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Flight Parachute Tag
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G.I. Joe Year 2000 Foreign Soldiers Collection Series 12 Inch Tall Action Figure - World War II Japanese Zero Pilot 2nd Fighter Combat Unit with Flight Suit, "Zero" Headband, Ceremonial Sword with Scabbard, KI-27 Pistol with Ammo Clip, Scarf, Flight Harness, Goggles with Strap, Parachute, Fur-Lined Flying Helmet with Radio Cord, Boots and Dog Tag with Chain |
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Fearless in battle and committed to dying for their emperor, if need be, the airmen of the Imperial Japanese air forces were tenacious warriors in their engagement with Allied pilots. |
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The process of finding out about a job, getting interviewed, and eventually receiving an offer for employment starts with networking. By networking I don't mean sending out hundreds of copies of your résumé unsolicited to H.R. managers throughout the country, but by establishing contacts with people who may be in a position to hire you or refer you to someone who is in the position of hiring... you!
In my area of expertise, corporate aviation, there are several key players as well as smaller, less known operators. Jet Aviation, TAG Aviation, and Netjets are some of the larger companies and they all have a staff of qualified flight attendants or cabin service representatives on hand. In addition, smaller players including Pacific Jet, Clay Lacy Aviation, and New World Aviation are part of the charter market. Finally, you have a whole host of independent flight departments with one or two or more aircraft. Some of these operators utilize larger cabin aircraft and are in need of flight attendants. You could send out a copy of your résumé to every single company that flies a Falcon, Gulfstream, Bombardier, BBJ, or any of the other larger cabin jets. You may get an interview, but you'll also spend an excessive amount of time researching names, addresses, paying for postage, paper and more. Instead, the best way to land a job according to Richard Bolles, author of the acclaimed job hunters and career builders guide, "What Color is Your Parachute?" is through networking.
Networking involves making plenty of people contact. Some of the best ways of having contact with others is at a convention [in our case, the NBAA Flight Attendant Conference or NBAA general conference]; over the internet via message boards [such as this one]; while flying a trip as a contractor; working for a company in another role [e.g., as a dispatcher, flight manager, etc.]; or through a friend already in the business.
Successful people establish a list of contacts from the smallest lead [e.g., a receptionist or switchboard operator at a charter operator] to doing voluntary work on an association's newsletter or with a steering committee for the same type of organization. Each person you come into contact with is a potential person who may know of someone in the business or know of a job opening. Conversely, unsuccessful people rely too much on waiting for a phone call, for an answer to an unsolicited letter, or by not going out to meet people face to face. Quite simply it takes a lot of phone calling, pavement pounding, and other forms of action to land the job that you want. Plus, it takes someone with dedication, professionalism, zeal, enthusiasm, confidence, and a caring attitude to help make things work. If you are not confident of your abilities, you will have a much more difficult time landing a job.
Before you establish contact with anyone it is extremely important to have a top notch résumé. Make sure that there are no spelling errors, grammatical mistakes, that it is formatted professionally, printed on bond paper and that you include correct contact information such as your name, address, phone numbers, and e-mail address. You can be the most talented person in the world, but your résumé could look awful. Busy employers look at résumés and toss the unprofessional looking ones away [or they file it away for a predetermined amount of time]. You also need: three top notch references [don't list them on your résumé, but be able to furnish them upon request]. Emergency training is very important to have - agencies such as Jet Professionals insist on it; most of the larger operators require it as well. Additional training including galley services, a wine class, emergency training, can all help you out.
Finally, when you do receive a call -- even if unexpected - be prepared to interview on the spot. Most interviewers will screen you on the first call and you will need to sound sharp as well as be focused. Be prepared to give a concise background on who you are and what you can offer the company. Do not focus on your needs, but focus on the company's needs and how you will benefit them. Do not expect them to be thrilled by your focusing on yourself. This business isn't about you -- it is about the customers and the company. Successful candidates know this and they are the ones who will be hired, trained, paid well, and otherwise be perceived as being an asset and not a possible detriment to the company.
Matt runs the Corporate Flight Attendant Community, the top resource center on the internet for business flight attendants. Matt assists potential candidates with resume and cover letter writing, marketing, job leads and tips, relevant articles, and a dynamic message board community. You can view his site at http://www.corporateflyer.net.
Land of the Cyclops
Few Sicilian towns claimed greater antiquity than Gela, where the center of the American assault was to fall. Founded on a limestone hillock by Greek colonists from Rhodes and Crete in 688 b.c., Gela had since endured the usual Mediterranean calamities, including betrayal, pillage, and, in 311 b.c., the butchery of five thousand citizens by a rival warlord. The ruins of sanctuaries and shrines dotted the modern town of 32,000, along with tombs ranging in vintage from Bronze Age to Hellenistic and Byzantine. The fecund “Geloan fields,” as Virgil called them in The Aeneid, grew oleanders, palms, and Saracen olives. Aeschylus, the father of Attic drama, had spent his last years in Gela writing about fate, revenge, and love gone bad in the Oresteia; legend held that the playwright had been killed here when an eagle dropped a tortoise on his bald skull.
