Sooner or later, every public airplane passenger experiences an unpleasant moment that makes him or her think about an alternative. If possible, the vast majority of people who travel very often would opt out for commercial air transport and fly only private. Finding spare cash to purchase and maintain a private jet seems daunting. With fractional ownership you always have the opportunity to buy only a piece of a plane.
1. Pay less for aircraft maintenance
It feels good to have your own plane. Unfortunately, owning an entire aircraft demands a lot of care and might be rather expensive. Fractional companies spread those maintenance costs among all owners.
2. No more extra costs - pay only for what you use
Have you ever heard about the wheel-up and wheel-down concept? You should know that reputable fractional companies have this principle implemented in their business on a regular basis. If you take a two-hour flight from Washington to New York - you will pay only for two hours in the air. And again, if you fly back a week later - pay for two more hours and that's all.
3. Private jets aren't worth what they used to be
A jet membership card is a no-hassle private aviation option for ladies and gentlemen who do not like commitment or contracts. However, if you plan on using the aircraft for corporate purposes, you should properly analyze the benefits of fractional jets.
4. Cheaper than commercial
Flying private seems extremely exotic and expensive, but when you break down the costs, you may find it to be competitive with the best commercial airlines. A last-minute roundtrip flight from Miami to New York might cost around $2,500 per person. What if six employees need to take such a business trip? Then total cost in first class would be $15,000. In comparison with an occupied hourly fee from most of the fractional jets companies, carrying the entire group would run $1,700 per hour. So a six hour roundtrip would be equal to $10,200. What do you think?
5. No delays, no hassle
Nowadays, missed flights and meetings in the world of commercial aviation cost you time. Indirect routes cost you even more time. Landing into an airport hours away from your final destination also costs you time. Your private fractional jet can take you directly from your starting point to a small airport just a short drive from where you want to be.
6. No more intimidation
Security checkpoints are a necessary part of mass travel, but they are very frustrating. Imagine your meeting runs late and the checkpoint is backed up - you could miss your commercial flight. With a private fractional jet, your limousine is cleared at a security checkpoint and can often stop right next to your aircraft's stairway. Your pilots will check your ID and you're in.
7. An extremely flexible schedule
When a business emergency occurs, you need to be able to solve things quickly. There's no time to wait for the next scheduled direct flight. With a fractional jet at your disposal, you can often have a plane ready to transport you where you need to go within hours of your call. Remember that time is money. Prevent all possible business meltdowns when possible.
8. Constructive ideas in the skies
Ingenious thoughts might come in mind when traveling from your main office to your client's site or vice versa. It is impractical and risky to discus confidential matters on a commercial airliner. However, your private fractional jet can be easily transformed into a personal flying meeting room. Such decisions will significantly influence the financial stability value for your company.
9. Reap the benefits of competition
As in any industry, competition within the private jet fractional ownership sector has brought rewards to consumers. Aircraft owners might take advantage of different attractive offers and save hundreds of thousands of dollars on their purchase price. Competition breeds benefits and you are the one who should take maximum advantage.
Friday, March 27, 2009
Tuesday, March 17, 2009
What is the Cost of Charter Jets to No More Than 500 Miles?
Are you thinking about chartering a jet to fly your family somewhere or your employees around? Most people think that charter jets are expensive and are only for the rich or famous. This is just not true and many companies are using these types of jets to save money. So, what is the cost to charter jets to no more than 500 miles?
First, you need to weigh the cost of buying plane tickets for everybody in your company or in your family. If you have many individuals that you have to buy for, then you know that it can get expensive in a hurry. You also have to know how many times you can get your jet to stop on the way to the final destination. You could be dropping off employees across the country with one flight.
Second, you need to find out what type of jet you need. There are many different sized that you can choose from and they all have a different price range. This is why you need to figure out how many people will be flying and how much room you really need. This will give you an idea of what you need for size and that will give you a better idea of cost.
Last, to answer, what is the cost to charter jets to no more than 500 miles, you need to have all your variables in place, then you need to shop around and negotiate. Some of these charter jet companies will negotiate price with you or match a competitors price. This is good for you because it will help you save money and that is the entire reason you are thinking about chartering a jet anyway.
First, you need to weigh the cost of buying plane tickets for everybody in your company or in your family. If you have many individuals that you have to buy for, then you know that it can get expensive in a hurry. You also have to know how many times you can get your jet to stop on the way to the final destination. You could be dropping off employees across the country with one flight.
Second, you need to find out what type of jet you need. There are many different sized that you can choose from and they all have a different price range. This is why you need to figure out how many people will be flying and how much room you really need. This will give you an idea of what you need for size and that will give you a better idea of cost.
Last, to answer, what is the cost to charter jets to no more than 500 miles, you need to have all your variables in place, then you need to shop around and negotiate. Some of these charter jet companies will negotiate price with you or match a competitors price. This is good for you because it will help you save money and that is the entire reason you are thinking about chartering a jet anyway.
Friday, March 13, 2009
Make the Most of Charter Flights to and From Cyprus
The wonderful island of Cyprus is famous for its vibrant nightlife and its beautiful beaches, clear blue sea and being the birthplace of Aphrodite. There is a good choice of charter flights to and from Cyprus and you can book via the internet, telephone, or by contacting your travel agent. Even if you've visited before, there are always new locations to discover. Cyprus lies at the crossroads of three continents, where East meets West and new experiences wait for you in the sunshine every day.
It is not a large island but there are two international airports for charter flights to and from Cyprus in Larnaca and Paphos, there aren't any internal flights. The site of the main airport and the second port, Larnaca is a bustling working town and a busy holiday resort in its own right; it can also provide the perfect base to explore the rest of the island. It is easy to reach Nicosia, Limassol and Paphos which all are within two hours drive and just outside the town are many other place of interest.
Long before there were tourists, Cyprus was visited by the Romans, Phoenicians, Egyptians, Venetians, Greeks and Richard the Lionheart. Cyprus has magical ancient ruins and beautiful old villages to really immerse your self in the true Cypriot spirit. Famed for its year-round sun and warm climate, Cyprus is the perfect winter warmer and with more history than the average European resort with many tourists taking advantage of the many charter flights to and from Cyprus to visit throughout the year.
The charter flights to and from Cyprus which have increased accessibility to make the island popular for buyers of Cyprus property for sale for both holiday homes and for permanent relocation. Those who are looking seriously for Cyprus property for sale may want to consider picking up a Cyprus topographical map, these maps usually show not only the contours, but also any significant streams or other bodies of water, forest cover, built-up areas or individual buildings (depending on scale), and other features and points of interest. The Cyprus topographical map can give you information that may not apparent on site plans or local maps.
Cyprus enjoys a Mediterranean climate, with abundant sunshine year round. Long dry summers and mild winters are separated by short autumn and spring seasons. Summer is a time of high temperatures with cloudless skies, but the sea breeze creates a pleasant atmosphere in the coastal areas. Winters are mild, with some rain and snow on Troodos Mountains.
