Monday, January 21, 2008

EFFICACY AND PROFITABILITY IN COMMERCIAL AVIATION

The following article may freely be used in your
printed or inter/intra net products provided kept
intact including the by-line and an email is sent to emailto:uskent@yahoo.com

--------------The Article-----------------------------

EFFICACY, EFFICIENCY AND PROFITABILITY IN AVIATION
BUSINESS

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

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

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

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

Domain registries from around the world.

Domain registries from around the world.

By Clare Lawrence 29th September 2003
Clare is the CEO of Discount Domains Ltd a leading UK Domain name registration service.

Do you sometimes come across exotic looking TLD's?

Ever wondered which domain name is from where?

I created the following table out of interest.
Watch out for the new .eu TLD.
[ The European Union is working on the its own TLD. ]

Commercial TLD'

.aero Aviation
.biz Business Organizations
.com Commercial
.coop Co-Operative Organisations
.edu Educational
.gov Government
.info info TLD
.int International Organisations
.mil US Dept of Defense
.museum Museums
.name Personal
.net Networks
.org Organisations

Country codes:-

.ac Ascension Island
.ad Andorra
.ae United Arab Emirates
.af Afghanistan
.ag Antigua and Barbuda
.ai Anguilla
.al Albania
.am Armenia
.an Netherlands Antilles
.ao Angola
.aq Antarctica
.ar Argentina
.as American Samoa
.at Austria
.au Australia
.aw Aruba
.az Azerbaijan
.ba Bosnia and Herzegovina
.bb Barbados
.bd Bangladesh
.be Belgium
.bf Burkina Faso
.bg Bulgaria
.bh Bahrain
.bi Burundi
.bj Benin
.bm Bermuda
.bn Brunei Darussalam
.bo Bolivia
.br Brazil
.bs Bahamas
.bt Bhutan
.bv Bouvet Island
.bw Botswana
.by Belarus
.bz Belize
.ca Canada
.cc Cocos (Keeling) Islands
.cd Congo, Democratic republic of the (former Zaire)
.cf Central African Republic
.cg Congo, Republic of
.ch Switzerland
.ci Côte d'Ivoire
.ck Cook Islands
.cl Chile
.cm Cameroon
.cn China
.co Colombia
.cr Costa Rica
.cs Czechoslovakia
.cu Cuba
.cv Cape Verde
.cx Christmas Island
.cy Cyprus
.cz Czech Republic
.de Germany
.dj Djibouti
.dk Denmark
.dm Dominica
.do Dominican Republic
.dz Algeria

Does size really matter?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Does size matter?

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

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

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

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

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

If size does not matter, why were we being sorted by height?

If size does matter, what do the teachers have against us shorter kids, making a daily display of the height we lacked?

If big is better, why were the shorter kids given the front seats with the better view?

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

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

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

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

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

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

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

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

Denver's European connection

DENVER'S EUROPEAN CONNECTION

DIA is an unusual US airport, as it is one of the largest in the country, but surprisingly it is well behind smaller airports for its international
traffic. The City Hall and the airport authorities have been trying to build a successful strategy of international development since the early 1990s.

Denver International Airport (DIA) opened on 28 February 1995, replacing the old constrained Stapelton airport. The goal was clear: ensuring the development of the local market and economy by providing room for expansion to airline carrier such as United Airlines. It had since become one of the busiest airports of the nation. But despite this success, the city had yet to secure any non-stop service to Europe, which would boost the airport's traffic, and was important to for the city of Denver and the whole Rocky Mountains region to gain a worldwide reputation and recognition.

During the early 1990s, no European airline was present at DIA, and Continental Airlines had dropped its Honolulu-Denver-London route leaving Denver's travelers with the only solution of a first connection before reaching the Old Continent. Europe's largest single market, London, was obviously the prime target of DIA. Despite initial contacts in 1990s, it's not until 01 September 1998 that British Airways landed at Denver for the first time. The traffic would have been satisfying with two yearly peak periods with skiing season in the Rocky Mountains (March), and the summer holidays (July and August). United Airlines, Denver's dominant carrier with a 70+% market share intended to launch European flights from its Denver hub, and it announced it would launch a flight to London in April 2000. But the airline was not granted rights, and had to look elsewhere in Europe: a link to Frankfurt, the main base of UA's European partner Lufthansa was eyed by both airlines and highly supported by the airport authorities, proposing up to US$1 million in advertising incentives. Lufthansa initiated a daily service on 25 March 2001, receiving the US$1 million in marketing incentives and a US$700,000 landing fees waiver.

Denver airport is well-known for being an "hot'n'high" airfield, which has led to some technical problems for the operators, since the lift capacity of the airplanes is decreased. Airplanes either need to reduce their fare-paying payload -- and lose revenue -- or accelerate to a high speed -- which requires longer runways. In Denver's case, no runway was long enough for the heavy airplanes taking-off bound for Europe. The first idea the management found was to embed the lights located at the end of the runway into the ground to lengthen the existing runways (nearly 90ft gained). This has already diminished the technical restrictions, but a new 16,000ft runway is under construction and will be among the longest on earth for commercial use.

DIA hopes that these first links to Europe will show the way to other carriers, notably Air France from Paris, to place the airport in the US' top airports and make Denver a more attractive place to make business.

Denver's European connection

DIA is an unusual US airport, as it is one of the largest in the country, but surprisingly it is well behind smaller airports for its international
traffic. The City Hall and the airport authorities have been trying to build a successful strategy of international development since the early 1990s.

Denver International Airport (DIA) opened on 28 February 1995, replacing the old constrained Stapelton airport. The goal was clear: ensuring the development of the local market and economy by providing room for expansion to airline carrier such as United Airlines. It had since become one of the busiest airports of the nation. But despite this success, the city had yet to secure any non-stop service to Europe, which would boost the airport's traffic, and was important to for the city of Denver and the whole Rocky Mountains region to gain a worldwide reputation and recognition.

