When Weather Diverts You. . .

--> When Weather Diverts You. . .

It's part of flying, and there's nothing you can do about it. . . perhaps.

You're trying to get to your destination, or maybe you're trying to get home. You look at the weather and no matter how you plot out your time, direction of flight, and other options, you're staying put!

Blessing or curse?

I guess it depends what you'd like to make of it.

Flying home from OshKosh I met up with a couple stranded at the Mason County Airport (LDM) in Ludington,Michigan. If I were to be stranded anywhere, Ludington would be my dream! Beautiful sandy beaches on Lake Michigan have made this town one of the busiest resort towns in Michigan.

Again, blessing or curse?

This couple called over 40 hotels, motels and bed and breakfasts only to find all of them sold out! Once again they reviewed their options. Fly to Ann Arbor for a better position in the morning, sleep in the plane, make use of the comfortable lounge furniture in the terminal lobby?

The adventure continued. . .

A call from a local Bed and Breakfast revealed that there was one room they hadn't discovered. They'd have to share a bathroom, and there was no air conditioning, but there was a "bed" and a "breakfast!"

It turns out that this couple had also spent the night in Ludington on the way over to OshKosh when weather prevented them from flying across the lake.

Of course, I haven't heard the ending to this story yet, but If I wrote my own ending it would go something like this:

"After checking into the Bed and Breakfast, we walked down to the beach where we watched the boats and fishermen enjoy the evening as if nothing else in the world mattered. We realized we were getting hungry after the events of the day and found a cozy little seafood restaurant with a stunning view of the lake.

Before it was too late, I made a phone call to work letting them know I wouldn't be back on Monday or maybe even Tuesday! I was told to take my time and advised not push it if weather was an issue. How good can this get?

The room was just fine, and the breeze blowing through the open window was far more comfortable than a noisy room air conditioner.

After some interesting conversation and a tasty breakfast, we headed back home and didn't worry too much about weather.

If we had to stop again we'd have one more adventure to add to our journal and maybe another day or two off work!

Link: http://www.airplanenoise.com/great_trips.htm

--------------------------------------------------------------------------------

Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

When Bad Things Happen To Good Aircraft Buyers: Recognizing

--> When Bad Things Happen To Good Aircraft Buyers: Recognizing When Bad Things Happen To Good Aircraft Buyers: Recognizing And Avoiding Aircraft Title Problems



By Gregory J. Reigel



2004 All rights reserved.



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



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



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



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



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



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



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



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



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



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



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



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

Greg is an aviation attorney and holds a commercial pilot certificate with instrument rating. His handles aviation litigation, including insurance matters and creditor's rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at

What the Heck is a Futures Contract?

--> What the Heck is a Futures Contract? To learn more, visit: www.tradetofreedom.com

What the Heck is a Futures Contract?

Lots of people talk about futures, but what are they really? Why do you care? Because trading futures, if you use the right system, can be your path to great wealth.

To understand what we mean by a futures contract, let's meet trader Bob (a buyer), who 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 a new book: A Simple Guide to Astronomical Wealth: the STARS Method of Trading Futures. Like Bob, you too can make huge profits by trading the STARS method.

Anybody can learn the STARS method - its easy! Just go to: www.tradetofreedom.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.

Jeff Schweitzer received his Ph.D. from UCSD in 1985. Jeff was appointed as a science advisor at the White House under the Bush and Clinton Administrations for three years before devoting attention to generating wealth through trading futures. He has published more than 60 articles in diverse areas, including neurobiology, marine science, international development, environmental protection and aviation.

What dreams will come!

--> What dreams will come! As the pioneers of aviation took to the air (not skies), in their human powered mechanical contraptions, what must have been said and thought?

Complicated pulleys and chain systems enclosing a lunatic, perhaps!

Or overly optimistic cyclists with designs above their head, even.

Yet they left us with the beginnings of international and inter-planetary travel, its' destinations, physical and figurative.

What of the scientists and chemists, self-sent to the grave through misadventure and experiment?

And their journals, which were and are hard copy legacies unbound by the limiting confines of the grave? Something was learned, in the big picture!

A spark of madness, as it seemed, was the ignition source for technological explosions.



Original computer models had lighting sequences, which was something, but couldn't have evolved without enthusiasm, imagination, finance and time, into what it is today. At that point in history, it couldn't have happened elsewhere on the planet, in the same way and speed. The formula for advancement would have been incomplete. Indeed, it couldn't have happened at that rate, without mass optimism and lots of people pulling in the same direction.



You see, something hypothetical or seemingly ridiculous can be some thing brilliant. The first aviators understood that a bird held no magical power, whatever about altitude. If these men couldn't fly, well then they would have learned new engineering techniques, along the way.

What dreams will come for the generations of today's' prosperous societies where children can access resources to overcome relatively minor learning disabilities, opposed to the aggressive and ignorant resources that successfully placed previous generations in the back of the schoolroom? The visual vantage point that it offered hardly compensated for hearing loss or impairment perceived as indifference.

What of the premature or "early" babies now breathing air where it always was, but previously too young to attain it? Or the thousands of people whose real lives were initiated "IN VITRO" (in glass)? New people that wouldn't have been, is the result.

Likewise with those having hearts incapable of the pumping cycles expected for life, some thirty years ago. Not new people with more life, is the result.

The "borrowed time" clich

What a Billionaire Balloonist Taught Me About Internet Marke

--> What a Billionaire Balloonist Taught Me About Internet Marke

Yes, believe it or not, after 10 years' of mastering Internet marketing I can now safely say that being successful at it comes down to just one thing..

Billionaire Richard Branson, the entrepreneur behind the Virgin brand, is one of the world's most successful and adventurous businessmen. Not being satisfied to run several highly profitable businesses Branson also engages in occasional feats of courage, or stupidity, depending on your stand point!

I read his autobiography recently and discovered something that perfectly sums up what it takes to achieve success on the Internet.

To set the scene - Branson had called a meeting a few hours before he and his co-pilot were due to embark on an attempt to fly from Japan to America across the Pacific non-stop in a hot air balloon. The attempt would be fraught with countless difficulties, challenges and life-threatening risks. One last pre-take off meeting was held to talk through all eventualities of the flight and to discuss what Branson and his co-pilot needed to do to survive in each case.

After an intense 3-hours' briefing, covering everything that could go wrong, on this, one of the most complex and risky aviation record attempts in history, Richard Branson came away having written just eight words into his notepad;

"Keep the fire burning - that's all that matters."

How incredible is that? He's faced with almost certain death and has just been briefed on the technical details of which levers to pull when, which buttons to press to escape crashing and which actions to take to prevent the capsule from decompressing and yet all he writes down is "Keep the fire burning".

Why? Because that's all that matters! As long as he keeps the fire burning the balloon will stay in the air and he will eventually make it across the Pacific safely, nothing else matters.

So what has this got to do with Internet marketing? Let me explain..

** Do You Have The Energy To Keep The Fire Burning?

Being honest now - how many times have you stared at your website and thought;

"What ONE thing can I do to get more sales?"