There is fantastic weather all year round; 500 hundred miles of coastline, with beautiful sandy beaches and rugged rocky outcrops, there are olive and citrus groves, and a history that can be traced back over 10,000 years which all combine to make the island an interesting place. The two airports on the island are well served by charter flights to and from Cyprus from the UK, Ireland and Europe; anyone visiting to view Cyprus property for sale can easily fly in, pick up a Cyprus topographical map and make the island their holiday retreat from the daily grind or come and retire or relocate permanently.
It is not a large island but there are two international airports for charter flights to and from Cyprus in Larnaca and Paphos, there aren't any internal flights. The site of the main airport and the second port, Larnaca is a bustling working town and a busy holiday resort in its own right; it can also provide the perfect base to explore the rest of the island. It is easy to reach Nicosia, Limassol and Paphos which all are within two hours drive and just outside the town are many other place of interest.
Long before there were tourists, Cyprus was visited by the Romans, Phoenicians, Egyptians, Venetians, Greeks and Richard the Lionheart. Cyprus has magical ancient ruins and beautiful old villages to really immerse your self in the true Cypriot spirit. Famed for its year-round sun and warm climate, Cyprus is the perfect winter warmer and with more history than the average European resort with many tourists taking advantage of the many charter flights to and from Cyprus to visit throughout the year.
The charter flights to and from Cyprus which have increased accessibility to make the island popular for buyers of Cyprus property for sale for both holiday homes and for permanent relocation. Those who are looking seriously for Cyprus property for sale may want to consider picking up a Cyprus topographical map, these maps usually show not only the contours, but also any significant streams or other bodies of water, forest cover, built-up areas or individual buildings (depending on scale), and other features and points of interest. The Cyprus topographical map can give you information that may not apparent on site plans or local maps.
Cyprus enjoys a Mediterranean climate, with abundant sunshine year round. Long dry summers and mild winters are separated by short autumn and spring seasons. Summer is a time of high temperatures with cloudless skies, but the sea breeze creates a pleasant atmosphere in the coastal areas. Winters are mild, with some rain and snow on Troodos Mountains.
There is fantastic weather all year round; 500 hundred miles of coastline, with beautiful sandy beaches and rugged rocky outcrops, there are olive and citrus groves, and a history that can be traced back over 10,000 years which all combine to make the island an interesting place. The two airports on the island are well served by charter flights to and from Cyprus from the UK, Ireland and Europe; anyone visiting to view Cyprus property for sale can easily fly in, pick up a Cyprus topographical map and make the island their holiday retreat from the daily grind or come and retire or relocate permanently.
Thursday, March 12, 2009
Flybe Destinations
Flybe Airlines is a UK-based low-cost airline. Flybe operates over 170 routes to 55 destinations covering 12 European countries. Having acquired BA Connect in March 2007, its route network was expanded. 70% of this network is UK domestic, 10% European leisure and 20% European business destinations.
The majority of Flybe flights operate out of Birmingham, Southampton, Exeter and Norwich airports. The choice of Flybe destinations in France, Switzerland, Portugal and Spain is especially good and in their list of UK routes, Jersey is particularly well served. There are some routes that are seasonal, for example, winter skiing Flybe destinations such as Geneva, Salzburg and Chambery.
Loganair, which has a franchise agreement with Flybe, is expanding its routes in 2009. Three new routes will be added and the number of flights on key routes will be increased. The new routes are Aberdeen to Cardiff (April 2009) and new direct routes linking the Isle of Man, Belfast and Blackpool (May 2009). Flybe and Loganair feel that the credit crunch will see more British people choosing to holiday at home and strengthening their offerings in the UK will enable them to benefit from this trend.
As part of its service to customers, Flybe introduced Flybe Connections, which is an online system that allows passengers to book connecting routes. Passengers are able to build up an itinerary including either Loganair or Flybe routes that will allow them to arrange their travel in one booking rather than having to make two separate bookings. For example if a passenger wished to fly from the Isle of Man to Jersey going via Gatwick, they would have had to book a flight from the Isle of Man to Gatwick and then, in a separate booking, a flight from Gatwick to Jersey. With Flybe Connections this can be done in one booking, making arranging travel between UK or European destinations a lot easier for the passenger. The online Flybe Timetable can be used by customers to search for suitable flights.
The majority of Flybe flights operate out of Birmingham, Southampton, Exeter and Norwich airports. The choice of Flybe destinations in France, Switzerland, Portugal and Spain is especially good and in their list of UK routes, Jersey is particularly well served. There are some routes that are seasonal, for example, winter skiing Flybe destinations such as Geneva, Salzburg and Chambery.
Loganair, which has a franchise agreement with Flybe, is expanding its routes in 2009. Three new routes will be added and the number of flights on key routes will be increased. The new routes are Aberdeen to Cardiff (April 2009) and new direct routes linking the Isle of Man, Belfast and Blackpool (May 2009). Flybe and Loganair feel that the credit crunch will see more British people choosing to holiday at home and strengthening their offerings in the UK will enable them to benefit from this trend.
As part of its service to customers, Flybe introduced Flybe Connections, which is an online system that allows passengers to book connecting routes. Passengers are able to build up an itinerary including either Loganair or Flybe routes that will allow them to arrange their travel in one booking rather than having to make two separate bookings. For example if a passenger wished to fly from the Isle of Man to Jersey going via Gatwick, they would have had to book a flight from the Isle of Man to Gatwick and then, in a separate booking, a flight from Gatwick to Jersey. With Flybe Connections this can be done in one booking, making arranging travel between UK or European destinations a lot easier for the passenger. The online Flybe Timetable can be used by customers to search for suitable flights.
Wednesday, March 11, 2009
Holidays Ideas to Beat the Credit Crunch
We are going to consider some holiday ideas to beat the credit crunch, because despite the economic gloom (research from Sainsbury's Travel Insurance reveals) nearly 28 per cent of the adult population intend to book a holiday between Christmas and the end of February 2009. Even for those of us on a miniscule budget there are still ways to get away, but you have to be that bit more canny and flexible.
First principle is decide on a budget and stick to it, get an overall budget that you want to spend by the time your back. There are so many ways to do travel: packages, all inclusive, no board, full board, separate flights and accommodation, and types of holiday too many to mention in one place, that this is the only way to make some rational choices where cost is a driving factor. Once you have an overall budget then break it down, for example:
Flights (and airport taxes + supplements) or ferries
Airport parking or transfers or airport hotel
Accommodation
Food and drink (don't forget with the fall in Sterling these are going to be 25%-30% up on last year, take the upper figure as it may slide more)
Recreation and trips (car hire)
Souvenirs + duty free
Travel insurance
New clothes or other essential to buy before you go - sunscreen
Hidden charges and extras
This will help you compare radically different types of holidays and force you to think about the total cost of different options. It is also worth point out: don't assume there will be better bargains later. I haven't heard any tour operator crowing about how well bookings are holding up in the current conditions. This may mean that sphincters are starting to twitch and they want to fill some places now to avoid a huge glut of unsold holidays later. They will also have taken out some capacity, and things could still be busy at peak times. So start hunting now there are plenty of bargains.
Holiday Bargain Ideas
There are obvious ways of saving money on going away, such as going for less time or downgrading, but why compromise when you can try and get a bargain. In these times haggling is the new black so bear in mind people will expect to negotiate and that makes it easier.
