Great Western Air

Caravan Airplane

Mysteries of Ancient Cultures

It is as if these blocks are made of wax or clay, and not set in stone: they are ideally suited to the wall, forming slim mosaic of polygons. Separate blocks of about 8 meters in diameter weighing 350 tons.

How can both dock giant boulders irregularly shaped, they will not pass even a razor blade? It would be much easier to erect the walls of rectangular blocks, than to process a formless solid granite. Perhaps the builders of the fortress was used unknown technology that will allow the stones to soften the surface state of plasticine.

Apparently, when fitting the huge boulders to each other used a liquid with high dielectric constant. If the imbue a substance of such a liquid, due to electrostatic forces of the molecular forces between particles of the substance will weaken the value of the dielectric constant. And this is how the action of some known solvents. Among the inorganic substances has the highest dielectric constant water, nitric acid, among the organic - N-methylformamide.

The composition of such a universal solvent Indians of South America was known: in a cave near the mummified corpse was discovered a leather bag, from which emerged an unknown liquid is black, and partially dissolved the stone floor of the cave.

In the Peruvian and Bolivian Andes lives a little bird, like a kingfisher, which is to build their nests in the cliffs using leaves of unknown plants. Juice of this plant softens very strong mining minerals, and the birds beak just removed the excess rock, thus hollowing deep burrows in the rocks.

British army officer, Colonel Percy H. Fawcett, engaged in surveying in different countries of Latin America, in his diary that tells a story of one traveler who committed pyatimilnuyu trip to the virgin forest along the Pyrenees in Peru. His horse gone lame, and the rider had to dismount and lead her over. Having overcome the dense thickets of scrub with fleshy leaves, he discovered that his spurs rusted nearly through. Stunned, he showed a friend Boots the Indian, who confirmed that it was bush "ate" spurs, and said that the Incas used these plants for the processing of stone.

During the excavation of ancient burial Fawcett and his colleagues discovered a large earthenware jug with the remnants of a black viscous and foul-smelling liquid. Rough handling of the discovery led to the fact that the bottle was smashed, and its contents flowed puddle on the stone. Soon the liquid absorbed into the stone, and the surface of the boulder has become a kind of putty, which is easily deformed.

This universal solvent sold in the Peruvian antique shops, even now. Thus, in the middle of XX century the British company went on an excursion to the ancient Inca structures. Along the way friends bought at a local grocery store sealed the ancient clay bottle, believing that it is old wine. The shopkeeper was trying to explain something to customers, but those little owning local dialect, did not understand. After the tour, friends opened a bottle - inside was a thick black liquid. Englishman recalled:

Fortunately, we alerted the smell - a sharp and unpleasant. Only then we guessed to ask our guide, also from the Indians, what is this swill? The conductor took the presentation to the glass, sniffed the liquid turned pale and ran away. Engineer, holding a heavy bottle, the unexpectedness of dropped it from his hands. Shards flew in all directions, and strange content flowed over the stones.

In the eyes of astonished friends stones under the influence of a mysterious fluid "flowed" like melted wax.

The British were asked about the origin of Aboriginal unusual substance and attempted to buy another vessel, but to no avail. Did just find out that the ancestors of local Indians produced softening solution of the juice of some plants. The secret of its preparation has been lost, and only occasionally is still possible to find vessels with this wonderful composition in the ancient ruins of destroyed cities.

Perhaps the builders of the ancient fortress Saksauaman used a similar composition to soften the surface of the giant stones. Dampening granite boulders, they chased them with such precision, they will not even left the gap.

With the miracle of the solvent, probably produced and the famous crystal skull.

In 1927 during excavations of the ancient Mayan city Lubaantune, located in the Honduran jungle, the daughter of an archaeologist Mitchell Hedges - Anna was found the skull of a single piece of transparent colorless quartz. According to Hedges, the skull was not less than 3,5 thousand years, and he used the Maya priests in religious ceremonies. In a detailed study of the cranial cavity and the bottom of the eye sockets were discovered precisely targeted and well-honed convex and concave lenses, prisms and optical fibers that allow the use skull as a kind of projection. When the light beam falls into the cavity of the skull, eye sockets glows and they sparkled like diamonds. Write like a work of art (especially the internal cavity), even with modern instruments is almost impossible. According to experts, to produce a similar view of the very strong quartz can only be a gradual removal of the mineral unknown solvent.