You've probably thought this a few times right? Well, you're not alone. Unfortunately though, too many people make the mistake of thinking that;

- The one thing is getting a high search engine rankings
- The one thing is getting more subscribers
- The one thing is getting more traffic
- The one thing is getting accepted by Yahoo!
- The one thing is getting an article published
- Etc.

But the point is that none of these are the right 'one thing'! The ONLY right 'one thing' is to do what Branson knew - keep the fire burning. Keep going and never give up.

We all know how easy it is to do those tedious or those time-consuming tasks when the sales are flooding in, right? But what about when nothing is happening on your website? What about when the sales dry up and your phone stops ringing, what then? What motivates you then?

Well then - you need to keep the fire burning.

Keep on doing what it is you need to do - as ultimately, this is what will make your website a success and separate it from many around you that become failures. The people that achieve REAL success on the Internet have just done one thing. The same thing that Branson did.

"I've Tried Everything!"

"But Michael, nothing is working - I have tried everything and still I'm not making any sales!"

Really? You've really tried EVERYTHING? How many things have you really tried? If you ever find yourself whinging like this force yourself to actually count how many different things you have tried. I bet you'll find it's often less than 20 and will always be a long way short of everything!

So What Happened To Branson and His Balloon?

His attempt to cross the Pacific was abandoned even before take-off as sub-zero temperatures caused some of the balloon's outer layers to disintegrate. But did he give up? What do you think?

He tried again two years' later and despite freak weather storms and his capsule catching fire he flew 6,761 miles across the Pacific and landed safely in Canada having achieved the longest-ever balloon flight in history. He had kept the (right) fire burning..

What Happens When a Pilot gets a DUI/DWI?

--> What Happens When a Pilot gets a DUI/DWI?

Your worst nightmare as a pilot - a DUI. Will this end your career as a pilot? What if you are the lawyer representing a pilot? Is this a simple DUI case or will it end your law career with a malpractice lawsuit? I know these questions can light up your eyes to why a pilot is different when they get a DUI.

First, pilot or not, you have to follow your state laws. Keep in mind your time frame for appeals or administrative hearings. You could probably get your driver's license back under an occupational license during your suspension. Even if its your first offense, you better be on your toes if you want to keep flying.

Second, pilots fall under another set of rules from the FAA. They are the FARS (Federal Aviation Regulations). Do you have to report to the FAA now or later? Can I just put it on my FAA First Class Medical Certificate? Can I just call the CFI (certified flight instructor) at the local FAA office FSDO (Flight Standards District Office)?

Your most important resource (lawyer or pilot) is Section 61.15 of the FARS. Section (e) states that you must report "not later than 60 days after the motor vehicle action". It lists the things you must submit to the FAA, Civil Action Security Division in Oklahoma City, not your local FSDO. This is very serious as section (f) states "Failure to comply with paragraph (e) of this section is grounds for . . .(2) Suspension or revocation of any certificate, rating, or authorization issued under this part."

In summary, what do you do? If you are convicted of a DUI/DWI, it must be reported on your medical application. You also have to notify the FAA in Oklahoma City within 60 days of the conviction. Do NOT contact the local FSDO, as this is NOT incompliance with the FARS. Do this quick or face a suspension for a non-reporting violation.

Drinking and Driving is bad. Drinking and flying is worse. Both can end careers, lives and marriages. They can even take innocent victims. Also, if you have two separate incidents within a 3-year period, then the FAA can deny an application or revoke/suspend a pilot's license. You can avoid all of this by not drinking and driving.

War of the Disks: A Close-in Analysis of the Hard Disk Drive

--> War of the Disks: A Close-in Analysis of the Hard Disk Drive Much has been written about solid state disks (SSDs) becoming the next big thing(1) in the IT industry. But as to whether or not we have enough knowledge of how it will revolutionize the industry is a different question. How much do we really know about SSDs? If we are to ask people on the streets, it wouldn't come as a surprise that they dont know much of what an SSD is. Even if they do know, most probably it would be limited to a USB pen drive, a CompactFlash or a Secure Digital card, which are more on the consumer side of the storage industry.

Technically speaking, they are not wrong. Most web definitions describe an SSD as a high-performance plug-and-play storage device that contains no moving parts. Therefore, given that most of the aforementioned mobile disk storage devices contain no movable parts, they can certainly be categorized as SSDs.

But then again, there's more to SSDs than being a non-volatile device. The purpose of this article is to give readers a clearer picture of what an SSD is, its usage as well as its difference when pitted against the predominant data storage device at present - the hard disk drive (HDD). More than its non-volatility, this article will reveal how much potential SSDs have in optimizing the performance of the computing system.

SSD Defined

Here are several ways the SSD is defined:

"A solid state disk (SSD) is electrically, mechanically and software compatible with a conventional (magnetic) hard disk or winchester. The difference is that the storage medium is not magnetic (like a hard disk) or optical (like a CD) but solid state semiconductor such as battery backed RAM, EPROM or other electrically erasable RAMlike chip. This provides faster access time than a disk, because the data can be randomly accessed and does not rely on a read/write interface head synchronising with a rotating disk. The SSD also provides greater physical resilience to physical vibration, shock and extreme temperature fluctuations. The only downside is a higher cost per megabyte of storage."(2)

"Abbreviated SSD, a solid state disk is a high-performance plug-and-play storage device that contains no moving parts. SSD components include either DRAM or flash memory boards, a memory bus board, a CPU, and a battery card. Because they contain their own CPUs to manage data storage, they are a lot faster (18MBps for SCSI-II and 44 MBps for UltraWide SCSI interfaces) than conventional rotating hard disks ; therefore, they produce highest possible I/O rates. SSDs are most effective for server applications and server systems, where I/O response time is crucial. Data stored on SSDs should include anything that creates bottlenecks, such as databases, swap files, library and index files, and authorization and login information."(3)

For the rest of the article, we will compare the HDDs and Flash-based SSDs. The latter are the most popular type of SSDs employed by the military, aerospace, industrial and embedded systems industries.

Mortality Rate

Hard disk failure is a common occurrence in this age of desktops and notebooks. A lot of horror stories have been told, passed around and even published about how valuable data was lost and the agony of trying to retrieve or at least save a portion of the crashed hard drive. It is during this time that people wonder, why do hard disks fail?

The reason is simple - wear and tear. Just like any good old machine with mechanical components, HDDs tend to deteriorate over time. HDDs consist of rotating, magnetically coated disks, known as platters, that are used to store data. This rotating motion of the mechanical arms results in much wear and tear after long periods of use. The operational lifespan of a computer HDD is over three years.(4)

A Flash-based SSD is different. Although the most common Flash chips have around 300,000 write cycles, the best Flash chips are rated at 1,000,000 write cycles per block. On top of that, Flash SSD manufacturers employ different ways to increase the longevity of the drives. In some cases, they use a "balancing" algorithm to monitor the number of times each disk block has been written, which greatly extends the operational lifespan of the drive. Furthermore, these manufacturers also designed special "wear-leveling" algorithms where once a certain percentage threshold for a given block is reached, the SSD will swap the data in that block with the data in another block that has exhibited a "read-only-like" characteristic in the background. This reduces performance lag and avoids further wearing off of the blocks and thrashing of the disk. Even with usage patterns of writing/reading gigabytes per day, a Flash-based SSD should last several years, depending on its capacity. Add to that the inclusion of a DRAM cache in the disk architecture that further enhances its operational capabilities as well as lifespan.