Therefore if you are booking accommodation - haggle. Go online get a price then try a phone call to the hotel. Even if they will not drop their rate will see if you can get an upgrade . they may chuck in breakfast or some other goodies. Ask about transfers to/from the airport?
Big Tip: from first hand experience. Don't make the mistake of concentrating on only one element such as accommodation. We looked at loads of villas, found one we liked on an island we liked and booked it. Then we looked for flights, these were eye wateringingly expensive, even on a budget carrier. Especially true at peak times. It more than wiped out any saving we'd have from doing a package. The same goes in reverse, just because there are cheap flights don't assume you can go and find cheap accommodation. However as a rule of thumb the price of flights goes up nearer to the time of the flight and the price of accommodation goes down, so if you are going to bet then book flights first!
Holiday ideas - Think laterally
Instead of going with a big operator, look out for villas or holiday cottages advertised locally, by the owner. The price to you is going to be lower where you are not paying for the profit margin and marketing of a big operator. Bear in mind however there are more risks, you will have to pay in cash and have much less comeback if anything is wrong. A friend got an excellent villa in Florida for his extended family from an ad in the local free magazine, just down the road from Disney and it all went without a hitch. Also look out for adverts on noticeboards or on the intranet at work.
Major crunch busting holiday ideas
With the pound plummeting and many more out of work or feeling vulnerable this could be an excellent time to find out the delights of staying in Britain and Ireland
It could be a really good year to acquaint the kids with camping. Its adventurous and fun and the kids get into it really easily. We've already been out and bought a tent at the end of last season and some sleeping bags so we were able to get a really good bargain. The two kids are always talking about when are we going to go camping. With air mattresses to cushion the old bones you don't need to suffer (too much). You can always start gently with a long weekend away.
This could be a chance to pass on all those camping skills you learnt in the scouts or guides. Even if you didn't (learn any), The Adventure book for boys (and girls) is all the rage now.
If you have slightly older children another major crunch busting idea is cycling or walking holiday. Don't laugh its not as daft as it seems. The Youth Hostel Association runs hundreds of establishment all over the country (250 locations in the UK alone) but especially in our National Parks (but also Cities). I thought that these were just for youths, but that isn't true. Anyone can join for a modest annual outlay (£22.95 will cover 2 adults and all children at the same address) and the accommodation is cheap, clean and generally everyone is very friendly. It is a great experience for kids. If you are forever moaning that your teenage kids never get out and do any exercise then don't dismiss these they can be great family orientated holidays. Let the kids plan some of the outing and even navigate; a great way to learn these skills
If you still want to go abroad the International YHA has over 4000 establishments at exceptionally good value for money prices and your UK membership will cover you for these too.
Fix your holiday Outlay before you go.
One of the best ways of keeping to a budget is to know exactly what all you main outlays are going to be up front. Therefore from this point of view an all inclusive or full board holiday is a really good bet. This also removes the exchange rate risk from you and puts it with your tour operator. Generally speaking when booked as a package you will get a really good deal and it should be impossible to do this as cheaply by going out locally. It has the potential downside that hotel catering may not be as good as you would wish or that there aren't enough restaurants on the complex, or sufficient variety in the menu. However, most hotels/operators will bend over backwards to please if you have specific requests and you will have saved so much that you could still go out to eat a couple of times.
First principle is decide on a budget and stick to it, get an overall budget that you want to spend by the time your back. There are so many ways to do travel: packages, all inclusive, no board, full board, separate flights and accommodation, and types of holiday too many to mention in one place, that this is the only way to make some rational choices where cost is a driving factor. Once you have an overall budget then break it down, for example:
Flights (and airport taxes + supplements) or ferries
Airport parking or transfers or airport hotel
Accommodation
Food and drink (don't forget with the fall in Sterling these are going to be 25%-30% up on last year, take the upper figure as it may slide more)
Recreation and trips (car hire)
Souvenirs + duty free
Travel insurance
New clothes or other essential to buy before you go - sunscreen
Hidden charges and extras
This will help you compare radically different types of holidays and force you to think about the total cost of different options. It is also worth point out: don't assume there will be better bargains later. I haven't heard any tour operator crowing about how well bookings are holding up in the current conditions. This may mean that sphincters are starting to twitch and they want to fill some places now to avoid a huge glut of unsold holidays later. They will also have taken out some capacity, and things could still be busy at peak times. So start hunting now there are plenty of bargains.
Holiday Bargain Ideas
There are obvious ways of saving money on going away, such as going for less time or downgrading, but why compromise when you can try and get a bargain. In these times haggling is the new black so bear in mind people will expect to negotiate and that makes it easier.
Therefore if you are booking accommodation - haggle. Go online get a price then try a phone call to the hotel. Even if they will not drop their rate will see if you can get an upgrade . they may chuck in breakfast or some other goodies. Ask about transfers to/from the airport?
Big Tip: from first hand experience. Don't make the mistake of concentrating on only one element such as accommodation. We looked at loads of villas, found one we liked on an island we liked and booked it. Then we looked for flights, these were eye wateringingly expensive, even on a budget carrier. Especially true at peak times. It more than wiped out any saving we'd have from doing a package. The same goes in reverse, just because there are cheap flights don't assume you can go and find cheap accommodation. However as a rule of thumb the price of flights goes up nearer to the time of the flight and the price of accommodation goes down, so if you are going to bet then book flights first!
Holiday ideas - Think laterally
Instead of going with a big operator, look out for villas or holiday cottages advertised locally, by the owner. The price to you is going to be lower where you are not paying for the profit margin and marketing of a big operator. Bear in mind however there are more risks, you will have to pay in cash and have much less comeback if anything is wrong. A friend got an excellent villa in Florida for his extended family from an ad in the local free magazine, just down the road from Disney and it all went without a hitch. Also look out for adverts on noticeboards or on the intranet at work.
Major crunch busting holiday ideas
With the pound plummeting and many more out of work or feeling vulnerable this could be an excellent time to find out the delights of staying in Britain and Ireland
It could be a really good year to acquaint the kids with camping. Its adventurous and fun and the kids get into it really easily. We've already been out and bought a tent at the end of last season and some sleeping bags so we were able to get a really good bargain. The two kids are always talking about when are we going to go camping. With air mattresses to cushion the old bones you don't need to suffer (too much). You can always start gently with a long weekend away.
This could be a chance to pass on all those camping skills you learnt in the scouts or guides. Even if you didn't (learn any), The Adventure book for boys (and girls) is all the rage now.
If you have slightly older children another major crunch busting idea is cycling or walking holiday. Don't laugh its not as daft as it seems. The Youth Hostel Association runs hundreds of establishment all over the country (250 locations in the UK alone) but especially in our National Parks (but also Cities). I thought that these were just for youths, but that isn't true. Anyone can join for a modest annual outlay (£22.95 will cover 2 adults and all children at the same address) and the accommodation is cheap, clean and generally everyone is very friendly. It is a great experience for kids. If you are forever moaning that your teenage kids never get out and do any exercise then don't dismiss these they can be great family orientated holidays. Let the kids plan some of the outing and even navigate; a great way to learn these skills
If you still want to go abroad the International YHA has over 4000 establishments at exceptionally good value for money prices and your UK membership will cover you for these too.
Fix your holiday Outlay before you go.
