| Air travel is expensive. But I’m not telling you something you don’t already know. There are many ways to save money on air travel – some of them will save you a little, some will save you a lot. Before you book your next trip, see if any of these money savings tips are options for you. • Consider flying out of another airport. Sometimes the nearest airport does not have the best rates. Checking the rates at one or two of the next nearest airports may yield better airfare rates than the airport that is closest to you. It may be worth it to travel an extra hour to the airport to save hundreds of dollars. • If you have a trip planned for the future, but you aren’t ready to order your tickets yet, sign up for e-mail alerts from all of the airlines that fly from the airport(s) near you to your destination. You never know when an airline may be running a special to your exact destination. • If you are ready to order your tickets, order them as far in advance as possible. The cheapest airfares sell out quickly. The closer to the flight you buy your tickets; the more expensive the tickets are likely to be. This is especially true around the holidays. • If you are booking travel during the holidays, consider flying on the holiday itself. The days prior to a holiday, airfares can be the highest they are all year. If you can fly on the day of the holiday, you can get some of the lowest airfares of the year. If you do decide to book on the holiday, try to book as early in the day as possible in case there are any delays so you don’t miss the holiday festivities once you get to your destination. • If you are phoning the airline directly for your tickets, ask for the cheapest fare, not just the fare for coach. There may be a cheaper fare in a better seat, but you’ll never know if you don’t ask. • Fly on the off days. Tuesday, Wednesday, Thursday, and sometimes Saturday are considered the off days (unless it’s around a holiday). If you can fly to and from your destination on those days, you are much more likely to get cheaper flights. • Check out the fares on red-eye flights. Those flights don’t sell out as quickly as other flights and therefore may have less expensive fares. Sure, if money were no object, the red-eye probably wouldn’t be your first choice, but then again you may sleep your way through the whole flight. That’s always a good way to spend a flight. And if you combine flying on the off days with flying a red-eye on an off day, you may get a real deal. • Do your homework by comparing rates on the different websites. Travelocity, Priceline, Expedia, Orbitz, Cheap Tickets and many other websites have discounted airline tickets as well as discounts on hotels, car rentals, and other things related to travel. Take the time to check out the rates for each website each time you book your travel. • While you are doing your homework, don’t forget to check out the airline’s websites. Sometimes the airline’s websites have even better deals than the discount sites. All this homework takes some time, but it will pay off in the end with big savings. • Go outside your comfort zone. You may be used to always flying the same big airline, but if you consider one of the newer smaller airlines, you may be surprised at the savings you can grab. • Before you book your tickets, make sure that the price you have includes all fees and taxes. If you’re not getting the full price of the tickets including fees and taxes, you may not actually be booking the least expensive airfare. Now that you’ve saved money on your airfare, there are some things that you can do to help save money in other areas of your flight. • Find out what the maximum luggage weight is for the airline you are traveling, and make sure you don’t exceed it. If you check in luggage that is over the weight limit, the airline can charge you a fee for each bag that is over the limit. • If you are driving to the airport, plan to leave early enough so that you can park at one of the off site parking facilities that are close to the airport. • If you’ve got a college age niece or nephew, next door neighbor or someone in that age range who lives nearby ask them to drive you to and from the airport. You can pay them $25 each way and save a bundle on airport parking, and get door to door service to the airport. • Take your own snacks. If your airline does serve food, they may charge for it, and chances are it won’t be very good. You also won’t be tempted to pay the high price for the snacks you buy at the concessions after security because you’ll already have what you’ll need on the plane. • Same goes for your reading materials. Bring your own that you already have at home instead of buying them from the airport stores. A flight is the perfect time to read that book you’ve been meaning to read. | ||
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| About Author | ||
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| This article can also be found here http://dailytravelair.com/great-tips-for-saving-on-holiday-travel/ | ||
Wednesday, February 28, 2007
Holiday Travel Tips; Planning Ahead
Charter Flights – Then and Now
In the sixties after deregulation, European charter flights grew massively offering cheaper flights to destinations such as Spain. Charter flights became low cost high load. Things are definitely looking up (pardon the pun) for the charter flight industry.
Aviation back in the day had to work extremely hard to get their custom. They would offer a half hour flight over London to convince passengers to take a flight on one of their new international air routes.
In this regulated industry, charter flights were a way of grouping passengers with a similar interest to fly to their destination. At this time you would have to belong to a travel club in order to obtain a cheap ticket. The club would charter an aircraft and take the members to their destination. You could only get a ticket through the club the airline would not sell these tickets to the general public.
In the sixties after deregulation, European charter flights grew massively offering cheaper flights to destinations such as Spain. Charter flights became low cost high load. Profits soared in the UK and so did peoples willingness to travel abroad. At this time though, to be able to sell a charter flight you would need to include accommodation as well. Many operators got round the regulations by providing accommodation that was never used by their passengers. This changed when the number of homes bought abroad increased and self catering holidays became available, this created a demand for seat only flights and the requirement to provide accommodation with a flight ended.
Now getting a ticket for a charter flight couldn’t be easier, try www.flightsdirect.com. You can get a charter flight to almost anywhere in the world and you can even book your flights online on the web. Things are definitely looking up (pardon the pun) for the charter flight industry.
About Author
I am reasonably new to the travel industry though find the subject very interesting. I am sure that I can bring something new to the table from the other industries I have worked in. See an example of the type of site I am working on now at: http://www.flightsdirect.com
http://www.1888articles.com/charter-flights-then-and-now-0gn5nc6049.html
Aviation back in the day had to work extremely hard to get their custom. They would offer a half hour flight over London to convince passengers to take a flight on one of their new international air routes.
In this regulated industry, charter flights were a way of grouping passengers with a similar interest to fly to their destination. At this time you would have to belong to a travel club in order to obtain a cheap ticket. The club would charter an aircraft and take the members to their destination. You could only get a ticket through the club the airline would not sell these tickets to the general public.
In the sixties after deregulation, European charter flights grew massively offering cheaper flights to destinations such as Spain. Charter flights became low cost high load. Profits soared in the UK and so did peoples willingness to travel abroad. At this time though, to be able to sell a charter flight you would need to include accommodation as well. Many operators got round the regulations by providing accommodation that was never used by their passengers. This changed when the number of homes bought abroad increased and self catering holidays became available, this created a demand for seat only flights and the requirement to provide accommodation with a flight ended.
Now getting a ticket for a charter flight couldn’t be easier, try www.flightsdirect.com. You can get a charter flight to almost anywhere in the world and you can even book your flights online on the web. Things are definitely looking up (pardon the pun) for the charter flight industry.
About Author
I am reasonably new to the travel industry though find the subject very interesting. I am sure that I can bring something new to the table from the other industries I have worked in. See an example of the type of site I am working on now at: http://www.flightsdirect.com
http://www.1888articles.com/charter-flights-then-and-now-0gn5nc6049.html
Skydiving Accident Prevention and Training
The danger in skydiving has decreased noticeably over the years. One detail that shocks a lot of non-skydivers is that most skydiving losses are attributed to jumper mistakes. From time to time such errors are made while dealing with an otherwise small mid-air crisis, and even on occasion, while flying underneath a fully-inflated parachute. Hardly ever is it actually a case of a correctly maintained, packed & deployed parachute failing to open.
If a skydiver experiences a malfunction of his main parachute, then foolishly waits too long before initiating his reserve deployment sequence, his perfectly good reserve parachute may never have time to fully inflate before impact. If this happens, it certainly can be said that his parachute failed to open.
This is not to suggest that properly operated modern parachute equipment never independently fails. It most certainly can, and sometimes does. However, seldom are such failures the random & comprehensive equipment failures the "parachute failed to open" lines suggests.
In fact, a good number skydiving accidents could have been easily prevented, and few cannot be traced back to some serious human blunder.
In recent years, advanced canopy designs have led to many fatalities associated with daring maneuvers known as "hook turns" and "swoops". As with flying high performance aircraft, the risks associated with these kinds of crowd-pleasing, show-off maneuvers are great.
If a jumper misjudges the altitude at which the final diving turn is initiated, or begins leveling-off for their landing too late, the jumper may impact the ground while the canopy is still diving at a very high rate of speed. This is often fatal, and has left the skydiving community often bemoaning the ironies of a skydiver dying under a perfectly good parachute. Many skydive centers have wisely banned the practice of low hook turns.
This type of fatality can also occur when a jumper mistakenly turns his or her canopy too sharply, too low to the ground -- as when maneuvering to avoid an impending collision with another canopy* or ground structure. (*another avoidable scenario is mid-air collisions between skydivers flying under canopy)
In an effort to reduce these kinds of avoidable accidents, student training centers have re-written their training syllabus to include more intensive canopy piloting techniques.
James Hunt has spent 15 years as a professional writer and researcher covering stories that cover a whole spectrum of interest.
http://www.airports-worldwide.com/articles/article007.html
If a skydiver experiences a malfunction of his main parachute, then foolishly waits too long before initiating his reserve deployment sequence, his perfectly good reserve parachute may never have time to fully inflate before impact. If this happens, it certainly can be said that his parachute failed to open.
This is not to suggest that properly operated modern parachute equipment never independently fails. It most certainly can, and sometimes does. However, seldom are such failures the random & comprehensive equipment failures the "parachute failed to open" lines suggests.
In fact, a good number skydiving accidents could have been easily prevented, and few cannot be traced back to some serious human blunder.
In recent years, advanced canopy designs have led to many fatalities associated with daring maneuvers known as "hook turns" and "swoops". As with flying high performance aircraft, the risks associated with these kinds of crowd-pleasing, show-off maneuvers are great.
If a jumper misjudges the altitude at which the final diving turn is initiated, or begins leveling-off for their landing too late, the jumper may impact the ground while the canopy is still diving at a very high rate of speed. This is often fatal, and has left the skydiving community often bemoaning the ironies of a skydiver dying under a perfectly good parachute. Many skydive centers have wisely banned the practice of low hook turns.
This type of fatality can also occur when a jumper mistakenly turns his or her canopy too sharply, too low to the ground -- as when maneuvering to avoid an impending collision with another canopy* or ground structure. (*another avoidable scenario is mid-air collisions between skydivers flying under canopy)
In an effort to reduce these kinds of avoidable accidents, student training centers have re-written their training syllabus to include more intensive canopy piloting techniques.
James Hunt has spent 15 years as a professional writer and researcher covering stories that cover a whole spectrum of interest.
http://www.airports-worldwide.com/articles/article007.html
Parachutes And Who Made The First Parachute Jump
The first parachute jump in history is a bit debatable. While many seem to think that an extreme sport like parachuting has its roots in recent history, it has, in fact, been around for centuries. In 852 A.D., Arman Firman, a Muslim holy man, jumped from a tower in Cordoba, Spain. At the time, he was wearing a billowy, large cloak. While in theory this should have slowed him down and allowed him to float gently to the earth (he also believed this to be true), it did little to help his jump. He crashed to the earth at a frightening speed, but lived to tell the tale of the first parachute jump.
A cloak, however, is not a true parachute. Most give credit to Leonardo Da Vinci for creating the first designs of parachutes. Da Vinci spent years studying birds. He truly believed human flight was possible. He, therefore, spent an extensive amount of time trying to create a vehicle that might help man fly. While Da Vinci never tried any of his ideas, he left behind sketches and instructional texts dealing with the first parachute jump.
Over the course of the next few hundred years, others tried to create the first parachute jump, but none succeeded. All were unrecorded events. Andre Jacques Garnerin, in 1797, jumped from a hot air balloon with a chute made of silk. It looked as if he were following Da Vinci's designs. The first parachute jump was a success, but there was little use for the parachute. It was considered only for show.
However, with the creation of airplanes, parachutes became more useful vehicles. By World War II, they were standard issue equipment for pilots as life saving devices. Today, hundreds of people make their first parachute jump each day. Parachuting has become an extreme sport of magnificent popularity. First timers take several hours of training to complete the first parachute jump. They are trained in everything they need to know to make the jump safe including what equipment is used during a jump, how to leave the plane they'll be jumping from, how to us a reserve chute in case the first doesn't open, and how to land. Historically, the first parachute jump is in question, but thousands make their first parachute jump each year.
About the Author: John Ewing is the author and editor of many reviews published at http://www.skydiving-parachuting-guide.com. Ewing used to add helpful skydiving equipment articles and powered parachutes reviews at his site. You can find further information about this interesting topic at http://www.skydiving-parachuting-guide.com/parachutes.html
http://www.airports-worldwide.com/articles/article005.html
A cloak, however, is not a true parachute. Most give credit to Leonardo Da Vinci for creating the first designs of parachutes. Da Vinci spent years studying birds. He truly believed human flight was possible. He, therefore, spent an extensive amount of time trying to create a vehicle that might help man fly. While Da Vinci never tried any of his ideas, he left behind sketches and instructional texts dealing with the first parachute jump.
Over the course of the next few hundred years, others tried to create the first parachute jump, but none succeeded. All were unrecorded events. Andre Jacques Garnerin, in 1797, jumped from a hot air balloon with a chute made of silk. It looked as if he were following Da Vinci's designs. The first parachute jump was a success, but there was little use for the parachute. It was considered only for show.
However, with the creation of airplanes, parachutes became more useful vehicles. By World War II, they were standard issue equipment for pilots as life saving devices. Today, hundreds of people make their first parachute jump each day. Parachuting has become an extreme sport of magnificent popularity. First timers take several hours of training to complete the first parachute jump. They are trained in everything they need to know to make the jump safe including what equipment is used during a jump, how to leave the plane they'll be jumping from, how to us a reserve chute in case the first doesn't open, and how to land. Historically, the first parachute jump is in question, but thousands make their first parachute jump each year.
About the Author: John Ewing is the author and editor of many reviews published at http://www.skydiving-parachuting-guide.com. Ewing used to add helpful skydiving equipment articles and powered parachutes reviews at his site. You can find further information about this interesting topic at http://www.skydiving-parachuting-guide.com/parachutes.html
http://www.airports-worldwide.com/articles/article005.html
Understanding How Aviation Headsets Reduce Noise
Purchasing aviation headsets is a crucial step in protecting your hearing and flying safely, especially in smaller aircraft. Some people simply choose by reputation, buying either a Telex headset or Peltor headset because these are well-known brands popular in the aviation industry, but it isn't that simple.
Both brands produce quality products, but they also each offer a variety of headsets that work in different ways and may suit different needs. To choose the right style and model of aviation headset, you need to first understand what the manufacturers are talking about when they describe how their products work.
Both Telex and Peltor headsets come in a wide range of styles that offer varying levels of hearing protection. In fact, each offers different types of hearing protection as well. The three types are usually referred to as Passive Noise Reduction, Active Noise Reduction and Digital Noise Reduction. Some people refer to noise reduction as "noise attenuation," but the terms are interchangeable.
Passive Noise Reduction – These are sometimes referred to as NNR headsets, and are the least expensive. They use insulation and thick padding to cut down on cockpit noise. The earphones are designed to create a tight seal around the ears. With these, you'll receive about 25 decibels of noise reduction. Most of this will be high-frequency noise.
Active Noise Reduction – Like NNR, active noise reduction (ANR) headsets use insulation to protect hearing. In addition, there is an electronic signal that "cancels out" incoming noise to provide noise reduction in the low-frequency range. The electronic signal is not an audible sound, but a frequency pulse that matches incoming sound as an opposite signal. Quality ANR Peltor Headsets can provide up to 30 decibels of noise reduction depending on the brand.
Digital Noise Reduction – The most expensive option also gives you the most protection because it adds a final level of protection beyond even ANR. In these, electronics monitor the actual surrounding sounds and mimic them with opposing signals to cancel the noise. Telex headsets and most other quality brands also feature a filtering system that prevents cancellation of non-repeating noises so that the wearer will be aware of changes in engine sound that could signal an emergency. Digital noise reduction provides the most protection in the mid-frequency ranges.