Speeding Up

With the very fast paced lifestyle these days, most businesses are time-bound and cannot afford a slowing down in their transactions. This makes speed of HDDs a crucial point in technological purchases. The typical access time for a Flash based SSD is about 35 - 100 s, whereas that of a rotating disk is around 5,000 - 10,000 s. That makes a Flash-based SSD approximately 100 times faster than a rotating disk.

This however raises another point - what's the benefit of a high-speed SSD when the entire system cannot support it? The evolution of CPUs in terms of performance has far surpassed the development of the data storage system. The HDD is actually limiting the potential of a computer system when they are not able to keep up with the performance of the other components, particularly the CPU. If an HDD is replaced by a high-speed SSD, the performance would significantly improve. The resulting system would be a high-powered set-up that can go beyond the demands of high-speed business or military environments.

Size Matters

To be a true plug-in replacement for HDDs, Flash-based SSDs are manufactured in standard 2.5" and 3.5" form factors. 2.5" SSDs are normally used in laptops or notebooks while the 3.5" form factors are used in desktops, or in JBOD or other SAN/NAS/DAS configurations. They can often be used to replace traditional disks in storage arrays or in a server's internal disk bays. Flash-based SSDs certainly fit the storage needs of most embedded systems that require much smaller form factors.

Reliability

In terms of reliability, conventional HDDs pale when compared to SSDs. The absence of mechanical arms and spinning platters is the reason behind its reliability. In demanding environments, SSDs provide the type of ruggedness required for mobile applications. Unlike the HDD, SSD's can withstand extreme shock and vibration with data integrity and without any danger of data loss. This feature is very important in industrial applications where exposure to highly combustible materials and electromagnetic radiation are typical. Their ability to deliver unnerving performance in extreme conditions also makes SSD play a vital role in military operations, be it in defense, aerospace or aviation applications. Military applications require, in most cases, an operating temperature range of -60

Vioxx Personal Injury Lawsuits

--> Vioxx Personal Injury Lawsuits Personal injury attorneys representing clients who have allegedly been harmed by the prescription drug Vioxx are congratulating themselves over a historic judgment rendered recently. On August 19, 2005, a judge awarded the family of Bob Ernst $253.4 million due to his death from the drug. Vioxx, which had been prescribed most often for arthritis pain, was withdrawn globally by its maker, Merck, after research trials showed it increased patients' chances of a heart attack. Although Merck pulled the drug off the market in September 2004, legal action against this leading pharmaceutical giant will continue and expand. Let's take a look at why Vioxx has become a litigation lightning rod.

In 1998 as Merck was running clinical trials for Vioxx, company reports to the FDA stated that there were no cardiovascular signals apparent. This meant that there were no telltale signs that the drug could cause heart problems for users. Later, however, it was revealed that an internal study conducted by Merck around the same time - Study 090 - revealed serious cardiovascular problems as compared to patients not taking Vioxx. The study was never published by Merck as the company insisted that it was not large enough to provide definitive data.

The following year the FDA gave Vioxx its approval and the drug became the second nonsteroidal anti-inflammatory medication [or COX-2 inhibitor] to hit the market. Celebrex, another problem drug, was the first.

Merck widely and thoroughly launched a marketing campaign upon the introduction of Vioxx to the marketplace. Indeed, by 2003 the drug had entered 80 nations with sales exceeding $2.5 billion. Still, there were problems looming as ongoing tests conducted by Merck hinted of potential deadly side effects.

As early as 2001, the FDA recommended label warnings be put on prescriptions warning users of potential side effects. In addition, Merck was warned by the FDA to quit misleading physicians about potential side effects.

As potential problems began to surface, they served as red flags to industry watchdogs, to the FDA, as well as to personal injury attorneys who began to gather evidence to show that Merck was negligent. Indeed, web sites and advertising campaigns - meant to inform and attract patients harmed by the drug - were launched and fairly soon the internet, radio, television, and print media were flooded with advertisements asking those suspecting harm from Vioxx to come forward.

With the September 2004 announcement that Merck was withdrawing Vioxx, personal injury litigation was well on its way to being established. By early 2005, the first cases were filed and the Ernst case became the first Vioxx lawsuit to be settled.

Wrongful death lawsuits against Vioxx's maker, Merck, are expected to increase as the result of the Ernst decision. Personal injury attorneys insist that thousands of former Vioxx users and/or their families are due compensation for Merck's neglect. It remains to be seen if juries will render judgments as large as the Ernst judgment and whether courts will uphold these amounts. Nevertheless, it is certain that Merck is in for a long battle that will reach well beyond its US base.

Matt Keegan is The Article Writer who write on issues of current appeal as well as aviation and business subjects.

Vintage War Birds and the Spruce Goose at the Evergreen Muse

--> Vintage War Birds and the Spruce Goose at the Evergreen Muse Vintage War Birds and the Spruce Gooze - Evergreen Museum
Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/adventure/flight/evergreen/evergreen.html

Old barns drift by as I drive southwest on Highway 99W from Portland. I am in Oregon's scenic Willamette Valley, and from Highway 18 I start looking for a huge new A-framed building nestled in a broad vineyard near McMinnville. Following the signs, I drive up the curving access road until the high glass front of the building looms above me. Staring out from behind the windows is the Spruce Goose.

Evergreen International Aviation, based right across Highway 18, owns and operates the museum. The current building, completed in 2001, was designed around Howard Hughes' famous wooden aircraft. Volunteer docents, many of them veteran combat fliers, inform me with facts and regale me with stories of the Goose and many other famous planes there.

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

By Robert LaGrone, Las Vegas Correspondent, Jetsetters Magazine at www.jetsettersmagazine.com

Robert LaGrone, Jetsetters Magazine Correspondent. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

Vacation Every Weekend!

--> Vacation Every Weekend!
What else can you do with your airplane? The SERIOUS flyer has a plan that includes business AND pleasure! With proper planning, you'll purchase the airplane that will do both for you.

So how do people use their airplanes?

THEY FLY TO THEIR SUMMER HOMES UP NORTH

Many people spend 3-5 hours on Friday driving to their summer "get-away" and then turn around and do it again on Sunday! Sure, the drive is worth it when you can enjoy your "up-north" retreat, but imagine how much easier it would be if you flew up in 1 hour. They include:

1. Leaving the family up north and commuting to the cabin mid-week.

2. Being able to fly home for a Saturday soccer game with one of the kids and get back to the cabin.

3. Using the cabin every weekend of the summer even if you have a conflict on just one day. The whole weekend is not shot.

4. 5 extra hours each weekend to relax at your retreat accumulate to 50 hours over a 10 week summer. That's a full work week!

THEY FLY SOUTH IN THE WINTER

Most of us from the Midwest either have a winter place in the south, vacation to the south, or hope to own a place in the south someday. Your airplane will get you down there in about the same time as the airlines with their layovers and security checks.

