Airplanes Keeping You Prisoner
If a US Supreme Court Justice was every stuck on a plane for 6 hours, the system would
be changed in a fortnight. Looks like I will have to help everyone solve this extremely easily solvable problem.
It is lucky I am very well read regarding FAA laws and how to fly airplanes [will get
a pilot's license someday!]
Only a mentally handicapped person or someone living in a cave, does not know that
the US airline industry has some quirks that cause many passengers to wish to
remove their own hair by their respective roots. To be stranded on an airplane for
fifteen minutes to me is eternity; I can’t even imagine anyone stuck for hours! Yet,
last winter, hundreds of passengers who had boarded planes in snow bound communities
had such free vacations without entertainment or booze, “offered to them.” And the
law even permits the pilot of the airplane to keep the passenger on the airplane
REGARDLESS of conditions, till the pilot winds up at SOME gate. W O W.
I am a writer and business consultant, as some of you may know. One of the “rules” of business is not to screw your customer as you are providing them a service. I mean this as a volunteer
screwing or one you are not even immediately aware of but the owner or CEO could have
deduced would occur. [That's why the CEO of Enron who pled to ignorance of the
consequences of his policies when said policies harmed millions of people.]
While I am offering a simple new law in this article, I am also suggesting that a new
rule be administered by or to or against the pilots and the CEOs of airlines.
ONE of the dumbest LEVELS of performance [like an athlete using steroids] that airlines love to try to out-do one another on is “turn around time”–who is the fastest–with the gage being on who takes off “on time”. “ON time” “logically” is that time from when a plane leaves its gate loaded with passengers till it arrives at the To gate. It is not. On time is STRICTLY take off time.
Makes no sense. And CEOs of airlines buy into this gage of efficiency.
A law that some people don’t know exists–between the terminal –control tower–and the
pilot, the one in charge of the passenger is not the tower! The one in change of the plane
is not the tower! It is also the pilot. It is true and that the pilot must BE READY to meet
with FAA representatives anytime it deviates from a control tower [or other FAA employee] directive.
So, let’s say we are in a group of party goers in Chicago heading to Florida and its sunny
beaches. The weather is on and off; meaning, from poor visibility to fair visibility.
There is no FAA rule that prohibits a pilot from taking off or landing a plane. There is
a rule that says if the pilot is being given different instructions from the control tower
and he relates “tower, I need other directions–speed, or whatever, the tower is
obligated to give him a new choice.” The only time a pilot will be in trouble is when
he ignores the FAA and control tower. He must communicate with them and indicate
that their instructions are not likely to provide the safest conclusion the pilot needs.
Returning, then, to the gate. WE are party goers and it is snowing out. Visibility
is 25 feet and the run ways are so so. The pilot, if he -she is smart, will NOT even
seek permission to taxi to the runway. He will stay at the gate until HE KNOWS from what he sees in the air, that it is at least safe to fly– from his own experience.
If, on the other hand, he seeks to take off, feeling it is safe, and the tower says
“xyx heavy” [all large commercial planes are called so and so Heavy] “it is safe to take off now but we cannot assure you permission to take off for more than 5 more minutes”, it behooves
the pilot to sit still. Stay at the gate, where the passengers can de-plane at any time.
ONCE a commercial plane is away from the boarding gate, unique rules take over and
the pilot becomes a mini God/dictator. That power needs to be partially removed.
It makes no sense whatever, for the tower [and ground control that gives the pilot
permission to taxi for take-off in the first place] to begin talking to any pilot if the
tower knows the pilot cannot take off in 5 minutes–the tower or ground control sees only a safe five minute “window.”
While the “percentage of on time take-offs” right now makes no sense since it
measures illogical parts of the flying system [leaving the gate ONLY], if we change it
to adding flight time, it would make more sense to not have this gage in the first place.
How often an air carrier takes off on time has no end value to anyone. A plane hits
poor winds, backed up airports it is aiming for, etc.
What South West airlines seeks, if memory serves me correctly, for a success gage,
is how satisfied the customers are; and they are #1. Alaska Air was until one of
their planes went into the LA bay a decade ago.
While it is understood that weather moves and some airports that had “safe” corridors
and landing environments [no fog or overhead thunderstorms] may no longer on any
given day at any given hour, most of the time, planes fly smoothly.
News reels show us planes lined up to take off, sometimes 20 in a row. Makes no sense.