You should find out what decibel level of noise you are going to routinely be exposed to before shopping for any kind of aviation headset. (Smaller aircraft generally produce more noise than larger craft, and any prop plane will be significantly louder in the cockpit than a jet airplane) This will help guide you in your choice, since all Telex headsets and Peltor headsets clearly indicate the level of decibel protection provided.
You will also want to consider the type of microphone you prefer, the fit of the ear cups and other factors. If you visit aviation supply websites, you can also download detailed specifications for any number of headsets, including the most popular brands such as Peltor and Telex headsets; so that you can compare features side by side to find out which ones best suit your needs.
Article Source: http://www.articlesnatch.com
About the Author:
Tony King is an avid flyer. He purchases his equipment & supplies at SkyGeek.com . SkyGeek is an online retailer offering a huge selection of low-priced aviation parts and material by the top manufacturers in the industry. SkyGeek is based out of the Styles family's Sky Acres airport in upstate New York. Visit SkyGeek today & view their products.
Both brands produce quality products, but they also each offer a variety of headsets that work in different ways and may suit different needs. To choose the right style and model of aviation headset, you need to first understand what the manufacturers are talking about when they describe how their products work.
Both Telex and Peltor headsets come in a wide range of styles that offer varying levels of hearing protection. In fact, each offers different types of hearing protection as well. The three types are usually referred to as Passive Noise Reduction, Active Noise Reduction and Digital Noise Reduction. Some people refer to noise reduction as "noise attenuation," but the terms are interchangeable.
Passive Noise Reduction – These are sometimes referred to as NNR headsets, and are the least expensive. They use insulation and thick padding to cut down on cockpit noise. The earphones are designed to create a tight seal around the ears. With these, you'll receive about 25 decibels of noise reduction. Most of this will be high-frequency noise.
Active Noise Reduction – Like NNR, active noise reduction (ANR) headsets use insulation to protect hearing. In addition, there is an electronic signal that "cancels out" incoming noise to provide noise reduction in the low-frequency range. The electronic signal is not an audible sound, but a frequency pulse that matches incoming sound as an opposite signal. Quality ANR Peltor Headsets can provide up to 30 decibels of noise reduction depending on the brand.
Digital Noise Reduction – The most expensive option also gives you the most protection because it adds a final level of protection beyond even ANR. In these, electronics monitor the actual surrounding sounds and mimic them with opposing signals to cancel the noise. Telex headsets and most other quality brands also feature a filtering system that prevents cancellation of non-repeating noises so that the wearer will be aware of changes in engine sound that could signal an emergency. Digital noise reduction provides the most protection in the mid-frequency ranges.
You should find out what decibel level of noise you are going to routinely be exposed to before shopping for any kind of aviation headset. (Smaller aircraft generally produce more noise than larger craft, and any prop plane will be significantly louder in the cockpit than a jet airplane) This will help guide you in your choice, since all Telex headsets and Peltor headsets clearly indicate the level of decibel protection provided.
You will also want to consider the type of microphone you prefer, the fit of the ear cups and other factors. If you visit aviation supply websites, you can also download detailed specifications for any number of headsets, including the most popular brands such as Peltor and Telex headsets; so that you can compare features side by side to find out which ones best suit your needs.
Article Source: http://www.articlesnatch.com
About the Author:
Tony King is an avid flyer. He purchases his equipment & supplies at SkyGeek.com . SkyGeek is an online retailer offering a huge selection of low-priced aviation parts and material by the top manufacturers in the industry. SkyGeek is based out of the Styles family's Sky Acres airport in upstate New York. Visit SkyGeek today & view their products.
Air Charter The Ultimate Traveling Experience
If you are looking for the ultimate in travel comfort and flexibility, air charter service may be perfect for your next company business trip. Air charter is simply the renting of an aircraft rather than the renting of a seat. Aeroplane charter companies focus on small groups that have a specific itinerary or time sensitive cargo or freight.
If you are thinking of utilizing the services of a good plane hire company, you may also do some research into air taxis, executive charters, jet charters and even private aviation. In the US, Part 135 of the Federal Aviation Regulations governs air charters, which is less strict than the standards scheduled airlines have to follow.
You might be asking yourself, what are the benefits of a aeroplane hire service? What am I really getting for my money? There are many advantages to air charter travel over conventional air travel. Here are just a few of the biggies:
The most important advantage is travel flexibility. Unlike conventional airlines, private aeroplane charters provide the freedom to set your own schedule based on your needs. If you are not a fan of flight transfers, air charter service will definitely meet your needs. You fly when you want to. Most air charters provide service 24 hours, seven days a week for your convenience. Furthermore, you do not have to worry about missed flights and many of the other inconveniences conventional air travel brings.
If you do much traveling you will certainly appreciate the flexibility in choosing an airport. With plane hire can save you a lot of time by eliminating the need to fly to the nearest international airport. This will ultimately get you where you need to go much faster.
Today the most important aspect in air travel is safe travel. aeroplane charter service takes care of the security and privacy issues. Your plane hire service will have all of the security you need both at the airport and in-flight. Plane hire companies will get you the security you need based on an each individual case. Furthermore, you will never have to worry about luggage loss with air charter service. Anyone that flies often will certainly appreciate such a benefit.
As far as the in-flight perks that come along with air charter, there are too many to mention. Air charters can provide you with gourmet meals or specialized catering services, bars, in-flight movies, and an overall more comfortable travel experience.
Once you have decided to use aeroplane charter services, where do you start? First and foremost, if you are not familiar with how the process works, hire a good air charter broker. An air charter broker cannot only assist you with your travel plans, but they can also get you the best rate and quicker service. If you choose not to use a broker and shop around for service yourself, these are some things to keep in mind:
Get a safety record for any plane hire company you are considering.
Does the company cater to infrequent fliers and will they accommodate on-demand service?
Is there a long-term contract or commitment required?
Are the prices fixed or soft? Are there extra fees is a flight is booked on short notice?
Air charter is becoming a more popular way to travel in the corporate world. Next time you are planning a corporate event that will take you across the country or across the world, aeroplane charter services is one of the best ways to your destination safely and efficiently.
If you are thinking of utilizing the services of a good plane hire company, you may also do some research into air taxis, executive charters, jet charters and even private aviation. In the US, Part 135 of the Federal Aviation Regulations governs air charters, which is less strict than the standards scheduled airlines have to follow.
You might be asking yourself, what are the benefits of a aeroplane hire service? What am I really getting for my money? There are many advantages to air charter travel over conventional air travel. Here are just a few of the biggies:
The most important advantage is travel flexibility. Unlike conventional airlines, private aeroplane charters provide the freedom to set your own schedule based on your needs. If you are not a fan of flight transfers, air charter service will definitely meet your needs. You fly when you want to. Most air charters provide service 24 hours, seven days a week for your convenience. Furthermore, you do not have to worry about missed flights and many of the other inconveniences conventional air travel brings.
If you do much traveling you will certainly appreciate the flexibility in choosing an airport. With plane hire can save you a lot of time by eliminating the need to fly to the nearest international airport. This will ultimately get you where you need to go much faster.
Today the most important aspect in air travel is safe travel. aeroplane charter service takes care of the security and privacy issues. Your plane hire service will have all of the security you need both at the airport and in-flight. Plane hire companies will get you the security you need based on an each individual case. Furthermore, you will never have to worry about luggage loss with air charter service. Anyone that flies often will certainly appreciate such a benefit.
As far as the in-flight perks that come along with air charter, there are too many to mention. Air charters can provide you with gourmet meals or specialized catering services, bars, in-flight movies, and an overall more comfortable travel experience.
Once you have decided to use aeroplane charter services, where do you start? First and foremost, if you are not familiar with how the process works, hire a good air charter broker. An air charter broker cannot only assist you with your travel plans, but they can also get you the best rate and quicker service. If you choose not to use a broker and shop around for service yourself, these are some things to keep in mind:
Get a safety record for any plane hire company you are considering.
Does the company cater to infrequent fliers and will they accommodate on-demand service?
Is there a long-term contract or commitment required?
Are the prices fixed or soft? Are there extra fees is a flight is booked on short notice?
Air charter is becoming a more popular way to travel in the corporate world. Next time you are planning a corporate event that will take you across the country or across the world, aeroplane charter services is one of the best ways to your destination safely and efficiently.
Article Source: http://www.articlesnatch.com
About the Author:
www.aeromega.com/ was established in 1979 and offers Air Charter and Helicopter Flying Lessons.
Tuesday, February 27, 2007
Supporting and Facilitating the Aviation Industry – IATA Distance Learning
IATA distance learning programs provide flexible learning modes for students who want to achieve their personal and professional objectives but are too busy to pursue regular full time courses. The courses harness the potential of the latest technology to reach out to students and enable them to study anywhere, anytime and at their convenience. These courses are categorized as Aviation, International Travel and Tourism or International Cargo Agents courses. A number of specializations are offered under each category. Most of the courses are designed for senior managers, middle managers, supervisors, and technical staff.
Course Content
The IATA distance learning courses under the Aviation category relate to financial accounting, marketing, airport operations, cargo marketing, customer service, air transportation and station management. The international tourism and travel courses aim to empower its students with relevant skill in the area. These include courses at the foundation level, managerial level, consultancy level and senior management level. Courses on global distribution system fares and ticketing and on travel agents marketing are also offered.
The Cargo Agents category offers an introductory course and courses such as cargo rating, dangerous goods regulations at the initial and recurrent levels and a specific Cargo English distance learning course. The registration for all IATA distance learning courses is valid for 18 months and students can take only one examination per examination session as the examinations for all the courses are held on the same day. The exam can be attempted twice if the examination sessions fall within the registration period mentioned above. The enrollment is cancelled if the student fails the examination twice.
Training Institutes
The IATA Training and Development Institute has a large collection of management and skills courses for those interested in the aviation industry. The International Academy of Travel offers a course on IATA Approved Online Galileo GDS. The ICS Learn courses are endorsed by British Airways and are designed to give travel agents a through understanding of flight requirements, rates and ticketing issues. The course enables the students to gain points for the internationally recognized IATA point system. Travel Agent Education offers IATA distance learning courses under the categories Independent Agent, Airlines, Cruise, Tours and Travel Agents. Each category has 12 courses which have to be completed to get the career certification. The IATA/UFTAA programs are jointly offered by the International Air Transport Association and the United Federation of travel Agents Association. The courses are designed for those who wish to make a career in the tourism industry.
If you are keen on making a career in International Air Transportation services, these courses are just designed for you. You can take them at your own pace and place!
Article Source: http://www.SubmitYourNewArticle.com
Course Content
The IATA distance learning courses under the Aviation category relate to financial accounting, marketing, airport operations, cargo marketing, customer service, air transportation and station management. The international tourism and travel courses aim to empower its students with relevant skill in the area. These include courses at the foundation level, managerial level, consultancy level and senior management level. Courses on global distribution system fares and ticketing and on travel agents marketing are also offered.
The Cargo Agents category offers an introductory course and courses such as cargo rating, dangerous goods regulations at the initial and recurrent levels and a specific Cargo English distance learning course. The registration for all IATA distance learning courses is valid for 18 months and students can take only one examination per examination session as the examinations for all the courses are held on the same day. The exam can be attempted twice if the examination sessions fall within the registration period mentioned above. The enrollment is cancelled if the student fails the examination twice.
Training Institutes
The IATA Training and Development Institute has a large collection of management and skills courses for those interested in the aviation industry. The International Academy of Travel offers a course on IATA Approved Online Galileo GDS. The ICS Learn courses are endorsed by British Airways and are designed to give travel agents a through understanding of flight requirements, rates and ticketing issues. The course enables the students to gain points for the internationally recognized IATA point system. Travel Agent Education offers IATA distance learning courses under the categories Independent Agent, Airlines, Cruise, Tours and Travel Agents. Each category has 12 courses which have to be completed to get the career certification. The IATA/UFTAA programs are jointly offered by the International Air Transport Association and the United Federation of travel Agents Association. The courses are designed for those who wish to make a career in the tourism industry.
If you are keen on making a career in International Air Transportation services, these courses are just designed for you. You can take them at your own pace and place!
Article Source: http://www.SubmitYourNewArticle.com
Propane at Airports
Airports are essential infrastructures in today’s global community. Often as large as complete cities on their own, especially major international airports such as New York’s JFK and Los Angeles International who handle hundreds of flights every day and thousands of passengers.
Ever since commercial aviation started to become more popular, mainly after WWII, there have been concerns about the environmental impact of airports on their surroundings. This is especially the case with airports that are located very near to, or even in, residential areas.
To service those hundreds of aircraft daily, huge fleets of ground service vehicles are needed – passenger stairs, towing trucks, baggage equipment, fuel, catering and toilet servicing trucks, etc. And of course all these vehicles need fuel to run on. Propane is an alternative fuel that’s becoming more popular, one of the reasons being that propane prices are lower than gasoline.
There already is a whole range of low-emission vehicles available for use in and around airports. Apart from buying new vehicles that already have propane engines installed, almost any vehicle can be retrofitted with engines running on propane. With a calculated service life of 20 years, the cost of installing a propane engine will be eliminated by the huge savings. The possibilities are numerous and include vehicles that are normally not directly related to an airport – such as hotel shuttle buses and even maintenance equipment such as lawn mowers.
Propane is a clean, safe and reliable alternative fuel. Compared to gasoline, emissions are reduced considerably:
- 60 to 70% less hydrocarbons
- 12% less carbon dioxide, 20% less nitrous oxide and 60% less carbon monoxide
- With a reduction of up to 96%, the emission of toxins and carcinogens such as benzene and toluene are almost eliminated entirely.
The use of propane is also much better for the engine. As it has an octane rating of 104, it allows for a higher compression ratio and with that it makes an engine run more efficiently compared to gasoline, which has an octane ratio between 91 and 98.
Vehicles running on propane have the best fuel-efficiency available, giving a higher mileage to the gallon than any other fuel. The engines also have a longer service life, and the maintenance intervals are further apart as well.
Of course, the action at an airport does not only take place outside, on the tarmac. Terminal buildings are also essential for handling all those passengers. Propane gas is an excellent source of energy for heating systems, for example. Catering companies preparing thousands of meals per day for airlines and airport restaurants can save considerably on their yearly energy costs by utilizing propane gas in their installations.
The costs for installing a propane tank, pump and metering equipment are only 10% to 25% of a similar installation for compressed natural gas with the same capacity.
Propane installations can also serve as essential stand-by power equipment or co-generators. With so many different application possibilities, propane gas truly is the fuel of the future.
Article Source: http://www.ArticleJoe.com
Ever since commercial aviation started to become more popular, mainly after WWII, there have been concerns about the environmental impact of airports on their surroundings. This is especially the case with airports that are located very near to, or even in, residential areas.
To service those hundreds of aircraft daily, huge fleets of ground service vehicles are needed – passenger stairs, towing trucks, baggage equipment, fuel, catering and toilet servicing trucks, etc. And of course all these vehicles need fuel to run on. Propane is an alternative fuel that’s becoming more popular, one of the reasons being that propane prices are lower than gasoline.
There already is a whole range of low-emission vehicles available for use in and around airports. Apart from buying new vehicles that already have propane engines installed, almost any vehicle can be retrofitted with engines running on propane. With a calculated service life of 20 years, the cost of installing a propane engine will be eliminated by the huge savings. The possibilities are numerous and include vehicles that are normally not directly related to an airport – such as hotel shuttle buses and even maintenance equipment such as lawn mowers.
Propane is a clean, safe and reliable alternative fuel. Compared to gasoline, emissions are reduced considerably:
- 60 to 70% less hydrocarbons
- 12% less carbon dioxide, 20% less nitrous oxide and 60% less carbon monoxide
- With a reduction of up to 96%, the emission of toxins and carcinogens such as benzene and toluene are almost eliminated entirely.