With your own airplane, your "once a year" trip could become two or even three times to the south! Winter becomes tolerable and even enjoyable!

Don't have your own place in the south yet? Perhaps you're visiting parents and grandparents in their southern home. What a great way to stay in touch!

VACATION EVERY WEEK OF THE YEAR

Your airplane will give you the capability to travel every week of the year and visit places that you never would have! For some great ideas and destination planning tools and information visit:

www.airplanenoise.com/great_trips.htm

For more great ways to use your airplane, visit:

http://www.airplanenoise.com op_ten_ways_to_justify_an_aircraft_purchase.htm

Link: http://www.airplanenoise.com/great_trips.htm

Pat Redmond helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com

Understanding Aircraft Insurance Policies

--> Understanding Aircraft Insurance Policies My Policy Says What?!: Understanding An Aircraft Insurance Policy



2004 Reigel & Associates, Ltd./Aero Legal Services. All rights reserved.



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



Obtaining the Policy



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



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



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



Reading the Policy



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



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



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



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




Aircraft Damage Coverage




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



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



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



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



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



Aircraft Liability Coverage




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



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



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



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



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



Policy Definitions



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



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



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



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



Coverage Exclusions



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



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



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



Who Is Covered



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



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



What You Can Do



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



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



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



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



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



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

True North & Magnetic Declination - A Trick to Make it Stick

--> True North & Magnetic Declination - A Trick to Make it Stick Magnetic declination is an essential principle to understand when navigating your way through the wilds with map and compass.

Yet it's a tricky thing to remember, at least the way it has traditionally been taught, using an addition / subtraction method. Just when you think you've grasped it, the concept floats away, like fog in the morning light.

Well there is a simple, practical approach to adjusting for magnetic declination when finding your bearings. The whole explanation begins with a definition of 'north."

There are 2 Norths

A lot of people know that there are 2 norths in terms of maps and compasses. A map shows true north, or the Geographic North Pole where all lines of longitude meet. The earth rotates around an imaginary axis that runs through the North and South Poles.

A compass needle points to magnetic north, which is determined by the earth's magnetic field. The location of magnetic north moves over time, at about 5 miles per hour. Right now it is slowly creeping around somewhere NW of Hudson's Bay in Canada, about 450 miles away from true north.

Magnetic Declination

The angular difference between true north and magnetic north is known as "declination," or "variation" in the aviation world. Declination is different for different parts of the globe. In Washington State, the angle of declination is 20

Top Ten Myths of Aircraft Ownership

--> Top Ten Myths of Aircraft Ownership

1. Only the rich can afford one. . .

Not so! Many aircraft owners are earning moderate incomes. How do they do it? Mostly through proper planning and a thorough education prior to making their purchase. You can learn about many aspects of purchasing an airplane at

www.airplanenoise.com

a website that's nothing more than a compilation of helpful resources for those who want to learn!

2. You must fly at least 50 hours a year before an aircraft purchase is justifiable.

Well, it really depends on what you're using as a reference. If you're trying to beat the cost of renting. . . find another way. If you have some business use, rental use or a need to access an airplane on demand your own aircraft is certainly justifiable. Read more at http://www.aopa.org/members/files/topics/business_overview.html

3. If my business use is not the majority of my flying, I can't depreciate my airplane.

Wrong once again! Using the Sutherland Lumber case as precedent, you may be able to depreciate the majority of the value of your aircraft with as little as 27% business. Using Aviation Tax Specialists is critical when planning tax strategies for ownership of your aircraft.
You can learn more at http://www.advocatetax.com

4. It's cheaper to own an older aircraft than a brand new one.

Probably not! With today's tax incentives, better interest rates for new airplanes and the controlled maintenance costs that a warranty provides, in most cases a brand new aircraft is less expensive. Additionally, your flying comfort level with the dependable instruments and equipment of a new airplane will confirm your decision to buy new.

5. Aircraft Salespeople are all "slime."

My favorite! Sometimes the reputation of a few can tarnish an entire industry! Not to worry. . . There are some great salespeople out there who have your interest as their main objective. For 10 tips to choosing a super salesperson, visit http://www.airplanenoise.com/top_ten.htm

6. I found a "cream puff" with a low-time engine!

Think that low-time engine is a good thing? Think again! The best thing you can do for an airplane is FLY IT! Don't be fooled by this myth. . . It'll cost you!
http://www.lycoming.textron.com/main.jsp?bodyPage=/support/publications/keyReprints/general/lowTimeEngine.html

7. Those "whiz bang" avionics on the new planes create inferior pilots!

On the contrary! Today's new equipment is all designed with increased safety as the prime motivator! Weather systems, traffic, navigational systems all provide the pilot with additional tools and resources in the cockpit where they're needed! After all, what good are they on the ground? Of course, the pilots need additional training to learn the equipment. . . Inferior pilot????
http://www.airplanenoise.com/articles/Addressing%20Safety%20with%20New%20Avionics.doc

8. Finding a partner will make my aircraft purchase easier.

Well, perhaps financially. But is the money you save worth losing availability, as well as a friend/partner? There are several areas for conflict from fair distribution of finances to cleanliness of the airplane. Before I throw a wet towel over the idea let me also admit that many partnerships are very successful. Just remember. . . your choice of partner should be taken very seriously. In fact some say that choosing your partner is similar to choosing a spouse!
http://www.aopa.org/members/files/guides/multiple.html

9. Leasebacks are all 1-sided. (In favor of the flight school)

Just like choosing a partner, choosing the right flight school to partner with is critical to the success of your leaseback. If you've done your due diligence, you'll find the leaseback arrangement to be a "win-win-win" situation:
The school wins because they keep their cash for growing their business

The owner wins with revenue generated and terrific tax incentives.

The flight students win because they now have one more airplane at their disposal.

Once again. . . proper planning!

Learn the pros and cons of leasebacks:

http://www.aopa.org/members/files/guides/aclease.html

10. I just can't justify a new plane!

Sure you can! If you need help, visit http://www.airplanenoise.com/top_ten.htm

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for FREE aircraft purchase tips and tools, visit her site at http://www.airplanenoise.com

Top 10 Myths of Aircraft Ownership

--> Top 10 Myths of Aircraft Ownership

Can't afford one? Can't justify one? Don't like that Salesperson? Read on and we'll dispel the top 10 myths of aircraft ownership!
Can't afford one?

Can't justify one?

Don't like that Salesperson?

Read on and we'll dispel the top 10 myths of aircraft ownership!

1. Only the rich can afford one. . .

Not so! Many aircraft owners are earning moderate incomes. How do they do it? Mostly through proper planning and a thorough education prior to making their purchase. You can learn about many aspects of purchasing an airplane at:
www.airplanenoise.com , a website that's nothing more than a compilation of helpful resources for those who want to learn!

