Sudan
.se Sweden
.sg Singapore
.sh St. Helena
.si Slovenia
.sj Svalbard and Jan Mayen Islands
.sk Slovakia
.sl Sierra Leone
.sm San Marino
.sn Senegal
.so Somalia
.sr Surinam
.st Sao Tome and Principe
.su Sovier Union
.sv El Salvador
.sy Syrian Arab Republic
.sz Swaziland
.tc The Turks & Caicos Islands
.td Chad
.tf French Southern Territories
.tg Togo
.th Thailand
.tj Tajikistan
.tk Tokelau
.tm Turkmenistan
.tn Tunisia
.to Tonga
.tp East Timor
.tr Turkey
.tt Trinidad and Tobago
.tv Tuvalu
.tw Taiwan
.tz Tanzania
.ua Ukraine
.ug Uganda
.uk United Kingdom
.um United States Minor Outlying Islands
.us United States
.uy Uruguay
.uz Uzbekistan
.va Holy See (Vatican City State)
.vc Saint Vincent and the Grenadines
.ve Venezuela
.vg Virgin Islands British
.vi Virgin Islands U.S
.vn Vietnam
.vu Vanuatu
.wf Wallis and Futuna Islands
.ws Samoa
.ye Yemen
.yt Mayotte
.yu Yugoslavia
.za South Africa
.zm Zambia
.zr Zaire (non-existent, see Congo)
.zw Zimbabwe
About the Author
Clare Lawrence is CEO of Discount Domains Ltd – A leading UK provider of Domain name registration and Web Hosting services. Please feel free to re-publish this article provided this reference box remains together with a hyperlink to http://www.discountdomainsuk.com Clare can also be contacted on clare@discountdomainsuk.com.
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.
About the Author
David Leonhardt is The Happy Guy. Read more articles like this at:
http://TheHappyGuy.com/self-actualization-articles.html
Or sign up for the free online Happy Class at:
http://TheHappyGuy.com/self-actualization-happy-class.html
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.
About the Author
David Leonhardt is The Happy Guy. Read more articles like this at:
http://TheHappyGuy.com/self-actualization-articles.html
Or sign up for the free online Happy Class at:
http://TheHappyGuy.com/self-actualization-happy-class.html
Does size 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:
If size does not matter, why were we being sorted by height?
If size does matter, what do the teachers have against us shorter kids, making a daily display of the height we lacked?
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.
About the Author
David Leonhardt is The Happy Guy. Read more articles like this at: http://TheHappyGuy.com/self-actualization-articles.html. Or sign up for the free online Happy Class at: http://TheHappyGuy.com/self-actualization-happy-class.html
info@thehappyguy.com
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.
About the Author
Alain Mengus has contributed to various aviation publications and his the webmaster of AirTransportBiz.com/ He lives in Paris, France.
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.
About the Author
Alain Mengus has contributed to various aviation publications and his the webmaster of AirTransportBiz.com/ He lives in Paris, France.
Carrying Firearms On Aircraft
A client recently asked me whether he could carry a firearm on an aircraft. As usual, my lawyerly answer was “it depends”. What does it depend upon? Well, for starters, what type of firearm? Will it be carried concealed or on the person (e.g. using a concealed carry weapon “CCW” permit), or will it be in checked luggage? What type of aircraft? Is it a commercial flight or a private flight? Is the flight interstate or intrastate? The answers to these questions dictate whether or how you can transport a firearm on an aircraft.
Probably the best way to look at the issue is to determine where you will be with the firearm when you board the aircraft: Within a sterile area of an airport or within a non-sterile area of an airport. Several different statutes apply to transportation of firearms on aircraft, depending upon the type of aircraft and aircraft operation and where you board the aircraft.