The use of propane is also much better for the engine. As it has an octane rating of 104, it allows for a higher compression ratio and with that it makes an engine run more efficiently compared to gasoline, which has an octane ratio between 91 and 98.
Vehicles running on propane have the best fuel-efficiency available, giving a higher mileage to the gallon than any other fuel. The engines also have a longer service life, and the maintenance intervals are further apart as well.
Of course, the action at an airport does not only take place outside, on the tarmac. Terminal buildings are also essential for handling all those passengers. Propane gas is an excellent source of energy for heating systems, for example. Catering companies preparing thousands of meals per day for airlines and airport restaurants can save considerably on their yearly energy costs by utilizing propane gas in their installations.
The costs for installing a propane tank, pump and metering equipment are only 10% to 25% of a similar installation for compressed natural gas with the same capacity.
Propane installations can also serve as essential stand-by power equipment or co-generators. With so many different application possibilities, propane gas truly is the fuel of the future.
Article Source: http://www.ArticleJoe.com
Monday, February 26, 2007
Private Jets : General Operating and Flight Rules
The Federal Aviation Administration, FAA, under the Department of Transportation has specified in PART 91 -General Operating and Flight Rules. This deals with various aspects of the aircraft maintenance and servicing. They are classified into subsections numbered from 91.1 to 91.905 numbering in all about 60. They deal with topics such as the responsibility and authority of the pilot in command or if more than one pilot is required what are the terms right from airworthiness of civil aircrafts to carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances. Such is the exhaustive lists of checks and maintenance procedures specified therein that it covers the entire aspect of aircraft maintenance, safety procedures to be adopted and the requirements of pilots, crews and other qualified personnel.
Section 91.103 deals with preflight action;
Sections 91.117 to 91.121 deal with aircraft speed, minimum safe altitudes and general
Altimeter settings;
Sections 91.123 to 91.125 deal with compliance issues with ATC (Airport Traffic Control) clearances, instructions as well as ATC light signals;
Section s 91.207 to 91.215 deal with Emergency locator transmitters, Aircraft lights, Supplemental oxygen, Inoperative instruments and equipment, ATC transponder and altitude reporting equipment and use, Data correspondence between automatically reported pressure altitude data and the pilot's altitude reference;
Sections 91.221to 91.305 deals with traffic alert and collision avoidance system equipment and use, terrain awareness and warning system, Aerobatic flight and Flight test areas.
Sections 91.415 to 91.421 deal with changes to aircraft inspection programs, Maintenance records, Transfer of maintenance records and Rebuilt engine maintenance records;
Section 91.535 deals with Stowage of food, beverage, and passenger service equipment during aircraft movement on the surface, takeoff, and landing;
Section 91.19 to 91.21 deals with portable electronic devices permitted onboard;
Section 91.107 Use of shoulder harnesses, safety belts and child restraint systems.
Section 91.139 deals with emergency air traffic rules;
Section 91.111 deals with Operating near other aircraft;
Section 91.113 to 91.115 deals with Right-of-way rules: Except water operations.
Sections 91.126 to 9131 deals with operating on or in the vicinity of an airport in Class G, Class E, Class B, Class C and Class D airspace.
Section 91.138 deals with Temporary flight restrictions in national disaster
Section 91.153 to 91.173 VFR flight plan: Information required, Basic VFR weather minimums, special VFR weather minimums, VFR cruising altitude or flight level, Fuel requirements for flight in IFR conditions, IFR flight plan: Information required, VOR equipment check for IFR operations, ATC clearance and flight plan required. Author Resource:- Jason Uvios writes about "Private Jets : General Operating and Flight Rules" to visit : corporate jet information, jet powered private planes and private jets.
Section 91.103 deals with preflight action;
Sections 91.117 to 91.121 deal with aircraft speed, minimum safe altitudes and general
Altimeter settings;
Sections 91.123 to 91.125 deal with compliance issues with ATC (Airport Traffic Control) clearances, instructions as well as ATC light signals;
Section s 91.207 to 91.215 deal with Emergency locator transmitters, Aircraft lights, Supplemental oxygen, Inoperative instruments and equipment, ATC transponder and altitude reporting equipment and use, Data correspondence between automatically reported pressure altitude data and the pilot's altitude reference;
Sections 91.221to 91.305 deals with traffic alert and collision avoidance system equipment and use, terrain awareness and warning system, Aerobatic flight and Flight test areas.
Sections 91.415 to 91.421 deal with changes to aircraft inspection programs, Maintenance records, Transfer of maintenance records and Rebuilt engine maintenance records;
Section 91.535 deals with Stowage of food, beverage, and passenger service equipment during aircraft movement on the surface, takeoff, and landing;
Section 91.19 to 91.21 deals with portable electronic devices permitted onboard;
Section 91.107 Use of shoulder harnesses, safety belts and child restraint systems.
Section 91.139 deals with emergency air traffic rules;
Section 91.111 deals with Operating near other aircraft;
Section 91.113 to 91.115 deals with Right-of-way rules: Except water operations.
Sections 91.126 to 9131 deals with operating on or in the vicinity of an airport in Class G, Class E, Class B, Class C and Class D airspace.
Section 91.138 deals with Temporary flight restrictions in national disaster
Section 91.153 to 91.173 VFR flight plan: Information required, Basic VFR weather minimums, special VFR weather minimums, VFR cruising altitude or flight level, Fuel requirements for flight in IFR conditions, IFR flight plan: Information required, VOR equipment check for IFR operations, ATC clearance and flight plan required. Author Resource:- Jason Uvios writes about "Private Jets : General Operating and Flight Rules" to visit : corporate jet information, jet powered private planes and private jets.
Types of Sharing Business Aircraft
Private jet owners are the individuals who are mainly involved in business aviation and are most likely to enter into aircraft sharing arrangements. From occasional users to industry veterans, there are different types of sharing structures which are based broadly on certain issues like legal, regulatory, operational, economic, tax, liability, and disclosure perspectives. Some of these sharing structures are Time Sharing, Interchange, Joint Ownership, Dry Leasing and Fractional.
Time Sharing: This is specifically allowed under §91.501(c) (1) of FAA. Time Sharing is an arrangement whereby a person leases his airplane along with flight crew to another person and no other charges are collected, other than for any direct expenses incurred during with the flight, like for example twice the cost of fuel must be paid. This charging restriction is its main limitation. This leasing of the aircraft along with the crew is also sometimes known as "Wet Lease". It is most useful for short term arrangements where full cost recovery is not essential.
Interchange: Specified under $91.501(c) (2) of FAA. Interchange is an arrangement mainly useful for two or more companies, where each of them owns an aircraft. They exchange aircrafts to swap time which is mutually convenient. The exchange must be hour for hour for similar aircrafts, that is one cannot trade two hours on a Citation for one hour on a Gulfstream. But an hourly charge can be levied for the differential operating costs. Interchange sometimes of include leasing where FAA permits "wet" interchanges, whereby each party provides its aircraft and crew to the other. "Dry" interchanges have are also permitted where each lessee uses its own crew. Normally "dry" leasing has always been more common in the private carriage camp than "wet" leasing.
Co Ownership: This is an old practice since decades where companies mutually agree to share ownership of an aircraft. There is no prohibition on doing so as per the law. Each co owner has the right to operate the aircraft independently or contract out individually or collectively for management services. These arrangements are viewed to be private from an FAA perspective and not subject to the Truth in Leasing provisions. The co owners would be unable to charge each other for operating the aircraft.
Each method has its own sets of advantages and limitations and hence has to be chosen appropriately keeping in mind your annual flight hour requirements, the type of aircraft you wish to fly and both the location of your starting and destination places. Author Resource:- Jason Uvios writes about "Types of Sharing Business Aircraft" to visit : private jets europe, private jet specifications and private jet manufactururer.
Time Sharing: This is specifically allowed under §91.501(c) (1) of FAA. Time Sharing is an arrangement whereby a person leases his airplane along with flight crew to another person and no other charges are collected, other than for any direct expenses incurred during with the flight, like for example twice the cost of fuel must be paid. This charging restriction is its main limitation. This leasing of the aircraft along with the crew is also sometimes known as "Wet Lease". It is most useful for short term arrangements where full cost recovery is not essential.
Interchange: Specified under $91.501(c) (2) of FAA. Interchange is an arrangement mainly useful for two or more companies, where each of them owns an aircraft. They exchange aircrafts to swap time which is mutually convenient. The exchange must be hour for hour for similar aircrafts, that is one cannot trade two hours on a Citation for one hour on a Gulfstream. But an hourly charge can be levied for the differential operating costs. Interchange sometimes of include leasing where FAA permits "wet" interchanges, whereby each party provides its aircraft and crew to the other. "Dry" interchanges have are also permitted where each lessee uses its own crew. Normally "dry" leasing has always been more common in the private carriage camp than "wet" leasing.
Co Ownership: This is an old practice since decades where companies mutually agree to share ownership of an aircraft. There is no prohibition on doing so as per the law. Each co owner has the right to operate the aircraft independently or contract out individually or collectively for management services. These arrangements are viewed to be private from an FAA perspective and not subject to the Truth in Leasing provisions. The co owners would be unable to charge each other for operating the aircraft.
Each method has its own sets of advantages and limitations and hence has to be chosen appropriately keeping in mind your annual flight hour requirements, the type of aircraft you wish to fly and both the location of your starting and destination places. Author Resource:- Jason Uvios writes about "Types of Sharing Business Aircraft" to visit : private jets europe, private jet specifications and private jet manufactururer.
What We've Learned From Birds About Flight - and Why It Took So Long
Eons ago, Zork stood outside his cave and watched a vulture spread his wings and soar off a cliff. Zork decided to try this himself. Too late, he realized that his lift to drag ratio was about zero - no lift and lots of drag - and he had the glide ratio of a brick. Zork's decedents gave up on aviation for 50,000 years.
Since humans first looked up at birds in flight, we have been trying to fly like them, often with painful or even fatal consequences. Even with the technology available today, we are just beginning to be able to apply some of the technology that has existed in birds for, oh, 150 million years, such as variable geometry wings, vectored thrust, and fly-by-wire.
To accomplish sustained flight, an object must have some means of generating lift. In airplanes, this is done by moving an airfoil shape through the air with some means of propulsion. The amount of lift generated is a function of the airfoil shape, the angle at which the airfoil encounters the air stream, and the speed at which the airfoil moves through the air.
Birds, however, have combined their lift generating and thrust producing functions into one assembly - the wings. Early observers believed that birds simply flapped their wings up and down, and that bird-like flight could be duplicated by simply flapping their arms vigorously - like Zork - or by building some kind of contraption that flapped its wings. They assumed that if a bird flew by flapping its wings, that they could too by duplicating the motion. However, they failed to understand how a bird actually flies and how much energy it would take. So "flapping" never got off the ground. Sorry about that.
Even the great Leonardo DaVinci spent many years working on totally impractical ornithopters (flapping wing) aircraft, in part because he, too, failed to understand how birds flew.
Birds fly by "flapping" their wings, true, but the actual motion and physics are much more complex. As a bird's wing moves down, the feathers also rotate downward automatically. Air is pushed to the rear (thrust) and lift is generated on the top surface. As the wing transitions to move upward, the feathers rotate in the opposite direction, producing thrust from the top surface of the wing and lift. Think of their wings as a propeller that goes 180 degrees then reverses.
Toward the end of his life, Leonardo did design a device that used a rotating screw-like structure. Igor Sikorsky, it is said, was inspired by Leonardo's work to become a world leader in helicopter development. It's worth noting that helicopter blades and propellers are really a form of screw, so Leonardo was not far off on that one. He also designed a glider which could be turned by the pilot shifting his weight, foretelling the hang glider.
Leonardo - and Zork - also failed to understand how much energy is required to take off and sustain flight. Aircraft - and birds - must generate more lift than they weigh just in order to take off. This requires the development of several enabling technologies.
The first is a light flying structure that can support its own weight while in the air. Many early craft could not. Birds have a very light structure (Thanksgiving Turkeys not withstanding) and extremely powerful muscles to power their wings. A voracious appetite for high-energy foods provides the power.
A second enabling technology was the development of an internal combustion engine that was light, yet produced enough power to move the machine fast enough to generate lift greater than weight. And higher performing engines could not be developed until higher octane fuels became available.
To illustrate the problem, the Wright Brothers' 1903 Flyer weighed 605 pounds without a pilot, and had a 12 horsepower engine. With a pilot, that's over 60 pounds per horsepower. The Cessna 172, a popular, but hardly spectacular performer, runs about ten pounds per horsepower.
But getting airborne and staying there are two different things. Whether bird or machine, a flying object must be controllable or it simply falls out of the sky. A future article will look at stability and controllability.
Bottom line - we have learned a lot from birds about flying. It just took 150 million years. Author Resource:- Janet Winter is a web designer, owner of three e-commerce sites, and writer on many topics including wild birds, dogs, babies, the Internet and travel. Her e-commerce sites are: WildBirdGoodies.com ,
WelcomeBabyGifts.com and APamperedDog.com
Since humans first looked up at birds in flight, we have been trying to fly like them, often with painful or even fatal consequences. Even with the technology available today, we are just beginning to be able to apply some of the technology that has existed in birds for, oh, 150 million years, such as variable geometry wings, vectored thrust, and fly-by-wire.
To accomplish sustained flight, an object must have some means of generating lift. In airplanes, this is done by moving an airfoil shape through the air with some means of propulsion. The amount of lift generated is a function of the airfoil shape, the angle at which the airfoil encounters the air stream, and the speed at which the airfoil moves through the air.
Birds, however, have combined their lift generating and thrust producing functions into one assembly - the wings. Early observers believed that birds simply flapped their wings up and down, and that bird-like flight could be duplicated by simply flapping their arms vigorously - like Zork - or by building some kind of contraption that flapped its wings. They assumed that if a bird flew by flapping its wings, that they could too by duplicating the motion. However, they failed to understand how a bird actually flies and how much energy it would take. So "flapping" never got off the ground. Sorry about that.
Even the great Leonardo DaVinci spent many years working on totally impractical ornithopters (flapping wing) aircraft, in part because he, too, failed to understand how birds flew.
Birds fly by "flapping" their wings, true, but the actual motion and physics are much more complex. As a bird's wing moves down, the feathers also rotate downward automatically. Air is pushed to the rear (thrust) and lift is generated on the top surface. As the wing transitions to move upward, the feathers rotate in the opposite direction, producing thrust from the top surface of the wing and lift. Think of their wings as a propeller that goes 180 degrees then reverses.
Toward the end of his life, Leonardo did design a device that used a rotating screw-like structure. Igor Sikorsky, it is said, was inspired by Leonardo's work to become a world leader in helicopter development. It's worth noting that helicopter blades and propellers are really a form of screw, so Leonardo was not far off on that one. He also designed a glider which could be turned by the pilot shifting his weight, foretelling the hang glider.
Leonardo - and Zork - also failed to understand how much energy is required to take off and sustain flight. Aircraft - and birds - must generate more lift than they weigh just in order to take off. This requires the development of several enabling technologies.
The first is a light flying structure that can support its own weight while in the air. Many early craft could not. Birds have a very light structure (Thanksgiving Turkeys not withstanding) and extremely powerful muscles to power their wings. A voracious appetite for high-energy foods provides the power.
A second enabling technology was the development of an internal combustion engine that was light, yet produced enough power to move the machine fast enough to generate lift greater than weight. And higher performing engines could not be developed until higher octane fuels became available.
To illustrate the problem, the Wright Brothers' 1903 Flyer weighed 605 pounds without a pilot, and had a 12 horsepower engine. With a pilot, that's over 60 pounds per horsepower. The Cessna 172, a popular, but hardly spectacular performer, runs about ten pounds per horsepower.