During the early 1990s, no European airline was present at DIA, and Continental Airlines had dropped its Honolulu-Denver-London route leaving Denver's travelers with the only solution of a first connection before reaching the Old Continent. Europe's largest single market, London, was obviously the prime target of DIA. Despite initial contacts in 1990s, it's not until 01 September 1998 that British Airways landed at Denver for the first time. The traffic would have been satisfying with two yearly peak periods with skiing season in the Rocky Mountains (March), and the summer holidays (July and August). United Airlines, Denver's dominant carrier with a 70+% market share intended to launch European flights from its Denver hub, and it announced it would launch a flight to London in April 2000. But the airline was not granted rights, and had to look elsewhere in Europe: a link to Frankfurt, the main base of UA's European partner Lufthansa was eyed by both airlines and highly supported by the airport authorities, proposing up to US$1 million in advertising incentives. Lufthansa initiated a daily service on 25 March 2001, receiving the US$1 million in marketing incentives and a US$700,000 landing fees waiver.

Denver airport is well-known for being an "hot'n'high" airfield, which has led to some technical problems for the operators, since the lift capacity of the airplanes is decreased. Airplanes either need to reduce their fare-paying payload -- and lose revenue -- or accelerate to a high speed -- which requires longer runways. In Denver's case, no runway was long enough for the heavy airplanes taking-off bound for Europe. The first idea the management found was to embed the lights located at the end of the runway into the ground to lengthen the existing runways (nearly 90ft gained). This has already diminished the technical restrictions, but a new 16,000ft runway is under construction and will be among the longest on earth for commercial use.

DIA hopes that these first links to Europe will show the way to other carriers, notably Air France from Paris, to place the airport in the US' top airports and make Denver a more attractive place to make business.

Carrying Firearms On Aircraft

A client recently asked me whether he could carry a firearm on an aircraft. As usual, my lawyerly answer was “it depends”. What does it depend upon? Well, for starters, what type of firearm? Will it be carried concealed or on the person (e.g. using a concealed carry weapon “CCW” permit), or will it be in checked luggage? What type of aircraft? Is it a commercial flight or a private flight? Is the flight interstate or intrastate? The answers to these questions dictate whether or how you can transport a firearm on an aircraft.



Probably the best way to look at the issue is to determine where you will be with the firearm when you board the aircraft: Within a sterile area of an airport or within a non-sterile area of an airport. Several different statutes apply to transportation of firearms on aircraft, depending upon the type of aircraft and aircraft operation and where you board

CAN YOUR AIRPLANE MAKE YOU MONEY?

If you can view your airplane as a "tool" and you've got income to support an airplane payment. . . a "leaseback" may be right for you! A leaseback is an arrangement in which an individual purchases an airplane and allows a flight school to manage and operate the airplane in his or her flight school. Properly structured, a "win, win, win" situation is created.
Win #1: A flight school, which is generally cash strapped can now attract new students more effectively and be more competitive in the market place while retaining capital for advertising and other operating expenses.

Win #2: The owner of the airplane who has no other business use for the airplane, now has legitimate business use and the ability to depreciate the equipment and benefit from the tax benefit that comes from this depreciation. This can be very significant and the depreciation can be as much as 42% of the aircraft value in the first year!

Win#3: The customer wins when he/she can learn to fly in a brand new airplane (new airplanes are most profitable for a leaseback due to the waranty) sporting equipment found in some of the best corporate aircraft.

Evaluating the leaseback opportunity and creating a business plan to determine if a leaseback is right for you is a step that should not be done in haste. Visit www.airplanenoise.com to request our free leaseback tools and tips including spreadsheets that will help you build a model that will be successful and profitable.

CAN YOUR AIRPLANE MAKE YOU MONEY?

If you can view your airplane as a "tool" and you've got income to support an airplane payment. . . a "leaseback" may be right for you! A leaseback is an arrangement in which an individual purchases an airplane and allows a flight school to manage and operate the airplane in his or her flight school. Properly structured, a "win, win, win" situation is created.
Win #1: A flight school, which is generally cash strapped can now attract new students more effectively and be more competitive in the market place while retaining capital for advertising and other operating expenses.

Win #2: The owner of the airplane who has no other business use for the airplane, now has legitimate business use and the ability to depreciate the equipment and benefit from the tax benefit that comes from this depreciation. This can be very significant and the depreciation can be as much as 42% of the aircraft value in the first year!

Win#3: The customer wins when he/she can learn to fly in a brand new airplane (new airplanes are most profitable for a leaseback due to the waranty) sporting equipment found in some of the best corporate aircraft.

Evaluating the leaseback opportunity and creating a business plan to determine if a leaseback is right for you is a step that should not be done in haste.

Can one plane "do it all?"

Probably not, however you can own a plane that will accomplish most of what you'd like it to do. First you must ask yourself the following questions:

1. How will I be using this airplane?

Business

Flying myself from point "A" to point "B"
Flying myself and a couple of employees
Flying customers

Personal

Flying to a 2nd home, either up north or in the south
Vacationing with my airplane
Visiting family, friends or children
I'm a Sunday afternoon flyer
Aerobatic flying
Flying a floatplane around the lakes

2. Where will I be flying my airplane?

Pretty much within the state
Regional travel, within a couple of states
Flying more than a tank of fuel away regularly

3. How many passengers will I normally have?

4. What is my flying experience level?

5. How much can I comfortably afford each month?

The "ideal" airplane will do it all for you, but realistically, if you can purchase a plane that will accomplish 90% of your missions, you're doing great! On that rare occasion that you want to take that extra person, or land on water, or do a couple of barrel rolls. . . RENT a plane for the afternoon!

If you plan to fly your plane for more than the time it takes to find a good airport restaurant, comfort and ease of flying will become important considerations. Look for seats that adjust in several directions and with back support. Head room and shoulder room won't seem to be an issue on a "demo" flight, but try to anticipate your needs when you've been in a seat for 4-5 hours. Can you stretch a bit or are you cramped and irritable?

Does the airplane's range meet your needs? A fuel stop will cost you an hour so the few knots you gained with the faster plane may not get you to your destination first if you had to make a stop.

What about the airplane's flying demands. Can you relax a bit or does the plane require your absolute attention. Is the plane forgiving when you're fatigued? Do you have sufficient avionics to provide the information you need in the cockpit? Demanding airplanes are a thrill and a challenge to fly, but when your typical trip is several hours long, the challenge gets old. . . FAST!