Patton planned a different sort of airborne attack by his invasion vanguard. On the night of July 9–10, more than three thousand paratroopers in four battalions were to parachute onto several vital road junctions outside Gela to forestall Axis counterattacks against the 1st Division landing beaches. Leading this assault was the dashing Colonel James Maurice Gavin, who at thirty-six was on his way to becoming the Army’s youngest major general since the Civil War. Born in Brooklyn to Irish immigrants and orphaned as a child, Gavin had been raised hardscrabble by foster parents in the Pennsylvania coalfields. Leaving school after the eighth grade, he worked as a barber’s helper, shoe clerk, and filling station manager before joining the Army at seventeen. He wangled an appointment to West Point, where his cadetship was undistinguished. As a young officer he washed out of flight school; a superior’s evaluation as recently as 1941 concluded, “This officer does not seem peculiarly fitted to be a paratrooper.” Ascetic and fearless, with a “magnetism for attractive women,” Jim Gavin was in fact born to go to the sound of the guns. “He could jump higher, shout louder, spit farther, and fight harder than any man I ever saw,” one subordinate said.
His 505th Parachute Infantry Regiment, part of the 82nd Airborne Division, had staged in central Tunisia. Gavin harbored private misgivings about the Sicilian mission -- “many lives will be lost in a few hours,” he wrote -- and with good reason. The 82nd had received only roughly a third as much training time as some other U.S. divisions. The amateurish Allied parachute operations in North Africa had been marred by misfortune and miscalculation. No large-scale night combat jump had ever been attempted, and so many injuries had plagued the division in Tunisia -- including fifty-three broken legs and ankles during a single daylight jump in early June -- that training was curtailed. Much of the husky planning had been done by officers who had no airborne expertise and whose notions were suffused with fantasy. Transport pilots had little experience at night navigation, but to avoid flying over trigger-happy gunners in the Allied fleets, the planes, staying low to evade Axis radar, would have to make three dogleg turns over open water in the dark. Airborne units had yet to figure out how to drop a load heavier than three hundred pounds, much less a howitzer or a jeep. An experimental “para-mule” broke three legs; after putting the creature out of its misery, paratroopers used the carcass for bayonet practice. Still, the ranks “generally agreed that training proficiency had reached the stage where the mission was ‘in the bag,’” wrote one AAF officer, who later acknowledged “possible overoptimism.”
At about the time that Hewitt’s fleet neared Malta, Gavin and his men had clambered aboard 226 C-47 Dakotas near Kairouan. Faces blackened with burnt cork, each soldier wore a U.S. flag on the right sleeve and a white cloth knotted on the left as a nighttime recognition signal. Days earlier an 82nd Airborne platoon had circulated through the 1st Division to familiarize ground soldiers with the baggy trousers and loose smock worn by paratroopers. Parachutes occupied the C-47s’ seats; the sixteen troopers in each stick sat on the fuselage floor, practicing the invasion challenge and password: george/marshall. Dysentery tormented the regiment, and men struggled with their gear and Mae Wests to squat over honeypots placed around the aircraft bays. Medics distributed Benzedrine to the officers, morphine syrettes to everyone.
As the first planes began to taxi -- churning up dust clouds so thick that some pilots had to take off by instrument -- a weatherman appeared at Gavin’s aircraft to affirm Commander Steere’s prediction of lingering high winds aloft. “Colonel Gavin, is Colonel Gavin here? I was told to tell you that the wind is going to be thirty-five miles an hour, west to east,” he said. “They thought you’d want to know.” Fifteen was considered the maximum velocity for safe jumping. Another messenger staggered up with an enormous barracks bag stuffed with prisoner-of-war tags. “You’re supposed to put one on every prisoner you capture,” he told Gavin. An hour after takeoff, a staff officer heaved the bag into the sea.
Copyright © 2007 Rick Atkinson from the book The Day of Battle by Rick Atkinson Published by Henry Holt and Company; October 2007;$35.00US; 978-0-8050-6289-2
Rick Atkinson was a staff writer and senior editor at The Washington Post for more than twenty years. He is the bestselling author of An Army at Dawn, The Long Gray Line, In the Company of Soldiers, and Crusade. His many awards include Pulitzer Prizes for journalism and history. He lives in Washington, D.C.
About the Author
www.thedayofbattle.com.
what is a good vehicle design for an egg drop?
requirements
1. smaller than 24cm x 24cm
2. can ONLY use popsicle sticks, dowels, shims, toothpicks, string, rubber bands, hot glue, white glue, wood glue, scotch tape, masking tape, computer/notebook paper, napkins, paper plates, newspaper, sand, beads, aquarium rock, cloth not exceeding 100cm2, yarn, cardboard, tag board, springs, wire/twisty ties as connectors, tread, and twine.
3. no balloons, parachutes, flammables, propellants, explosives
4. no packing peanuts, cotton balls
5. egg may not be suspended withing a fluid/gel
6. nothing may be attached to the egg which cannot be easily taken off after flight (duct tape, etc)
7. no sealants on your egg.
8. may not weigh more than 3 lbs. without the egg
Try this http://yourselect.info/255646/paper-plates
Web abuzz over arrival of a flying car next year
Unless you were born in this millennium, you grew up expecting we would have flying cars by now. The web is abuzz today, with sites such as Endgaget and Motor Trend reporting that while Hollywood and science fiction writers just promised, one company has decided to deliver: Terrafugia, a Massachusetts-based company, claims it is now set to sell the Transition Roadable Aircraft by holiday season ...
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