Later, archaeologists found several skulls of similar people and animals made of rock crystal, they are stored in the vaults of the British Museum and the Museum of Man in Paris.

Another mystery of South America - excellent roads, which have survived to our time. Who built them and why, is not known. It is believed that the civilization of the Indians did not know the wheel, even though they were toys on wheels. Perhaps there was some sort of taboo on its use.

The Incas not only use roads constructed mysterious predecessors, but also they laid about 16 thousand kilometers of new roads, designed for all weather conditions. One of them stretches along the Pacific Ocean at 4055 miles from Tumbes to the river Maule (Chile) and had a standard width - 7,3 meters. Andean mountain road was somewhat narrower (from 4,6 to 7,3 meters), but longer (5230 km). It was built a hundred bridges - wood, stone or cable. Every 7.2 kilometers located pointers distances 20-30 miles - the station for leisure travelers, and every 2.5 km - courier station. Couriers (Chaskey) broadcast news and orders for the relay, and thus for 5 days the information could be transmitted to a distance of 2000 kilometers. Why did the ancient Indians built the wide roads, spending on the construction of such a huge number of man-hours? Because of caravans of llamas, laden with packs and riders, pedestrians track 2-meter width would be more than enough. Perhaps the line should be built to the gods, aliens, who toured with the comfort them in their vehicles.

In 1931, young Americans led by Robert Shippee decided to find the monuments of culture pre-Columbian period from the aircraft. They made hundreds of images of previously unknown ruins. One day, returning to Trujillo through the valley of Santa, the photographer of the expedition, George Johnson of the airplane noticed a strong stone wall that stretched for miles from the mountains to the coast. Since then, this magnificent building was called the Great Peruvian wall. As it turned out, the length of this defensive structure is more than 80 kilometers. The wall thickness of 5 meters at the base and a height of 5 meters is built of stone, sealed adobovoy crumbs (Adobe - raw clay with finely chopped straw).

At regular intervals, were erected towers. Who built analogue of the Great Wall of China in Peru? On this question, scientists still did not answer ...

Another mysterious construction of South America - Tiwanaku ruins of the city on the shores of Lake Titicaca. Spaniard Pedro de Siesa Lyon, who traveled through the territory of modern Peru and Bolivia, after the conquest of the Spanish conquistadors, wrote about the structure of Tiwanaku:

I asked the natives whether these buildings were built during the Inca. They laughed at the question, repeating my words, and then told that all this was built before the arrival of the Incas, but they can not say or even suggest who built it all ... I personally can not imagine by what tools and devices that could be done because the gun, through which could be processed by these huge rocks and taken to the place, should greatly exceed those of currently used by the Indians.

He had no doubt that the "two stone idols with human figures and faces, carved with great skill and ... like little giants, involved in the erection of these huge structures of massive stones.

Studies conducted in the ancient city ED Skuayerom, A. Shtubelem, M. Ole, Arthur Poznanski, and the latest excavations have allowed scientists to suggest that the underground and above-ground buildings were a metallurgical enterprise "tin city", and huge blocks of stone were part of the port facilities on the shores of Lake Titicaca.

The famous Gateway of the Sun has a relief depicting the deity, which some scholars take as the symbol of the sun. According to other researchers, this tetradigitate figure is more like paintings and statues of the giants of other South American cultures. A characteristic detail of relief from the Tiwanaku - two staves with the heads of vultures.

A similar picture can be seen on the cotton Chavin culture, perfectly preserved in the dry climate of the Andes. In the extant pieces of tissue tiauanakskoy culture also has pictures showing tridactylous and fanged giants contraction in the hands of weapons or tools. It is possible that the ancient city of Tiwanaku is really built on the orders of the giant alien.

The adventurer Thor Heyerdahl wrote about this ancient city:

And local residents told that the huge, now abandoned, monuments were erected by the gods who lived here before the Incas took power into their own hands. Missing architects described as wise and loving teacher, who came from the north at the dawn of history and the ancestors of the Indians taught the art of building and agriculture, gave them their customs. They stood out among the Indians, white skin, long beard and tall. In the end, they left Peru as suddenly as they came back. The Incas themselves were to rule the country, and white teachers have disappeared forever from South America, having gone to the west, the Pacific Ocean.