Your choice of airplane is a critical one and too often we buy with our emotions and then later regret our decisions. Take the time to envision yourself and your family/business associates in the airplane, and making the usual trip. Are you relaxed? Is everyone comfortable? If the answer is not YES, your business/family flights will probably be short-lived.

Once you've determined your needs, it's time to look at your finances. Yes, you read that correctly! Determine the right airplane FIRST and then decide how you're going to pay for it. That comment doesn't sound like one that would come from the daughter of a conservative accountant. . .

However, if you purchase the wrong airplane for the right money, you're sure to:

1. Not fully utilize your airplane
2. Spend too much money trying to make it what you wanted in the first place
3. Get hurt!

(Dad would agree with that!)

Instead, choose the right airplane and learn about different options available to help you pay for it. You can learn about some of these options by downloading the teleclass:

Sunday, January 20, 2008

Cabotage And International Operation Of Corporate Aircraft

Most countries have laws regulating the airspace over their lands. Each time an aircraft enters a foreign country’s airspace, the aircraft operator must comply with that country’s regulations affecting flight operations and the carriage of passengers. Particularly with respect to passengers, the majority of countries have rigid limitations on who may be carried within their borders and how.



Specifically, the rules and regulations relating to carriage of passengers and goods within the same foreign country are referred to as “cabotage”. Cabotage regulations are not uniform or necessarily consistent from one country to another. They usually apply to both commercial and private operators. However, as we will discuss shortly, whether a foreign country considers a corporate aircraft operator to be a commercial or private operator will also vary by country.



Regardless of which country the corporate aircraft operates within, the pilot in command of a corporate aircraft is responsible for knowing and complying with that country’s cabotage restrictions. Failure to comply can, and has, resulted in six-digit fines and penalties imposed against the corporate aircraft operator, and corporate aircraft have been impounded by foreign governments until such violations have been resolved to the satisfaction of the governing authority.



Examples Of Cabotage Regulations Applicable To Corporate Aircraft Operators



United States. The United States does not currently have any regulations that prevent private (not for compensation or hire) foreign corporate aircraft from carrying U.S. passengers between points within the U.S. 14 CFR 375.30 provides that “civil aircraft which are not engaged in commercial air operations into, out of, or within the United States may be operated in the United Sates and may discharge, take on, or carry between points in the United States any nonrevenue traffic.”



Canada. After clearing customs, Canada allows a corporate aircraft operator to engage in unlimited operations within Canada as long as the U.S. registered aircraft is carrying U.S.-boarded passengers and the aircraft is not operating for “hire or reward”. Canada also allows unlimited international operations where passengers are being transported across the border between Canada and any other country. This includes stops within Canada to pick up or drop off passengers who are traveling internationally.



Canadian-boarded passengers may be transported within Canada by a U.S. registered aircraft provided that the transportation is incidental to the intended purpose of the flight. That is, a corporate aircraft operator could fly its U.S. registered corporate aircraft into Canada, pick up Canadian personnel, customers, etc. and fly on to another destination in Canada for a meeting or event. As a long as the sole purpose of flight was not transporting the Canadian passengers, then the carriage of the Canadian passengers would be considered incidental and should not violate the cabotage regulations.



European Union. Cabotage regulations in the European Union are more complex than in Canada. The difficulty results from the European Union’s definition of commercial transportation. In the U.S., the U.S. Customs service defines commercial transportation as transportation “for compensation or hire”. However, the European Union defines “commercial use” as “the use of means of transportation for the transport of persons or of goods for remuneration or in the framework of the economic activity of an enterprise”.



Unfortunately, the European Union definition means that a U.S. registered corporate aircraft operating within the European Union for corporate or other business purposes can be considered to be engaging in commercial use or transportation. As a result, if a corporate aircraft flies into a European Union country, picks up a citizen of that country and then travels on to another destination within that country, it is likely that the second flight would be in violation of the European Union cabotage regulations.



The Importation Alternative To Cabotage Compliance



An option for removing the cabotage restraints on international operations is importation of a U.S. registered aircraft into the foreign country (e.g. Canada, a European Union country etc.) in which the corporate aircraft owner wishes to operate. Importation then makes the aircraft an aircraft of the country into which it is imported (e.g. an aircraft of Canada or a European Union aircraft). The aircraft can usually be imported on a temporary or permanent basis and does not usually require that the aircraft be re-registered.



For importation into most countries, the corporate aircraft owner will be required to pay the “Value-Added Tax” (VAT) on the value of the aircraft. Two exceptions are the European Union countries of the United Kingdom and Denmark. Both countries have a zero valuation of aircraft weighing over 24,000 pounds and are frequently used to import corporate aircraft into the European Union. Once the aircraft is imported into the foreign country, for purposes of regulation it becomes an aircraft of that country and is no longer subject to the cabotage restrictions.



Locating Cabotage Regulations



If importation is not an option, a corporate aircraft operator will need to research the cabotage restrictions and regulations for the particular country of intended travel. The first place to consult is the Aeronautical Information Publication (AIP) published by the country to which the operator wishes to travel. How do you get the AIP for a particular country? Well, the best place to start is the International Flight Information Manual (IFIM). The IFIM is published by the FAA and has information regarding the civil aviation authority for each country and the respective contact information and addresses to which you can direct your request for the country’s AIP.



However, you should be aware that many countries’ AIP’s may not contain all of the applicable rules and regulations relating to cabotage and its enforcement. Often times a country’s customs and/or revenue officials responsible for enforcement are not always on the proverbial same page and may interpret the regulations inconsistently.



Fortunately for corporate aircraft operators, the IFIM contains a section for each country titled “Corporate Aircraft Constraints” that includes information prepared by the U.S. Department of State. This section specifically addresses cabotage and similar regulations as they may apply to operation of corporate aircraft within the foreign country.



Conclusion



At the end of the day, the pilot in command is responsible for the operation of the flight in compliance with all applicable regulations. However, in the context of a corporate operation, the corporation is also responsible for the operation of its aircraft. Violations of cabotage regulations can subject both the pilot and the corporation to some nasty consequences.