Sterile Area
What is a sterile area? U.S. Statute 49 CFR 1540.5 defines it as “a portion of an airport defined in the airport security program that provides passengers access to boarding aircraft and to which the access generally is controlled by TSA, or by an aircraft operator under part 1544 of this chapter or a foreign air carrier under part 1546 of this chapter, through the screening of persons and property.” This is the area beyond the security checkpoints and up to and including the gates to the aircraft. You have to subject yourself and your carry on luggage to search and inspection (including removing your shoes, walking through metal detectors etc.) in order to enter the sterile area.
Once within a sterile area, U.S. Statute §1544.219(LEO), §1544.221(LEO w/prisoner), §1544.223(Air Marshal), or §1546.211(foreign air carrier provision for LEO) or an individual authorized to carry a weapon in a sterile area under a security program.
Although aircraft using the sterile area may be operated by an airline or an on-demand charter operator, those aircraft may also be operated by freight carriers, or in some cases, privately owned aircraft. 49 CFR §1550.5 provides a “catch-all” expanding the prohibition on possession of firearms to all operations, not just airlines and charter, boarding or unloading using the sterile area of an airport. Thus, regardless of the type of operation, if you have to go through a sterile area to board the aircraft and you do not fall within one of the exceptions, you will not be able to carry a firearm with you on your person or in your carry-on luggage. Period.
However, even if you are prohibited from carrying a firearm with you onto the aircraft, you may still be able to bring your firearm along in your checked luggage. U.S. Statute 49 CFR 1540.111(c) applies to the transportation of firearms within your checked baggage. You may not transport loaded firearms. However, you may transport unloaded firearms provided that you declare the firearms to the aircraft operator (usually by filling out a declaration form), the firearm is unloaded and locked in a hard-sided container and you are the only one to retain a key or combination for the lock.
This regulation does not prohibit you from carrying ammunition in your checked baggage or in the same container as a firearm. Also, each individual aircraft operator may have differing policies and guidelines regarding the transportation of unloaded firearms, as well as ammunition. It is best to check with your aircraft operator well in advance of your departure date to make sure you know the aircraft operator’s requirements and procedures and that you will to arrive at the airport able to comply.
Non-Sterile Area
If you are within a non-sterile area of an airport, the statutes and regulations do not apply. However, your ability to possess a firearm will depend upon the type of flying you will be doing as well as the state law applicable to the airport.
U.S. Statute 49 USC §46505 makes it a crime subject to fine, imprisoned for not more than 10 years, or both, if a person “when on, or attempting to get on, an aircraft in, or intended for operation in, air transportation or intrastate air transportation, has on or about the individual or the property of the individual a concealed dangerous weapon that is or would be accessible to the individual in flight.” Additionally, under 49 USC §46303
“[a]n individual who, when on, or attempting to board, an aircraft in, or intended for operation in, air transportation or intrastate air transportation, has on or about the individual or the property of the individual a concealed dangerous weapon that is or would be accessible to the individual in flight is liable to the United States Government for a civil penalty of not more than $10,000 for each violation”.
At first glance, these statutes seem to be very broad and all encompassing. However, the definitions of “air transportation” and “intrastate air transportation” as defined in 49 USC §40102 limit the applicability of these statutes to air carriers. What is an air carrier? It is an individual or business who provides transportation for hire either between two states or within one state using a turbojet aircraft with more than 30 seats. Practically speaking, these definitions limit the applicability of this statute to the airlines and charter operators who are either flying between states or operating larger, turbojet aircraft.
U.S. Statute 49 CFR §1550.7 is a more specific “catch-all” that applies to aircraft weighing more than 12,500 pounds and where the aircraft’s operation is not otherwise subject to the statutes and regulations addressed above. This regulation requires that an operator “must conduct a search of the aircraft before departure and screen passengers, crewmembers, and other persons and their accessible property (carry-on items) before boarding”, regardless of whether boarding and loading occurs from a sterile area.