But getting airborne and staying there are two different things. Whether bird or machine, a flying object must be controllable or it simply falls out of the sky. A future article will look at stability and controllability.
Bottom line - we have learned a lot from birds about flying. It just took 150 million years. Author Resource:- Janet Winter is a web designer, owner of three e-commerce sites, and writer on many topics including wild birds, dogs, babies, the Internet and travel. Her e-commerce sites are: WildBirdGoodies.com ,
WelcomeBabyGifts.com and APamperedDog.com
The Mortality Rate Of Aviation Systems Techs
I have interviewed a soldier in the Coast Guard: "Well despite their arguments to the contrary, all ASTs do eventually die. But usually it is of old age. How many of them die each year is a mystery as nobody keeps track once they retire. Now if you mean how many ASTs currently on active duty die annually conducting operations, that number has been zero for many years (I believe since inception, ASTs help me out) and I hope it will remain so for many years to come."
"Yes, there have been ASTs that have died in crashes, and each one of the deaths was tragic. However, as I was pointing out, and you apparently missed was I doing not recall any that have died conducting AST operations. In other words where the crew comes home with one crew member lost to the sea a la the final scenes of the Guardian. Which is what the original question seemed too be asking. I was also pointing out that despite the extreme dangers of the job most still live a long and fruitful life."
"The original question is not a bad question it is a simple question of a how dangerous a job is and how competitive it may be. You may have noticed a thread on point-counter point that argues the pass/fail rate as being a factor for people not signing up for AST School. If I was actually planning to go to that training one of the things I would ask would be how many people die doing this job. That would be a much bigger concern to me. Call me crazy. That is a good question to ask. Perhaps there would be less suicide bombers if more asked the question before taking the job. Nothing wrong with asking the question."
"I answered the question the way I did because the original question "Does anyone know what the annual mortality rates of USCG AST's are?" put no parameters on how the rates were measured i.e. operationally, on duty, off duty, after retiring etc. It was too broad of a question."
"My comment was meant to refine the parameters using a bit of humor to whittle down the parameters to what I believed the poster really wanted to know and to alleviate his concerns a bit simultaneously. It in no way degraded or devalued the lives of ASTs. We all die ASTs are no different. The mortality rate for the human population, no matter who you are is 100%. If you believe otherwise that is a problem."
"So before you call either me or the original poster idiots again or before accusing either of us holding no value to our lives or lives of others perhaps you should take a deep breath and read it for what it is. Working a buoy deck is actually more dangerous than being an AST. A good question to ask would be how many cases a year, on average, does an AST get into a "dangerous" situation. The answers will probably less than ten and at that the definition of "dangerous" may be narrowly defined. A good review is to sign up for the Coast Guard's weekly PR list. Read the cases and you'll see they aren't that exciting."
"Look at it the reason we got into this job is to help others. There is no self righteousness in that. I am in no means mourning those who were lost for the rest of my life but has some tact. If you are going to ask how dangerous the job is, then ask with some respect for those who may have paid the ultimate price. Don't ask if someone dies do you just hire a new one." Author Resource:- Victor Epand is an expert consultant for http://www.WarGear.info/. WarGear.info carries the best selection of military clothing, war gear, and combat accessories on the market.
"Yes, there have been ASTs that have died in crashes, and each one of the deaths was tragic. However, as I was pointing out, and you apparently missed was I doing not recall any that have died conducting AST operations. In other words where the crew comes home with one crew member lost to the sea a la the final scenes of the Guardian. Which is what the original question seemed too be asking. I was also pointing out that despite the extreme dangers of the job most still live a long and fruitful life."
"The original question is not a bad question it is a simple question of a how dangerous a job is and how competitive it may be. You may have noticed a thread on point-counter point that argues the pass/fail rate as being a factor for people not signing up for AST School. If I was actually planning to go to that training one of the things I would ask would be how many people die doing this job. That would be a much bigger concern to me. Call me crazy. That is a good question to ask. Perhaps there would be less suicide bombers if more asked the question before taking the job. Nothing wrong with asking the question."
"I answered the question the way I did because the original question "Does anyone know what the annual mortality rates of USCG AST's are?" put no parameters on how the rates were measured i.e. operationally, on duty, off duty, after retiring etc. It was too broad of a question."
"My comment was meant to refine the parameters using a bit of humor to whittle down the parameters to what I believed the poster really wanted to know and to alleviate his concerns a bit simultaneously. It in no way degraded or devalued the lives of ASTs. We all die ASTs are no different. The mortality rate for the human population, no matter who you are is 100%. If you believe otherwise that is a problem."
"So before you call either me or the original poster idiots again or before accusing either of us holding no value to our lives or lives of others perhaps you should take a deep breath and read it for what it is. Working a buoy deck is actually more dangerous than being an AST. A good question to ask would be how many cases a year, on average, does an AST get into a "dangerous" situation. The answers will probably less than ten and at that the definition of "dangerous" may be narrowly defined. A good review is to sign up for the Coast Guard's weekly PR list. Read the cases and you'll see they aren't that exciting."
"Look at it the reason we got into this job is to help others. There is no self righteousness in that. I am in no means mourning those who were lost for the rest of my life but has some tact. If you are going to ask how dangerous the job is, then ask with some respect for those who may have paid the ultimate price. Don't ask if someone dies do you just hire a new one." Author Resource:- Victor Epand is an expert consultant for http://www.WarGear.info/. WarGear.info carries the best selection of military clothing, war gear, and combat accessories on the market.
Pilots of Valor, Mentoring Youth-At-Risk
Pilots of Valor, along with The First Baptist Church of Leesburg Florida have implemented a Mentoring program directed at Children-At-Risk. Their Christian based program exposes young adults to the aviation industry through the knowledge of aircraft, the skills of flying, aviation mechanics, Air Traffic Control and many other careers that are possible to obtain. They have taken young adults into experiences that they have never, or would never normally think they could do, far beyond their everyday environment.
Utilizing the AOPA (Aircraft Owners and Pilots Association), "PATH" project for study material to learn basics of airplanes and the skills of flying airplanes. Taking the same opportunity to teach morals and biblical principles of the bible, aiding to develop our Youth-At-Risk with more possible and hopeful futures. These Valor men and women go above and beyond to expose and share today’s children with both, they love for the Lord and their love of aviation.
Pilots of Valor and The First Baptist Church of Leesburg website have also gained the support of the City of Leesburg with use of facilities at the Leesburg International Airport (KLEE) in Leesburg, Florida. Follow the growth of their program by monitoring the POV (Pilots of Valor) website.
Article Source: http://www.SubmitYourNewArticle.com
Utilizing the AOPA (Aircraft Owners and Pilots Association), "PATH" project for study material to learn basics of airplanes and the skills of flying airplanes. Taking the same opportunity to teach morals and biblical principles of the bible, aiding to develop our Youth-At-Risk with more possible and hopeful futures. These Valor men and women go above and beyond to expose and share today’s children with both, they love for the Lord and their love of aviation.
Pilots of Valor and The First Baptist Church of Leesburg website have also gained the support of the City of Leesburg with use of facilities at the Leesburg International Airport (KLEE) in Leesburg, Florida. Follow the growth of their program by monitoring the POV (Pilots of Valor) website.
Article Source: http://www.SubmitYourNewArticle.com
Sunday, February 25, 2007
Finding Air Transport
There are a variety of options open to you for air transport. You will find that these options are very versatile in several ways. They all use the principles of flying and they also allow for some of the most amazing types of air transport out there. Getting around has never been grander. More and more people are taking advantage of flying in various air transport mechanisms.
While just a decade ago many people would tell you that they had not had the opportunity to be in any sort of air transport, now they will tell you differently. Air transport has become an important part of life and life’s adventures.
Air transport is capable of many things. While we think of airplanes as transportation for people to get back and forth, we also know that it is a way of flying all sorts of equipment and supplies from place to place as well. But, do you realize the large part that air transport plays in protection? What about in health related cases when air transport is the only way to get the patient to the doctor in time to save his or her life? Do you realize the importance of air transport in military expeditions? In fact, air transport is necessary for trade from country to country over huge seas of water as well.
But, for the most part, people think of airplanes as their main use of air transport during their lives. Now, it is possible to take a plane to virtually any place in the world that you wish to go. Some of them even have beds in the seats to allow passengers of overnight flights to get a little more comfortable as they enjoy their long journey. Some air transports aren’t as glamorous but they provide services that we all need.
Article Source: http://www.ArticleJoe.com
Supporting and Facilitating the Aviation Industry - IATA Distance Learning
IATA distance learning programs provide flexible learning modes for students who want to achieve their personal and professional objectives but are too busy to pursue regular full time courses. The courses harness the potential of the latest technology to reach out to students and enable them to study anywhere, anytime and at their convenience. These courses are categorized as Aviation, International Travel and Tourism or International Cargo Agents courses. A number of specializations are offered under each category. Most of the courses are designed for senior managers, middle managers, supervisors, and technical staff. Course Content The IATA distance learning courses under the Aviation category relate to financial accounting, marketing, airport operations, cargo marketing, customer service, air transportation and station management. The international tourism and travel courses aim to empower its students with relevant skill in the area. These include courses at the foundation level, managerial level, consultancy level and senior management level. Courses on global distribution system fares and ticketing and on travel agents marketing are also offered. The Cargo Agents category offers an introductory course and courses such as cargo rating, dangerous goods regulations at the initial and recurrent levels and a specific Cargo English distance learning course. The registration for all IATA distance learning courses is valid for 18 months and students can take only one examination per examination session as the examinations for all the courses are held on the same day. The exam can be attempted twice if the examination sessions fall within the registration period mentioned above. The enrollment is cancelled if the student fails the examination twice. Training Institutes The IATA Training and Development Institute has a large collection of management and skills courses for those interested in the aviation industry. The International Academy of Travel offers a course on IATA Approved Online Galileo GDS. The ICS Learn courses are endorsed by British Airways and are designed to give travel agents a through understanding of flight requirements, rates and ticketing issues. The course enables the students to gain points for the internationally recognized IATA point system. Travel Agent Education offers IATA distance learning courses under the categories Independent Agent, Airlines, Cruise, Tours and Travel Agents. Each category has 12 courses which have to be completed to get the career certification. The IATA/UFTAA programs are jointly offered by the International Air Transport Association and the United Federation of travel Agents Association. The courses are designed for those who wish to make a career in the tourism industry. If you are keen on making a career in International Air Transportation services, these courses are just designed for you. You can take them at your own pace and place!
About the Author
Jim Zorn is web master of the Guide to Distance Learning. Please visit to learn more about online colleges and universities, distance learning degrees, majors and courses offered as well as distance learning technology. http://www.guide-to-distance-learning.com
Steps To Take The Coast Guard Aviation Program
The following are opinions from soldiers regarding the Coast Guard Aviation program: "My questions are kind of difficult. I've talked to many different recruiters, and retirees. My goal is to fly in the coast guard, I want to fly Jayhawks or dolphins prefibly, but I will really fly anything and work my way there. I am very interested in joining CSPI, but I am not sure if my school qualifies. I think the minority rate is close, and I hope it does." "I planned on CSPI, OCS, and then blue 21 if I can. I also wanted to know the chances of becoming a pilot are, and what path there is the most efficient. Also, would joining another branch of the military, and then going direct commission into flight be easier. And if so what branch would be the best." "Take your education more seriously than you take your grammar and you may go somewhere. Flying is serious business, steps cannot be overlooked, (like the absence of caps and punctuation)... many people read these interviews, keep it squared away. You have to get selected to two programs if you go through another branch first (the first service then the second). Plus flying in the other services isn't exactly a cake walk. Additionally, you may get stuck in a stop loss and not be allowed to leave the other service. So easy is not a word I would use." "Don't you all think that it would be easier given our young lads experience, to get into say, Army aviation as a warrant than the CG aviator program? When I was in, if you were a pilot in another branch of service, it was a lot easier to get into CG Aviation. Course things change. Look at the information on CSPI. To find out if your school qualifies for CSPI. When you follow the link you will find out Embry Riddle does not meet the minimum 25% minority requirement. I don't remember CSPI having a minority minimum for the program. I would double check on that, the website might be wrong." "When I was attending Riddle (99-03) I was in the CG reserves and I personally know two people that where accepted into the CSPI program. Well, only about 40% of CG aviators are prior aviators so 60% are home grown CG. So by numbers alone, you have a better shot going the CG route. Additionally, the DCAs are competing against other pilots and there are very few boards a year. One or two only so again, define easy. Any way you go it is difficult, just a different barrier to face." "CSPI does not guarantee Flight School. Only Blue 21 and Avcad (for Active Duty Members) do. Blue 21 is a different route to get accepted to OCS and guaranteed Aviation. You cannot go from CSPI to OCS and then Blue 21. You would have to apply for CSPI, attend OCS, and then submit a request to Flight School. Or you could just apply to Blue 21, but you would have to change to a school with a 25% minority population. There is also AVCAD for Active Duty Members. I am not quite sure how it works, but if you Google "Coast Guard OCS Portal" there is information on that message board about AVCAD." "You should look into the Army Warrant Officer Program. They have a 6 year commitment after Flight School, and you may be able to lateral over to the Coast Guard after you complete your six year commitment and until you are age 34. I believe the Navy may also have a Warrant Officer Program, but it might be for Active Duty members only. You can learn a lot more by looking around military.com, the OCS Portal, and even the USCG website."
About the Author
Victor Epand is an expert consultant for http://www.WarGear.info/ . WarGear.info carries the best selection of military clothing, war gear, and combat accessories on the market: http://www.WarGear.info/categories/adventure-clothing-foot-head-handwear-rain-gear-logo-apparel.html
The Mortality Rate Of Aviation Systems Techs
I have interviewed a soldier in the Coast Guard: "Well despite their arguments to the contrary, all ASTs do eventually die. But usually it is of old age. How many of them die each year is a mystery as nobody keeps track once they retire. Now if you mean how many ASTs currently on active duty die annually conducting operations, that number has been zero for many years (I believe since inception, ASTs help me out) and I hope it will remain so for many years to come." "Yes, there have been ASTs that have died in crashes, and each one of the deaths was tragic. However, as I was pointing out, and you apparently missed was I doing not recall any that have died conducting AST operations. In other words where the crew comes home with one crew member lost to the sea a la the final scenes of the Guardian. Which is what the original question seemed too be asking. I was also pointing out that despite the extreme dangers of the job most still live a long and fruitful life." "The original question is not a bad question it is a simple question of a how dangerous a job is and how competitive it may be. You may have noticed a thread on point-counter point that argues the pass/fail rate as being a factor for people not signing up for AST School. If I was actually planning to go to that training one of the things I would ask would be how many people die doing this job. That would be a much bigger concern to me. Call me crazy. That is a good question to ask. Perhaps there would be less suicide bombers if more asked the question before taking the job. Nothing wrong with asking the question." "I answered the question the way I did because the original question "Does anyone know what the annual mortality rates of USCG AST's are?" put no parameters on how the rates were measured i.e. operationally, on duty, off duty, after retiring etc. It was too broad of a question." "My comment was meant to refine the parameters using a bit of humor to whittle down the parameters to what I believed the poster really wanted to know and to alleviate his concerns a bit simultaneously. It in no way degraded or devalued the lives of ASTs. We all die ASTs are no different. The mortality rate for the human population, no matter who you are is 100%. If you believe otherwise that is a problem." "So before you call either me or the original poster idiots again or before accusing either of us holding no value to our lives or lives of others perhaps you should take a deep breath and read it for what it is. Working a buoy deck is actually more dangerous than being an AST. A good question to ask would be how many cases a year, on average, does an AST get into a "dangerous" situation. The answers will probably less than ten and at that the definition of "dangerous" may be narrowly defined. A good review is to sign up for the Coast Guard's weekly PR list. Read the cases and you'll see they aren't that exciting." "Look at it the reason we got into this job is to help others. There is no self righteousness in that. I am in no means mourning those who were lost for the rest of my life but has some tact. If you are going to ask how dangerous the job is, then ask with some respect for those who may have paid the ultimate price. Don't ask if someone dies do you just hire a new one."