One of the best ways of keeping to a budget is to know exactly what all you main outlays are going to be up front. Therefore from this point of view an all inclusive or full board holiday is a really good bet. This also removes the exchange rate risk from you and puts it with your tour operator. Generally speaking when booked as a package you will get a really good deal and it should be impossible to do this as cheaply by going out locally. It has the potential downside that hotel catering may not be as good as you would wish or that there aren't enough restaurants on the complex, or sufficient variety in the menu. However, most hotels/operators will bend over backwards to please if you have specific requests and you will have saved so much that you could still go out to eat a couple of times.
Saturday, March 7, 2009
Sailing and Understanding Sails
Efficient Sailing
Sails today are very different from their ancestors in the period before the polyester revolution. Shape has always been the most important factor in sail efficiency, and time was when you chose your most suitable canvas for the conditions, pulled it up and sheeted it in. Some cruising sails are still made like this. They work well enough, but the cloth from which they are cut often means that their performance potential is nowhere near that of a modern sail whose geometry can be modified to suit the wind and sea. Such equipment has worked its way into cruisers following the lead set by racing yachts, whose hi-tech vanguard have now moved on to cloths of such sophistication and stability that the shape cut into their sails is barely compromised until they literally burst.
The maximum camber of a sail should be somewhat forward of the middle of its cross-section. In practice this varies to a degree with what sort of sail it is and how hard the wind is blowing. The power of an aerofoil depends upon its depth of curvature, so a baggy sail will drive you along in light airs far more effectively than a flat one. As the breeze hardens, the power of the fullcut sail will become too great for the boat. It must then be flattened or reefed, if either is possible; or changed for a different sail if not.
This requirement is underlined by the fact that as the wind increases, a sail naturally becomes fuller and the point of maximum camber is blown aft towards the leech. Both these results are the opposite of what is desirable, and something must be done to mitigate them.
In addition to the question of camber control, there is also the matter of twist. Most sails twist away from the wind in their upper sections. This tendency is built into them deliberately and can be controlled so that it works to your advantage.
Twist is a shut book to many sailors, but to ignore it will measurably compromise your boat speed. The reason for its importance is this: wind blows more strongly aloft than near the deck, because surface friction with the sea slows it down. When a boat sails along, the wind she actually experiences is a composite known as apparent wind. She may be powered by a true wind from abeam, but she is making a ghost breeze from dead ahead in an equal and opposite direction to her own progress through the flowing air. This phantom combines with the true wind to generate the actual breeze across the sails. The apparent wind which they form comes from further ahead and is stronger than the true wind, so long as it is not blowing from well abaft the beam.
Clearly, the faster the true wind for a given boat speed, the less will be the interference caused by the boat's movement. Because the true wind aloft is a little stronger than at deck level, the apparent wind up there is somewhat more `free' than the air lower down. If the upper part of the sail can be twisted to take advantage of this, its resultant force will produce a larger forward component than that being delivered by the lower section of the same area of canvas.
Furthermore, the whole of the sail will be setting cleanly, with no part either lifting or stalling. In the case of a fractional rig, the upper section of the mainsail cuts undisturbed air, while the lower parts receive their wind already bent further aft by the headsails. Twist control is vital if the top of the sail is not to be stalled completely.
Too much twist can generate a fearsome loss of power if it is allowed to go unchecked while you are reaching on a windy day. The boom kicks up in disgust, while the upper third of the mainsail dumps its air unceremoniously to leeward over its tortured leech.
Shaping the headsails
In most boats, the primary tool for headsail camber control is the halyard winch. Some traditional craft are equally well served by a tack downhaul, but whatever method is employed, the crucial feature of the sail at any given time is its luff tension.
Hoist the sail, then steer the boat on, or nearly on a closehauled heading. Now look up at the mid-part of the sail. If it has a 'go-fast stripe' your task is made easier. If not, you'll have to judge its shape by looking at the seams. The camber should swell out to a maximum 35-40% of the way aft from the luff. If it is too far aft, tension up the halyard and watch the draught move forward. If the luff is too `hard' (ie, the camber is too far forward), slack away a few inches and keep looking.
If the sail seems susceptible to this treatment, check it again once your boat speed has built up. The apparent wind will now be greater and the sail may require some adjustment. It's important to do this with your fully open roller reefing genoa as well as a hanked-on sail.
As the wind picks up, keep hardening the luff until your efforts to maintain a good camber become fruitless. The sail should now be overpowering the boat if the sailmaker and the designer got their sums right. Change it for a smaller one, which should also be flatter cut, or roll some away.
The converse of keeping your sails reasonably flat as the wind hardens is that a sail can sometimes be set up to be too shallow-cambered. It will then lack the power to drive the boat in light airs. If the sail seems lifeless, ease the halyard, and the sheet too if necessary, so as to power up the canvas.
Attention to the luff of the sail may cause the leech to require service. The leechline, if fitted, is a light piece of small stuff sewn into the trailing edge of the sail. It should be gently 'tweaked' just far enough to stop the leech beating, and no further. Too much tension causes a hooked leech, which is hateful to behold. If the leech is already hooked, slack away the line as far as the sail will let you.
The twist of a headsail is determined mainly by the position of the sheet leads. Most boats have these on sliders. If yours doesn't, the sail must be cut to the position of the fixed leads. Sheet-lead positions are crucial. When the helmsman brings the sail a little too close to the wind from closehauled or a close reach, the luff should lift evenly all the way up. If the bottom of the luff lifts first, the lead is too far forward, making the leech too tight so that the sail is not twisting enough. If the top goes first there is too much twist, caused by the lead being too far aft. The best position can only be found by experiment, but luff 'tell-tales' are a tremendous help. If you don't have any, install them now. All you need are three 8 in (20 cm) lengths of wool pushed through the sail with a sail needle, about 6 in (15 cm) abaft the tuff (in a 35-footer) and knotted on both sides. The windward ones will always flick up just before the sail lifts. If the leeward ones go dancing they tell you without room for argument that the sail has stalled either from oversheeting on a reach, or because the person steering the boat to windward is driving her to leeward of her best course.
Shaping the mainsails
As in a headsail, mainsail camber is largely controlled by luff tension. However, sails on boats with any pretension to performance generally also offer a clew outhaul. The effects of this will extend approximately to the lower third of the sail. Haul it out to flatten the sail as the breeze fills in. A mainsail that is set behind a genoa will emphatically not require a hard entry. Such a form will often result in the backwinding of the main luff when the boat is closehauled. Instead, a gentle curve aft to a maximum camber virtually in the centre of the sail will work well if the boat is masthead rigged. The more powerful sail of a fractional rigger should carry its maximum camber somewhat further forward, but still with a flat, gentle entry.
Mainsail twist is highly controllable on a modern yacht. Leech tension, the essential element, is determined by the mainsheet when closehauled. With the kicking strap (or kicker, or centre boom vang) let off, juggle the sheet tension until the top batten of the sail lines up with the boom when viewed from directly underneath. There is no need to lie in the bottom of the cockpit, a glance will suffice.