Another regulation that affects your ability to carry a firearm on a flight operated by a charter operator is14 CFR §135.119. Under this regulation “no person may, while on board an aircraft being operated by a certificate holder, carry on or about that person a deadly or dangerous weapon, either concealed or unconcealed. Section 135.119 does not apply to LEO’s or to “Crewmembers and other persons authorized by the certificate holder to carry arms”. Thus, although this regulation appears to limit the possession of firearms, if the charter operator grants you permission, either directly or within its operations specifications, you would be exempt from this regulation and able to carry firearms subject to any other applicable statutes or regulations.
Finally, if you are flying in a private aircraft that is not being operated by a common carrier from one state to another, and no other statutes apply to your flight, you will still be subject to 18 USC §926A regarding the interstate transportation of firearms which states that “any person who is not otherwise prohibited by this chapter from transporting, shipping, or receiving a firearm shall be entitled to transport a firearm for any lawful purpose from any place where he may lawfully possess and carry such firearm to any other place where he may lawfully possess and carry such firearm if, during such transportation the firearm is unloaded, and neither the firearm nor any ammunition being transported is readily accessible or is directly accessible from the passenger compartment of such transporting vehicle”.
This statute allows you to transport firearms between states subject to the statute’s conditions: that you can lawfully possess the firearm at your points of departure and arrival, and the firearm is unloaded and inaccessible during the trip. However, what if you are a CCW permit holder and you want to carry concealed between states? Well, fortunately 18 USC §927 states that Section 926A does not pre-empt applicable state law. Thus, if you can lawfully carry a concealed weapon in the state in which you board the aircraft and in the state in which you land, you are not subject to the unloaded and inaccessible restrictions of Section 926A.
For operations of private aircraft within one state, you will only be subject to the laws of the state within which you are operating. You will need to review your state’s statutes to determine whether they impose any restrictions on possession of firearms within non-sterile areas of airports. You will also need to be familiar with the airports you will be visiting to determine whether each airport has any restrictions (e.g. posting to prohibit concealed carry etc.).
Conclusion
What does all this mean? Well, for the majority of people traveling on commercial aircraft, the ability to transport firearms on the aircraft is severely restricted. In almost all cases, unless you are flying in a private aircraft, carrying firearms with you on an aircraft, either on your person or in your carry-on luggage, is prohibited.
You may still bring firearms and ammunition with you on a flight, but they will need to be unloaded and contained in a locked case within your checked luggage in compliance with your airline or aircraft operator’s policies. Your best bet is to check with your airline or aircraft operator ahead of time to make sure you know and can comply with their policies for transporting firearms. With a little planning and preparation, it can be done.
If you are flying on a charter aircraft that weighs less than 12,500 pounds, you can only carry firearms with the operator’s permission and as long as you can lawfully do so at both your departure and arrival airports.
For those of you who fly in private aircraft and carry firearms with you, knowing the areas at an airport within which you can and cannot possess a firearm will help you avoid accepting a clearance or taxiing to an area within which possession of firearms is prohibited. So long as you remain outside of airport sterile areas, your possession of firearms will only be subject to the laws of the state in which you are flying.
As always, fly safe and, especially if you are carrying firearms, fly smart.
About the Author
Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.
Probably the best way to look at the issue is to determine where you will be with the firearm when you board the aircraft: Within a sterile area of an airport or within a non-sterile area of an airport. Several different statutes apply to transportation of firearms on aircraft, depending upon the type of aircraft and aircraft operation and where you board the aircraft.
Sterile Area
What is a sterile area? U.S. Statute 49 CFR 1540.5 defines it as “a portion of an airport defined in the airport security program that provides passengers access to boarding aircraft and to which the access generally is controlled by TSA, or by an aircraft operator under part 1544 of this chapter or a foreign air carrier under part 1546 of this chapter, through the screening of persons and property.” This is the area beyond the security checkpoints and up to and including the gates to the aircraft. You have to subject yourself and your carry on luggage to search and inspection (including removing your shoes, walking through metal detectors etc.) in order to enter the sterile area.