About the Author
Victor Epand is an expert consultant for http://www.WarGear.info/ . WarGear.info carries the best selection of military clothing, war gear, and combat accessories on the market: http://www.WarGear.info/categories/adventure-clothing-foot-head-handwear-rain-gear-logo-apparel.html
Saturday, February 24, 2007
Advantages when flying by Private Jet Charter
Private Jet Charter?the freedom of aviation?differs from the schedules transportation in many ways, but the basic things that customers love to point-out while choosing air charter services are: efficiency of the service, privacy while travelling, and flexibility of time schedule.
The best thing, though, remains the flexibility of time?in today's world, almost all the walks of life are time-conscious, and nobody wants to waste the time in downtime of changing the planes and getting late due to the scheduled flights from one place to another. This is where private air charter services present the best part of their service: you are free to choose your own time and the breaks that you want to take in your journey.
Choosing a Private Jet Charter Service Provider
While choosing a private jet charter service, a few questions always linger in the minds of customers. Some of them include, query about competitive rates, contingency planning, organizing all the logistics of a trip, and how to get the customer to their destination in the wee hours of the morning if the weather does not permit the flight during other time?these questions sound obvious but they are necessary and important in order to gauge the credibility of the private air charter service company.
An experience broker can always help in these issues and get you the best private air charter services that are safe, economic, and have credible schedule time. The credentials of an operator are important factors is determining whether he is good or not?you should not hesitate to review the operator's operating certificate, safety record, and insurance policy, and past customer's satisfaction remarks, if available.
Another point while choosing private air charter service provider is to visit the physical place where the operator is located. Meeting with the people is the key to determine what level of service they would provide to you, if you hire them. Websites and virtual presence can't showcase their true credential as much as you can gauge by visiting their place in person. Pricing and payment option should also be checked, as apart from the basic fee, there are some surcharges and taxes levied on the prices, which you should know beforehand in order to avoid any confusion. You should also find out the mode of payment, which is most suitable to you, and to check whether the private air charter service provider deems it acceptable or not?
Once you are sure on these points, you are almost ready to make your final decision?choosing the best-suited and affordable private air charter service for your immediate or regular needs!
For more information about Jet Charter, please visit http://www.charter-private-jet.net
Source: http://www.a1articles.com
The best thing, though, remains the flexibility of time?in today's world, almost all the walks of life are time-conscious, and nobody wants to waste the time in downtime of changing the planes and getting late due to the scheduled flights from one place to another. This is where private air charter services present the best part of their service: you are free to choose your own time and the breaks that you want to take in your journey.
Choosing a Private Jet Charter Service Provider
While choosing a private jet charter service, a few questions always linger in the minds of customers. Some of them include, query about competitive rates, contingency planning, organizing all the logistics of a trip, and how to get the customer to their destination in the wee hours of the morning if the weather does not permit the flight during other time?these questions sound obvious but they are necessary and important in order to gauge the credibility of the private air charter service company.
An experience broker can always help in these issues and get you the best private air charter services that are safe, economic, and have credible schedule time. The credentials of an operator are important factors is determining whether he is good or not?you should not hesitate to review the operator's operating certificate, safety record, and insurance policy, and past customer's satisfaction remarks, if available.
Another point while choosing private air charter service provider is to visit the physical place where the operator is located. Meeting with the people is the key to determine what level of service they would provide to you, if you hire them. Websites and virtual presence can't showcase their true credential as much as you can gauge by visiting their place in person. Pricing and payment option should also be checked, as apart from the basic fee, there are some surcharges and taxes levied on the prices, which you should know beforehand in order to avoid any confusion. You should also find out the mode of payment, which is most suitable to you, and to check whether the private air charter service provider deems it acceptable or not?
Once you are sure on these points, you are almost ready to make your final decision?choosing the best-suited and affordable private air charter service for your immediate or regular needs!
For more information about Jet Charter, please visit http://www.charter-private-jet.net
Source: http://www.a1articles.com
Clark Air Base � the home of the Worlds Best Handmade Wooden Model Airplane Manufacturers
Very few people know about the origin of those beautiful shiny and finely detailed aircraft models that they see in travel agents, airports and in the homes and offices of those involved with, or in love with, the Aviation Industry. Without wanting to sound condescending, very few people � particularly of the young generation would be able to stick a pin in the map and point to the Philippines, let alone Clark Air Base
Clark Air Base was a former U.S. Air Force base on one of the three main islands in the Philippines � Luzon and is now known as the Clark Special Economic Zone. It is near the city of Angeles in the province of Pampanga and about 40 miles (60 km) northwest of Manila. Clark Air Base was arguably the most urbanized military facility in history, and was the largest American base overseas. The base was converted into a special economic zone after the American military left the Philippines in 1992. Clark Air Base was an American military facility from 1903 to 1991. The base covered 14.3 square miles (37 km�) with a military reservation extending north that covered another 230 square miles (596 km�). At its peak around 1990, it had a permanent population of 15,000. The base was a stronghold of American forces during the end of World War II, and until 1975, it was a backbone of logistical support during the Vietnam War.
During the American occupation the military aviation activities gave birth to a local "cottage industry" which rapidly developed to cater for the local and then international demand for hand carved wooden replica aircraft. The abundant and sustainable source of Philippine Mahogany � a hardwood ideal for its stability and ease of carving, together with the highly artistic capabilities of the Filipino workforce gave birth to what is today the worlds largest producer of custom handmade desktop wooden models.
Many people upon viewing such model airplanes are not aware that they are produced by hand and not mass made on machinery. The attention to detail is beyond comparison and even the smallest of logos are hand painted in the finest of detail. Many manufacturers prefer to use hand painted logos in preference to "decals" as the latter have a tendency to discolor (or discolor the paint underneath the decal) over age and also detract from the originality of the model. "Decals" are scanned images that are printed on plastic film and then attached by an adhesive film the body of the model. Naturally there is competition today in the form of plastic, resin or die cast desktop plane models but most discerning buyers and collectors will confirm that the look and feel of truly handmade model airplanes cannot be reproduced in man made materials and certainly through mass production. In addition to the production of standard airline and military aircraft many of the versatile manufacturers also produce "one off" copies of peoples own aircraft or rare aircraft from the past.
The life of a "true aviation work of art" begins with the age old process of hand wood carving which is then followed by several key processes. All in all a model normally takes between 7-10 days to produce. The full production cycle goes as follows:-
Molding / Carving
Skilled Carvers using only hand tools carve and shape the model. This is a specialist art, requiring many years of experience. The wood used is kiln dried Philippine Mahogany (commonly known as Lauan or Meranti) and is not on the endangered list as are many other woods such as Philippine Teak (Tectona Philippinensis) or Narra (Pterocarpus Indicus / Red Sandalwood Tree). Wood carving is a form of working wood and in this case by using only hand tools. No power tools are used in this process. The Carvers work from actual aircraft drawing ensuring that the final carved body is an exact scale replica of the original aircraft.
Puttying / Varnishing
Once the model has been carved, several coats of putty are applied to create a very smooth, flawless finish prior to painting. Varnish is a finish applied to the wood in order to provide a clear, hard, durable, protective finish. The varnish is usually a combination of a drying oil, a resin and a thinner or solvent. As opposed to paint, which contains pigment, and is opaque, varnish has little or no color, and is transparent. After being applied the varnish hardens either by evaporation of a solvent, or by a chemical reaction. Oil varnish drying time depends on the ratios of oil to resin and turpentine and may be sped up by exposure to UV light.
Artwork
Color schemes are applied by hand or air brush, following the details or pictures supplied. To ensure the best color match to the actual aircraft we are modeling we normally use a Pantone color reference which is provided by the customer or the original aircraft manufacturer. The paint is a high quality acrylic type which enables us to give a very high quality custom finish that you would associate with that of a plane or even an automobile in a showroom environment. After carefully painting the aircraft body and wings the artist then finely paints the intricate detail of the aircraft in the areas of the flight control surfaces, doors, windows and cargo hatches, engine cowlings, undercarriage and very importantly the very prominent "tail fin" or empennage of the aircraft. No detail is spared, even the inside of the engine cowlings are carefully finished and are complemented by authentic looking, in the case of jet engines, fan blades. Even propellers are also carved out of solid wood and finally finished by the artist.
If you ever have the opportunity to look closely at one of these aircraft models I hope you will now have an understanding for the large number of hours that these craftsmen put into their art. These models are a testament to the creativity and innovation of the true Filipino entrepreneur! Even better, if you ever get the opportunity to visit the province of Pampanga and in particular Angeles City and the former Clark Airbase I can guarantee you that you are in for a real treat. Kapampangan's are well known for their warm hospitality and they also make some of the best food in the country!
: http://www.a1articles.com
Clark Air Base was a former U.S. Air Force base on one of the three main islands in the Philippines � Luzon and is now known as the Clark Special Economic Zone. It is near the city of Angeles in the province of Pampanga and about 40 miles (60 km) northwest of Manila. Clark Air Base was arguably the most urbanized military facility in history, and was the largest American base overseas. The base was converted into a special economic zone after the American military left the Philippines in 1992. Clark Air Base was an American military facility from 1903 to 1991. The base covered 14.3 square miles (37 km�) with a military reservation extending north that covered another 230 square miles (596 km�). At its peak around 1990, it had a permanent population of 15,000. The base was a stronghold of American forces during the end of World War II, and until 1975, it was a backbone of logistical support during the Vietnam War.
During the American occupation the military aviation activities gave birth to a local "cottage industry" which rapidly developed to cater for the local and then international demand for hand carved wooden replica aircraft. The abundant and sustainable source of Philippine Mahogany � a hardwood ideal for its stability and ease of carving, together with the highly artistic capabilities of the Filipino workforce gave birth to what is today the worlds largest producer of custom handmade desktop wooden models.
Many people upon viewing such model airplanes are not aware that they are produced by hand and not mass made on machinery. The attention to detail is beyond comparison and even the smallest of logos are hand painted in the finest of detail. Many manufacturers prefer to use hand painted logos in preference to "decals" as the latter have a tendency to discolor (or discolor the paint underneath the decal) over age and also detract from the originality of the model. "Decals" are scanned images that are printed on plastic film and then attached by an adhesive film the body of the model. Naturally there is competition today in the form of plastic, resin or die cast desktop plane models but most discerning buyers and collectors will confirm that the look and feel of truly handmade model airplanes cannot be reproduced in man made materials and certainly through mass production. In addition to the production of standard airline and military aircraft many of the versatile manufacturers also produce "one off" copies of peoples own aircraft or rare aircraft from the past.
The life of a "true aviation work of art" begins with the age old process of hand wood carving which is then followed by several key processes. All in all a model normally takes between 7-10 days to produce. The full production cycle goes as follows:-
Molding / Carving
Skilled Carvers using only hand tools carve and shape the model. This is a specialist art, requiring many years of experience. The wood used is kiln dried Philippine Mahogany (commonly known as Lauan or Meranti) and is not on the endangered list as are many other woods such as Philippine Teak (Tectona Philippinensis) or Narra (Pterocarpus Indicus / Red Sandalwood Tree). Wood carving is a form of working wood and in this case by using only hand tools. No power tools are used in this process. The Carvers work from actual aircraft drawing ensuring that the final carved body is an exact scale replica of the original aircraft.
Puttying / Varnishing
Once the model has been carved, several coats of putty are applied to create a very smooth, flawless finish prior to painting. Varnish is a finish applied to the wood in order to provide a clear, hard, durable, protective finish. The varnish is usually a combination of a drying oil, a resin and a thinner or solvent. As opposed to paint, which contains pigment, and is opaque, varnish has little or no color, and is transparent. After being applied the varnish hardens either by evaporation of a solvent, or by a chemical reaction. Oil varnish drying time depends on the ratios of oil to resin and turpentine and may be sped up by exposure to UV light.
Artwork
Color schemes are applied by hand or air brush, following the details or pictures supplied. To ensure the best color match to the actual aircraft we are modeling we normally use a Pantone color reference which is provided by the customer or the original aircraft manufacturer. The paint is a high quality acrylic type which enables us to give a very high quality custom finish that you would associate with that of a plane or even an automobile in a showroom environment. After carefully painting the aircraft body and wings the artist then finely paints the intricate detail of the aircraft in the areas of the flight control surfaces, doors, windows and cargo hatches, engine cowlings, undercarriage and very importantly the very prominent "tail fin" or empennage of the aircraft. No detail is spared, even the inside of the engine cowlings are carefully finished and are complemented by authentic looking, in the case of jet engines, fan blades. Even propellers are also carved out of solid wood and finally finished by the artist.
If you ever have the opportunity to look closely at one of these aircraft models I hope you will now have an understanding for the large number of hours that these craftsmen put into their art. These models are a testament to the creativity and innovation of the true Filipino entrepreneur! Even better, if you ever get the opportunity to visit the province of Pampanga and in particular Angeles City and the former Clark Airbase I can guarantee you that you are in for a real treat. Kapampangan's are well known for their warm hospitality and they also make some of the best food in the country!
: http://www.a1articles.com
Could Dreamliner be the Future of Flight
In a year or two there will be non-stop flights to destinations of over eight thousand miles from Scottish airports without the aircraft having a weight penalty when the new Boeing Dreamliner 787-8 comes into service.
Although direct flights from Scotland to some long haul destinations are not available as yet, there are some destinations on offer, try www.flightsdirect.com.
The fantastic Boeing Dreamliner aircraft can make a 20% fuel saving and a 60% decrease in noise compared to similar aircraft. This aircraft will set the standard for the future of aviation.
Now Airbus has taken note and had to rethink the design of their Airbus 350 which hasn’t even been built. Most of the niggles folk have when taking long haul flights are being ironed out, The majority of aircraft are pressurized to 8,000 feet but the Dreamliner has a cabin pressure set at 6,000 feet. This should help prevent jetlag.
Overhead compartments will be largest around and toilets will allow wheelchair access. The windows on this aircraft will also be larger with a tinting mechanism installed to replace the older shades.
Their will be an all wireless inflight entertainment system and small LED (Light Emitting Diode) lighting which will simulate day or night light conditions.
The Dreamliner is also 12” wider than the other similar aircraft which should give more room in the aisles.
The Dreamliner has a cargo hold that can take five pallets and five LD3 containers an obviously the passengers bags.
Around 350 of these aircraft have been ordered and I am sure that more will be ordered when people have actually flown in one and the reviews start pouring out.
http://a1articles.com/article_110013_29.html
Although direct flights from Scotland to some long haul destinations are not available as yet, there are some destinations on offer, try www.flightsdirect.com.
The fantastic Boeing Dreamliner aircraft can make a 20% fuel saving and a 60% decrease in noise compared to similar aircraft. This aircraft will set the standard for the future of aviation.
Now Airbus has taken note and had to rethink the design of their Airbus 350 which hasn’t even been built. Most of the niggles folk have when taking long haul flights are being ironed out, The majority of aircraft are pressurized to 8,000 feet but the Dreamliner has a cabin pressure set at 6,000 feet. This should help prevent jetlag.
Overhead compartments will be largest around and toilets will allow wheelchair access. The windows on this aircraft will also be larger with a tinting mechanism installed to replace the older shades.
Their will be an all wireless inflight entertainment system and small LED (Light Emitting Diode) lighting which will simulate day or night light conditions.
The Dreamliner is also 12” wider than the other similar aircraft which should give more room in the aisles.
The Dreamliner has a cargo hold that can take five pallets and five LD3 containers an obviously the passengers bags.