About the Author

Kathy Wue

Will the Aviation Industry ever go "green" ?

Basically all you hear in the Top Gear magazine etc is that the new cars are always getting more and more efficient - even Land Rover are building more efficient vehicles! You hear also that there has been a Hydrogen Aeroplane produced (as a prototype) and that it works and has no emissions since it runs on Hydrogen - so this got me thinking...

Will efficient aeroplanes be available soon - e.g. more efficient gasoline engines or perhaps even hydrogen powered ones?

If yout think they will be available soon please estimate when?

The kind of aeroplane I am on about are personal aeroplanes - e.g. Cessna Caravan and Citation etc

Thanks

They won't be available for a while, the main reason is that oil companies don't want to go green early, their making way too much money to just go green with hydrogen. I would say you won't be seeing green aircraft for at least another decade or so.

Aircraft Landing (Caravan on floats)

Airlines Douglas Airplane

Douglas Corrigan

Early life

The son of a construction engineer and a teacher, he was named Clyde Groce Corrigan after his father, but legally adopted the name Douglas as an adult. The family moved often, until his parents finally divorced and shared custody of their children. Corrigan finally settled with his mother, brother Harry, and sister Evelyn in Los Angeles. Quitting high school, he went to work in construction.

In October 1925, Corrigan saw people paying to be taken for short rides in a Curtiss JN-4 "Jenny" biplane near his home. He paid the $2.50 for his own ride. A week later, he began flying lessons, spending non-flying time watching and learning from local aircraft mechanics. After twenty lessons, he made his first solo flight on March 25, 1926.

Aircraft mechanic

Corrigan beside his jerry-built aircraft

B. F. Mahoney and T. Claude Ryan, aircraft manufacturers, operated Ryan Aeronautical Company from the airfield where Corrigan learned to fly. They hired him for their San Diego factory. Charles Lindbergh commissioned the design and construction of the Spirit of St. Louis from the company shortly after Corrigan joined them. Corrigan was responsible for the wing assembly and the installation of the gas tanks and instrument panel. He and his colleague Dan Burnett increased the lift of the aircraft by extending the wing ten feet (three metres) longer than any previous Ryan design. Corrigan pulled the chocks from the Spirit of St Louis when Lindbergh took off from San Diego to New York prepare for his historic flight.

After Lindbergh's success, Corrigan decided to duplicate it and selected Ireland as his objective. He discussed the idea with friends and mentioned flying without permission. When Ryan Aeronautical moved to St. Louis in October 1928, Corrigan stayed in San Diego as a mechanic for the newly formed Airtech School. With more than 50 students flying each day, Corrigan could only get flight time during his lunch break.

During his short flights, Corrigan performed aerobatic stunts. His favourite maneuver was the chandelle (a 180-degree turn while climbing steeply) in strings of up to a dozen, spiralling from close to the ground. The company disapproved and prohibited him from performing stunts in the company aircraft. Corrigan simply flew to a field further south where his stunts could not be seen by his employers.

Corrigan moved from job to job as an aircraft mechanic using his employers' planes to develop his flying skills. He gained his transport pilot's certificate in October 1929, and in 1930, started a passenger service between small East Coast towns, with his friend Steve Reich. The most lucrative part of the business turned out to be barnstorming displays promoting short recreational plane rides. Despite business success, after a few years, Corrigan decided to return to the West Coast. In 1933, he spent $310 on a used 1929 Curtiss Robin OX-5 monoplane and flew it home, where he returned to work as an aircraft mechanic and began to modify the Robin for a transatlantic flight.

Transatlantic flier

New York Post headline.

Having installed an engine built from two old Wright Whirlwind J6-5 engines (affording 165 hp (123 kW) instead of the 90 hp (67 kW) of the original) and extra fuel tanks, Corrigan applied to the Bureau of Air Commerce in 1935, seeking permission to make a nonstop flight from New York to Ireland. The application was rejected; his plane was deemed unsound for a nonstop transatlantic trip, although it was certified to the lower standard for cross-country journeys.

Over the next two years, Corrigan made repeated modifications and reapplications for full certification, but none succeeded. Indeed, by 1937, after extensive modifications in the face of increasing regulation, his aircraft was refused renewal of its licence because it was deemed to be too unstable for safe flight. His autobiography expresses his exasperation with official resistance and he is widely thought to have responded by deciding that year to make an unofficial crossing.