Once within a sterile area, U.S. Statute §1544.219(LEO), §1544.221(LEO w/prisoner), §1544.223(Air Marshal), or §1546.211(foreign air carrier provision for LEO) or an individual authorized to carry a weapon in a sterile area under a security program.
Although aircraft using the sterile area may be operated by an airline or an on-demand charter operator, those aircraft may also be operated by freight carriers, or in some cases, privately owned aircraft. 49 CFR §1550.5 provides a “catch-all” expanding the prohibition on possession of firearms to all operations, not just airlines and charter, boarding or unloading using the sterile area of an airport. Thus, regardless of the type of operation, if you have to go through a sterile area to board the aircraft and you do not fall within one of the exceptions, you will not be able to carry a firearm with you on your person or in your carry-on luggage. Period.
However, even if you are prohibited from carrying a firearm with you onto the aircraft, you may still be able to bring your firearm along in your checked luggage. U.S. Statute 49 CFR 1540.111(c) applies to the transportation of firearms within your checked baggage. You may not transport loaded firearms. However, you may transport unloaded firearms provided that you declare the firearms to the aircraft operator (usually by filling out a declaration form), the firearm is unloaded and locked in a hard-sided container and you are the only one to retain a key or combination for the lock.
This regulation does not prohibit you from carrying ammunition in your checked baggage or in the same container as a firearm. Also, each individual aircraft operator may have differing policies and guidelines regarding the transportation of unloaded firearms, as well as ammunition. It is best to check with your aircraft operator well in advance of your departure date to make sure you know the aircraft operator’s requirements and procedures and that you will to arrive at the airport able to comply.
Non-Sterile Area
If you are within a non-sterile area of an airport, the statutes and regulations do not apply. However, your ability to possess a firearm will depend upon the type of flying you will be doing as well as the state law applicable to the airport.
U.S. Statute 49 USC §46505 makes it a crime subject to fine, imprisoned for not more than 10 years, or both, if a person “when on, or attempting to get on, an aircraft in, or intended for operation in, air transportation or intrastate air transportation, has on or about the individual or the property of the individual a concealed dangerous weapon that is or would be accessible to the individual in flight.” Additionally, under 49 USC §46303
“[a]n individual who, when on, or attempting to board, an aircraft in, or intended for operation in, air transportation or intrastate air transportation, has on or about the individual or the property of the individual a concealed dangerous weapon that is or would be accessible to the individual in flight is liable to the United States Government for a civil penalty of not more than $10,000 for each violation”.
At first glance, these statutes seem to be very broad and all encompassing. However, the definitions of “air transportation” and “intrastate air transportation” as defined in 49 USC §40102 limit the applicability of these statutes to air carriers. What is an air carrier? It is an individual or business who provides transportation for hire either between two states or within one state using a turbojet aircraft with more than 30 seats. Practically speaking, these definitions limit the applicability of this statute to the airlines and charter operators who are either flying between states or operating larger, turbojet aircraft.
U.S. Statute 49 CFR §1550.7 is a more specific “catch-all” that applies to aircraft weighing more than 12,500 pounds and where the aircraft’s operation is not otherwise subject to the statutes and regulations addressed above. This regulation requires that an operator “must conduct a search of the aircraft before departure and screen passengers, crewmembers, and other persons and their accessible property (carry-on items) before boarding”, regardless of whether boarding and loading occurs from a sterile area.
Another regulation that affects your ability to carry a firearm on a flight operated by a charter operator is14 CFR §135.119. Under this regulation “no person may, while on board an aircraft being operated by a certificate holder, carry on or about that person a deadly or dangerous weapon, either concealed or unconcealed. Section 135.119 does not apply to LEO’s or to “Crewmembers and other persons authorized by the certificate holder to carry arms”. Thus, although this regulation appears to limit the possession of firearms, if the charter operator grants you permission, either directly or within its operations specifications, you would be exempt from this regulation and able to carry firearms subject to any other applicable statutes or regulations.