To avoid these consequences, as a corporate aircraft operator you should find out about the applicable regulations before you fly. Consult the AIP for the country in which you wish to travel. Review the corporate restraints for that country in the IFIM. If you are a member of the National Business Aviation Association (NBAA), review the feedback for the country in the NBAA’s International Operators Bulletin or on the NBAA’s website. Also, check with your point of entry handler/FBO/flight planning organization. Finally, for final, “official” confirmation, contact the applicable governing authority within the country to obtain current regulations and interpretations.



Proper planning and current information are essential for international operations by corporate aircraft. Don’t leave home without them.



Bush Sedans - Canada's Bush Plane Museum

Bush Sedans – Canada’s Bush Plane Museum

Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/bushplanes/bushplane.html

I found a gem of an aviation museum while on a Hapaq-Lloyd German Cruise Lines voyage of the Great Lakes.

The Canadian Bushplane Heritage Centre is located in the historic former Ontario Provincial Air Service hangar at the edge of the St. Mary's River in downtown Sault Ste. Marie (often called the Soo), Ontario, Canada. The original hangar dates back to the 1940s; this is where bush piloting started, as well as firefighting using belly drops of water and chemicals.

Sault Ste. Marie is actually two cities separating the USA and Canada, split by the St. Mary’s River and also is the industrial hub for the lock system that raises and lowers ships from Lake Huron to Lake Superior. The C. Columbus, the Nassau, Bahamas registered ship that I was cruising on, was not due to channel the locks until late that night, so a stroll a few blocks down Bay Street on the Canadian and larger of the two Soos (100,000 plus) found me piloting my way to the "Yellowbird" museum.

The bush planes are all in the original 1948 era hangar, and I have the chance to stop and visit with the renovation crew and mechanics clanging away on steel and aluminum. They perform superb jobs to bring new life back into the rare and often still serviceable and flyable relics.

The Beaver was built around the blueprint of a pickup truck, or so I learned from a fun film presentation at the Wings Over The North Theater, adjacent to the hangar. The Beaver is still flying bush patrols throughout Canada and the world, and it is one of the most rugged, dependable, and famous of the bush planes. A Beaver turboprop version rests a few yards away, and it still works, too.

The Canadian built deHavilland DHC-2 Beaver is a classic plane first constructed in 1948 and it is the second Beaver to ever be built, and the first of 44 purchased by the Air Service, and the oldest Beaver still flying, located near the Fire Camp, a replical of a typical 1940s fire crew camp, complete with tent, radio, and gear.

The deHavilland Mk III Turbo Beaver, when compared to the standard Beaver, has a turbine powered engine that carries additional passengers, climbs and cruises faster, and has a higher service ceiling. The turbo’s snout is more tapered than the blunt nosed Beaver, and the engine is hundreds of pounds lighter, thus needing a bigger tail, according to one of the bush plane engineers. Engines are still to this day ground tested after overhauling and before bolted back into use on the planes within the hangar.

Many of the planes were used to deliver medicine and supplies, air ferry fishermen and hunters into the hinterlands, or to spot forest fires.

The story of the Beaver unveils in the theater through Pilot Ron and his canine co-pilot Charlie's adventures, a story that is brought to life through objects and artifacts right in the theatre, and with the use of special lighting and environmental effects that make for an unforgettable flight.

The Centre honors the work of bush pilots, a necessary wilderness career that opened up the Canadian north, while the Ontario Provinicial Air Service or OPAS played a major role in protecting Ontario’s forests. The Air Service was established in 1924 and the first hangar was erected that year. The present hangar was built in 1948 on the same spot, replacing the older building, but it too was declared surplus in 1991 when newer technology and bigger planes were housed at a new facility across town at the Sault Federal Airport.

The old bush base was formed into a nonprofit corporation and the plane ollection continues to grow with each new donation. The museum takes in no government funds to renovate these historic and often antique planes. Most of the funding comes from ticket and gift store sales and memberships of those interested in bush planes. You can even join in the fun and get the Centre's newsletter.

The Silver Dart is the first plane to greet me gliding over the museum's lobby near the gift shop. The replica is of the first aircraft to make powered flight in Canada.

The Noordayn Norseman was designed in 1935, and is one of the first planes built for Canadian bush flying. The Centre’s example, serial #17, was built in late 1938 and is now the oldest operational Norseman in the world.

The deHavilland DHC-3 Otter was introduced in 1953, and it carried on with the tradition of the Beaver; the Centre’s version was damaged in a forced landing north of Moosonee in 1986.

The Centre’s version of the Fairchild Husky is one of the rarest examples of this plane, and it is nearing completion of a total overhaul . The Husky was designed in 1946, an early competitor of the Beaver, but even with the advantage of superior cargo handling, the Husky was underpowered and only 12 were ever built.

Canadair CL215 was designed in 1978, and was the first purpose-built water bomber. It is capable of picking up over 5,000 liters of water at a time for fire drops.

The Centre’s Great Lakes Trainer was once a privately owned plane from the 1930s, built from scratch by long time pilot and air engineer, Guy Laroque.

The Centre even has a few helicopters on display; the most notable is the Bell 470, restored to the original configuration and owned by the Ontario Lands and Forest, dating from 1953. The helicopter is the first to be owned by a government agency in Canada.

The Grumman Tracker is an ex-U.S. Navy carrier based anti-submarine aircraft that was declared surplus by the military and later converted to a chemical fire bomber. The plane is painted in the colors of its donors, Conair of Abbostford, British Columbia.

The Republic Seabee is a postwar amphibious aircraft designed for commercial use but is more popular as a recreational plane.

The above mentioned bush planes are but a small highlight of what awaits you at the msueum. The Centre also houses a Flight Cent re with exhibits, flight simulating computers, a Beech 18 cockpit, simulated flights in a Beaver, a Link Trainer, and a pilot aptitude test. The flight adventure simulator takes me on a flight over Sault Ste. Marie and the local landmarks, following the ACR Tour train and I experience the thrill of fighting a forest fire. Many of the first and more modern bush pilots mug shots are forever placarded in black and white drawings.