Around 350 of these aircraft have been ordered and I am sure that more will be ordered when people have actually flown in one and the reviews start pouring out.
http://a1articles.com/article_110013_29.html
Flying with Family? Air Travel Tips
Planning a family vacation that will take you far from home? If you are, then it is quite likely that, much like millions of others, you will be booking a flight for your jaunt. And why not? After all, air travel is the quickest and, even with today’s restrictions, most convenient, cost-effective, and safe way to get where you need to go. Air travel with the whole family, especially with younger children, needs to be well planned, though, to make it an enjoyable rather than horrifying experience. From the entertainment of the kids to planning the minimum amount of interruptions or delays, a bit more thought needs to be involved.
Kids love airplanes, so if the children are older, they should be easily entertained by the experience of flight. However, smaller children, with more needs and much shorter attention spans, may require some craftiness on the part of the parent. First and foremost, anything that you think you may want to have on hand while onboard needs to be compliant with current rules and regulations of both the individual airline and the Federal Aviation Authority (FAA). Information can be found on the web, and it is generally quite current, so checking the restrictions the day before or even the day of travel can assure you that you will be allowed to board with your carry-on items. This will include toys for the kids, food items to soothe them or generally keep them sated, and so forth.
Also, air travel with the kids may need to be modified when considering the schedules the kids are used to. Smaller children are creatures of habit, and any deviation from their routine can cause quite a problem, as any parent can attest. Consider how long a particular flight may last. What is best for your family—a really long flight, or a layover in another airport? Another point of air travel that may not matter to adults, but can be a huge problem for families, is whether you want to have the children on a very crowded flight. If you would rather be on the plane with fewer people for the kids to disturb, then book accordingly. Choose off-peak times and dates for your air travel, if possible.
In the end, air travel with the children is still the best bet for going long distances. Though extra planning and possibly extra items need to be taken into consideration, air travel for the family is the absolute best way to get where you need to be, and quickly.
http://www.a1articles.com
Kids love airplanes, so if the children are older, they should be easily entertained by the experience of flight. However, smaller children, with more needs and much shorter attention spans, may require some craftiness on the part of the parent. First and foremost, anything that you think you may want to have on hand while onboard needs to be compliant with current rules and regulations of both the individual airline and the Federal Aviation Authority (FAA). Information can be found on the web, and it is generally quite current, so checking the restrictions the day before or even the day of travel can assure you that you will be allowed to board with your carry-on items. This will include toys for the kids, food items to soothe them or generally keep them sated, and so forth.
Also, air travel with the kids may need to be modified when considering the schedules the kids are used to. Smaller children are creatures of habit, and any deviation from their routine can cause quite a problem, as any parent can attest. Consider how long a particular flight may last. What is best for your family—a really long flight, or a layover in another airport? Another point of air travel that may not matter to adults, but can be a huge problem for families, is whether you want to have the children on a very crowded flight. If you would rather be on the plane with fewer people for the kids to disturb, then book accordingly. Choose off-peak times and dates for your air travel, if possible.
In the end, air travel with the children is still the best bet for going long distances. Though extra planning and possibly extra items need to be taken into consideration, air travel for the family is the absolute best way to get where you need to be, and quickly.
http://www.a1articles.com
Thursday, February 22, 2007
First Date Tips And Advice
In this article I give free tips and advice to help people to have a successful first date. I hope you find the information interesting and beneficial and wish you luck on your first date.
Most people find attending a first date with somebody to be a very stressful occasion. They may take hours in choosing what to wear and even whether to turn up at all.
The location of the first date
This is my idea of a possible location for a first date. When I take out a woman for the first time I normally take her for a couple of drinks first at a bar. After about an hour I would then if she didn't mind of course, take her to watch a film at the cinema. After the film I would then take her for a couple of more drinks.
There is a reason for this madness! Firstly it is not really appropriate to go straight to the cinema without a bit of conversation first. As this is the first date, there is a good chance that the conversation could go a little stale after an hour, hence it's time for the cinema. During the film you will have plenty of time to think of lots more interesting topics to discuss and even if you are unable to you, you can always talk about the film when you return to the bar.
If on the second date, that is if you get that far, you start running out of things to talk about, you can always mention how great or bad the film was you watched together.
When your are talking whilst having a couple of drinks, make a point of spending more time talking about your date rather than yourself. Show a big interest in what they have to say even if you are finding it boring. Laugh at their jokes even if they are not funny, you get the idea!
Tell the truth
When talking about yourself it is a good idea to tell the truth, that is if you want the relationship to last. As time goes by your partner will find out a lot more about you and if they realise that you have lied, they may then find it hard to believe and trust you in the future. What is a relationship without trust? Answer, dead.
Always smile
There is nothing worse than going on a date with a person who is constantly moaning about things. Be happy, be bright, always smile and talk in a positive rather than negative way.
Instead of worrying about how the date might go, I would advise you to look forward to it. You never know this one may turn out to be the real deal.
http://a1articles.com/article_52763_39.html
Most people find attending a first date with somebody to be a very stressful occasion. They may take hours in choosing what to wear and even whether to turn up at all.
The location of the first date
This is my idea of a possible location for a first date. When I take out a woman for the first time I normally take her for a couple of drinks first at a bar. After about an hour I would then if she didn't mind of course, take her to watch a film at the cinema. After the film I would then take her for a couple of more drinks.
There is a reason for this madness! Firstly it is not really appropriate to go straight to the cinema without a bit of conversation first. As this is the first date, there is a good chance that the conversation could go a little stale after an hour, hence it's time for the cinema. During the film you will have plenty of time to think of lots more interesting topics to discuss and even if you are unable to you, you can always talk about the film when you return to the bar.
If on the second date, that is if you get that far, you start running out of things to talk about, you can always mention how great or bad the film was you watched together.
When your are talking whilst having a couple of drinks, make a point of spending more time talking about your date rather than yourself. Show a big interest in what they have to say even if you are finding it boring. Laugh at their jokes even if they are not funny, you get the idea!
Tell the truth
When talking about yourself it is a good idea to tell the truth, that is if you want the relationship to last. As time goes by your partner will find out a lot more about you and if they realise that you have lied, they may then find it hard to believe and trust you in the future. What is a relationship without trust? Answer, dead.
Always smile
There is nothing worse than going on a date with a person who is constantly moaning about things. Be happy, be bright, always smile and talk in a positive rather than negative way.
Instead of worrying about how the date might go, I would advise you to look forward to it. You never know this one may turn out to be the real deal.
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Where's the Best Place to Get Your Pilot Training
Deciding on where to obtain your pilot training is one of the most important decisions you'll make on your way to becoming a pilot. The first question you need to ask yourself is what is your goal in aviation. Do you want to become a fighter pilot for the US Air Force? Do you want to fly a Boeing 747 for the airlines? Charter pilot? Or, are you interested in aviation not as a career, but just to be able to fly yourself and your family around?
I remember when I knew that I wanted to learn how to fly. I was 13 years old and had just taken my first discovery flight at the local airport. Because funds for my pilot training were limited to what I could make washing airplanes and pumping gas at the local airport, I did not have an overabundance of choices when it came to learning how to fly. I pretty much had to go with whatever flight school was at the local airport. Luckily, it worked out just fine for me.
If I had to do it all over again and knew back then that I had wanted a career as a professional pilot, I probably would have attended a four-year college that offered a major in aviation or an aviation-related science. Looking back, I can imagine the fun I would have had flying for the Western Michigan Flying Broncos flying team.
All you have to do is thumb through a flying magazine or other similar publication and find places that offer professional aviation training. These places specialize in not only giving the future career commercial pilot the best training, many of them will guarantee interviews with airlines they have relationships with. If you can afford the step tuition that these specialized places of learning charge, this type of school may be best for you.
If you want to become an Air Force pilot, there is really no need to obtain any sort of aviation training in advance. If you end up at the US Air Force Academy, as I eventually did, you will find that right now Embry Riddle is the Academy's contractor to provide flight training to seniors at the Air Force Academy. Of course, once you make it through the Academy and get to Undergraduate Pilot Training (UPT), the Air Force is going to give you all the training you'll ever need to fly a Mach 3 with your hair on fire.
Just want to fly around on your own with possibly your friends or family on board? Believe it or not, pretty much any old FBO at your local airport will do the trick just fine. At that point, it's important to try and end up with a flight instructor that you think you'll be able to get along with and learn from. If you don't feel a connection within a few hours of training, you're probably best off looking for another instructor. If you don't mind the limitations imposed by the new Sport Pilot certificate, then you might want to take advantage of this new, less expensive way to get into the air.
Todd Snively is a Commercial Pilot, Certified Flight Instructor and Certified Instrument Flight Instructor with Airplane Single and Multi-Engine Ratings. Mr. Snively has been a licensed pilot since 1977 with 6,000+ flight hours in numerous aircraft, gliders and helicopters. http://www.pilot-training-resources.com/newsletters/pilottraining.html
I remember when I knew that I wanted to learn how to fly. I was 13 years old and had just taken my first discovery flight at the local airport. Because funds for my pilot training were limited to what I could make washing airplanes and pumping gas at the local airport, I did not have an overabundance of choices when it came to learning how to fly. I pretty much had to go with whatever flight school was at the local airport. Luckily, it worked out just fine for me.
If I had to do it all over again and knew back then that I had wanted a career as a professional pilot, I probably would have attended a four-year college that offered a major in aviation or an aviation-related science. Looking back, I can imagine the fun I would have had flying for the Western Michigan Flying Broncos flying team.
All you have to do is thumb through a flying magazine or other similar publication and find places that offer professional aviation training. These places specialize in not only giving the future career commercial pilot the best training, many of them will guarantee interviews with airlines they have relationships with. If you can afford the step tuition that these specialized places of learning charge, this type of school may be best for you.
If you want to become an Air Force pilot, there is really no need to obtain any sort of aviation training in advance. If you end up at the US Air Force Academy, as I eventually did, you will find that right now Embry Riddle is the Academy's contractor to provide flight training to seniors at the Air Force Academy. Of course, once you make it through the Academy and get to Undergraduate Pilot Training (UPT), the Air Force is going to give you all the training you'll ever need to fly a Mach 3 with your hair on fire.
Just want to fly around on your own with possibly your friends or family on board? Believe it or not, pretty much any old FBO at your local airport will do the trick just fine. At that point, it's important to try and end up with a flight instructor that you think you'll be able to get along with and learn from. If you don't feel a connection within a few hours of training, you're probably best off looking for another instructor. If you don't mind the limitations imposed by the new Sport Pilot certificate, then you might want to take advantage of this new, less expensive way to get into the air.
Todd Snively is a Commercial Pilot, Certified Flight Instructor and Certified Instrument Flight Instructor with Airplane Single and Multi-Engine Ratings. Mr. Snively has been a licensed pilot since 1977 with 6,000+ flight hours in numerous aircraft, gliders and helicopters. http://www.pilot-training-resources.com/newsletters/pilottraining.html
5 Steps to Becoming A Pilot
Think you don't have the money or the time to learn to fly? Training to be a pilot can mean expensive instruction fees, high gas prices and maintenance charges, and it can require many hours of flight time. But becoming a pilot doesn't have to be out of reach. By planning ahead and making strategic decisions, anyone can become a licensed pilot. Just follow these steps:
1. Research, research, research
Many aspects of the student pilot process require you to do your homework, and with all of the information available on the internet there is no excuse for you to spend a penny more than you have to. By accessing free pilot resources online (at FAA.org, for example) you will save on the cost of expensive printed materials. And if you do enough studying on your own you may not need to pay for ground school to pass the pilot's test.
2. Explore every option
By investigating all of the ground schools and pilot programs in your area and weighing all of the associated costs, you will get the best possible instruction for the least amount of money. Small, rural airports often give quality instruction and lower rates than bigger airports. Also, flight schools in places like Florida, Arizona, and Texas have good weather year-round that will enable you to train two to three times a week. Consistent training is crucial to making progress and will help you retain new skills from week to week. If you go to Arizona or Florida you can actually get your Private Pilot License for $5k to $8k in 14 to 30 days. Choosing the right place to learn can save you money, get you better instruction, and give you more flexibility with flight schedules.
3. Become a part of the aviation community
Get engaged in the aviation world by visiting websites and blogs online and participating in discussions. Join the Aircraft Owners and Pilots Association (AOPA) to stay informed about the latest issues affecting the flying community. Get involved with the Experimental Aviation Association (EAA), an excellent source of information about homebuilts like the light sport aircraft (LSA) so popular right now. Or join a local flying club. Networking with other aviation enthusiasts both on- and offline will create more flying opportunities.
4. Use a flight simulator
While practice flying a real plane is ideal, it's not always practical. Flight simulators are a great way to keep your mind in flight mode and to sharpen your aviation skills. Student pilots who exercise their flight skills frequently using methods like flight simulators often learn faster and perform better than pilots who rely solely on actual flight time.
5. Buy an older airplane
Buying a brand new piston or jet aircraft is probably not financially feasible for many would-be fliers, but don't let that stop you. There is a big market for older, used aircraft, and with determination and discipline, anyone can save up and purchase their own plane.
AA-001
About the Author
Steven Styles is the President of SkyGeek.com, an online retailer offering a huge selection of low-priced aviation parts and material by the top manufacturers in the industry. Skygeek based out of the Styles family's Sky Acres airport in upstate New York. Visit SkyGeek today at http://www.skygeek.com and view their products.
1. Research, research, research
Many aspects of the student pilot process require you to do your homework, and with all of the information available on the internet there is no excuse for you to spend a penny more than you have to. By accessing free pilot resources online (at FAA.org, for example) you will save on the cost of expensive printed materials. And if you do enough studying on your own you may not need to pay for ground school to pass the pilot's test.
2. Explore every option
By investigating all of the ground schools and pilot programs in your area and weighing all of the associated costs, you will get the best possible instruction for the least amount of money. Small, rural airports often give quality instruction and lower rates than bigger airports. Also, flight schools in places like Florida, Arizona, and Texas have good weather year-round that will enable you to train two to three times a week. Consistent training is crucial to making progress and will help you retain new skills from week to week. If you go to Arizona or Florida you can actually get your Private Pilot License for $5k to $8k in 14 to 30 days. Choosing the right place to learn can save you money, get you better instruction, and give you more flexibility with flight schedules.
3. Become a part of the aviation community
Get engaged in the aviation world by visiting websites and blogs online and participating in discussions. Join the Aircraft Owners and Pilots Association (AOPA) to stay informed about the latest issues affecting the flying community. Get involved with the Experimental Aviation Association (EAA), an excellent source of information about homebuilts like the light sport aircraft (LSA) so popular right now. Or join a local flying club. Networking with other aviation enthusiasts both on- and offline will create more flying opportunities.
4. Use a flight simulator
While practice flying a real plane is ideal, it's not always practical. Flight simulators are a great way to keep your mind in flight mode and to sharpen your aviation skills. Student pilots who exercise their flight skills frequently using methods like flight simulators often learn faster and perform better than pilots who rely solely on actual flight time.
5. Buy an older airplane
Buying a brand new piston or jet aircraft is probably not financially feasible for many would-be fliers, but don't let that stop you. There is a big market for older, used aircraft, and with determination and discipline, anyone can save up and purchase their own plane.
AA-001
About the Author
Steven Styles is the President of SkyGeek.com, an online retailer offering a huge selection of low-priced aviation parts and material by the top manufacturers in the industry. Skygeek based out of the Styles family's Sky Acres airport in upstate New York. Visit SkyGeek today at http://www.skygeek.com and view their products.