Finally, if you are flying in a private aircraft that is not being operated by a common carrier from one state to another, and no other statutes apply to your flight, you will still be subject to 18 USC §926A regarding the interstate transportation of firearms which states that “any person who is not otherwise prohibited by this chapter from transporting, shipping, or receiving a firearm shall be entitled to transport a firearm for any lawful purpose from any place where he may lawfully possess and carry such firearm to any other place where he may lawfully possess and carry such firearm if, during such transportation the firearm is unloaded, and neither the firearm nor any ammunition being transported is readily accessible or is directly accessible from the passenger compartment of such transporting vehicle”.
This statute allows you to transport firearms between states subject to the statute’s conditions: that you can lawfully possess the firearm at your points of departure and arrival, and the firearm is unloaded and inaccessible during the trip. However, what if you are a CCW permit holder and you want to carry concealed between states? Well, fortunately 18 USC §927 states that Section 926A does not pre-empt applicable state law. Thus, if you can lawfully carry a concealed weapon in the state in which you board the aircraft and in the state in which you land, you are not subject to the unloaded and inaccessible restrictions of Section 926A.
For operations of private aircraft within one state, you will only be subject to the laws of the state within which you are operating. You will need to review your state’s statutes to determine whether they impose any restrictions on possession of firearms within non-sterile areas of airports. You will also need to be familiar with the airports you will be visiting to determine whether each airport has any restrictions (e.g. posting to prohibit concealed carry etc.).
Conclusion
What does all this mean? Well, for the majority of people traveling on commercial aircraft, the ability to transport firearms on the aircraft is severely restricted. In almost all cases, unless you are flying in a private aircraft, carrying firearms with you on an aircraft, either on your person or in your carry-on luggage, is prohibited.
You may still bring firearms and ammunition with you on a flight, but they will need to be unloaded and contained in a locked case within your checked luggage in compliance with your airline or aircraft operator’s policies. Your best bet is to check with your airline or aircraft operator ahead of time to make sure you know and can comply with their policies for transporting firearms. With a little planning and preparation, it can be done.
If you are flying on a charter aircraft that weighs less than 12,500 pounds, you can only carry firearms with the operator’s permission and as long as you can lawfully do so at both your departure and arrival airports.
For those of you who fly in private aircraft and carry firearms with you, knowing the areas at an airport within which you can and cannot possess a firearm will help you avoid accepting a clearance or taxiing to an area within which possession of firearms is prohibited. So long as you remain outside of airport sterile areas, your possession of firearms will only be subject to the laws of the state in which you are flying.
As always, fly safe and, especially if you are carrying firearms, fly smart.
About the Author
Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.
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 http://www.airplanenoise.com/ to request our free leaseback tools and tips including spreadsheets that will help you build a model that will be successful and profitable.
Link: http://www.airplanenoise.com/teleclass_schedule.htm
About the Author
Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com/
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com/
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.htmChoosing the right airplane is SUCH an important decision! Do your homework and buy a plane that will be easily integrated into your lifestyle: business AND personal .
You can compare the features of several aircraft by downloading the Spec sheets at:
http://www.airplanenoise.com/answers_to_why.htm
Link: http://www.airplanenoise.com/answers_to_why.htm
About the Author
Pat Redmond helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com
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.htmChoosing the right airplane is SUCH an important decision! Do your homework and buy a plane that will be easily integrated into your lifestyle: business AND personal .
You can compare the features of several aircraft by downloading the Spec sheets at:
http://www.airplanenoise.com/answers_to_why.htm
Link: http://www.airplanenoise.com/answers_to_why.htm
About the Author
Pat Redmond helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com
Cabotage And International Operation Of Corporate Aircraft
Most countries have laws regulating the airspace over their lands. Each time an aircraft enters a foreign country’s airspace, the aircraft operator must comply with that country’s regulations affecting flight operations and the carriage of passengers. Particularly with respect to passengers, the majority of countries have rigid limitations on who may be carried within their borders and how.