You don’t have to use one of the vintage radios to get in contact with the Bushplane Heritage Centre.

Building Wealth From Home

Building Wealth From Home

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

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

Benefits of Working From Home

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

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

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

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

Make more money than you ever thought possible
Every penny you earn is yours
Why make somebody else rich with your labor?
Work from the beaches of Hawaii or a villa in Europe
Work your own hours
No boss
No commute
No employees

Where Do I Start?

We will start at the beginning of course! Like any new subject, at first the ideas might be a little intimidating. But we will walk you through at a gentle pace. We will start here by explaining the basics of futures. If that interests you, we recommend that you go to www.tradetofreedom.com to learn more. At that web site we describe some old trading systems that brokers recommend but don’t work, and reveal the myths and lies on Wall Street that you have to get past to start really trading successfully. Finally we lead to the STARS method of trading futures, the approach to building wealth at home that will change your life. STARTS stands for Securely Trading A Revolving Spread. Right now that will make no sense, but you will see how it will change your life by visiting the web site.

What the Heck is a Futures Contract?

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

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

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

Trading Critters

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

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

Basic Basics

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

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

All of this is made simple and easy in Build Wealth From Home. Like Bob, you too can make huge profits by trading the STARS method. You just have to take the first step and get your hands on the this book that will change your life. Let us show you how to trade the right way, the only way, and a lifetime of prosperity can be yours.

There is no better way to make money at home!

Learn more at www.howtobuildwealthfromhome.com

Copyright © Jeff Schweitzer

PERMISSIONS TO REPUBLISH: This article may be republished in its entirety free of charge, electronically or in print, provided it appears with the included copyright and author’s resource box with live website link.

Build Wealth From Home

Build Wealth From Home



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



There must be a better way.



Now there is!



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



Benefits of Working At Home



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



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



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



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






Make more money than you ever thought possible


Every penny you earn is yours


Why make somebody else rich with your labor?


Work from the beaches of Hawaii or a villa in Europe


Work your own hours


No boss


No commute


No employees





Where Do I Start?



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



What the Heck is a Futures Contract?



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



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



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



Trading Critters



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



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



Basic Basics



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



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



All of this is made simple and easy in Trading Futures: Only One Way to Win. Like Bob, you too can make huge profits by trading the STARS method. Let us show you how to trade the right way, the only way, and a lifetime of prosperity can be yours. Just go to

Beautiful NAMIBIA as seen by www.namtours.com

In the last decade advance in technology has transformed many aspects of the way we are travelling: from how we choose the particular tour or destination to the way we book our hotel, car to hire and airplane ticket. New technologies have improved the way we can plan and organise our trips, but when it comes to it, the travel experience solely depends on what the chosen destination has to offer.

Namibia is a country of wide open spaces, scenic beauty, an abundance of wildlife, a wealth of unique geological formation and unspoiled wilderness. It lies between Angola to the north, Botswana to the east and South Africa in the south and to the west is the foreboding Atlantic Ocean. The country almost specially made to be a traveller heaven. Timeless deserts and savanna, endless coastline and great variety of the wildlife are just few to mention what Namibia can offer for travellers. This country means adventure, romance, beauty, ruggedness, vastness, remarkable and breathtaking.

Namibia's top draw is the Etosha National Park, rated as one of Africa's finest game sanctuaries. The unusual terrain of Etosha holds savanna grassland, dense brush and woodland. There are more then hundred mammal species in the park, such as elephant, giraffe, leopard, cheetah, jackal, black rhino and great range of antelopes. The game viewing experience in Etosha will never be forgotten.

The Caprivi Strip that nested between Zambia and Botswana Kavango Delta is a wet area blessed with a few rivers. A boat ride down Kavango river to watch crocodiles and hippos is one of the most unforgettable activity in the region.

Along the coast is the Namib Desert, one of the oldest deserts in the world which at the age of 80 million years old. The desert hosts the world's highest dunes as well as the famed lake Sossusvlei. When viewed from a hot air balloon at sunrise or from a small aeroplane on scenic flight around the desert, the travellers appreciate why the country was considered a photographer's dream.

The central plateau carries rugged mountains and magnificent Fish River Canyon, second only to the Grand Canyon. But size alone does not explain the appeal of the canyon. The view from the top of the canyon can only be described as breathtaking. Adventure lovers do not merely come for the views. Hiking through the canyon is the ultimate endurance adventure for hikers.

Namibia will be appreciated by any type of travellers: from nature lovers to adventures seekers. The country is home to activities such as hiking, ballooning, skydiving, sand skiing along coastal dunes, 4x4 desert runs, coastal and fresh water angling, crabbing, dolphin watching, camel riding and many more. World-class golfing is another way of spending your day.

The NamTours.com website www.namtours.com is designed to offer a fully comprehensive travel information about Namibia to help you make an informed decision on accommodation, safaris, travel tours, car hire and activities. This site is divided into four sections, to help you quickly find what you are looking for. Each section contains information about facilities, locations, pricing, and the possibility to make on-line reservations. The visitor can search by clicking an area on the map and see what is offer in and around the area as well as search by town or company name. At www.namtours.com visitors and locals alike will find as much information about what this beautiful country has to offer as possibly available. The site lists more then 900 companies offering their service for the travellers.
About the Author

Aviation Lawyer: Whether Passenger, Pilot or Owner, You May

If you or a family member has been the victim of an airplane accident, you should find an Aviation Lawyer (Attorney) to help you. It is important to contact an Aviation Lawyer because of the highly specialized nature of Aviation Law. An Aviation Lawyer will understand law involving the industry, the mechanics of aircraft, types of aircraft, and how defects in these put passengers at risk. Aviation Lawyers do not just work for passengers, but for pilots and aircraft owners as well.

Aviation Law is a very specialized area of law that regulates the operation, safety and maintenance of aircraft and aircraft facilities. Despite increased safety standards, accidents still happen due to the widespread use of air travel which speeds up the wear and damage to airplane parts and mechanisms, and the complex nature of overlying airspace. This airplane wear and damage as well as pilot mistakes cause unnecessary accidents.