Rather than stick every possible plane into the air that can FIT the answer is,
how many can fly SAFELY with the current work load the FAA puts on
each airport’s control tower that tracks every plane in their air territory!?
IF a plane can’t get permission to take off within five minutes of GROUND CONTROL
giving taxi instructions, the plane should be forced to stay at the gate IF FOR NO OTHER
REASON THAN THE CUSTOMER’S COMFORT AND SAFETY.
The objective is to make customers happy so that they return to fly with you. [Meaning
putting their dollars into the specific airline's coffers.]
 How To Build An Ultralight Trike
So many people postpone their dream to fly because of lack of time or money. If you knew that for few thousand dollars, few months and a lot of fun you could have your own ultralight airplane, would you still postpone? Building an ultralight trike yourself is one of the most exciting, yet pretty achievable things you can do to achieve your dream. If you think you need a master’s degree in engineering and construction genius, you are wrong. People like me and you build ultralight trikes every day. And yes, they fly on them! So how do you go? Purchase Construction Plans You can purchase plans online even in download able format. The prices rare exceed few hundreds (and often are under $100), but the plans contain everything you need. Preferably, get plans with full size drawings to you can avoid inaccuracies in resizing. Make sure that the plans contain a complete list of materials and sources so you an save time looking around. You can also use a partial kit Some companies offer partial trial kits. This is an excellent way to gain some experience and expertise and later decide if you want to purchase the kit or just continue building only by the plans. The trial kits of course are much cheaper than the complete ones and take less time to be built. Most companies also provide free phone support. What kind of airplane to build? This article is called “How To Build An Ultralight Trike” because I believe the ultralight trikes are the best beginning for starters. They are much simpler and faster to complete than the fixed wing airplanes. Finally, the kits and the materials for them are much cheaper. How much time is it going to take? For someone with skillful hands building an ultralight trike from scratch will take 1500 - 2000 hours. Count 2500 if you are not that good in working with tools. If you want to do things faster, just purchase a kit. With a good kit you’ll build your ultralight trike for 250 - 300 hours. Just don’t let bias to keep you away from your dream. Building an ultralight airplane yourself is not only possible, it is fun. In addition to what you just read, I can stronlgy recommend you read some additional articles about building ultralight airplanes and trikes at my site Ultralight Airplanes and Helicopters - http://ultralight-airplanes.info
Boeing Dreamliner is Safe But One Former Employee Begs to Differ
Well the Boeing Dreamliner is the most efficient airliner ever created by mankind and indeed that means better performance and less fuel consumption. Just in time to fight the Global War on Global Warming. Unfortunately, one former Boeing engineer believes that the Dreamliner may not be safe for passengers, in case the aircraft catches on fire. The structural integrity of the aircraft itself seems to not be an issue, in fact it maybe one of the strongest aircraft ever built as well as the most efficient. The Boeing engineer claims that if the composites burn, they will make toxic smoke and that is a serious issue for any passengers on board. One problem that the Online Think Tank looked into is that composites over time fatigues like anything else and we just do not have enough experience with it yet; it will not last forever. Still, what we do know about composites is that when used correctly there structural integrity is much better than aluminum, which most aircraft are built out of. Perhaps the Boeing Engineer has a point about the toxic smoke, if an aircraft catches fire, and yet, I do not side completely with the ex-Boeing engineer, in fact, I have noticed a good number of former Boeing Employees union people completely trashing on the company, even making stuff up to slander the company. So, I would take a grain of salt with any former employee opinions. Now the EU is asking for a sample of the composite material to do a test on it. Well the composite layering, heat manufacturing process and the rest is most likely the same as the “Military” aircraft, thus by giving them a piece, we give away much information, which can be reverse engineered by the EU, Russia, China and Japan. Yes, eventually they will have it already that is if they do not already. There is lots of technology sharing in the Space Industry and a lot of tech spying and corporate espionage as well these days, that most people in industry try not to talk much about, but it is happening at an alarming rate. And it should also be noted that the Airbus Company is building an older model with an all composite wing as a competing version, yet they lack the expertise to do the whole aircraft in composite. Perhaps there is more to this story than meets the eye? Should Boeing give them a sample of the composite to test? If they give them a sample then Airbus will