2. You must fly at least 50 hours a year before an aircraft purchase is justifiable.

Well, it really depends on what you're using as a reference. If you're trying to beat the cost of renting. . . find another way. If you have some business use, rental use or a need to access an airplane on demand you own aircraft is certainly justifiable. Read more at www.aopa.org/members/files/topics/business_overview.html

3. If my business use is not the majority of my flying, I can't depreciate my airplane.

Wrong once again! Using the Sutherland Lumber case as precedent, you may be able to depreciate the majority of the value of your aircraft with as little as 27% business. Using Aviation Tax Specialists is critical when planning tax strategies for ownership of your aircraft. You can learn more at www.advocatetax.com

4. It's cheaper to own an older aircraft than a brand new one.

Probably not! With today's tax incentives, better interest rates for new airplanes and the controlled maintenance costs that a warranty provides, in most cases a brand new aircraft is less expensive. Additionally, your flying comfort level with the dependable instruments and equipment of a new airplane will confirm your decision to buy new.

5. Aircraft Salespeople are all "slime."

My favorite! Sometimes the reputation of a few can tarnish an entire industry! Not to worry. . . There are some great salespeople out there who have your interest as their main objective. For 10 tips to choosing a super salesperson, visit www.airplanenoise.com/top_ten.htm

6. I found a "cream puff" with a low-time engine!

Think that low-time engine is a good thing? Think again! The best thing you can do for an airplane is FLY IT! Don't be fooled by this myth. . . It'll cost you! www.lycoming.textron.com

7. Those "whiz bang" avionics on the new planes create inferior pilots!

On the contrary! Today's new equipment is all designed with increased safety as the prime motivator! Weather systems, traffic, navigational systems all provide the pilot with additional tools and resources in the cockpit where they're needed! What good are they on the ground? Of course, the pilots need additional training to learn the equipment. . . Inferior pilot???? www.airplanenoise.com/articles

8. Finding a partner will make my aircraft purchase easier.

Well, perhaps financially. But is the money you save worth losing avialability, as well as a friend/partner? There are several areas for conflict from fair distribution of finances to cleanliness of the airplane. Before I throw a wet towel over the idea let me also admit that many partnerships are very successful. Just remember. . . your choice of partner should be taken very seriously. In fact some say that choosing your partner is similar to choosing a spouse! www.aopa.org/members/files/guides/multiple.html

9. Leasebacks are all 1-sided. (In favor of the flight school)

Just like choosing a partner, choosing the right flight school to partner with is critical to the success of your leaseback. If you've done your due dilligence, you'll find the leaseback arrangement to be a "win-win-win" situation:
The school wins because they keep their cash for growing their business

The owner wins with revenue generated and terrific tax incentives.

The flight students win because they now have one more airplane at their disposal.

Once again. . . proper planning!

Learn the pros and cons of leasebacks:

www.aopa.org/members/files/guides/aclease.html

10. I just can't justify a new plane!

Sure you can! If you need help, visit:
www.airplanenoise.com

--------------------------------------------------------------------------------

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

Top 10 Essential Considerations to Structure a Profitable Ai

--> Top 10 Essential Considerations to Structure a Profitable Ai

Leasing your airplane to a flight school or other business CAN be done successfully for PROFIT! Learn the essential considerations of a
Leasing your airplane to a flight school or other business CAN be done successfully for PROFIT! Learn the essential considerations of a "win-win" arrangement before you lease.

1. Am I "O.K." with the idea of other people flying my airplane?

Are you really? Regardless of the revenue generated from the leaseback, the arrangement is not successful if you're constantly worried about who's flying your airplane and how well they're taking care of it. Sure, you need to be concerned about these things, but if you can't see your airplane as a "tool" you need to reconsider. NOW

2. Do I know what I want out of this leaseback?

Decide what you need to achieve with the arrangement. Are you looking for a

tax shelter?

way to reduce the cost of flying?

profitable business?

Start with the end in mind and make sure you keep your eye on the ball. All other considerations depend on your objective.

3. Have I done my "due diligence" when choosing a flight school with whom to partner?

How do you know if you've made a good choice? A good flight school will have the right number of airplanes (to best utilize each one), the planes on the line will be well maintained and clean, and the flight school procedures will be well defined. Ask for references, and determine how the current fleet is cared for. Remember, you're not only choosing a business, you're choosing a business partner! www.airplanenoise.com/answers_to_why.htm

4. Have I chosen the right aircraft?

Of course, this depends on your objective(See Point 2). For maximum revenue, choose a 4 place IFR airplane. A Skyhawk is probably accepted as the best renting airplane. You should also consider the age of the aircraft. While an older aircraft may cost less up front, the advantages of the new aircraft's warranty may far outweigh the purchase price. You can view a spreadsheet and create your own scenarios by clicking: www.airplanenoise.com

5. Is my lease agreement properly written to address both FAA and IRS issues?

Don't try to save pennies here! Go to a specialist and have an agreement drawn up that will protect you and your purchase. In the long run, you'll save!

www.advocatetax.com

6. Do I have a plan for flying my own aircraft?

Remember, the more your airplane flies, the more money you make. And,the more money you're making, the less available your aircraft is for you! Try to strike a balance, schedule well in advance or set aside times to fly your airplane when the school is closed or business is slower. Sunday became my "flying" day and the airplane was scheduled out for me each week. Another benefit. . . I felt compelled to fly when I had scheduled the airplane and was forced to find new and exciting places to fly each week. Click on the link for a few suggestions: www.airplanenoise.com/great_trips.htm

7. Is my aircraft properly insured?

Insurance will cost you more when your airplane is leased so the airplane must fly enough to compensate for the added expense. The insurance company has added risk when many different people are flying an airplane and this risk is reflected in the premium. Learn more by downloading the FREE TeleClass, "Navigating the Aircraft Insurance Maze" by clicking the link below: www.airplanenoise.com/teleclass_schedule.htm

8. Do I have a realistic expectation for the cleaning and maintaining of my aircraft?

The way the other airplanes on the flight line look now is the way yours will look. Are you "O.K." with that? If not, don't expect the flight school to change their behavior just because you write something into the lease agreement. It just won't happen! It's time to look for an alternative.

9. Do I have an exit strategy?

Getting out is as important as getting in! Consider your exit now and make sure you can achieve your objectives in that time frame. Is your plan to move up, add additional aircraft to the flight line, earn enough revenue coming in to keep the aircraft indefinitely? Map out your plan and set goals. Sounds like running a business. .. doesn't it?