Although he never admitted it, he apparently planned a late arrival at New York so that he could refill his tanks and leave for Ireland after airport officials had gone home from work. Mechanical problems extended his unapproved inbound flight to nine days, which delayed him beyond the Atlantic "safe weather window", and he returned to California. As a result of this trip, he named his plane Sunshine, however, federal officials notified Californian airfield officials that Sunshine was not airworthy and it was grounded for six months.

Corrigan fueling his Robin. (National Air & Space Museum permanent collection; Artist: Brian Moose)

On 9 July 1938, Corrigan again left California for Floyd Bennett Field, Brooklyn, New York. He had repaired the engine (taking his total spent on the aircraft to about $900), gained an experimental licence, and obtained permission for a transcontinental flight with conditional consent for a return trip. With the Robin cruising at 85 miles per hour (137 km/h) for maximum fuel efficiency, the outward journey took him 27 hours. Fuel efficiency became critical towards the end of the flight: a gasoline leak developed, filling the cockpit with fumes.

Upon his unannounced arrival at Floyd Bennett Field, in the midst of Howard Hughes' preparations for takeoff on a world tour, Corrigan decided repairing the leak would take too long if he was to meet his schedule. His logged flight plan had him returning to California on July 17. He wanted to take off from Floyd Bennett that same night, but the manager of Floyd Bennett Field, Kenneth P. Behr, persuaded Corrigan to wait until first light. Before take off, Corrigan asked Behr which runway to use, and Behr told him to use any runway as long as he didn't take off to the west, in the direction of the administration building where Behr had his office. As recorded in Corrigan's autobiography, Behr wished him "Bon Voyage" prior to take-off, perhaps in a nod to Corrigan's intentions to fly the Atlantic. Upon take off at 5:15 in the morning with 320 gallons of gasoline and 16 gallons of oil, Corrigan headed east from the 4,200-foot (1,300 m) runway of Floyd Bennett Field and kept going. (Behr later swore publicly he had no pre-knowledge of Corrigan's intentions.)

Corrigan claimed to have noticed his "error" after flying for about 26 hours. This is not entirely consistent with his claim that after 10 hours, he felt his feet go cold; the cockpit floor was awash with gasoline leaking from the unrepaired tank. He used a screwdriver to punch a hole through the cockpit floor so that the fuel would drain away on the opposite side to the hot exhaust pipe, reducing the risk of a midair explosion. Had he been truly unaware he was over ocean, it seems likely he would have descended at this point; instead, he claimed to have increased the engine speed by almost 20% in the hope of decreasing his flight time.

He landed at Baldonnel Aerodrome, County Dublin, on July 18, after a 28-hour, 13-minute flight. His provisions had been just two chocolate bars, two boxes of fig bars, and a quart of water.

Corrigan's plane had fuel tanks mounted on the front, allowing him to see only out of the sides. He had no radio and his compass was 20 years old. As the journalist H. R. Knickerbocker reported:

As I looked over it at the Dublin airdrome I really marveled that anyone should have been rash enough even to go in the air with it, much less try to fly the Atlantic. He built it, or rebuilt it, practically as a boy would build a scooter out of a soapbox and a pair of old roller skates. It looked it. The nose of the engine hood was a mass of patches soldered by Corrigan himself into a crazy-quilt design. The door behind which Corrigan crouched for twenty-eight hours was fastened together with a piece of baling wire. The reserve gasoline tanks put together by Corrigan, left him so little room that he had to sit hunched forward with his knees cramped, and not enough window space to see the ground when landing.

Despite this he arrived in good shape.

Aviation officials took 600 words to list the regulations broken by his flight in a telegram (a medium that encourages brevity by charging at a rate per word). Despite the extent of Corrigan's illegality, he received only a mild punishment; his pilot's certificate was suspended for fourteen days.

He and his plane returned to New York on the steamship Manhattan and arrived on August 4, the last day of his suspension. His return was marked with great celebration. More people attended his Broadway ticker-tape parade than had honored Lindbergh after his triumph, but Corrigan was disappointed that his hero never acknowledged his achievement. He was also given a ticker tape parade in Chicago.