get a jump on the building of what will become an efficiency jump in aviation airframe technology - lightweight, strength and therefore huge savings in fuel. It is a Boeing trade secret of course; knowing that either way Boeing’s Competition will figure it out soon enough. Remember also that China wants the US Aviation Manufacturing sector, like it wants the computer, automotive and high-tech industries as well. I suppose Boeing wants to sell as many of the new Aircraft as possible in advance and then deliver them all in close proximity. This will help them maintain their edge for a little while longer, that means profits, which all large companies needs. Still, carbon nano-tubes comes next and all these Dreamliners will be nothing more than nightmare if the issues with the burning and toxic fumes is not addressed, of course personally I have been talking about this since the first F-117 crash into a New Mexico Trailer park, where the fumes killed people nearby. As far as the trust issue, well I do not trust the EU on these things and they might try to hold up usage of these Composite Dreamliner aircraft into their airports and block thru adverse regulations in order to help the Airbus Company. Airbus is in dire straights after the A-380 largest airliner in the World blunder and delays to build. Can we trust the EU regulators? After all, look what they are doing to Microsoft, Intel and other US companies there. We have a severe trade war afloat right now, and it is obvious that the EU regulators are attacking US Companies in order to propel their companies into our markets to give them an edge. A similar scenario is going on in China, as they have ordered the closing of 400 companies, mostly those with huge foreign investment, stating that the reason is due to pollution, but they are only giving fines to the All-Chinese owned companies in the same region. Why? Well they claim it is for the environment, but a reality check shows that it is due to the US complaining about Toxins in the toothpaste, fish feed, pet food and lead paint in the toys. If the composite is safe, which is hard to say when you douse it with Kerosene and torch it at a high temperature - then Boeing should not be so upset with allowing them a sample to burn and test. Still, merely entering that testing process, means they can hold up the sales of that aircraft for 1.5 to 3 years, meaning we need US Trade Negotiators to go in and make a deal and that takes time and means we have to give up something in some other industry? Yes, it is all very silly I know, but trade works that way in the real world, there are no free markets in reality. If there were, the US would clobber all other nations, of course we have our own skeletons here, as we create monopolies and prop up old dying industry so they do not have to innovate and adapt like other firms, then eventually they die, from a sedimentary life style, rather than surviving from strength. We are to blame too, but still the EU and France with Airbus has their own issues with the A-380 financial fiasco, now it looks like Boeing may be called to the carpet for the materials of it’s 787, which should have been called the 888 if they really wanted to sell shit loads of them to China. Would I fly on a new Boeing Dreamliner? Certainly, I would and would love to see a barrel roll on its first test flight, while I was in it. Still, there are more questions to be asked now that the drama continues, events occur and controversy arises as we enter the new Jet Age of high-performance materials in our dream machines - the future is now. Sincerely, Lance. L. Winslow is an Economic Advisor to the Online Think Tank, a Futurist and retired entrepreneur http://www.worldthinktank.net Currently he is planning a bicycle ride across the US to raise money for charity and is sponsored by http://www.Calling-Plans.com and all the proceeds will go to various charities who sign up.
Aviation Maintenance SafetyThe arena of aviation is a harsh environment from the basic medium the aircraft flies in to the lubricants, fuels and additives used and even the basic materials in the structure. Fortunately, someone decided that it might be a good idea to let the maintenance people and handlers of these products know about the associated dangers with these chemicals and compounds. The result is a system known as the Materials Safety and Data Sheets (MSDS) MSDS sheets provide a lot of information on the hazards, handling and personal protection measures recommended when working with or around these products. Notice I said recommendation and not the typical or “correct” answer of mandatory. Let’s face it if you are out trying to recover a downed aircraft you may not have all the goodies you need nor will you necessarily need or have room to get all that stuff into a remote location. So we, as mechanics, take what we know we need to provide the best protection for the job being done. I know I just ticked off the hazmat people who seem to be almost obsessive on this subject but that is how we honestly work. We may not have rubber gloves available when we check a chip detector but I almost guarantee the technician is going to bring some rags or towels and something to clean with. For such a little job it is probably insignificant but when back at the shop there really isn’t much