10. Do I really have what it takes to be in the aircraft leasing business?

The biggie! Remember,this is a business and should be treated as such. The successful leaseback business owners pay their aircraft down quickly with the generated revenue and take their profit at the time of sale. Those who spend the big summer checks find themselves in trouble. Learn more about leasebacks at:

www.airplanenoise.com/answers_to_why.htm

Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

This business of Meteorology

--> This business of Meteorology Weather prediction starts with observations, techniques and equipment. Barometers are for making air pressure measurements and thermometers show temperature, usually on the Fahrenheit or Celsius scale. We use many types of hygrometers for determining humidity, as there are a lot of ways of stating and the air's moisture content. Winds are measured using an anemometer for speed and weather vanes or socks give the direction. Rain and snow gauges allow us to find out how much precipitation has fallen. See how to convert from one type to another. Our national governments and airport authorities use all of these devices on site to provide for safer aviation.

http://www.stuffintheair.com/weatherequipment.html

Take a picture of our planet and the current weather systems will be included. Sorting out technical issues like wavelength and resolution will help trained image interpreters draw useful information from the photographs. Things emit, absorb, transmit and reflect radiation and the people figure this all out, such as which ones are sources and which are obstacles. In fact they need the help of computers to do so.

http://www.stuffintheair.com/image-satellite-weather.html

Weather radar shows us current and recent weather in fine detail. Radar uses a fancy radio set that detects moving objects. Both digital and analog equipment is required to make picture creation possible. The use of wave physics is important here as well, as the subject can be quite technical. One machine quickly alternates between broadcasting and receiving signals, in the form of pulses, so passive targets can be detected. Technicians have to learn to deal with all types of problems and flaws naturally occurring in the system. Doppler radar adds another dimension of useful information to the picture. More details are available at...

http://www.stuffintheair.com/radar-real-time-weather.html

What are weather balloons used for? To measure what is happening above. Atmospheric motions involve a great deal of wet and dry air undergoing elevation and pressure changes. It gets further complicated if heat or vapor flows in and out of an area, such as when the wind blows on or offshore, so a solid understanding of thermodynamics is required to comprehend it properly.

Meteorologists use standard maps and graphs (with names like tephigram, skew-t or nomograms) to make the calculations. While involved in this serious analysis, an advanced concept called wet-bulb potential temperature can be a forecaster's best friend.

This specialized field of employment requires a four-year university degree plus extensive job-specific training. Links to pages explaining the more advanced concepts for those who need to know more have been placed near the end of the home page http://www.stuffintheair.com/ for quick reference. You will see pages about cloud generation processes, convection and lapse rates, thunderstorm creation, turbulence, stability, inversions, air quality and global warming.

Overall, the most noticeable implement used in forecasting is the weather map. Meteorologists can see how winds will blow systems around (advection) and change their shape (deformation). If you were to visit the link below, you would learn that wind flows clockwise around a high pressure system (in the northern hemisphere) and why, as well as how atmospheric pressure relates to observable conditions (sunny, rainy etc.) And why.

You have heard of the troposphere, stratosphere, mesosphere and thermosphere above us. They are all very different from each other, but consistent over the entire planet. Some maps show important large scale features such as air masses and jet streams. In order to be accurate, they have to incorporate influences such as the curvature and rotation of the earth.

Again the presence or absence of moisture is crucial in all aspects of forecasting. For instance, we use that information for storm prediction and many more complicated things. That is because the latent heat stored in water vapor serves as a potent energy source to drive mechanical processes, which can then extract more heat from the vapor and so on. Another construct, vorticity, further enhances the twisting and lifting power of the atmosphere.

The waves and streamlines on an assortment of weather maps carry special meanings for meteorologists as well. Again, an intuitive knowledge of physics greatly helps the forecaster understand, explain and prognosticate the situation.

http://www.stuffintheair.com/ForecastMapWeather.html

A word or two about myself

I sometimes go by the nickname weather man, or even piano man. I have a B. Sc. in physics and meteorology - University of Alberta in Edmonton, Canada. Much of my work has been in the field of atmospheric modeling. I also have been a musician of one kind or another all my life.

http://www.stuffintheair.com/WeatherMan.html

http://www.stuffintheair.com/internet-business-leads.html

Thirty-Thousand On A Toilet Seat?

--> Thirty-Thousand On A Toilet Seat? When I first heard the news that the Bush administration was going to be closing military bases I was initially gleeful. The prospects of disillusioned Republicans danced in my head. I imagined all the thousands of service men and woman who bought into the Bush bullshit finding out that the guy they thought they knew had just indefinitely relieved them. I thought back to all the comments by all the pinhead conservatives who tried to paint Kerry as the anti-defense candidate.

"He voted against this piece of hardware and this billion dollar gadget that's guaranteed to kill thousands. Oh, the horror!"

The horror indeed. I remember looking at the records of the dark lord Cheney when he was a congressman, and Powell and Bush I back in the day when they were championing the "peace dividend" and advocating cuts in the military that were much deeper than what Kerry voted against. I know the hypocrisy and thought that now the predominantly Republican military would find out the truth.

Then reason kicked me in the head. No news is ever good news, with Bush loose. Sure they're saying that we're going to save $48 billion dollars over 20 years but my question is where are they going to spend the savings. After all this "conservative" President is the most spendthrift commander-in-thief this country has ever known.

Let me take a couple of guesses. How about battle-field nuclear weapons, or maybe the fantasy program that continues under the assumption that it's wise to spend trillions of dollars in the stratosphere for a sci-fi wet dream known as "Star Wars" targeted at stopping Intercontinental Ballistic Missiles?(It's a dream because if it ain't 100% perfect it don't matter) Or better yet, another war or Republican directed government waste that funnels off profit to private companies at the expense of the taxpayers? After all they are Republicans and this is your money we're talking about.

Another thing struck me as odd. Isn't it strange that there is only going to be a savings of $48 billion over 20 years when they're proposing the closing of 180 bases and we spend well over $400 billion a year on the military? I mean where is all the rest of the money going. That's only $13,333,333.34 dollars per base, per year. We spent $420.7 billion on the military last year not including the expenditures for Iraq and Afghanistan (don't get me started). So where did the rest of the $418.3 billion go?

If I'm doing my math correctly and assuming that the military budget stays at the present amount over the next 20 years that means that we'll spend well over $8 trillion protecting this great nation (by the way we kicked King George's ass without a standing army or navy and more recently got our asses kicked not once but twice by 3rd world nations).

$48 billion is like .6% of the total budget.

Let me say that again:

The budgets for 180 bases for the next 20 years equals .6 (YES THAT'S POINT 6) %(PERCENT) of the total military budget.

So my question is where is all the rest of the $7,952,000,000,000 (SEVEN TRILLION, NINE-HUNDRED AND FIFTY-TWO BILLION DOLLARS) going to be spent if it's not being spent on military bases?

Chew on that but here's the list of where it's not going to be spent:

Alaska
Kulis Air Guard Station

Arizona
Air Force Research Lab, Mesa
Allen Hall Armed Forces Reserve Center, Tucson

Arkansas
El Dorado Armed Forces Reserve Center
Stone U.S. Army Reserve Center, Pine Bluff

California
Armed Forces Reserve Center Bell
Defense Finance and Accounting Service, Oakland
Defense Finance and Accounting Service, San Bernardino
Defense Finance and Accounting Service, San Diego
Defense Finance and Accounting Service, Seaside
Naval Support Activity Corona
Naval Weapons Station Seal Beach, Detachment Concord
Navy-Marine Corps Reserve Center, Encino
Navy-Marine Corps Reserve Center, Los Angeles
Onizuka Air Force Station
Riverbank Army Ammunition Plant

Connecticut
Sgt. Libby U.S. Army Reserve Center, New Haven
Submarine Base New London
Turner U.S. Army Reserve Center, Fairfield
U.S. Army Reserve Center Maintenance Support Facility, Middletown

Delaware
Kirkwood U.S. Army Reserve Center, Newark

Florida
Defense Finance and Accounting Service, Orlando
Navy Reserve Center, St. Petersburg