Once you have the twist you are after - and if the sails are well cut, the leech of the main will now sweetly follow that of a well-trimmed genoa - the mainsail's angle of attack can be determined by using the mainsheet traveller, so long as the wind is well forward of the beam. This means in practice that when you are beating or close-reaching you shape the sail with halyard, outhaul and sheet, then trim it with the traveller. If you are far enough off the wind to want to ease the sheet, set up the kicker to maintain leech tension when the sheet can no longer supply it.
On a race boat, the powerful kicker may be brought into service even closehauled to help flatten the sail. Such fine tuning is a waste of effort on most cruising mainsails, but the basics should never be neglected. I've heard people complain along the lines of `All this sail shape nonsense is for the boy racers. Who cares about Y knot?' I do, for one. At 6 knots it is worth 6 miles over 24 hours. To be an hour later than you might have been could lose you a tide, resulting in a further three hours' delay. It may also be the last straw for a fatigued crew, causing a fatally bad decision in the face of a rising gale which you would otherwise have missed. Or you might merely get in after the shops have closed.
Whatever the result, not to give your boat her best chance to perform well is unseamanlike. You don't have to thrash a boat to extract that extra Y knot, yet carried to its logical conclusion, 6 miles lost in a 24-hour passage is the best part of two days wasted on the average ocean crossing, though in fairness I have met people who don't press on because they seem to like it out there.
Sail combinations
Una-rigged craft often sail excellently. A single, well-shaped aerofoil set from a lightly stayed or unstayed mast can be shaped with great precision and can be remarkably closewinded. Two notable examples of the truth of this are the Finn dinghy and the North American cat boat. As yachts become larger, a single sail becomes a worse proposition for reasons of handling and of shipping a spar of sufficient proportions to carry it. From time immemorial, therefore, sail plans have been divided.
In addition to the benefits above, split rigs offer two further advantages. Because individual sails are set forward and abaft the centre of lateral resistance (CLR) about which the boat effectively pivots, they can be sheeted so as to balance her steering characteristics. At speeds too low for the rudder to be useful, the sails can even be used to persuade the vessel to point where you want her to go. Secondly, the slot between two sails produces a venturi effect, accelerating the air which is squeezed through it. This raised velocity increases the power not only of the rig as a whole but also of its individual components. Those who doubt that this is happening have only to stand in the slot of a yacht sailing to windward in 15 knots of breeze. Tell them to hang on to their hats, though. It's breezier in there than they'd ever have believed back in the cockpit. As skipper, you have the balance of the boat's rig at your fingertips, and assuming that she is well designed, there is plenty you can do about it. The yacht should be easy and light to steer, showing a gentle tendency to turn into the wind if left to her own devices. If she has too much mainsail on and only a small jib, a sloop will want to round up. The result is weather helm. This tires the unfortunate who must steer, as well as slowing the vessel down through the drag of the rudder. The dreaded lee helm, on the other hand, is the lot of the sailor whose boat is carrying too much canvas forward and too little aft.
Lee helm is a dismal condition. It makes manoeuvring difficult, steering frustrating, and it has a debilitating effect on the yacht's capacity to sail close to the wind without making excessive leeway. A touch of weather helm holds the rudder a degree or two to leeward, which diverts the flowing water, just enough to help the keel lift the vessel in opposition to the sideways forces. Lee helm achieves the converse effect.
Hull balance
In addition to the disposition of her sail plan, a yacht's helm balance varies depending on how much she is heeling. As she heels to leeward, any tendency to weather helm will increase. Rolling to windward generates lee helm. This makes sense when you consider that the whole outfit is being pulled along by the rig. As the boat heels, the centre of effort of the mast and sails moves outboard. If you dragged the boat through the water by a rope on the end of a beam lashed athwartships across her deck, she would try to swing away from that side. The same thing happens with the rig.
Boats with flat, beamy midships sections such as are found in many high-performance modern cruisers and racers suffer from a more subtle source of heel induced weather helm. As they lean over, the leeward side of the immersed hull becomes rounded to a point of exaggeration. The weather side is correspondingly flattened. The imbalance produces weather helm which, in certain cases, appears suddenly and uncontrollably above a critical angle of heel. You need to watch out for this in such a vessel, particularly if you are sailing in a river on a gusty day, surrounded by expensive moored yachts.
Shortening sail
Shortening sail as the wind strengthens is part of the sailor's everyday life. It is not something to be put off. The process should be as natural as shifting gears in the family car. Not only does carrying the right canvas for the conditions give you a drier ride and increase your chances of arriving with the boat in one piece, it keeps the yacht more upright. As we have just discussed, the less a boat is heeling, the easier she will be on the helm. This benefit is assisted by the fact that the centre of effort of a smaller headsail or a reefed genoa is further forward than that of a larger one. Similarly, a reef in the mainsail moves the leech inboard along the boom. The sails are therefore generating less weather helm than if the yacht were spreading everything she carried. With a sensible awareness of the principles of sail balance in your mind, it isn't difficult to reduce your canvas in such a way that the boat's behaviour remains docile.
It would be unwise to generalise about where to begin sail reductions. A masthead cruising sloop will usually set out by tying one reef into the mainsail. This may be followed by one or two changes of headsail before going for the second reef, and so on. A fractional-rigger often reduces the size of her headsail first. A ketch or yawl has a mizzen to consider as well, but the principles remain the same.
The years since the mid-1970s have seen the rapid rise and general acceptance of patent reefing systems. The best of those offered for headsail roller reefing have by now achieved high reliability and are able to reef the sail to a moderate degree without too much sacrifice in shape. Poorer gears produce a dismally reefed sail which looks more like a flour bag than a number 3 genoa. With the canvas rolled away to storm jib size the result is execrable. None the less, all such arrangements give the benefit of instant sail area adjustment. In a short-handed craft this sometimes more than compensates for what is lost in pure performance. No boat must go to sea, however, without making at least some arrangements for the day when the gear fails. The most satisfactory answer is a separate forestay that can be readily set up and to which a storm jib may be handed. Indeed, this produces the best of all worlds because such a jib will invariably set better than the deeply rolled genoa. It can therefore be used routinely for heavy weather sailing. Mainsail reefing systems now exist which are way in advance of the old 'round-the-boom' roller reefing. Such a method was never ideal on the bermudan rig, though it remained in use for decades. By far the simplest and best way to reef the main is with `slab' reefing, but if you cannot bring yourself to make even that much effort, in-mast and in-boom systems can be bought off the shelf. In-mast gears put considerable weight aloft and add to the awful sum of the rig's windage. They may or may not be reliable, and a sail built for such a setup will probably have a straight leech with no battens. On a contemporary rig this looks downright sad and it's certainly less powerful than the elliptical trailing edge of the conventional mainsail. The Spitfire didn't have those beautiful wings just to look pretty.
Mainsail reefing options therefore subdivide into three choices: in-mast roller, inboom or round-boom roller, and traditional gear for reducing the sail in `slabs' at the foot. Of the three, slab produces by far the best sail shape; it's extremely reliable and, in any case, is readily repaired at sea. Mainsails of under 500 sq ft (46 sq m) are easily handled by two healthy adults and can be dealt with singlehanded without major inconvenience. To compromise this vital sail out of laziness or lack of stomach for getting wet seems odd to me, especially when the latest fully battened mainsails and lazy-jack systems make the job of stowing child's play.