reason to not protect yourself as much as possible. The subject of protection leads us to the next subject of personal maintenance safety the casual observance of increased risk of prostate cancer in maintenance technicians and pilots within aviation. This industry seems to have its fair share of people with or who have battled prostate cancer. I personally have seen more mechanics and pilots leave the world from prostate cancer than from heart attacks, lung cancer or anything else. Is it from the chemicals, radio waves or something else? I do not know, in the words of Scotty from Star Trek, “I’m a mechanic not a doctor Jim”! I am also not sure if there has ever been any medical research into the chemical contamination of aircraft mechanics blood or long term exposure to aviation chemicals or other hazards. When we get involved in fabrication or repair procedures using drills, rivets or grinders most technicians will use safety glasses or face shields or both depending on the maintenance operation. Sure there are times when we would rather look at our significant other through one eye but not forever. Be conscious of your actions and protect your eyes. Noise hazards around aircraft have been known for years and ear plugs are normally available in most shops, if not then buy some. They are not expensive and you don’t want the constant ear ringing or loss of your hearing from not using them. Using them is the second part of the safety equation ear plugs will do no good sitting in the desk or toolbox. When purchasing a set of earplugs try and find something small, easy to use and easily carried on your person. Soon you will find using your ear plugs as easy as putting on your seat belt and soon become habit. Mechanics with long hair should keep their hair up or under a cap so as not to get it entangled with drills, torches or the aircraft’s rotating components. The responsibility of maintenance safety falls directly in the hands of the mechanic doing the work, just remember that responsibility also extends to your family. Your family needs you in one piece, with all your fingers, hands and eyes and in good health. Get your health check up to include the dreaded prostate exam and live a full enjoyable life as an aircraft technician. Resource Links: http://www.ilpi.com/msds/ http://www.prostatecancerfoundation.org/ http://www.preventblindness.org/safety/ http://www.pp.okstate.edu/ehs/links/noise.htm http://www.gyroplanepassion.com/GyroplaneMaintenanceSafety.html
The Powered Parachute - 3- 2- 1- Lift Off!A powered parachute is just what is says it is. It is a parachute with a little power motor and wheels. It can get up to 35 miles per hour. Or to put it another way, a powered parachute is a small aircraft. Think of flying a powered parachute as the reverse action to using a regular parachute where you jump from a plane and let gravity take over. With a powered parachute, you start on flat ground and defy gravity by spreading the canopy out behind you, driving into the wind and letting the parachute open and the wind begin to lift you from the ground. The idea of a powered parachute has been around for nearly 50 years. It might have been around longer but that would only have been as twinkle in some dedicated flyer’s eye. The first experimental powered parachute flew in the early 1960s. It was 20 years before the first commercial power parachute became available. This was the ParaPlane which was available in the early 1980s. The ParaPlane was the brainchild of Steve Snyder, an aeronautical Engineer who worked on improving the first powered parachutes (ram-air parachutes as they were called). These early ram-air parachutes could not travel far, fly level, or climb. Snyder worked on creating a frame for the powered parachute and in March, 1981, the frame was completed. The next step was to find a way to power the parachute. Snyder called upon experts to help him and later in 1981, a pair of small Chrysler engines were added to the design and the prototype 1 (P-1) was created. The first effort to fly was a qualified success. Snyder managed to keep the powered parachute flying for about half a minute at a speed of between 20 and 25 miles per hour. Snyder and his partners kept tweaking the machine. They worked on the control system, improved the frame design, and added folding landing gear. The second prototype (P-2) was finished early in 1983. When the next version, the P-3, debuted at the Sun & Fun Airshow in Florida in the spring of 1983, it was an immediate success. The ParaPlane Corporation was formed and the first powered parachutes began to appear on the market. A lot has changed since 1983 and powered parachutes can now fly for about 3 hours. There are courses on flying powered parachutes, special interest groups, associations, and shops specializing in powered parachutes. The big attraction of powered parachute flight is that it offers you a unique opportunity for solo flight without spending a fortune and a lot of time learning to fly a conventional aircraft. Also, powered parachutes are relatively inexpensive to own. Matt Barlow has uncovered a hidden resource for locating new and used powered parachutes online. Check it out here: http://discountaircraft.info/powered-parachute.html