Later life

Retailer sample of Corrigan's autobiography That's My Story consisting of only the first chapter and all the illustrations followed by blank pages. The sales blurb pasted to the front cover explains it all.

Corrigan wrote his autobiography, That's My Story, within months of the flight; it was published for the Christmas market on 15 December 1938. He also endorsed 'wrong-way' products including a watch that ran backwards. The following year, he starred as himself in RKO Radio Picture's The Flying Irishman (1939), a movie biography. The $75,000 he earned was the equivalent of 30 years income at his airfield jobs.

According to a letter written to a fan in 1940, Corrigan claimed to have "no hobbies except working on airplanes or machinery". When the United States entered World War II, he tested bombers and flew in the Ferry Command, a division of the Air Transport Command. In 1946, he gained less than 2% of the vote running for the U.S. Senate as a member of the Prohibition Party, running against Republican William F. Knowland. He then worked as a commercial pilot for a small California airline.

Corrigan retired from aviation in 1950 and bought an 18-acre (73,000 m2) orange grove in Santa Ana, California. He lived there with his wife and three sons until his death on December 9, 1995. He knew nothing about raising oranges, and said he learned by copying his neighbors. His wife died in 1966, and Corrigan sold most of his grove for development, keeping only the ranch-style house. One of the streets in the 93-house estate is named after him. He became reclusive after one of his sons died in a private plane crash on Santa Catalina Island, California in 1972, In 1988, however, he joined in the golden anniversary celebration of his famous "wrong way" flight, allowing enthusiasts to retrieve the Robin from its hanger. The plane was reassembled and the engine was run successfully. Corrigan was so excited that the organizers placed guards at the plane's wings while he was at the show and considered tethering the tail to a police car to prevent him from taking off in it. Later, Corrigan became elusive about the plane's location. It was rumored he had dismantled the plane, storing it in several locations to prevent its theft.

Pop cultural references and legacy

"Wrong Way" in popular culture

Corrigan's "error" caught the imagination of the depressed American public and inspired many jokes. The nickname "Wrong Way' Corrigan" passed into common use and is still mentioned (or used as satire) when someone has the reputation for taking the wrong direction. For example:

Corrigan was directly referenced in the 1938 Three Stooges short Flat Foot Stooges. Curly states, "Hey, we're doing a Corrigan!" after realizing they are heading in the wrong direction of the fire they need to extinguish.

Corrigan was indirectly referenced in The Rocky and Bullwinkle Show; "Wrong Way" was the name used for Captain Peter "Wrong Way" Peachfuzz, the world's worst sailor.

Corrigan was indirectly referenced in the 1960s sitcom Gilligan's Island, in first-season episodes titled "Wrong Way Feldman" and "The Return of Wrongway Feldman". He was portrayed by character actor Hans Conried.

Jean Shepherd discussed him and his book in a radio broadcast originally aired August 4, 1969. He says James Thurber based one of his short stories on Corrigan's adventure.

Charles Hammer authored the book "Wrong-Way Ragsdale" about a child who accidentally steals an airplane. In the fourth chapter, the child narrator mentions that he liked to think of himself as sneaky as Wrong-Way Corrigan and so called himself Wrong-Way Ragsdale.

Corrigan appeared as himself in the long-running television game show, To Tell The Truth, one day shy of 19 years to the day after his famous takeoff: on July 16, 1957. During that show, he said that "I had my pilot's license suspended for 5 days while I was on the boat coming back home... That's all." As noted above, however, his license was actually suspended for 14 days, much longer than a transatlantic boat trip ordinarily took. He also said that his only cargo was water, cookies, and gum.

He is directly referenced in the Gobots toy line and animated series Challenge of the Gobots in the heroic, if navigationally challenged Guardian Gobot named Wrong Way, who himself turns into a helicopter that often has to be told which way to head by his companions.

Corrigan's legacy

Among aviation historians, Douglas Corrigan is remembered as one of the brave few who made early transoceanic flights. On his death in 1995, he was buried at Fairhaven Memorial Park in Santa Ana. His memorial is a small horizontal plaque bearing a facsimile of the signature that he gave to enthusiastic autograph hunters.

References

'Corrigan Off On Mystery Hop', Allentown Morning Call (Allentown, PA, USA), July 18, 1938. p. 1

'Douglas "Wrong Way" Corrigan', Find A Grave Cemetery Records, (2000). Retrieved December 22 2005.