Nonetheless, the roller alternatives do have a place. They help huge yachts to be run without numerous deck-hands. They also enable the elderly or the unfit to keep on enjoying their cruising, but if these options are to be chosen, it's important to be aware of their limitations in sail shape and, potentially, their unreliability. At least an in-boom reefing system is within reach in the event of failure. Furthermore, the mainsail has a conventional halyard and can always be dropped. Although in-mast systems have improved greatly, they still represent a total commitment to the dependability of the gear. A trip to the masthead in a gale holds little appeal for any of us.
Sails today are very different from their ancestors in the period before the polyester revolution. Shape has always been the most important factor in sail efficiency, and time was when you chose your most suitable canvas for the conditions, pulled it up and sheeted it in. Some cruising sails are still made like this. They work well enough, but the cloth from which they are cut often means that their performance potential is nowhere near that of a modern sail whose geometry can be modified to suit the wind and sea. Such equipment has worked its way into cruisers following the lead set by racing yachts, whose hi-tech vanguard have now moved on to cloths of such sophistication and stability that the shape cut into their sails is barely compromised until they literally burst.
The maximum camber of a sail should be somewhat forward of the middle of its cross-section. In practice this varies to a degree with what sort of sail it is and how hard the wind is blowing. The power of an aerofoil depends upon its depth of curvature, so a baggy sail will drive you along in light airs far more effectively than a flat one. As the breeze hardens, the power of the fullcut sail will become too great for the boat. It must then be flattened or reefed, if either is possible; or changed for a different sail if not.
This requirement is underlined by the fact that as the wind increases, a sail naturally becomes fuller and the point of maximum camber is blown aft towards the leech. Both these results are the opposite of what is desirable, and something must be done to mitigate them.
In addition to the question of camber control, there is also the matter of twist. Most sails twist away from the wind in their upper sections. This tendency is built into them deliberately and can be controlled so that it works to your advantage.
Twist is a shut book to many sailors, but to ignore it will measurably compromise your boat speed. The reason for its importance is this: wind blows more strongly aloft than near the deck, because surface friction with the sea slows it down. When a boat sails along, the wind she actually experiences is a composite known as apparent wind. She may be powered by a true wind from abeam, but she is making a ghost breeze from dead ahead in an equal and opposite direction to her own progress through the flowing air. This phantom combines with the true wind to generate the actual breeze across the sails. The apparent wind which they form comes from further ahead and is stronger than the true wind, so long as it is not blowing from well abaft the beam.
Clearly, the faster the true wind for a given boat speed, the less will be the interference caused by the boat's movement. Because the true wind aloft is a little stronger than at deck level, the apparent wind up there is somewhat more `free' than the air lower down. If the upper part of the sail can be twisted to take advantage of this, its resultant force will produce a larger forward component than that being delivered by the lower section of the same area of canvas.
Furthermore, the whole of the sail will be setting cleanly, with no part either lifting or stalling. In the case of a fractional rig, the upper section of the mainsail cuts undisturbed air, while the lower parts receive their wind already bent further aft by the headsails. Twist control is vital if the top of the sail is not to be stalled completely.
Too much twist can generate a fearsome loss of power if it is allowed to go unchecked while you are reaching on a windy day. The boom kicks up in disgust, while the upper third of the mainsail dumps its air unceremoniously to leeward over its tortured leech.
Shaping the headsails
In most boats, the primary tool for headsail camber control is the halyard winch. Some traditional craft are equally well served by a tack downhaul, but whatever method is employed, the crucial feature of the sail at any given time is its luff tension.
Hoist the sail, then steer the boat on, or nearly on a closehauled heading. Now look up at the mid-part of the sail. If it has a 'go-fast stripe' your task is made easier. If not, you'll have to judge its shape by looking at the seams. The camber should swell out to a maximum 35-40% of the way aft from the luff. If it is too far aft, tension up the halyard and watch the draught move forward. If the luff is too `hard' (ie, the camber is too far forward), slack away a few inches and keep looking.
If the sail seems susceptible to this treatment, check it again once your boat speed has built up. The apparent wind will now be greater and the sail may require some adjustment. It's important to do this with your fully open roller reefing genoa as well as a hanked-on sail.
As the wind picks up, keep hardening the luff until your efforts to maintain a good camber become fruitless. The sail should now be overpowering the boat if the sailmaker and the designer got their sums right. Change it for a smaller one, which should also be flatter cut, or roll some away.
The converse of keeping your sails reasonably flat as the wind hardens is that a sail can sometimes be set up to be too shallow-cambered. It will then lack the power to drive the boat in light airs. If the sail seems lifeless, ease the halyard, and the sheet too if necessary, so as to power up the canvas.
Attention to the luff of the sail may cause the leech to require service. The leechline, if fitted, is a light piece of small stuff sewn into the trailing edge of the sail. It should be gently 'tweaked' just far enough to stop the leech beating, and no further. Too much tension causes a hooked leech, which is hateful to behold. If the leech is already hooked, slack away the line as far as the sail will let you.
The twist of a headsail is determined mainly by the position of the sheet leads. Most boats have these on sliders. If yours doesn't, the sail must be cut to the position of the fixed leads. Sheet-lead positions are crucial. When the helmsman brings the sail a little too close to the wind from closehauled or a close reach, the luff should lift evenly all the way up. If the bottom of the luff lifts first, the lead is too far forward, making the leech too tight so that the sail is not twisting enough. If the top goes first there is too much twist, caused by the lead being too far aft. The best position can only be found by experiment, but luff 'tell-tales' are a tremendous help. If you don't have any, install them now. All you need are three 8 in (20 cm) lengths of wool pushed through the sail with a sail needle, about 6 in (15 cm) abaft the tuff (in a 35-footer) and knotted on both sides. The windward ones will always flick up just before the sail lifts. If the leeward ones go dancing they tell you without room for argument that the sail has stalled either from oversheeting on a reach, or because the person steering the boat to windward is driving her to leeward of her best course.
Shaping the mainsails
As in a headsail, mainsail camber is largely controlled by luff tension. However, sails on boats with any pretension to performance generally also offer a clew outhaul. The effects of this will extend approximately to the lower third of the sail. Haul it out to flatten the sail as the breeze fills in. A mainsail that is set behind a genoa will emphatically not require a hard entry. Such a form will often result in the backwinding of the main luff when the boat is closehauled. Instead, a gentle curve aft to a maximum camber virtually in the centre of the sail will work well if the boat is masthead rigged. The more powerful sail of a fractional rigger should carry its maximum camber somewhat further forward, but still with a flat, gentle entry.
Mainsail twist is highly controllable on a modern yacht. Leech tension, the essential element, is determined by the mainsheet when closehauled. With the kicking strap (or kicker, or centre boom vang) let off, juggle the sheet tension until the top batten of the sail lines up with the boom when viewed from directly underneath. There is no need to lie in the bottom of the cockpit, a glance will suffice.
Once you have the twist you are after - and if the sails are well cut, the leech of the main will now sweetly follow that of a well-trimmed genoa - the mainsail's angle of attack can be determined by using the mainsheet traveller, so long as the wind is well forward of the beam. This means in practice that when you are beating or close-reaching you shape the sail with halyard, outhaul and sheet, then trim it with the traveller. If you are far enough off the wind to want to ease the sheet, set up the kicker to maintain leech tension when the sheet can no longer supply it.