Aviation Law began in 1926 with the formation of the Air Commerce Act which regulated the use of aircraft in interstate or foreign business. The next step that Aviation Law took was in 1938 with the Civil Aeronautics Act which created a five person panel which dealt with aircraft, facility, and aviation law within the United States. Then the FAA, the Federal Aviation Agency, was created.

Violations of Aviation Law which justify the seeking of an Aviation Lawyer include (but are not limited to) Aviation Accident Law, FAA License Violation, Aviation Business Disputes, minimizing ownership liability, aircraft ownership problems, sale or purchase of aircraft, negotiating or enforcing contracts, warranty compliance, major overhaul or maintenance deficiencies, loss of use and “down time” claims, first and third party denial of insurance coverage/claims, security breaches, product liability avoidance, fractional ownership contracts, FAA regulatory approval, protection of aviation business, governmental investigations, and hazardous substance transport violations.

Since 2000, the aviation industry has been in financial difficulty due to changes in world economy, the entrance of low-cost carriers, SARS, war, and, of course, terrorism. These factors have led airlines to cut any costs they can to maintain their fragile financial balance. Thus, accidents still occur despite the increased security and safety laws and precautions. These accidents are unnecessary and if you or a family member has been a victim of airline negligence or outright, purposeful ignorance, you should contact an Aviation Lawyer who can help you.

Asset Searching for Recovery Actions

Asset Searching for Recovery Actions

The Decision Maker’s Most Critical Tool – Part 1

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

attached.

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

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

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

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

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

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

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

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

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

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

standard for developing a viable domestic asset search strategy.

Subject Identification

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

search, the subject should be properly identified.

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

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

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

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

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

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

recommendations are made for non-law enforcement environments:

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

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

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

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

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

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

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

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

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

clearly defined under the FCRA.

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

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

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

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

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

evaluation or as a policy-based condition of employment.

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

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

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

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

perspective is still a gray area under the law.

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

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

compliance attitude" should be used when accessing them:

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

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

major credit bureaus.

· Obtain voter registration information for the applicable jurisdiction

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

states have compiled voter data through private repositories, which should

be checked for movement.

Match the information obtained through the independent sources to the

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

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

in the initial credit qualification process.

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

least that should be done.

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

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

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

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

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

the asset search was requested.

Address verifications are usually difficult without a physical inspection of the

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

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

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

search, and in most cases is very reliable.

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

the fraud examiner include nationwide telephone directories, criss-cross

directories, directory assistance contact, and attempts at contact existing

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

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

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

litigation is ultimate undertaken.

Assets Determination

Assets determination usually constitutes an integration of certain liability data to

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

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

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

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

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

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

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

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

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

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

(address) cross-verifies to the suspect owner.

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

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

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

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

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

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

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

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

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

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

property.

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

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

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

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

old.

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

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

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

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

include additional research on additional names developed during the study,

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

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

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

research on the specific subject name. Competent investigative agencies

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

the searches.

Searches should also include information developed on real property assets

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

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

conveying deed.

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

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

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

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

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

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

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

aliases or maiden names.

Vehicle Searches: Searches should be conducted of the applicable states

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

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

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

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

information, the applicable jurisdiction or jurisdictions should be researched to

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

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

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

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

information in order to bolster the information developed without an additional

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

as an industry standard.

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

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

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

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

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

may be a guarantor on the loan.

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

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

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

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

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

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

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

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

method of developing aircraft registration information is to perform an FAA

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

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

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

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

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

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

minimize data transfer/loss from vendor to vendor.

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

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

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

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

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

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

institutions.

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

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

arena.

The standard guidelines for bank account searches are "exact name basis only"

searches, with less emphasis placed on jurisdictional lines, since most bank

account searches are developed via intelligence leads. In many instances, an

asset search will refer "no record found" to a banking institution under an exact

subject name. The subject’s name may appear as a signatory on an alternate

account, possibly under the name of a disclosed or undisclosed entity, or as a

signatory on an account held under the name of another. Bank accounts will not

usually be disclosed in this fashion. Unauthorized information pertaining to a nonsearched

consumer could compromise that person’s privacy under federal privacy

laws, the FCRA and the CCPA, as well as many other statutes.

It is safe to say that most agencies are quick to obtain at least some banking

information. This should rest with the successful Write of Execution language,

constructed by counsel as served upon the institution’s regional administrative

and/or corporate offices (for examples send a request to

tomlawson@apscreen.com).

In Part 2 of this article, we’ll look at other financial and business information that

should be gathered during an asset search, liability-related data which impacts the

subject’s net worth as well as other information.

Thomas C. Lawson, CFE, CII is President and Founder of APSCREEN International, the world’s

leading full service Consumer Reporting Agency. Lawson is called "one of the real pros" as he

has helped to reshape laws including employment screening permissible credit reporting, asset

Saturday, January 19, 2008

Ann Coulter vs. One Billion Arabs

In a recent column, Ann Coulter expressed indignation regarding an apparent Federal Aviation Administration policy not to perform searches on more than two Arabs at a time. I was not aware of this policy, but not surprisingly, Coulter would like all Arabs stopped and searched. You know, because they’re Arab. I think Coulter is applying some sort of twisted logic to this subject. Something along the lines of, “The terrorists that attacked the United States on 9-11 were Arabs. Therefore, all Arabs are terrorists.” In essence, Coulter is advocating racial profiling. Which is an odd position for an attorney with a background in constitutional law to take. Innocent until proven guilty? Not if you look like you are an Arab. It was John Lehman, a member of the 9-11 Commission, that had brought attention to the policy that prohibits airlines from searching more than two Arabs at a time. To this, Coulter writes, “In a sane world, Lehman’s statement would have made headlines across the country…that it is official government policy to prohibit searching more than two Arabs per flight.”

African-Americans have dealt with this kind of injustice for years. And while Coulter thinks racial profiling is sound law enforcement policy, I have another word for it: racism. But that’s just me. And when you apply Coulter’s logic to other scenarios, the logic stops making sense. For instance, The FBI has profiled serial killers and what has emerged is that the majority of serial killers are white males. Does that mean the FBI should stop every white male in a particular city or region where a serial killer has struck? Of course not. That would be stupid.