Georgia
Fort Gillem
Fort McPherson
Inspector/Instructor, Rome
Naval Air Station Atlanta
Naval Supply Corps School, Athens
U.S. Army Reserve Center, Columbus

Hawaii
Army National Guard Reserve Center, Honokaa

Idaho
Navy Reserve Center, Pocatello

Illinois
Armed Forces Reserve Center, Carbondale
Navy Reserve Center, Forest Park

Indiana
Navy Marine Corps Reserve Center, Grissom Air Reserve Base, Bunker Hill
Navy Recruiting District Headquarters, Indianapolis
Navy Reserve Center, Evansville
Newport Chemical Depot
U.S. Army Reserve Center, Lafayette
U.S. Army Reserve Center, Seston

Iowa
Navy Reserve Center, Cedar Rapids
Navy Reserve Center, Sioux City
Navy-Marine Corps Reserve Center, Dubuque

Kansas
Kansas Army Ammunition Plant

Kentucky
Army National Guard Reserve Center, Paducah
Defense Finance and Accounting Service, Lexington
Navy Reserve Center, Lexington
U.S. Army Reserve Center, Louisville
U.S. Army Reserve Center, Maysville

Louisiana
Baton Rouge Army National Guard Reserve Center
Naval Support Activity, New Orleans
Navy-Marine Corps Reserve Center, Baton Rouge
Roberts U.S. Army Reserve Center, Baton Rouge

Maine
Defense Finance and Accounting Service, Limestone
Naval Reserve Center, Bangor
Naval Shipyard Portsmouth

Maryland
Defense Finance and Accounting Service, Patuxent River
Navy Reserve Center, Adelphi
Pfc. Flair U.S. Army Reserve Center, Frederick

Massachusetts
Malony U.S. Army Reserve Center
Otis Air Guard Base
Westover U.S. Army Reserve Center, Citopee

Michigan
Navy Reserve Center Marquette
Parisan U.S. Army Reserve Center, Lansing
Selfridge Army Activity
W.K. Kellogg Airport Air Guard Station

Minnesota
Navy Reserve Center Duluth

Mississippi
Mississippi Army Ammunition Plant
Naval Station, Pascagoula
U.S. Army Reserve Center, Vicksburg

Missouri
Army National Guard Reserve Center, Jefferson Barracks
Defense Finance and Accounting Service, Kansas City
Defense Finance and Accounting Service, St. Louis
Marine Corps Support Center, Kansas City
Navy Recruiting District Headquarters, Kansas
Navy Reserve Center, Cape Girardeau

Montana
Galt Hall U.S. Army Reserve Center, Great Falls

Nebraska
Army National Guard Reserve Center, Columbus
Army National Guard Reserve Center, Grand Island
Army National Guard Reserve Center, Kearny
Naval Recruiting District Headquarters, Omaha
Navy Reserve Center, Lincoln

Nevada
Hawthorne Army Depot

New Hampshire
Doble U.S. Army Reserve Center, Portsmouth
Naval Shipyard Portsmouth

New Jersey
Fort Monmouth
Inspector/Instructor Center, West Trenton
Kilmer U.S. Army Reserve Center, Edison

New Mexico
Cannon Air Force Base
Jenkins Armed Forces Reserve Center, Albuquerque

New York
Armed Forces Reserve Center, Amityville
Army National Guard Reserve Center, Niagra Falls
Carpenter U.S. Army Reserve Center, Poughkeepsie
Defense Finance and Accounting Service, Rome
Navy Recruiting District Headquarters, Buffalo
Navy Reserve Center Glenn Falls
Navy Reserve Center Horsehead
Navy Reserve Center Watertown
Niagra Falls International Airport Air Guard Station

North Carolina
Navy Reserve Center, Asheville
Niven U.S. Army Reserve Center, Albermarle

Ohio
Army National Guard Reserve Center, Mansfield
Army National Guard Reserve Center, Westerville
Defense Finance and Accounting Service, Dayton
Mansfield Lahm Municipal Airport Air Guard Station
Navy-Marine Corps Reserve Center, Akron
Navy-Marine Corps Reserve Center, Cleveland
Parrott U.S. Army Reserve Center, Kenton
U.S. Army Reserve Center, Whitehall

Oklahoma
Armed Forces Reserve Center Broken Arrow
Armed Forces Reserve Center Muskogee
Army National Guard Reserve Center Tishomingo
Krowse U.S. Army Reserve Center, Oklahoma City
Navy-Marine Corps Reserve Center, Tulsa
Oklahoma City (95th)

Pennsylvania
Bristol
Engineering Field Activity Northeast
Kelly Support Center
Naval Air Station Willow Grove
Navy-Marine Corps Reserve Center, Reading
North Penn U.S. Army Reserve Center, Morristown
Pittsburgh International Airport Air Reserve Station
Serrenti U.S. Army Reserve Center, Scranton
U.S. Army Reserve Center Bloomsburg
U.S. Army Reserve Center Lewisburg
U.S. Army Reserve Center Williamsport
W. Reese U.S. Army Reserve Center/OMS, Chester

Puerto Rico
Army National Guard Reserve Center, Humacao
Lavergne U.S. Army Reserve Center, Bayamon

Rhode Island
Harwood U.S. Army Reserve Center, Providence
USARC Bristol

South Carolina
Defense Finance and Accounting Service, Charleston
South Naval Facilities Engineering Command

South Dakota
Ellsworth Air Force Base

Tennessee
U.S. Army Reserve Area Maintenance Support Facility, Kingsport

Texas
Army National Guard Reserve Center No. 2, Dallas
Army National Guard Reserve Center (Hondo Pass), El Paso
Army National Guard Reserve Center, California Crossing
Army National Guard Reserve Center, Ellington
Army National Guard Reserve Center, Lufkin
Army National Guard Reserve Center, Marshall
Army National Guard Reserve Center, New Braunfels
Brooks City Base
Defense Finance and Accounting Service, San Antonio
Lone Star Army Ammunition Plant
Naval Station, Ingleside
Navy Reserve Center, Lubbock
Navy Reserve Center, Orange
Red River Army Depot
U.S. Army Reserve Center No. 2, Houston

Utah
Deseret Chemical Depot

Virginia
Fort Monroe

Washington
1LT Richard H. Walker U.S. Army Reserve Center
Army National Guard Reserve Center, Everett
Navy-Marine Corps Reserve Center, Tacoma
U.S. Army Reserve Center, Fort Lawton
Vancouver Barracks

West Virginia
Bias U.S. Army Reserve Center, Huntington
Fairmont U.S. Army Reserve Center
Navy-Marine Corps Reserve Center, Moundsville

Wisconsin
Gen. Mitchell International Airport ARS
Navy Reserve Center, La Crosse
Navy-Marine Corps Reserve Center, Madison
Olson U.S. Army Reserve Center, Madison
U.S. Army Reserve Center, O'Connell

Wyoming
Army Aviation Support Facility, Cheyenne
Army National Guard Reserve Center, Thermopolis

The Indy Voice is a no-nonsense and hard-hitting blog that discusses politics, current affairs, and American society and culture and everything in between, without being married to any cold corporate conglomerate. Check it out: The Indy Voice

The Value of Airplane Accident Claims

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

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

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

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

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

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

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

"I'd really like a brand new aircraft, but wouldn't I be better off just finding a good, clean used aircraft?"
Read on to learn the top 10 reasons to purchase new rather than used equipment.