On a race boat, the powerful kicker may be brought into service even closehauled to help flatten the sail. Such fine tuning is a waste of effort on most cruising mainsails, but the basics should never be neglected. I've heard people complain along the lines of `All this sail shape nonsense is for the boy racers. Who cares about Y knot?' I do, for one. At 6 knots it is worth 6 miles over 24 hours. To be an hour later than you might have been could lose you a tide, resulting in a further three hours' delay. It may also be the last straw for a fatigued crew, causing a fatally bad decision in the face of a rising gale which you would otherwise have missed. Or you might merely get in after the shops have closed.
Whatever the result, not to give your boat her best chance to perform well is unseamanlike. You don't have to thrash a boat to extract that extra Y knot, yet carried to its logical conclusion, 6 miles lost in a 24-hour passage is the best part of two days wasted on the average ocean crossing, though in fairness I have met people who don't press on because they seem to like it out there.
Sail combinations
Una-rigged craft often sail excellently. A single, well-shaped aerofoil set from a lightly stayed or unstayed mast can be shaped with great precision and can be remarkably closewinded. Two notable examples of the truth of this are the Finn dinghy and the North American cat boat. As yachts become larger, a single sail becomes a worse proposition for reasons of handling and of shipping a spar of sufficient proportions to carry it. From time immemorial, therefore, sail plans have been divided.
In addition to the benefits above, split rigs offer two further advantages. Because individual sails are set forward and abaft the centre of lateral resistance (CLR) about which the boat effectively pivots, they can be sheeted so as to balance her steering characteristics. At speeds too low for the rudder to be useful, the sails can even be used to persuade the vessel to point where you want her to go. Secondly, the slot between two sails produces a venturi effect, accelerating the air which is squeezed through it. This raised velocity increases the power not only of the rig as a whole but also of its individual components. Those who doubt that this is happening have only to stand in the slot of a yacht sailing to windward in 15 knots of breeze. Tell them to hang on to their hats, though. It's breezier in there than they'd ever have believed back in the cockpit. As skipper, you have the balance of the boat's rig at your fingertips, and assuming that she is well designed, there is plenty you can do about it. The yacht should be easy and light to steer, showing a gentle tendency to turn into the wind if left to her own devices. If she has too much mainsail on and only a small jib, a sloop will want to round up. The result is weather helm. This tires the unfortunate who must steer, as well as slowing the vessel down through the drag of the rudder. The dreaded lee helm, on the other hand, is the lot of the sailor whose boat is carrying too much canvas forward and too little aft.
Lee helm is a dismal condition. It makes manoeuvring difficult, steering frustrating, and it has a debilitating effect on the yacht's capacity to sail close to the wind without making excessive leeway. A touch of weather helm holds the rudder a degree or two to leeward, which diverts the flowing water, just enough to help the keel lift the vessel in opposition to the sideways forces. Lee helm achieves the converse effect.
Hull balance
In addition to the disposition of her sail plan, a yacht's helm balance varies depending on how much she is heeling. As she heels to leeward, any tendency to weather helm will increase. Rolling to windward generates lee helm. This makes sense when you consider that the whole outfit is being pulled along by the rig. As the boat heels, the centre of effort of the mast and sails moves outboard. If you dragged the boat through the water by a rope on the end of a beam lashed athwartships across her deck, she would try to swing away from that side. The same thing happens with the rig.
Boats with flat, beamy midships sections such as are found in many high-performance modern cruisers and racers suffer from a more subtle source of heel induced weather helm. As they lean over, the leeward side of the immersed hull becomes rounded to a point of exaggeration. The weather side is correspondingly flattened. The imbalance produces weather helm which, in certain cases, appears suddenly and uncontrollably above a critical angle of heel. You need to watch out for this in such a vessel, particularly if you are sailing in a river on a gusty day, surrounded by expensive moored yachts.
Shortening sail
Shortening sail as the wind strengthens is part of the sailor's everyday life. It is not something to be put off. The process should be as natural as shifting gears in the family car. Not only does carrying the right canvas for the conditions give you a drier ride and increase your chances of arriving with the boat in one piece, it keeps the yacht more upright. As we have just discussed, the less a boat is heeling, the easier she will be on the helm. This benefit is assisted by the fact that the centre of effort of a smaller headsail or a reefed genoa is further forward than that of a larger one. Similarly, a reef in the mainsail moves the leech inboard along the boom. The sails are therefore generating less weather helm than if the yacht were spreading everything she carried. With a sensible awareness of the principles of sail balance in your mind, it isn't difficult to reduce your canvas in such a way that the boat's behaviour remains docile.
It would be unwise to generalise about where to begin sail reductions. A masthead cruising sloop will usually set out by tying one reef into the mainsail. This may be followed by one or two changes of headsail before going for the second reef, and so on. A fractional-rigger often reduces the size of her headsail first. A ketch or yawl has a mizzen to consider as well, but the principles remain the same.
The years since the mid-1970s have seen the rapid rise and general acceptance of patent reefing systems. The best of those offered for headsail roller reefing have by now achieved high reliability and are able to reef the sail to a moderate degree without too much sacrifice in shape. Poorer gears produce a dismally reefed sail which looks more like a flour bag than a number 3 genoa. With the canvas rolled away to storm jib size the result is execrable. None the less, all such arrangements give the benefit of instant sail area adjustment. In a short-handed craft this sometimes more than compensates for what is lost in pure performance. No boat must go to sea, however, without making at least some arrangements for the day when the gear fails. The most satisfactory answer is a separate forestay that can be readily set up and to which a storm jib may be handed. Indeed, this produces the best of all worlds because such a jib will invariably set better than the deeply rolled genoa. It can therefore be used routinely for heavy weather sailing. Mainsail reefing systems now exist which are way in advance of the old 'round-the-boom' roller reefing. Such a method was never ideal on the bermudan rig, though it remained in use for decades. By far the simplest and best way to reef the main is with `slab' reefing, but if you cannot bring yourself to make even that much effort, in-mast and in-boom systems can be bought off the shelf. In-mast gears put considerable weight aloft and add to the awful sum of the rig's windage. They may or may not be reliable, and a sail built for such a setup will probably have a straight leech with no battens. On a contemporary rig this looks downright sad and it's certainly less powerful than the elliptical trailing edge of the conventional mainsail. The Spitfire didn't have those beautiful wings just to look pretty.
Mainsail reefing options therefore subdivide into three choices: in-mast roller, inboom or round-boom roller, and traditional gear for reducing the sail in `slabs' at the foot. Of the three, slab produces by far the best sail shape; it's extremely reliable and, in any case, is readily repaired at sea. Mainsails of under 500 sq ft (46 sq m) are easily handled by two healthy adults and can be dealt with singlehanded without major inconvenience. To compromise this vital sail out of laziness or lack of stomach for getting wet seems odd to me, especially when the latest fully battened mainsails and lazy-jack systems make the job of stowing child's play.