Specifically, the rules and regulations relating to carriage of passengers and goods within the same foreign country are referred to as “cabotage”. Cabotage regulations are not uniform or necessarily consistent from one country to another. They usually apply to both commercial and private operators. However, as we will discuss shortly, whether a foreign country considers a corporate aircraft operator to be a commercial or private operator will also vary by country.
Regardless of which country the corporate aircraft operates within, the pilot in command of a corporate aircraft is responsible for knowing and complying with that country’s cabotage restrictions. Failure to comply can, and has, resulted in six-digit fines and penalties imposed against the corporate aircraft operator, and corporate aircraft have been impounded by foreign governments until such violations have been resolved to the satisfaction of the governing authority.
Examples Of Cabotage Regulations Applicable To Corporate Aircraft Operators
United States. The United States does not currently have any regulations that prevent private (not for compensation or hire) foreign corporate aircraft from carrying U.S. passengers between points within the U.S. 14 CFR 375.30 provides that “civil aircraft which are not engaged in commercial air operations into, out of, or within the United States may be operated in the United Sates and may discharge, take on, or carry between points in the United States any nonrevenue traffic.”
Canada. After clearing customs, Canada allows a corporate aircraft operator to engage in unlimited operations within Canada as long as the U.S. registered aircraft is carrying U.S.-boarded passengers and the aircraft is not operating for “hire or reward”. Canada also allows unlimited international operations where passengers are being transported across the border between Canada and any other country. This includes stops within Canada to pick up or drop off passengers who are traveling internationally.
Canadian-boarded passengers may be transported within Canada by a U.S. registered aircraft provided that the transportation is incidental to the intended purpose of the flight. That is, a corporate aircraft operator could fly its U.S. registered corporate aircraft into Canada, pick up Canadian personnel, customers, etc. and fly on to another destination in Canada for a meeting or event. As a long as the sole purpose of flight was not transporting the Canadian passengers, then the carriage of the Canadian passengers would be considered incidental and should not violate the cabotage regulations.
European Union. Cabotage regulations in the European Union are more complex than in Canada. The difficulty results from the European Union’s definition of commercial transportation. In the U.S., the U.S. Customs service defines commercial transportation as transportation “for compensation or hire”. However, the European Union defines “commercial use” as “the use of means of transportation for the transport of persons or of goods for remuneration or in the framework of the economic activity of an enterprise”.
Unfortunately, the European Union definition means that a U.S. registered corporate aircraft operating within the European Union for corporate or other business purposes can be considered to be engaging in commercial use or transportation. As a result, if a corporate aircraft flies into a European Union country, picks up a citizen of that country and then travels on to another destination within that country, it is likely that the second flight would be in violation of the European Union cabotage regulations.
The Importation Alternative To Cabotage Compliance
An option for removing the cabotage restraints on international operations is importation of a U.S. registered aircraft into the foreign country (e.g. Canada, a European Union country etc.) in which the corporate aircraft owner wishes to operate. Importation then makes the aircraft an aircraft of the country into which it is imported (e.g. an aircraft of Canada or a European Union aircraft). The aircraft can usually be imported on a temporary or permanent basis and does not usually require that the aircraft be re-registered.