1. You want to own the latest in TECHNOLOGY.

Multi-function displays, GPS, weather uplink. . . These are just a few of the tools available to pilots of the new aircraft. It won't be long before this equipment will be the "norm."
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2. You want to own the latest in SAFETY.

Each year, new features increase the safety of flying and of our aircraft. Why not have the best you can get?

3. You want the "hassle free" upkeep that the 2 year warranty provides.

You want everything to work, and you want hassle free maintenance, right? Your warranty will give you that peace of mind and the dollar savings that go along with a 2 year warranty. Join the TeleClass: "The Care and Feeding of your New Cessna Aircraft" by clicking on the following link:
www.airplanenoise.com

4. You want to be the 1st to fly your new airplane.

Most trips pale in comparison to the trip to the factory to bring home your new aircraft! Be the first to see and fly your airplane!
www.airplanenoise.com/great_trips.htm

5. You want to know how the airplane's been flown and how the engine's been broken in.

There are no suprises when you've been the one flying and breaking in your airplane. You can baby your airplane like no one else can!

Is that Low Time Engine Really a Bargain?
www.airplanenoise.com/answers_to_why.htm

6. You want a "no risk" purchase that comes with a manufacturer backed airplane.

"As is Where is". . . Pretty scary words when you purchase a used aircraft! Why risk it? When you fly off the field with a manufacturer backed airplane, you know you're covered.
www.cessna.textron.com

7. You want the lower interest rates and lower payments of a new aircraft.

Perhaps up to 3% points! This can mean huge savings in your monthly payment and in your overall amount paid for your aircraft. Run the numbers to see how much you'll save in interest dollars!
www.cfcloan.com

8. You want the better depreciation schedules that apply only to new aircraft.

50% bonus depreciation applies to new equipment only. Uncle Sam has bumped up the depreciation schedule on new equipment in hopes to revitalize the economy. To see how much you can save by purchasing new, visit:
www.advocatetax.com

9. You'd rather not "wheel and deal" with the hope that you cut a fair deal. You know what a new aircraft is worth!

No need to worry about whether or not you were taken advantage of. With a new aircraft, you know what you're getting, and you know the price!

10. You just feel great showing off your new aircraft that's perfect in every way!

. . . And who wouldn't?

Link: http://www.airplanenoise.com/answers_to_why.htm

Pat Redmond, Brighton, Mi usa
airplanenoise@airplanenoise.com
http://www.airplanenoise.com
Pat Redmond, helps business owners who are tired of long lines and baggage claims, fly their way to freedom! Enjoy dinner with your family tonight! To learn more about the General Aviation Business, sign up for more FREE tips like these, visit her site at http://www.airplanenoise.com

The lowdown on china travel

--> The lowdown on china travel The fragrance of fish, lobsters..., the sturdy Great Wall, the broken hush of winds by the Martial Arts, the grand museums and unpretentious down to earth people...welcome you to the third largest country on the globe-China. China is universally known not just for any single reason. The country has earned remarkable name not just in electronics and technology but it also surpasses many countries in its receiving tourists' attention. The charisma of China is such that people from all over the world endeavor to bask at least once in the Chinese glory.

China is the land of rich history and has contributed a lot in sphere of philosophy. However, demographically China is the most populous country that we have today followed by India. The commonplace life and activity of the place can be enjoyed by taking on to the streets of the Chinese cities.

A Brush with the Chinese Cities

Like nay other country, China too has its own network of cities. But unlike many other cities, the Chinese metropolises are swarming with people. This is because the place has an exclusive charm and unique assets that lure the people all over the world. The first city that hogs limelight besides Hong Kong is the capital city Beijing.

Beijing is one of the wonderful cities that can keep all its visitors glued to it. Once you decide to step in this city, scores of attractions await your encounter. The pleasant weather of Beijing is a good reason to go for a stroll and water and other games in the Beijing Amusement Park. As soon as you enter the place, get ready to discover the child in you for the rides like roller coaster, bumper cars, paddle boats etc. will not at any cost let you to ignore them. Beijing also hosts a recreation center popularly known as The Beijing Recreation Center. This center invites people of all age groups for there are multitude of games like poker, bowling, electronic golf, squash, tennis and billiards. The discotheque, fitness room, sauna and mah-iong room are added pulls. The Summer Palace (Yiheyuan) at Beijing with its archaic temples, pavilions, huge mansions, lakes etc. make a superb picnic spot. Your vacation can be an experience of fun with learning when you enter the eminent Beijing Museum of Natural History. Also to behold is the China Aviation Museum that lies nearly on the outskirts of Beijing. This museum has about 200 planes and the aircrafts etc. used during the World War II. Finally shopping in Beijing can be enjoyed once you take on to the Wangfujing Business Street of Beijing. From here you can take home books, amazing handicraft items, medicines, electronic gadgets and almost everything you require in your routine life.

Are you trying to make your way through the bustling population? Walking down the street have you encountered the world's third tallest TV tower i.e. The Oriental Pearl TV Tower? And do you think there is no end to the place you are in...You have entered the by far the largest metropolis of the world-Shanghai. Along with these magnets, The Tomb of Emperor Qin Shi Huang-Xian where this foremost emperor of China is believed to be yet lying in a single piece is a site that summons many visitors. The Shanghai Museum is worth visiting to view some distinctive relics of China. The place can be a center for a thrilling nightlife. There are beautiful night clubs and bars, Caribe Bar being a frequently budding one. Some vibrant streets of Shanghai are a perfect place to shop. From sparkling glass items to exclusive china-ware, everything is at hand.

The glorious city oh Hong Kong needs no introduction. It has already established itself as the Asia's world city. Many attractions of the place also include the Hong Kong Space Museum that is one amongst the largest planetariums in the world. It is an educational site for kids as well as adults that reveal some of the baffling facts of the universe. When it comes to food, generally eight cuisines are found in China- Shandong, Sichuan, Guangdong, Fujian, Jiangsu, Zhejiang, Hunan and Anhui. Few restaurants in Hong Kong serve 'vegetarian pork' and 'vegetarian chicken'. The dishes made of Soyabean are difficult to be distinguished from the real ones. Hong Kong is an ideal place to shop. The Times Square is a recommendable venue that welcomes you with numerous shops. There is anything and everything from dazzling jewelry, garments and antiques to sports goods and toys.

The Sites Globally Known

The Great Wall of China speaks through itself. Besides the historical significance the site that makes through the wonders of the world, exerts a pull on each and every person that comes to China. The Grand Canal of China that has 60 bridges and 24 locks has always been a center of worldwide attention. Not to be forgotten is the Mt. Huangshan that is known for its deformed pine trees and springs. You can trek up the Mt. Huangshan or take a tram to have an exotic and breathtaking view of the mountain as well as the entire China.

Mansi gupta writes about china travel topics.