'The Flying Irishman (1939)', Internet Movie Database (2004). Retrieved August 25 2005.

Important Autographs with Fine Antiques & Decorative Arts Auction Catalogue, (Falls Church, VA: Quinn's Auction Galleries, February 16 2004).

Corrigan, Douglas. That's My Story (New York: E.P. Dutton, 1938)

Fadiman, Clifton. The Little, Brown Book of Anecdotes, (New York: Little, Brown, 1985) ISBN 0-316-27301-5

Fasolino, Chris. 'The Adventures of Wrong-Way Corrigan', The History Net (2001). Retrieved August 24 2005.

Fraser, Chelsea Curtis. Famous American Flyers, (New York: Thomas Y. Crowell, 1941)

Fyn, Chip. 'The Story of Wrong Way Corrigan', Fiddler's Green (April 2003). Retrieved August 24 2005.

Knickerbocker, H. R. Is Tomorrow Hitler?, (New York: Reynal & Hitchcock, 1941)].

Marsh, Diann. 'Wrong Way Corrigan', Santa Ana History. Retrieved August 24 2005.

Onkst, David H. 'Douglas "Wrong Way" Corrigan', US Centennial of Flight Commission. Retrieved August 24 2005.

Sears, Stan. 'Corrigan Way: Right or Wrong, He Made His Mark on History', Airport Journals (March 2005)]. Retrieved August 24 2005.

Thomas Jr., Robert McG. "Douglas Corrigan, 88, Dies: Wrong-Way Trip Was the Right Way to Celebrity as an Aviator", New York Times, December 14 1995.

Wallechinsky, David & Wallace, Irving 'Where Are They Now? Flying Irishman Douglas Corrigan'. Trivia-Library.com (1981). Retrieved November 22 2005.

External links

Douglas Corrigan at Find a Grave

[Photographs of Wrong Way Corrigan's plane at Baldonnel Aerodrome, Dublin Ireland]

Categories: 1907 births | 1995 deaths | American aviators | People from Galveston, Texas | American autobiographers

About the Author

I am an expert from China Manufacturers, usually analyzes all kind of industries situation, such as ring charm , diamond initial pendant.

Do American Airlines have wifi?

I am flying Embraer RJ145 Amazon Economy/Coach Class american airlines, do they have wifi?
I am also flying
1,Airbus A320-100/200 Economy/Coach Class
2,McDonnell Douglas MD80 Economy/Coach Class
3,Canadair Regional Jet Economy/Coach Class

do any of these have wifi?
also can i use my phone and ipod touch if i turn them to airplane mode before i get on the plane?
Also may i use my laptop?

http://www.seatguru.com/airlines/American_Airlines/American_Airlines_MD-80.php
The MD80 is the only one of your flights that has wifi.

Ultra High Bypass Jet Engine Green Technology Airline Flight Test

Photo Cessna

If you want to become a pilot then, of course, a flight simulator is no substitute for actually getting into the co-pilot's seat of a small light aircraft and have a professional pilot take you up. The first time you do it and you hear the words 'You have control', it's such a rush that it's difficult to describe. And you'll want to do it again and again.

Training is expensive

But let's be realistic here. Pilot training costs a lot of money and, unless we're going to put all our financial resources into it, then it's not the sort of thing you can do every day. But you can get a realistic flying experience from some of the flight simulators now available. And no wonder, they were originally designed to assist pilots learn the controls and behavior of new aircraft as they became available.

Early versions

The early versions were designed purely for professional use and cost many thousands of dollars. Then some bright spark realized that flying these simulators was such good fun that they'd made ideal computer games for the would-be top guns sitting at home on their computers. Early versions were a bit slow and limited and the graphics tended to be somewhat simplistic. Home PC power was also an issue in those days.

Realism

Not any more. New open source programming methods mean that the latest generation of flight simulators are fast, realistic and highly detailed without putting undue stress on computer resources. The ability to combine technologies, such as incorporating landscape imagery from Google maps is a huge step forward.

Realism

Flight simulators like this are now available for a very modest price. They emulate the 'feel' of each aircraft type through inbuilt lags and response times appropriate to each. It would be difficult to get a more realistic flying experience. Furthermore they can give you tons of valuable and realistic flying practice, both in instrumentation and navigation, while you save up for your next flying lesson.   