For importation into most countries, the corporate aircraft owner will be required to pay the “Value-Added Tax” (VAT) on the value of the aircraft. Two exceptions are the European Union countries of the United Kingdom and Denmark. Both countries have a zero valuation of aircraft weighing over 24,000 pounds and are frequently used to import corporate aircraft into the European Union. Once the aircraft is imported into the foreign country, for purposes of regulation it becomes an aircraft of that country and is no longer subject to the cabotage restrictions.Locating Cabotage Regulations
If importation is not an option, a corporate aircraft operator will need to research the cabotage restrictions and regulations for the particular country of intended travel. The first place to consult is the Aeronautical Information Publication (AIP) published by the country to which the operator wishes to travel. How do you get the AIP for a particular country? Well, the best place to start is the International Flight Information Manual (IFIM). The IFIM is published by the FAA and has information regarding the civil aviation authority for each country and the respective contact information and addresses to which you can direct your request for the country’s AIP.
However, you should be aware that many countries’ AIP’s may not contain all of the applicable rules and regulations relating to cabotage and its enforcement. Often times a country’s customs and/or revenue officials responsible for enforcement are not always on the proverbial same page and may interpret the regulations inconsistently.
Fortunately for corporate aircraft operators, the IFIM contains a section for each country titled “Corporate Aircraft Constraints” that includes information prepared by the U.S. Department of State. This section specifically addresses cabotage and similar regulations as they may apply to operation of corporate aircraft within the foreign country.
Conclusion
At the end of the day, the pilot in command is responsible for the operation of the flight in compliance with all applicable regulations. However, in the context of a corporate operation, the corporation is also responsible for the operation of its aircraft. Violations of cabotage regulations can subject both the pilot and the corporation to some nasty consequences.
To avoid these consequences, as a corporate aircraft operator you should find out about the applicable regulations before you fly. Consult the AIP for the country in which you wish to travel. Review the corporate restraints for that country in the IFIM. If you are a member of the National Business Aviation Association (NBAA), review the feedback for the country in the NBAA’s International Operators Bulletin or on the NBAA’s website. Also, check with your point of entry handler/FBO/flight planning organization. Finally, for final, “official” confirmation, contact the applicable governing authority within the country to obtain current regulations and interpretations.
Proper planning and current information are essential for international operations by corporate aircraft. Don’t leave home without them.
About the Author
Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.
Specifically, the rules and regulations relating to carriage of passengers and goods within the same foreign country are referred to as “cabotage”. Cabotage regulations are not uniform or necessarily consistent from one country to another. They usually apply to both commercial and private operators. However, as we will discuss shortly, whether a foreign country considers a corporate aircraft operator to be a commercial or private operator will also vary by country.
Regardless of which country the corporate aircraft operates within, the pilot in command of a corporate aircraft is responsible for knowing and complying with that country’s cabotage restrictions. Failure to comply can, and has, resulted in six-digit fines and penalties imposed against the corporate aircraft operator, and corporate aircraft have been impounded by foreign governments until such violations have been resolved to the satisfaction of the governing authority.
Examples Of Cabotage Regulations Applicable To Corporate Aircraft Operators
United States. The United States does not currently have any regulations that prevent private (not for compensation or hire) foreign corporate aircraft from carrying U.S. passengers between points within the U.S. 14 CFR 375.30 provides that “civil aircraft which are not engaged in commercial air operations into, out of, or within the United States may be operated in the United Sates and may discharge, take on, or carry between points in the United States any nonrevenue traffic.”
Canada. After clearing customs, Canada allows a corporate aircraft operator to engage in unlimited operations within Canada as long as the U.S. registered aircraft is carrying U.S.-boarded passengers and the aircraft is not operating for “hire or reward”. Canada also allows unlimited international operations where passengers are being transported across the border between Canada and any other country. This includes stops within Canada to pick up or drop off passengers who are traveling internationally.
Canadian-boarded passengers may be transported within Canada by a U.S. registered aircraft provided that the transportation is incidental to the intended purpose of the flight. That is, a corporate aircraft operator could fly its U.S. registered corporate aircraft into Canada, pick up Canadian personnel, customers, etc. and fly on to another destination in Canada for a meeting or event. As a long as the sole purpose of flight was not transporting the Canadian passengers, then the carriage of the Canadian passengers would be considered incidental and should not violate the cabotage regulations.