Private Pilot - The Joy of FlyingThere is nothing like the feeling of sliding into a Cessna 172 or Piper Cherokee 180 and heading off into the sky. The sense of freedom is enormous, and whatever worries or problems you may be facing, just fade away. It is an incredible feeling! Nearing my 22nd year of professional truck driving, nothing can clear my mind or ease my spirit as much as flying. The sound of the engine, lowering the flaps, full rich mixture and power and the aircraft shooting down the runway and then . . . lift off! Now this is cool. This is more than cool . . . it is totally awesome! After CDL training, the stress of trucking can wear you down sooner or later. Trucking will take over your life until you have no life . . . if you let it. After a hard three or four-week run, all a driver wants to do when they make it home, is rest. In a few days they will have to head out, and start it all over again. It is imperative that someone who lives the life of a trucker, has hobbies that they can enjoy when they are home. It is very important to be able to do those things for relaxation to mend the mind and body, before having to jump in the truck again. Many will enjoy a movie out with their families . . . a fishing trip . . . time out on the boat . . . a motorcycle ride . . . whatever it is, a driver should set aside that time at home for rest and enjoyment. Life is too short to spend it always in a truck. Most trucking companies don’t understand this. The only thing that exists in life is the freight. Forget about the freight for a while . . . and enjoy life when you can before it’s gone. I look forward to riding my Harley every chance I get. What a rush! But, flying . . . now there is freedom and peace. Have you ever thought about becoming a pilot? It’s not hard at all, and is not too expensive . . . and the joy it brings is immeasurable. Only if it is two or three hours a week or several hours a month . . . the rewards are great. At 3500 feet or 8500 feet, all the stress and worries of daily life seem to disappear. It makes you realize that we are very small creatures inhabiting this planet! It brings your perspective of things back to a normal realization. If you are one who’s entire life is bound by trucking, like so many drivers are, (I know, I’ve been there), and you are considering a “hobby” of some sort, consider attaining your Private Pilot Certificate. Discover the joy of general aviation. You won’t regret it. I am planning my first flight to Freeport in the Bahamas and will be flying a Piper Cherokee 180. I received my Private Pilot License in March 1985 and still have the same enthusiasm today as I had on my first flight. I have about 15 hours to go in attaining my commercial/instrument rating . . . always learning and always discovering new things. Although it is only about 246.5 nautical miles and will take roughly two hours and forty minutes to make it to Freeport, with approximately thirty-eight minutes of “ocean” flying . . . it’s going to be the best two hours and forty minutes of my life! Don’t let trucking control your life. Whatever it takes . . . whatever hobby you choose . . . make it work for you. If you’ve never thought about flying, consider it now. Trust me . . . you’ll be glad you did. Aubrey Allen Smith is the author of the Truth About Trucking and How to Guarantee a “Perfect” Move. He is an expert in motor carrier transportation and a 38-year veteran in the household goods moving industry. Please visit his web sites today, to learn more.
Modern Aircraft - The MV-22 Tilt RotorThe newest United States Marine Corps aircraft to take flight is neither airplane nor helicopter. It’s a tilt-rotor and officially its known as a powered lift aircraft. Powered lift aircraft can takeoff and land vertically like a helicopter but they operate like an airplane while in cruise flight. While the MV-22 may be the newest aircraft in the Marine Corps inventory it’s first flight occurred almost 20 years ago in March 1989. The Osprey is a joint effort from a variety of leading aeronautical firms. Bell Helicopter makes the wing, nacelles, drive system, tail surfaces and aft loading ramp. Rolls Royce makes the engines. Boeing Helicopter makes the fuselage, cockpit, avionics and flight controls. The MV-22 is the result of research undertaken by Bell Helicopter in conjunction with NASA and the U.S. Army in the form of the XV-15. The XV-15 was a technology demonstrator built to explore the concept of tilt-rotor flight for both civil and military roles. Its first flight was in May 1977. A total of two aircraft were built. The XV-15 played a significant role in the development of the MV-22. Of the two XV-15’s built, one crashed in 1992 and the remaining one was transferred to the Smithsonian in 2003 after being retired from test flight operations. The MV-22 has seen its share of problems and setbacks. The program suffered two fatal crashes with the loss of all aboard as well as a number of minor incidents. The combination of a new hybrid aircraft that required new design, engineering, and operating methods put considerable obstacles in the path of the design, engineering, and flight test teams. It seems that the problems that plagued the program have been remedied. The MV-22 passed its final evaluation flights in June 2005. Theses flights are designed to simulate operations in real world conditions and include