This article is free for republishing
Source: http://www.a1articles.com
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Flying Machine
The invention of the flying machine changed humanity. It changed the way and the speed at which we travel. It made the world seem a little smaller as people and places in distant lands suddenly seemed much nearer by the lessened time it would take to reach them. It increased our communication between people and nations as they could travel across oceans and meet in person rather than communicating by letters or other non-personal means. Flying quickly became a recreational sport, an attractive career, and an appealing science. It lifted man into the skies, where before he only dreamt of going. It freed us from the confines of this earth upon which we live. Flight drastically changed the way wars are fought. Suddenly nations were no longer protected by standing armies at their borders. A plane could easily fly over their borders and attack a city deep in the heart of a country. Planes were merciless war machines dropping bombs on cities, respecting neither soldiers nor citizens. All were vulnerable and targets of the loads of bombs dropped by planes. Later other uses of airplanes were created, more recreational and sporty, such as the model airplane and the radio control airplane.
The airplane model is a replica of the larger, real planes that are or were actually flown. From the first plane flown by the Wright Brothers to our modern aircraft and space shuttles, you can find model airplane replicas. The replicas consist of planes flown in all of the wars, from many different countries. Each country was always trying to outdo the others in their command of the skies. In the days of airplanes, if you controlled the skies, you controlled the war. This competition between countries led the quick development of a variety of different types of fighting military aircraft. The more effective types of planes were quickly adopted by all of the countries, however, and nations began selling airplanes to other nations, so that now many countries have similar sophisticated and modern military aircraft.
With all of this in mind, a model airplanes hobby can obviously be, not just some little simple thing that people do, but it can teach about history and science. One can learn about modern military aircraft right alongside with the plane flown by the Red Baron in WWI. One can learn the evolution of the aircraft; the different types of planes and styles that countries developed and built upon or discontinued. Currently there are very many modern developers of airplanes. There are even more airlines that are supplied by these airplane manufacturers. If you are at all interested in aviation, what better way to start than to purchase your own model airplane and begin learning the history of airplanes?
There are also radio control airplanes. This side of a model airplane hobby may focus more on the science and actual flight of airplanes. Model airplanes work according to the same laws of science and physics as a real airplane. They use the same laws of thrust and lift. The wings, tails, and propellers of a model all have to be built according to the same principles of flight. The model airplane can stall in the air or crash similar to real plane.
Not surprisingly, the airplane and its offshoot developments are continuing to change humanity, from their wars, their communications, their travels and finally to their hobbies. Who knows what will happen next, where the airplane will lead us next. But it is obviously important to take a part in this continuing human experiment in aviation and flight, even if you just start with a model airplane or radio control airplane.
Peter Jay is the Owner/President and CEO of Variety Access � Your online hobby store and more. For more information about hobbies, hobby products, or Variety Access, visit VarietyAccess.com.
The airplane model is a replica of the larger, real planes that are or were actually flown. From the first plane flown by the Wright Brothers to our modern aircraft and space shuttles, you can find model airplane replicas. The replicas consist of planes flown in all of the wars, from many different countries. Each country was always trying to outdo the others in their command of the skies. In the days of airplanes, if you controlled the skies, you controlled the war. This competition between countries led the quick development of a variety of different types of fighting military aircraft. The more effective types of planes were quickly adopted by all of the countries, however, and nations began selling airplanes to other nations, so that now many countries have similar sophisticated and modern military aircraft.
With all of this in mind, a model airplanes hobby can obviously be, not just some little simple thing that people do, but it can teach about history and science. One can learn about modern military aircraft right alongside with the plane flown by the Red Baron in WWI. One can learn the evolution of the aircraft; the different types of planes and styles that countries developed and built upon or discontinued. Currently there are very many modern developers of airplanes. There are even more airlines that are supplied by these airplane manufacturers. If you are at all interested in aviation, what better way to start than to purchase your own model airplane and begin learning the history of airplanes?
There are also radio control airplanes. This side of a model airplane hobby may focus more on the science and actual flight of airplanes. Model airplanes work according to the same laws of science and physics as a real airplane. They use the same laws of thrust and lift. The wings, tails, and propellers of a model all have to be built according to the same principles of flight. The model airplane can stall in the air or crash similar to real plane.
Not surprisingly, the airplane and its offshoot developments are continuing to change humanity, from their wars, their communications, their travels and finally to their hobbies. Who knows what will happen next, where the airplane will lead us next. But it is obviously important to take a part in this continuing human experiment in aviation and flight, even if you just start with a model airplane or radio control airplane.
Peter Jay is the Owner/President and CEO of Variety Access � Your online hobby store and more. For more information about hobbies, hobby products, or Variety Access, visit VarietyAccess.com.
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Source: http://www.a1articles.com
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Rome airport: Rome needs a new airport
In these days Rome airport authorities are debating about the possibilities to build or not a new airport in Rome.
At the moment Rome has three airports: Fiumicino, for the international flights, Ciampino, for the low cost companies, and the City airport ( aeroporto dell' Urbe ), normally used as miltary airport as well as training center for the italian pilots and the helicopters of Rome.
In these months the passengers traffic at Ciampino airport increased and the city needs also to move part of the low cost air traffic from Ciampino to Fiumicino.
Three are the projects for the future of the Rome airports:
1- Ciampino airport is overloaded;
2-Fiumicino airport can be extended with a new terminal C, with the possibility to host more low cost european aircrafts.
3-The City airport ( aeroporto dell' Urbe ) located in the north of Rome will be transformed into a business traveler airport.
Originally the city airport was inhaugurated in 1928 and until World War II it was the major airport of the civil aviation in Italy. Until it was bombed in 1943 it had several buildings used for the airport management and a pilots training school. The city airport has a great potential but it needs infrastructures and investments of around 10 milion USD. This airport will be better connected to the city of Rome with a new road that will reach in 15 minutes the vatican city.
The italian goverment is also thinking to move the traffic of the state aircrafts to the city airport.
On the discussion table organized by the local government of Rome there is the deal of how low cost company can pay less if they land at Fiumicino airport and also the study of the pollution impact based on the european environment paramethers.
Stefano Sandano is an archaeologist of Rome and expert of his city. You can find out more informations about Rome airports visiting http://www.rome-airport.org
At the moment Rome has three airports: Fiumicino, for the international flights, Ciampino, for the low cost companies, and the City airport ( aeroporto dell' Urbe ), normally used as miltary airport as well as training center for the italian pilots and the helicopters of Rome.
In these months the passengers traffic at Ciampino airport increased and the city needs also to move part of the low cost air traffic from Ciampino to Fiumicino.
Three are the projects for the future of the Rome airports:
1- Ciampino airport is overloaded;
2-Fiumicino airport can be extended with a new terminal C, with the possibility to host more low cost european aircrafts.
3-The City airport ( aeroporto dell' Urbe ) located in the north of Rome will be transformed into a business traveler airport.
Originally the city airport was inhaugurated in 1928 and until World War II it was the major airport of the civil aviation in Italy. Until it was bombed in 1943 it had several buildings used for the airport management and a pilots training school. The city airport has a great potential but it needs infrastructures and investments of around 10 milion USD. This airport will be better connected to the city of Rome with a new road that will reach in 15 minutes the vatican city.
The italian goverment is also thinking to move the traffic of the state aircrafts to the city airport.
On the discussion table organized by the local government of Rome there is the deal of how low cost company can pay less if they land at Fiumicino airport and also the study of the pollution impact based on the european environment paramethers.
Stefano Sandano is an archaeologist of Rome and expert of his city. You can find out more informations about Rome airports visiting http://www.rome-airport.org
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Wednesday, February 21, 2007
Vintage Luggage Labels
Luggage has always had to be distinguishable from the luggage of other travelers. Modern travelers have many choices when it comes to their luggage, and though many modern travelers choose the ubiquitous small black rolling bag, many others make their luggage an extension of their identities. They can do this through picking unique styles, materials, colors or shapes. Going further back in time and travel history, when travelers used steamer trunks predominantly, many tourists chose to individualize their luggage through the liberal use of luggage labels. Many of these labels were issued individually from the globe’s premiere hotels, ships and trains (and later, airlines).
Luggage labels were initially used to identify passengers as belonging to the group taking a certain train or staying at a particular hotel. They were used to ease the work of those porters and bell hops who needed make sure the luggage got to and stayed at the proper destination. However, they later became badges of honor. The traveling class would proudly display the luggage labels as emblems of their leisurely lives. The luggage labels marked them as proud members of a higher social stratum. Luggage labels identified the passenger as someone who was cultured and possible very wealthy.
The first labels were issued at the turn of the 19th century. They reached a peak of popularity by 1940 but went into decline with the onset of World War II. Luggage labels went into a decline at this point because the war brought international travel to a halt. The advances that later came in the aviation industry were the ultimate cause of demise for luggage labels. People began to pack smaller bags and would not travel for such extended periods of time, thus eliminating the need for the classic steamer trunk and eliminating with it the canvas for labels of the world.
Today luggage labels are very popular collectibles. They are a tangible throw-back to an era of glamorous travel. Some labels available for collection represent countries, hotels and transportation companies that no longer exist. Others are nostalgic reminders of the glorious pasts of organizations and destinations that are still popular places to visit, even today. The labels come in an infinite array of colors, designs, sizes and shapes, allowing the collector to have an expansive and eclectic collection of interesting historical memorabilia. These labels represent a piece of the past, when travel promised more than just a new destination, but also, adventure.
Luggage labels were initially used to identify passengers as belonging to the group taking a certain train or staying at a particular hotel. They were used to ease the work of those porters and bell hops who needed make sure the luggage got to and stayed at the proper destination. However, they later became badges of honor. The traveling class would proudly display the luggage labels as emblems of their leisurely lives. The luggage labels marked them as proud members of a higher social stratum. Luggage labels identified the passenger as someone who was cultured and possible very wealthy.
The first labels were issued at the turn of the 19th century. They reached a peak of popularity by 1940 but went into decline with the onset of World War II. Luggage labels went into a decline at this point because the war brought international travel to a halt. The advances that later came in the aviation industry were the ultimate cause of demise for luggage labels. People began to pack smaller bags and would not travel for such extended periods of time, thus eliminating the need for the classic steamer trunk and eliminating with it the canvas for labels of the world.
Today luggage labels are very popular collectibles. They are a tangible throw-back to an era of glamorous travel. Some labels available for collection represent countries, hotels and transportation companies that no longer exist. Others are nostalgic reminders of the glorious pasts of organizations and destinations that are still popular places to visit, even today. The labels come in an infinite array of colors, designs, sizes and shapes, allowing the collector to have an expansive and eclectic collection of interesting historical memorabilia. These labels represent a piece of the past, when travel promised more than just a new destination, but also, adventure.
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Tuesday, February 20, 2007
Aviation Gifts: How To Buy For The Pilot In Your Life
Buying gifts for the pilot in your life has never been easier. With technology advancing every year, new aviation gifts are always popping up. But with that being said, you still need to make a decision as to which gift is best. For some people this is easy, but for others it can be a long process. In order to cut back on the stress you should simply take your time when searching for aviation gifts. There are plenty of items to choose from. All you have to do is look into all of them and you will surely be able to find something that suits your budget, as well as the pilot’s needs.
If you are familiar with what the recipient already has your life will be much easier. After all, this will help you to avoid buying a duplicate item. But even if you have no clue, you should still be able to find something that is a bit unique. You may want to listen for hints, or even try to pry them out of the recipient. Anything that you hear them say about their plane should be music to your ears. For instance, maybe their transceiver was giving them trouble on their last flight. This may seem innocent enough, but right there you have come up with a great aviation gift. There are several high level transceivers on the market today. So not only can you buy a great gift, but you can also get one that they need.
For a lot of buyers, dealing with the finer details of all the aviation gifts can be difficult. The reason for this is that they have no clue what to buy or how much they should pay. If this sounds like you, your best bet would be to get in touch with somebody who has experience in this industry. For example, talk to the salesman at the store or if shopping online email the customer service team. Simply tell them what you are looking for, and ask if they have any suggestions. More times than not, somebody with a bit more knowledge will be able to assist you.
Buying for a pilot is not always the easiest thing to do. Not only do you have to find what they need, but you also have to learn a bit about the industry as a whole. But one thing is for sure. If you take your time you will come across many aviation gifts that are the perfect choice!
If you are familiar with what the recipient already has your life will be much easier. After all, this will help you to avoid buying a duplicate item. But even if you have no clue, you should still be able to find something that is a bit unique. You may want to listen for hints, or even try to pry them out of the recipient. Anything that you hear them say about their plane should be music to your ears. For instance, maybe their transceiver was giving them trouble on their last flight. This may seem innocent enough, but right there you have come up with a great aviation gift. There are several high level transceivers on the market today. So not only can you buy a great gift, but you can also get one that they need.
For a lot of buyers, dealing with the finer details of all the aviation gifts can be difficult. The reason for this is that they have no clue what to buy or how much they should pay. If this sounds like you, your best bet would be to get in touch with somebody who has experience in this industry. For example, talk to the salesman at the store or if shopping online email the customer service team. Simply tell them what you are looking for, and ask if they have any suggestions. More times than not, somebody with a bit more knowledge will be able to assist you.
Buying for a pilot is not always the easiest thing to do. Not only do you have to find what they need, but you also have to learn a bit about the industry as a whole. But one thing is for sure. If you take your time you will come across many aviation gifts that are the perfect choice!
Article Directory: http://www.articledashboard.com
Glenn Day is an avid flyer. He purchases his equipment & supplies at SkyGeek.com . SkyGeek is an online retailer offering a huge selection of low-priced aviation parts and material by the top manufacturers in the industry. SkyGeek is based out of the Styles family’s Sky Acres airport in upstate New York. Visit SkyGeek today & view their products.
North Carolina: First In Flight
The “Tarheel State” of North Carolina has an unusual boast. The state is home to the very first airplane flight, made on the sandy hills of the tiny town of Kitty Hawk on the chain of Barrier Islands known as the Outer Banks. Brothers Orville and Wilbur Wright may have lived in Ohio, but they took their flying contraption south in hopes of making it fly!
The Wright brothers owned a bicycle shop in the town of Dayton, Ohio when the notion struck them to develop a flying machine. After a great many designs and problems, the duo completed their famous “Wright Flyer” using wood, metal, and canvas stretched across the wings. In order to fly the plane, the pilot must lay flat on his stomach to steer the controls.
Building a newfangled flying contraption was quite strenuous and time consuming, taking the Wright brothers from approximately 1899 until 1903 to figure out the proper aerodynamics necessary to create an airplane. Even after their historic flight, the brothers kept working on the design until 1905, when the pair created the first practical airplane. Building these monsters was certainly a family affair, as the Wright sister helped the boys sew and stretch the canvas across the wing’s fame.
The Wright brothers visited Kitty hawk many times before they actually completed their flying machine. They went to the North Carolina coast and tested gliders to get a better idea of aerodynamics. Finally, they left for Kitty Hawk in Spetember 1903 to take their first test flight. They have now become well versed in local topography and often used the services of local people to help them in towing and maintaining the flying machine.
This flying machine was considerably heavier than the earlier models of the Wright flyers. It was 125 pounds heavier than what the brothers actually wanted it to be. Because of its weight, the plane could not be launched like the earlier versions and required the building of a 15-foot launching rail to catapult it on its trajectory. They jokingly called it "Grand Junction Railroad".
The brothers then had to postpone their regular tests because of the inclement weather in the late fall and early winter of 1903. This lead them to doubt whether they will at all be able to achieve their intended test flight that year. Things however changed for the better soon, enabling Wright brothers to start testing again and take their historic flight.
Finally on 17th December 1903 the brothers were succesful in realising their long cherished goal. After doing a toss to decide on who would pilot the airplane, Orville got into the machine to fly off at 10.35 am. Inspite of cold weather the fight was successful and lasted for 12 seconds. The plane travelled a mere 120 feet but it was enough to put the brothers and their flying machine into history books for eternity.
After the initial flight, the brothers went on to make three additional flights, with Wilbur piloting the longest course, staying in the air for 59 minutes and covering 852 feet. The great state of North Carolina bore silent witness to this feat of engineering and man on a cold December day. Today, a monument to the Wright Brothers sits on top of the hill that saw their first flight in Kill Devil Hill, North Carolina.