European Union. Cabotage regulations in the European Union are more complex than in Canada. The difficulty results from the European Union’s definition of commercial transportation. In the U.S., the U.S. Customs service defines commercial transportation as transportation “for compensation or hire”. However, the European Union defines “commercial use” as “the use of means of transportation for the transport of persons or of goods for remuneration or in the framework of the economic activity of an enterprise”.
Unfortunately, the European Union definition means that a U.S. registered corporate aircraft operating within the European Union for corporate or other business purposes can be considered to be engaging in commercial use or transportation. As a result, if a corporate aircraft flies into a European Union country, picks up a citizen of that country and then travels on to another destination within that country, it is likely that the second flight would be in violation of the European Union cabotage regulations.
The Importation Alternative To Cabotage Compliance
An option for removing the cabotage restraints on international operations is importation of a U.S. registered aircraft into the foreign country (e.g. Canada, a European Union country etc.) in which the corporate aircraft owner wishes to operate. Importation then makes the aircraft an aircraft of the country into which it is imported (e.g. an aircraft of Canada or a European Union aircraft). The aircraft can usually be imported on a temporary or permanent basis and does not usually require that the aircraft be re-registered.
For importation into most countries, the corporate aircraft owner will be required to pay the “Value-Added Tax” (VAT) on the value of the aircraft. Two exceptions are the European Union countries of the United Kingdom and Denmark. Both countries have a zero valuation of aircraft weighing over 24,000 pounds and are frequently used to import corporate aircraft into the European Union. Once the aircraft is imported into the foreign country, for purposes of regulation it becomes an aircraft of that country and is no longer subject to the cabotage restrictions.Locating Cabotage Regulations
If importation is not an option, a corporate aircraft operator will need to research the cabotage restrictions and regulations for the particular country of intended travel. The first place to consult is the Aeronautical Information Publication (AIP) published by the country to which the operator wishes to travel. How do you get the AIP for a particular country? Well, the best place to start is the International Flight Information Manual (IFIM). The IFIM is published by the FAA and has information regarding the civil aviation authority for each country and the respective contact information and addresses to which you can direct your request for the country’s AIP.
However, you should be aware that many countries’ AIP’s may not contain all of the applicable rules and regulations relating to cabotage and its enforcement. Often times a country’s customs and/or revenue officials responsible for enforcement are not always on the proverbial same page and may interpret the regulations inconsistently.
Fortunately for corporate aircraft operators, the IFIM contains a section for each country titled “Corporate Aircraft Constraints” that includes information prepared by the U.S. Department of State. This section specifically addresses cabotage and similar regulations as they may apply to operation of corporate aircraft within the foreign country.
Conclusion
At the end of the day, the pilot in command is responsible for the operation of the flight in compliance with all applicable regulations. However, in the context of a corporate operation, the corporation is also responsible for the operation of its aircraft. Violations of cabotage regulations can subject both the pilot and the corporation to some nasty consequences.
To avoid these consequences, as a corporate aircraft operator you should find out about the applicable regulations before you fly. Consult the AIP for the country in which you wish to travel. Review the corporate restraints for that country in the IFIM. If you are a member of the National Business Aviation Association (NBAA), review the feedback for the country in the NBAA’s International Operators Bulletin or on the NBAA’s website. Also, check with your point of entry handler/FBO/flight planning organization. Finally, for final, “official” confirmation, contact the applicable governing authority within the country to obtain current regulations and interpretations.
Proper planning and current information are essential for international operations by corporate aircraft. Don’t leave home without them.
About the Author
Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.
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.
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/bushplanes/bushplane.html
By Kriss Hammond - Jetsetters Magazine Editor - at www.jetsettersmagazine.com
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.
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/bushplanes/bushplane.html
By Kriss Hammond - Jetsetters Magazine Editor - at www.jetsettersmagazine.com
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