shipboard operations, combat insertions and extractions, long-range deployments, high altitude operations, desert operations and cold weather operations. The MV-22 was approved for full-scale production in September 2005. It’s the first tilt rotor aircraft to enter production. The first operational Marine Corps tilt rotor squadron, VMM-263, will deploy to Iraq sometime in the fall of 2007. The MV-22 features a glass cockpit that uses a total of five displays. Two Multi Function Displays (MFD) for each pilot and a shared Central Display. The system allows the pilots to display information pertaining to navigation, terrain, weather, engine and systems operation and status, forward looking infra-red (FLIR) imagery and moving maps in a variety of ways. The aircraft features an automated flight control system (autopilot) capable of transitioning the aircraft from forward flight to a 50 ft. hover hands off. The Osprey is also fly by wire, which means there is no mechanical linkage between the pilots’ controls in the cockpit and the Osprey’s flight control surfaces. Instead computers measure the force being applied to a particular control, interpret what the pilot wants the aircraft to do and move the flight controls accordingly. The VM-22 will revolutionize vertical envelopment warfare, which the Marine Corps began developing in the late 1940’s. The Air Force and Navy are also set to receive the Osprey. In Air Force service it will operate with the Special Operations Command where it’s speed and versatility are an ideal fit for the command’s mission, deep insertion and extraction of special operations forces. The Navy version will be used for combat search and rescue, fleet logistics, and to insert and extract SEAL teams. A civilian version of the tilt rotor also exists. It’s the Bell 609 and its expected to receive FAA certification by 2010. At
Gary Hubler - 5 Time Reno National Air Race Champion - an Aviation LegendOne look at Gary Hubler’s Air Racing website and you can see he means business, he flies to win. Gary was never one to fear the ground and most of his flying was close to the ground as an agricultural pilot, but what Gary excelled in was racing and winning. In fact, at age 51 he was a five-time champion at Reno National Championship Air Races. Gary was from Caldwell, ID and loved to fly and his crew is made of up of a set of superstars indeed. Gary Hubler had nearly 20,000 hours flying time and was considered the top contender at Reno 2007 flying his highly modified Cassutt 111M, “Mariah.” This has been a tough year at the Reno Air Races, as Gary Hubler lost his life after his plane made contact with another racer in mid-air, witnesses said the two aircraft’s wings hit each other and sent Gary Hubler and his famous race plane into the desert not far below at nearly 250 miles per hour. The other aircraft and pilot involved was able to make it back to the ground and land safely, with some injuries but nothing life threatening. Two judges on the ground took some debris, but one refused medical services and the other was treated briefly at the scene. Gary was the third fatality during the 2007 Reno Air Races and he will be missed, he was a hell of a pilot and know to all as a gentleman, who loved the sport and loved to fly. For more information on this incredible aviator and his race team find the links below: http://www.aafo.com/hangartalk/index.php?s= L. Winslow is an Economic Advisor to the Online Think Tank, a Futurist and retired entrepreneur http://www.worldthinktank.net Currently he is planning a bicycle ride across the US to raise money for charity and all the proceeds will go to various charities who sign up.
Brad Morehouse - A True Aviation Sportsman and Jet Air Race PilotBrad Morehouse flew his L-39 into the aviation history books and he flew as if flying was all that mattered. Brad lived his life on the edge when racing and lived every minute of it to extreme. He and his team, air race “Jet Class” team aimed to be the top contender at the 2007 Reno Air Races, unfortunately as in all high risk sports complications had arisen when a jet crossed his path and he flew the jet wash at an incredible speed. His aircraft rolled right and left as he attempted to recover, and for a split second it appeared he had leveled the wings and recovered and then the aircraft pitched down to the left, departed from flight and hit the desert turf at near top racing speed; 400 to 500 knots, he was killed instantly. The wake turbulence was too much for the aircraft to stay aloft and that ended the life of a true aviation air racer and enthusiast, lover of life and jet air race pilot. Brad was from Wyoming and loved to fly, his race team had worked hard to prepare for the race and was no longer novice to the Reno Air Races. Brad was well-known in aviation circles from Oshkosh Wisconsin to Reno, Nevada. It was a sad day at the 2007 Reno Air Races and the Jet Races are spectacular to watch, although after that it did not seem quite as worthwhile, as aviation lost one of its own. What a truly wonderful individual he was, but aviation history will not forget him. L. Winslow is an Economic Advisor to the Online Think Tank, a Futurist and retired entrepreneur http://www.worldthinktank.net Winslow has been in the aviation business all his life; http://www.AircraftWashGu |