For any budding pilot, a good flight simulator package is a must. Find out more about Flight Pro Sim and get into the air as quickly as possible the maximum realism and minimum computer resources. http://www.flightprosimreview.com

has anyone living in Kansas seen the new single engine cessna(NGP)flying there?

I've only seen photos taken of its low altitude pass in Airventure 2006, but does anyone have other pics of the NGP?

No but this thread has the same pictures I think you are referring to.

http://www.airliners.net/discussions/general_aviation/read.main/2899542

The Cessna Cardinal (Model 177) Tribute (Lacuna Coil - My Wings)

Airlines Mcdonnell Douglas

Act Fast When Customers and the Community Lose Faith in Your Offerings

There may be no stronger source of unhappy surprise than having the customers' and community's perceptions of your products and services suddenly turn from positive to negative with no warning. Perhaps a television program runs an expose about the safety of your product, testing it in ways that you have never considered or are inappropriate. Or suddenly the government imposes a new standard, and your product has to be phased out in its current form. If you didn't anticipate these risks your reaction will probably be similar to a bicyclist without a rear-view mirror who is bumped from behind by a speeding truck. You won't know what hit you.

One of the most interesting challenges about these circumstances is that regardless of the merits of the negative reaction you encounter, you have to do something soon or the negative reaction will become even worse. If you don't change your product or service appropriately, you'll be perceived as callous.

If you make the adjustment for one country and keep shipping the old product to other countries, you may be viewed as unethical (or even racist in some cases). If the basis of the negative reaction is that your employees may have misbehaved in some way (by bribing someone, for example), you'll be viewed as condoning the behavior if you don't take quick action to suspend the people involved and investigate what has been going on.

The irresistible force here is that during the times when you are perceived by society as a positive contributor, you receive the benefit of the doubt from customers and the community in general. As soon as it appears that you may have faltered in your public responsibilities, the presumption seems to shift to doubting everything from your intentions to your effectiveness.

Many companies have not faced this problem before and do not know how to respond in a crisis. They appear helpless to everyone.

You may have observed this condition in the past when an airline has its first big plane crash and many people are hurt or killed. The airline may have always provided great service, good prices, and contributed to the community, and have had a good reputation as a result. But if it appears disorganized and insufficiently caring during a disaster, the airline may be viewed by the public and the families of those involved in the crash as a monster that must have contributed to the accident. Lost revenues can dog the company's path for years as doubts about safety and trustworthiness grow.

A good example of how negativity can be handled can be drawn from the DC-10 safety problems. McDonnell Douglas quickly addressed the flaws that had been uncovered and hired one of the astronauts to review the plane's safety and report what he found.

That report was featured in the company's television advertising. The company's actions made everyone aware that surveillance by the Federal Aviation Administration and the airlines probably made the DC-10 safer than any other plane that was flying at the time.

At first the public avoided DC-10s in droves. But within a year, hardly any travelers avoided them. Eventually, the plane was recognized as a safe alternative by the traveling public, following the effective, timely adjustments made by McDonnell Douglas and the airlines.

About the Author

Donald Mitchell is an author of seven books including Adventures of an Optimist, The 2,000 Percent Squared Solution, The 2,000 Percent Solution, The 2,000 Percent Solution Workbook, The Irresistible Growth Enterprise, and The Ultimate Competitive Advantage. Read about creating breakthroughs through 2,000 percent solutions and receive tips by e-mail by registering for free at

http://www.2000percentsolution.com .

What is the difference between aircrafts?

Hi!
I am a frequent flyer, but for some reason, still a very scared one. I always like to know all details about a plane.
Now I was just looking at the type of plane I will be flying on sunday, with the airline AirBerlin, and I can see it is a boeing 737-800. But now I'm starting to wonder .. What is even the difference between a boeing, and airbus or a McDonnell Douglas MD? Just to mention a few aircraft-types. They all come in different sizes and so on, so the size of a boeing could in principal be the same size as an airbus, depending on the type. So why are there so many different types, and what's the difference between them? I never really notice the difference. To me, a plane is a plane.
How come some are for long-haul, and some aren't? Because of the size of the fuel-tank?