So, even though she supports a racist method of law enforcement, it would not be fair for me to say Coulter was a racist. I don’t know Ann Coulter, so I can’t say she’s a racist. That would be wrong. Maybe we can find some answers in her columns!

Here’s a good one. September 25, 2002. Why We Hate Them. Coulter writes, Americans don't want to make Islamic fanatics love us. We want to make them die. There's nothing like horrendous physical pain to quell angry fanatics. So sorry they're angry – wait until they see American anger. Japanese kamikaze pilots hated us once too. A couple of well-aimed nuclear weapons, and now they are gentle little lambs. That got their attention.

No love lost there, eh Ann? Maybe we should emulate the policies of the Hitler-era German government. They didn’t like Jews very much, so they rounded them up and killed millions of them.

Conservatives do a lot of whining about how liberals are always quick to label conservatives as “racists” or “homophones” or “stupid.” These assessments, at least for me, are based on what I hear coming out of a conservative’s mouth, or what they write.
Actually, conservative hate-speak is very easy to pick up on. Take Sean Hannity. He likes to begin sentences with statements like “You liberals…” or he’ll say “You and your liberal friends…” The key is to take the word liberal and replace it with a minority. Give it a try the next time you hear Hannity, or some other right-winger, on television or read it in print. If you can stomach hearing Hannity. Maybe you’ll need to find someone less annoying.
Speaking of annoying, let’s get back to Coulter. In her Sept. 4, 2002 column, titled Murder for Fun and Prophet (get it? Prophet refers to the Prophet Muhammad. Hilarious!), at the end of the column, Coulter dismisses the Muslim faith as irrelevant. “Muhammad makes L. Ron Hubbard look like Jesus Christ. Most people think nothing of assuming every Scientologist is a crackpot. Why should Islam be subject to presumption of respect because it's a religion?”
That’s right, Ann! Over one billion people around the world are crackpots because they are Muslims. Idiots! As a comparison, there are only a few million members of the Church of Scientology, according to the Religious Tolerance web site.

And let’s not forget Ann’s most infamous column, from Sept. 12, 2001. At the end of that column, she says, “We should invade their countries, kill their leaders and convert them to Christianity. We weren't punctilious about locating and punishing only Hitler and his top officers. We carpet-bombed German cities; we killed civilians. That's war. And this is war.”

Call me crazy, but I get the impression that Arabs and/or Muslims are not Ann’s favorite people.

For instance, in an interview with the Guardian of London newspaper on May 17, 2003, Coulter said, “This is my idea…I think airlines ought to start advertising: 'We have the most civil rights lawsuits brought against us by Arabs.’” Oh, man, Ann, my sides are splitting! In fact, as a solution for Muslims to use air travel, Coulter offers helpfully, “They could use flying carpets!”

Flying carpets! Brilliant! Ann, you know, if the whole racist pundit thing ever comes to an end, you’ll have a career in stand-up comedy.

We know Ann hates liberals, and it’s pretty clear she hates Muslims. And, apparently, Scientologists. I don’t know what Ann likes. My guess will have to be, hearing her voice. Or Sean Hannity’s voice.

About the author: Scott C. Smith is a freelance writer from Beaverton, Oregon. Scott’s column, What’s In Scott’s Head, appears at several progressive web sites, including the Democratic Underground, The Smirking Chimp, Op Ed News, and Counter Bias. Scott also writes for his web site, at http://www.scottcsmith.net


Airventure 2003. . . WOW!

If you're just getting back from OshKosh, I'm sure you'll agree. . . Great Show!
In the seven years that I've made the pilgrimage, I've still not seen it all!

This year, I committed to see parts of the show that I'd still not seen before.
I visited the Fly Market - a collection of vendors selling everything from aircraft parts to T-shirts.
I walked through the Airbus Beluga and was amazed by its capabilities.
This year was the first year I ate from one of the food concessions! In the past, I've left the grounds for a lunch but found that I was losing too much valuable Airventure time.

But even with a 4 day trip, it's impossible to see everything! I'll just have to go back again next year!

Things I still need to see at OshKosh:

1. I haven't been to see the Warbirds yet.

2. Haven't been to the flight line for the airshow.

3. Haven't experienced the nightlife at the campgrounds, including the beer tent and live music.

4. Need to see KidVenture where kids create and learn with the NestleQuick Bunny!

5. Haven't camped under my wing. . .

6. In fact, I haven't flown into OSH! Appleton was quite a bit calmer, but perhaps I'm missing an important part of the Airventure experience.

Well, it's a year away from next year's show, but I'm making my plans

Aircraft Purchase Agreements

Why Use An Aircraft Purchase Agreement?



It always surprises me when a potential aircraft buyer is unsure of whether he or she should use a purchase agreement when buying an aircraft. Most of these individuals have purchased homes and no doubt used a purchase agreement in such transactions. Yet, many of these same individuals would spend the same amount of money to purchase an aircraft, and often times a great deal more money, without the protection of a written aircraft purchase agreement.



Aircraft purchase agreements should be used in almost every aircraft sale transaction. First, the law in most states requires that a contract for an amount greater than $500.00 be in writing in order for it to be enforceable. This is called the statute of frauds. Although exceptions to this legal doctrine exist, complying with the law is usually safer than hoping you will be able to take advantage of an exception.



Further, using an aircraft purchase agreement can also help avoid confusion and misunderstandings. If the agreement clearly explains how the transaction will happen, when it will happen and what is included in the deal, the greater the likelihood that the buyer and seller will each know the other party’s expectations and the less chance for surprises or misunderstandings.



What Terms Should Be Included?



The number and complexity of the terms that should be included in an aircraft purchase agreement will often times be dictated by the type and value of the aircraft being purchased/sold. Although by no means inclusive, the following terms provide a good place to start.



Identify the Parties. The agreement should identify who is selling the aircraft and who is buying the aircraft. Although this sounds simple to do, it isn’t always clear who is the seller and who is the buyer. It is very common for aircraft to be registered in the name of a corporation or limited liability company. In that case, the individual with whom you are negotiating is not the owner of the aircraft and should not be listed as the seller. The registered owner of the aircraft should be identified as the seller.