By: Fleur Paipa
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Fleur Paipa is the chief editor for F north carolina, the web's premier resource for information about north carolina, For more articles on north carolina visit: www.fyinorthcarolina.com/articles
You can get a unique content version of this article.
The Wright brothers owned a bicycle shop in the town of Dayton, Ohio when the notion struck them to develop a flying machine. After a great many designs and problems, the duo completed their famous “Wright Flyer” using wood, metal, and canvas stretched across the wings. In order to fly the plane, the pilot must lay flat on his stomach to steer the controls.
Building a newfangled flying contraption was quite strenuous and time consuming, taking the Wright brothers from approximately 1899 until 1903 to figure out the proper aerodynamics necessary to create an airplane. Even after their historic flight, the brothers kept working on the design until 1905, when the pair created the first practical airplane. Building these monsters was certainly a family affair, as the Wright sister helped the boys sew and stretch the canvas across the wing’s fame.
The Wright brothers visited Kitty hawk many times before they actually completed their flying machine. They went to the North Carolina coast and tested gliders to get a better idea of aerodynamics. Finally, they left for Kitty Hawk in Spetember 1903 to take their first test flight. They have now become well versed in local topography and often used the services of local people to help them in towing and maintaining the flying machine.
This flying machine was considerably heavier than the earlier models of the Wright flyers. It was 125 pounds heavier than what the brothers actually wanted it to be. Because of its weight, the plane could not be launched like the earlier versions and required the building of a 15-foot launching rail to catapult it on its trajectory. They jokingly called it "Grand Junction Railroad".
The brothers then had to postpone their regular tests because of the inclement weather in the late fall and early winter of 1903. This lead them to doubt whether they will at all be able to achieve their intended test flight that year. Things however changed for the better soon, enabling Wright brothers to start testing again and take their historic flight.
Finally on 17th December 1903 the brothers were succesful in realising their long cherished goal. After doing a toss to decide on who would pilot the airplane, Orville got into the machine to fly off at 10.35 am. Inspite of cold weather the fight was successful and lasted for 12 seconds. The plane travelled a mere 120 feet but it was enough to put the brothers and their flying machine into history books for eternity.
After the initial flight, the brothers went on to make three additional flights, with Wilbur piloting the longest course, staying in the air for 59 minutes and covering 852 feet. The great state of North Carolina bore silent witness to this feat of engineering and man on a cold December day. Today, a monument to the Wright Brothers sits on top of the hill that saw their first flight in Kill Devil Hill, North Carolina.
By: Fleur Paipa
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Fleur Paipa is the chief editor for F north carolina, the web's premier resource for information about north carolina, For more articles on north carolina visit: www.fyinorthcarolina.com/articles
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A Guide To Low Cost Flights
This is a simple but complete guide to low cost flights and airlines.
General information on low cost airlines
Low cost airlines and their fares deeply changed the flight sector. A low cost (or no frills, or low fares) is an airline company that offers flights at very competitive prices by not offering or by selling most of passenger services (like on-board meals, seats bookings, etc.). Low cost flights were born in USA in 1971 with Southwest Airlines, and started spreading in Europe at the beginning of the '90s with Ireland's Ryanair.
Statistics and history in brief
To point out the strong growth of low cost flights we will show a few stats: in 1994 about 3 million passengers flew low cost, most of them with Ryanair, and in 1995 they reached 17,5 million.
In 1995 British Airways founded their low cost division named Go, operating from London Stanstead airport in 1998. The same year Go started operating form London Luton as well. In the year 2000, Go was sold to EasyJet.com with an operational loss of over 21 million Pounds. In 2000 KLM also entered the low cost world with Buzz, which was bought over by Ryanair in 2003 with very high losses. Currently EasyJet.com and Ryanair are among the most successful European low cost airlines, and operate over several hundred routes.
Today's market situation sees a strong and constant growth of the low cost flights sector, new routes being opened every day by all main airlines, In the future a strong growth of low cost companies it is foreseen also in the long range flights segments.
Why low cost flights are such
Low cost airlines are very flexible and efficient organizations with a cost structure that is very different from the one of traditional airlines. Cutting any costs allows them to offer very competitive prices.
Costs are optimized mainly in the following areas:
- Tickets sales are direct, Internet being the main channel. By shortening the intermediation chain, costs can be deeply reduced.
- Smaller and cheaper airports are used, that are also less jammed by traffic.
- On-board services and crews. No meals are served. Fewer crew members are used, and airplanes need less cleaning.
- Full usage of aircraft capacity. Airplanes always fly full charge and fly more often to amortize costs. They have faster load/download times (25/35 minutes vs. 2 hours of traditional companies).
- Newer and all equal aircraft. Low cost companies fleets are made all of the same make of planes, all new ones and easy to service, in order to have them all at maximum efficiency.
Characteristics of low cost companies
To operate low cost flights, airlines must have specific characteristics to allow them to keep prices as low as possible. The basic ones are:
- A single passenger class, with free choice of the seating place.
- A single airplane make (in order to optimize service costs), such as Airbus A320s or Boeing 737s (for instance: Ryanair uses Boeing 737 series, EasyJet favors both Boeing 737s and Airbus A319s).
- Airplanes have more seats (for instance, Lufthansa's Boeing 737s carry 132 passengers, EasyJet's ones carry 148).
- Lower weight allowance for both hand carried and stored luggage.
- No free meals or beverages are served on board, but they are available to buy.
- Crew members fulfill multiple tasks (mainly stewardesses and stewards).
- Intensive use of airfleets. For instance, EasyJet flies an average of 10.7 hours a day, while British Airways flies 7.1 hours. Airport stops are shorter (with a faster turnover, usually 25 minutes between flights), and flights are shorter too.
- Connections are made using convenient secondary airfields, often far away from town centers, without slot restrictions, little air traffic and lower airstrip fares.
- Straight peer-to-peer connections without luggage transfers to other coincident flights (separate check-in and check-out), no coordinate flight plans with other airlines.
- Expenditure savings trough direct ticket sales, especially trough the Internet and outsourced call centers, automated check-ins and, occasionally service fees.
- Certain offers (as low as 0.99€) are only valid for in-advance bookings or are limited offers, for a relatively low number of seats.
- Lean management (savings on staff). For instance, Germanwings in Cologne employs no more than 50 people.
It isn't easy to be low cost: flops
There were new low cost companies that flew only a few months, or even only a few days, like Ireland's JetGreen Airways, that stopped all activities in May 2004 after only one week without paying back about 40.000 already sold tickets.
- V Bird flew from October 23, 2003 to October 8, 2004 from Düsseldorf.
- VolareWeb, low cost daughter of Italy's Volare went bankrupt on November 23, 2004. On October 30, 2004 they stopped at once their flights between Germany and Italy. In June 2005 they started to fly again, mainly to domestic destinations and a few European ones.
Several more or less known flops were: Minerva, Gandalf, Azzurra, Air Sicilia, ItalAir, Air Libertè.
When to book
It is usually better to book your flight in large advance, at least 15 days before leaving. Better offers are for departures from Mondays to Thursdays: Better to avoid leaving on week ends. Always buy return tickets and be ready to take off at unusual times (early mornings or late evenings).
Canceling or modifying bookings
Before booking read thoroughly the company's regulations about cancelling or modifying bookings! Usually tickets not used on the booked flight are not payed back as recession rights for long distance travel do not apply to this kind of sales. About changing departure dates, every company have different regulations, which you better always check on the company's site. Usually changing dates is not convenient. It is better to loose your old ticket and buy a new one.
How to pay
To shorten intermediation chains, thus offering competitive prices, low cost airlines use favor Internet and call canters (these may apply a small overcharge). Therefore be ready to pay via credit card (payments are secure, to verify be sure that Internet addresses change form http: to https:).
Confirmation and check in
If you book on line, you will receive a confirmation mail at the e-mail address you specified. For telephone bookings at a call center, you will receive confirmation via fax, e-mail or, eventually by regular mail. In the last case, certain companies ask for a small overcharge if sending via messenger mail. If you are e-booking, that means if you buy your ticker on line, you receive confirmation via e-mail. It is enough to print it out and to show it at the booking counter at the airport.
Secure on line payments
On line payments are preferred by low cost airlines. To guarantee discretion in data transfer on the web, credit cards use the most advanced SSL (Secure Socket Layer) technology. When paying, if your browser uses SSL you just select Protected Mode and your data will be protected. If the browser has limitations, you can use Unprotected Mode. We recommend to get hold of the latest version to be able to carry out without problems all transactions.
Watch out for taxes and extras
Unfortunately, in offers of may low cost airlines there is a not yet regulated very bad habit of give only a partial price, not including overcharges and extras. So don't be fooled by offers at 0.01 cents, always calculate global prices including taxes, overcharges and fuel costs. Sometimes there are huge differences in price.
Get organized for transportation
Low cost companies usually fly from secondary airfields that can be very far from final destinations (there are almost 70 miles from Stanstead to London), so make sure you know your way out (costs, timings and transportation time) and get organized to reach your destination.
Your luggage
Luggage transport is another point to pay attention to when flying low cost to avoid spending more on extra allowances than on tickets. Extra payload is usually very expensive and companies are very strict about it. So pay extreme attention to luggage overweight regulations and "weigh well" your suitcases.
General information on low cost airlines
Low cost airlines and their fares deeply changed the flight sector. A low cost (or no frills, or low fares) is an airline company that offers flights at very competitive prices by not offering or by selling most of passenger services (like on-board meals, seats bookings, etc.). Low cost flights were born in USA in 1971 with Southwest Airlines, and started spreading in Europe at the beginning of the '90s with Ireland's Ryanair.
Statistics and history in brief
To point out the strong growth of low cost flights we will show a few stats: in 1994 about 3 million passengers flew low cost, most of them with Ryanair, and in 1995 they reached 17,5 million.
In 1995 British Airways founded their low cost division named Go, operating from London Stanstead airport in 1998. The same year Go started operating form London Luton as well. In the year 2000, Go was sold to EasyJet.com with an operational loss of over 21 million Pounds. In 2000 KLM also entered the low cost world with Buzz, which was bought over by Ryanair in 2003 with very high losses. Currently EasyJet.com and Ryanair are among the most successful European low cost airlines, and operate over several hundred routes.
Today's market situation sees a strong and constant growth of the low cost flights sector, new routes being opened every day by all main airlines, In the future a strong growth of low cost companies it is foreseen also in the long range flights segments.
Why low cost flights are such
Low cost airlines are very flexible and efficient organizations with a cost structure that is very different from the one of traditional airlines. Cutting any costs allows them to offer very competitive prices.
Costs are optimized mainly in the following areas:
- Tickets sales are direct, Internet being the main channel. By shortening the intermediation chain, costs can be deeply reduced.
- Smaller and cheaper airports are used, that are also less jammed by traffic.
- On-board services and crews. No meals are served. Fewer crew members are used, and airplanes need less cleaning.
- Full usage of aircraft capacity. Airplanes always fly full charge and fly more often to amortize costs. They have faster load/download times (25/35 minutes vs. 2 hours of traditional companies).
- Newer and all equal aircraft. Low cost companies fleets are made all of the same make of planes, all new ones and easy to service, in order to have them all at maximum efficiency.
Characteristics of low cost companies
To operate low cost flights, airlines must have specific characteristics to allow them to keep prices as low as possible. The basic ones are:
- A single passenger class, with free choice of the seating place.
- A single airplane make (in order to optimize service costs), such as Airbus A320s or Boeing 737s (for instance: Ryanair uses Boeing 737 series, EasyJet favors both Boeing 737s and Airbus A319s).
- Airplanes have more seats (for instance, Lufthansa's Boeing 737s carry 132 passengers, EasyJet's ones carry 148).
- Lower weight allowance for both hand carried and stored luggage.
- No free meals or beverages are served on board, but they are available to buy.
- Crew members fulfill multiple tasks (mainly stewardesses and stewards).
- Intensive use of airfleets. For instance, EasyJet flies an average of 10.7 hours a day, while British Airways flies 7.1 hours. Airport stops are shorter (with a faster turnover, usually 25 minutes between flights), and flights are shorter too.
- Connections are made using convenient secondary airfields, often far away from town centers, without slot restrictions, little air traffic and lower airstrip fares.
- Straight peer-to-peer connections without luggage transfers to other coincident flights (separate check-in and check-out), no coordinate flight plans with other airlines.
- Expenditure savings trough direct ticket sales, especially trough the Internet and outsourced call centers, automated check-ins and, occasionally service fees.
- Certain offers (as low as 0.99€) are only valid for in-advance bookings or are limited offers, for a relatively low number of seats.
- Lean management (savings on staff). For instance, Germanwings in Cologne employs no more than 50 people.
It isn't easy to be low cost: flops
There were new low cost companies that flew only a few months, or even only a few days, like Ireland's JetGreen Airways, that stopped all activities in May 2004 after only one week without paying back about 40.000 already sold tickets.
- V Bird flew from October 23, 2003 to October 8, 2004 from Düsseldorf.
- VolareWeb, low cost daughter of Italy's Volare went bankrupt on November 23, 2004. On October 30, 2004 they stopped at once their flights between Germany and Italy. In June 2005 they started to fly again, mainly to domestic destinations and a few European ones.
Several more or less known flops were: Minerva, Gandalf, Azzurra, Air Sicilia, ItalAir, Air Libertè.
When to book
It is usually better to book your flight in large advance, at least 15 days before leaving. Better offers are for departures from Mondays to Thursdays: Better to avoid leaving on week ends. Always buy return tickets and be ready to take off at unusual times (early mornings or late evenings).
Canceling or modifying bookings
Before booking read thoroughly the company's regulations about cancelling or modifying bookings! Usually tickets not used on the booked flight are not payed back as recession rights for long distance travel do not apply to this kind of sales. About changing departure dates, every company have different regulations, which you better always check on the company's site. Usually changing dates is not convenient. It is better to loose your old ticket and buy a new one.
How to pay
To shorten intermediation chains, thus offering competitive prices, low cost airlines use favor Internet and call canters (these may apply a small overcharge). Therefore be ready to pay via credit card (payments are secure, to verify be sure that Internet addresses change form http: to https:).
Confirmation and check in
If you book on line, you will receive a confirmation mail at the e-mail address you specified. For telephone bookings at a call center, you will receive confirmation via fax, e-mail or, eventually by regular mail. In the last case, certain companies ask for a small overcharge if sending via messenger mail. If you are e-booking, that means if you buy your ticker on line, you receive confirmation via e-mail. It is enough to print it out and to show it at the booking counter at the airport.
Secure on line payments
On line payments are preferred by low cost airlines. To guarantee discretion in data transfer on the web, credit cards use the most advanced SSL (Secure Socket Layer) technology. When paying, if your browser uses SSL you just select Protected Mode and your data will be protected. If the browser has limitations, you can use Unprotected Mode. We recommend to get hold of the latest version to be able to carry out without problems all transactions.
Watch out for taxes and extras
Unfortunately, in offers of may low cost airlines there is a not yet regulated very bad habit of give only a partial price, not including overcharges and extras. So don't be fooled by offers at 0.01 cents, always calculate global prices including taxes, overcharges and fuel costs. Sometimes there are huge differences in price.
Get organized for transportation
Low cost companies usually fly from secondary airfields that can be very far from final destinations (there are almost 70 miles from Stanstead to London), so make sure you know your way out (costs, timings and transportation time) and get organized to reach your destination.
Your luggage
Luggage transport is another point to pay attention to when flying low cost to avoid spending more on extra allowances than on tickets. Extra payload is usually very expensive and companies are very strict about it. So pay extreme attention to luggage overweight regulations and "weigh well" your suitcases.
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