AirBerlin has never had any fatalities (touch wood), so that's not really what I'm worried about. But thanks!

The differences among the various manufacturers' airplanes are minor, and fall in the area of technical details. On the whole, they are all built, maintained, and operated the same way.

If you want to know more of the details that make the various manufacturers' airplanes different from each other, the best way to do that is to run an internet search on each individual type. For example, a search on "Boeing 737" will bring up a huge amount of information on Boeing 737s. Read and study for a while, and then run another search on another type. After a while, you will begin to see the details that make the difference.

As to long and short haul airplanes, it is in the broadest terms a matter of the overall size of the airplane. A Boeing 747 or its direct competitor, the Airbus A340, is a very large airplane with lots of power and large fuel tanks. It can fly a very long distance, and carry enough passengers to make the long trips profitable. But it costs a lot to own and operate a 747 or an A340, and it would not be profitable to use these airplanes to "hop" back and forth, say, between Frankfurt and Athens.

So for the shorter trips, the manufacturers design smaller airplanes with smaller engines specifically designed for the shorter trips. A Boeing 737, for example, cannot make a long cross-Pacific run, but it is economical for zipping back and forth between Paris and Lisbon.

So it is just a matter of the design being optimized for the mission. Not mysterious at all.

Have a nice flight...

Japan Airlines (JAL) McDonnell Douglas MD-81 【JA8294】

Havilland Airplane

Developments in Airline Industry Benefits Consumers

The invention of the airplane in the early 20th century heralded a future of travel that would bring countries seemingly closer to each other. From the Wright Brother's first flight in 1902 to the first solo transatlantic flight by Charles Lindenbergh in 1927 aboard the Spirit of St. Louis, the world became aware of the potentials of airplane and air travel. And to this day, the possibilities of commercial outer space travel are still there, waiting to be conquered.

Adapting technologies have made it more economical and cheaper for us to travel. Some adaptations were due to painful experiences. The De Havilland, a very popular airplane company in the 50's, was responsible for the change of the shape of airline windows. Initially using rectangular windows, they found out that this type of shape gave rise to stress fractures and did cause fatal air crashes. Because of this design flaw, later models use oval shape windows to diffuse the possible areas of stress. This shape is still being used today. The utilization of jet engine machines also made possible the increase of carrying capacity of today's aircraft and shortened the traveling time. There were also new developments in traveling faster. The Concorde was the first and only commercial aircraft that traveled faster than the speed of sound, making the London to New York flight shorter than half the time it took for the 747. Advances in carbon and resin based materials also made commercial flying less expensive as the weight of aircrafts lessened without compromising the integrity of the vehicles thereby making these planes sturdier, safer and more viable for carriers to invest.

These days consumers are kings when it comes to traveling by air. There are many airlines that offer great deals for travel as long as the booking is made ahead of time. Sweden Airlines have also collaborated in their efforts to have more people travel and mileages from traveling from such airlines may be redeemed in other airlines. One such beneficiary of this is the Swedish National Carrier, SAS, or Scandinavian Air Systems. SAS is part of the Star Alliance which is a mega collaboration between so many national carriers among them Spain, New Zealand, Thailand, Croatia, Egypt, Poland, Germany, South Africa, Portugal, Brussels, Canada and Austria just to name a few. These airlines can interchange their mileage so that their users can fly to different places in the world. In the same aspect that a frequent user of Thai Airlines can redeem his or her mileage in order to go to Sweden, a Swedish user of SAS can redeem his or her mileage and travel to Egypt for instance. This situation is a win-win situation for both the airline carriers and their consumers, enabling them to choose which places to visit using the existing mileage or gaining more mileage. The Airline Industry is here to stay and despite the present economic downturn, it will still have its place.

About the Author

Interested to visit Sweden? Traveling to a place for the first time is fun and exciting but it can be a recipe for disaster! Learn about Sweden history and culture including Sweden airlines, hotels, holidays and foods now and have a fun filled Sweden experience!

What, in your opinion, is (or was) the world's most beautiful aeroplane?

I consider that the De Havilland Dragon Rapide (DH 86) was the best-looking plane ever designed.

P51d.

The greatest fighter plane of WWII.

http://www.warbirdaviation.com.au/images/gall/p51/gal_3.gif

de Havilland Beaver Plane Crash at Lake Hood (HD)