The buyer on the other hand, can be an individual or a corporation or limited liability company. If an individual is the buyer, that person will be listed and upon registration will be the record owner of the aircraft. To fully take advantage of release and indemnity language discussed in greater detail below, the seller may also want to consider having an individual buyer’s spouse execute the purchase agreement.



If a corporation or limited liability company will be registering the aircraft, the purchase agreement should identify that entity as the buyer. Alternatively, an individual can sign an agreement as the buyer and, as long as the agreement allows the buyer to assign his or her rights under the agreement, that individual may still assign the agreement to a corporation or limited liability company prior to closing. The corporation or limited liability company then becomes the buyer and can close on the transaction without the individual ever entering the chain of title. From a liability perspective, this can be important.



Identify the Aircraft. The aircraft purchase agreement should identify the aircraft with as much detail as possible. At a minimum, it should include the make, model, N-number and serial number for the aircraft. Ideally, a list of all avionics, logbooks, handbooks, additional equipment and any accessories should be included. Also, if the seller intends to retain certain items, those items should be specifically identified and excluded from the transaction. By taking the time to detail exactly what is and isn’t being sold, you will prevent misunderstandings at delivery.



Purchase/Sale Price. The agreement should specify how much is being paid for the aircraft. If the buyer will be giving the seller a deposit or earnest money, that fact should be included. Also, what happens to the deposit when it is given to the seller? Will the money be placed in escrow or simply held by the seller? If an escrow agent is not involved, the buyer will need to obtain some assurance that his or her deposit will not simply disappear into the seller’s pocket making the buyer’s recovery from the seller difficult or impossible if the transaction does not close. The agreement should also state under what conditions the seller must refund the deposit to the buyer.



The buyer’s method of payment should also be stated. Is it a cash transaction or will financing be involved? If financing is involved, the buyer may want to include language that makes the transaction contingent upon the buyer obtaining financing on terms acceptable to the buyer. That way, if the buyer isn’t able to obtain satisfactory financing, the buyer will not be forced to complete the purchase on financially unacceptable terms.



Will other consideration be given to the seller, such as a trade? If so, to the extent that it is possible, the item(s) to be traded to the seller should be identified with the same amount of detail used to describe the aircraft being purchased. This will help avoid later confusion.



Documents. The agreement should include a statement about which documents the seller will sign and deliver to the buyer at closing. Usually this includes a Bill of Sale (FAA Form 8050-2) and a signed current Registration Form (FAA Form 8050-3).



Pre-purchase inspection. In most transactions, the buyer will want to have a pre-purchase inspection performed on the aircraft. The purchase agreement can specify who will perform the inspection, what qualifications that individual must possess and where the inspection will take place. Also, the buyer should make the agreement contingent upon the buyer’s satisfaction with results of the inspection. Although the buyer is usually responsible for the expenses associated with a pre-purchase inspection, the agreement should address which party is responsible for what expenses related to the inspection.



Warranties. It is possible to include a variety of warranties in the purchase agreement representing certain conditions of the aircraft (e.g. warranties of airworthiness, merchantability, fitness for a particular purpose etc.). However, due to space limitations most of these warranties will not be discussed here.



From a buyer’s perspective, the warranty of title is probably most important. This warranty ensures that the buyer receives title to the aircraft free and clear of any liens or mortgages. Although the buyer will still want to obtain a title search of the FAA Registry’s records for the airplane, having the warranty of title included in the purchase agreement will help to minimize the risk of any unrecorded liens or interests in the aircraft.



Most sellers will want to include a disclaimer in the purchase agreement stating that the buyer is purchasing the aircraft "As-is". This language is intended to limit the seller’s responsibility for any defects or unknown conditions in the aircraft. If the buyer is having a thorough pre-purchase inspection performed by a qualified mechanic familiar with the specific aircraft, inclusion of this disclaimer in the purchase agreement is probably not a great concern for the buyer.



Choice of Law/Venue. If the transaction involves a buyer and seller from different states, it may be prudent to include language in the purchase agreement that governs what law applies to the transaction and where any disputes would have to be resolved.



Waiver and Release of Liability. The seller will want waiver and release of liability language in the purchase agreement to limit potential liability for injury or damage sustained by the buyer arising out of the buyer’s use of the aircraft. The language should be in bold, all caps letters to make sure it is obvious and not buried in the fine print of the purchase agreement.



Waiver and release of liability language will not release a seller from responsibility for the seller’s intentional acts or gross negligence. Nor will it prevent possible claims from third-parties who are injured or damaged by buyer’s use of the aircraft or from the buyer’s minor children. However, it will prevent the buyer, and the buyer’s spouse if the spouse has signed the purchase agreement, from suing the seller if a defect in the aircraft causes an accident that results in injury or damages.



What Remedy Does An Aircraft Purchase Agreement Give You?



First, an aircraft purchase agreement is not a 100% guarantee that a buyer or seller will not be sued. In this litigious world, I don’t know that such a guarantee is possible. Further, the purchase agreement alone does not make anyone do anything. If a buyer or seller does not want to comply with his or her obligations, the purchase agreement will not change that. However, the purchase agreement will give you the ability to go to court and have a judge make the non-performing or “breaching” party comply with his or her obligations.



If the purchase agreement is drafted clearly and with sufficient detail, it may be possible to have the court specifically enforce the agreement (e.g. make the breaching party do what the purchase agreement says he or she is supposed to do). An example would be where a buyer refused to complete a transaction even though the seller and the aircraft complied with all of the terms of the purchase agreement. In this case, a court could force the buyer to purchase the aircraft.



Alternatively, the court may award money damages for losses incurred by the non-breaching party. An example of this is when a seller refuses to return a deposit even though the buyer has complied with all of the terms of the purchase agreement and has a right to return of the money. In this situation, a court could enter a judgment against the seller in the amount of the unreturned security deposit.

AIRCRAFT OWNERSHIP: IS THE TIME RIGHT

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

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

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

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

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