Nonetheless, the roller alternatives do have a place. They help huge yachts to be run without numerous deck-hands. They also enable the elderly or the unfit to keep on enjoying their cruising, but if these options are to be chosen, it's important to be aware of their limitations in sail shape and, potentially, their unreliability. At least an in-boom reefing system is within reach in the event of failure. Furthermore, the mainsail has a conventional halyard and can always be dropped. Although in-mast systems have improved greatly, they still represent a total commitment to the dependability of the gear. A trip to the masthead in a gale holds little appeal for any of us.
Friday, March 6, 2009
Save a Bundle Shopping at Disneyland
No trip to Disneyland or California Adventure would be complete without a squishy stuffed animal and a sturdy pair of personalized Mickey Mouse ears. It would be perfectly fine and acceptable if it stopped at just those two things, but unfortunately, Disneyland has a way of luring money out of your wallet and into their cash registers quicker than you can say "Bippity Boppity Boo"! There are a few ways, however, that you can keep your souvenir spending down to a minimum while still delighting your youngsters with Disney purchases.
The main thing to remember is to stand firm on your budget. Keep a special envelope handy filled with cash that is to only be used for souvenir purposes and nothing else. Ignore the pleas from your youngsters to buy more and more and more things. Tell them to pick out one super special gift (give the older ones a dollar amount that they should not exceed) and one smaller trinket. When you are in a store such as "The World of Disney" (yes that is the name...no joking), steer your little ones away from the most expensive, collector's items and lure them towards the cheaper tee shirts and smaller-sized stuffed animals.
If you have a little princess of your own, you will no doubt be bombarded with shrieks of joy upon entering Fantasy Faire Gifts complete with every princess gown, crown and magic wand known to man. These gowns are outrageously expensive, so plan accordingly, or simply steer clear of this store if at all possible! The same goes for any pirate lover in your household. Pieces of Eight features every sword, pirate hat and buried treasure you can imagine that can make an eager pirate spend their own treasure on any of these fantastic things.
Disneyland does offer many items under $10. There are pencils, pens, erasers, stickers, small stuffed animals, plastic cups, candy and other Disney memorabilia. These items are usually located all in one spot, so turning your kids loose and letting them go crazy in this area will let them think that you are spending a bundle on them, when you are really spending just pennies!
One thing that you should certainly splurge on is one of the many battery-operated light up toys. These are perfect "entertainers" while sitting and waiting for the parades or shows to start and look fantastic at night when the sun has gone down. These fun items generally run about $15.
The main thing to remember is to stand firm on your budget. Keep a special envelope handy filled with cash that is to only be used for souvenir purposes and nothing else. Ignore the pleas from your youngsters to buy more and more and more things. Tell them to pick out one super special gift (give the older ones a dollar amount that they should not exceed) and one smaller trinket. When you are in a store such as "The World of Disney" (yes that is the name...no joking), steer your little ones away from the most expensive, collector's items and lure them towards the cheaper tee shirts and smaller-sized stuffed animals.
If you have a little princess of your own, you will no doubt be bombarded with shrieks of joy upon entering Fantasy Faire Gifts complete with every princess gown, crown and magic wand known to man. These gowns are outrageously expensive, so plan accordingly, or simply steer clear of this store if at all possible! The same goes for any pirate lover in your household. Pieces of Eight features every sword, pirate hat and buried treasure you can imagine that can make an eager pirate spend their own treasure on any of these fantastic things.
Disneyland does offer many items under $10. There are pencils, pens, erasers, stickers, small stuffed animals, plastic cups, candy and other Disney memorabilia. These items are usually located all in one spot, so turning your kids loose and letting them go crazy in this area will let them think that you are spending a bundle on them, when you are really spending just pennies!
One thing that you should certainly splurge on is one of the many battery-operated light up toys. These are perfect "entertainers" while sitting and waiting for the parades or shows to start and look fantastic at night when the sun has gone down. These fun items generally run about $15.
Wednesday, March 4, 2009
Your Options When Hiring Private Jet Charters
In today's society of fast-paced, rushed living, air travel is an important travel option for many. Most travelers have suffered setbacks in commercial flights at least once in their lives, such as a delayed flight, cramped cabin, lost luggage or noisy flight-mates. These reasons, along with others, explain why the popularity of private jet charters is increasing among the public sector.
As businesses send more and more employees to other parts of the country, along with individuals visiting families in far off places or going on vacation, air travel has significantly increased. This has caused an increased demand for stricter schedules, roomier seats and better service. For some people, the best alternative is private jet services.
Many charter jet companies boast of their safety, value and convenience that consumers will experience when flying with them. These companies can arrange jet charters from anywhere in the world to cater to the needs of their clients. Consumers are able to choose their flight schedules, what type of aircraft they prefer to fly in, and even what kind of food they would like to have served.
When you hire a private jet charter, the options for customizing your jet travel flight, as well as all the details involved, are seemingly endless. Some companies are even able to include up-to-the-minute weather updates, trip handling, such as arranging for ground transportation, and even the option to have a "play list" for the music or movies that will be provided during your flight.
With so many options for customizing your flight plan, agencies that offer private jet charters are forced to compete with the other services in their industry. Since the industry is not as large as their commercial counterpart, competition among those offering these services has driven prices down, while increasing the need for superior customer service.
Keeping to schedules is a necessity for those who wish to stay in business, as is providing an excellent flying experience. Taking all of this into account, it is no wonder why the elite of the business class, as well as those in the mid-upper to upper class of the public sector, are choosing to go with a private aircraft charter rather than having to deal with the inconsistencies of commercial flying.
These days, there are many options when you are considering the use of private jet charters for your air travel needs. When searching for the right airplane charter service, try to compare not only the pricing, but the quality of service as well. With so many options available to you, superior companies will do anything within their power to make you, the consumer, as happy, carefree, and comfortable as possible while on your flight. By using the charter jet option, you are sure to walk away from your air travel experience satisfied.
As businesses send more and more employees to other parts of the country, along with individuals visiting families in far off places or going on vacation, air travel has significantly increased. This has caused an increased demand for stricter schedules, roomier seats and better service. For some people, the best alternative is private jet services.
Many charter jet companies boast of their safety, value and convenience that consumers will experience when flying with them. These companies can arrange jet charters from anywhere in the world to cater to the needs of their clients. Consumers are able to choose their flight schedules, what type of aircraft they prefer to fly in, and even what kind of food they would like to have served.
When you hire a private jet charter, the options for customizing your jet travel flight, as well as all the details involved, are seemingly endless. Some companies are even able to include up-to-the-minute weather updates, trip handling, such as arranging for ground transportation, and even the option to have a "play list" for the music or movies that will be provided during your flight.
With so many options for customizing your flight plan, agencies that offer private jet charters are forced to compete with the other services in their industry. Since the industry is not as large as their commercial counterpart, competition among those offering these services has driven prices down, while increasing the need for superior customer service.
Keeping to schedules is a necessity for those who wish to stay in business, as is providing an excellent flying experience. Taking all of this into account, it is no wonder why the elite of the business class, as well as those in the mid-upper to upper class of the public sector, are choosing to go with a private aircraft charter rather than having to deal with the inconsistencies of commercial flying.
These days, there are many options when you are considering the use of private jet charters for your air travel needs. When searching for the right airplane charter service, try to compare not only the pricing, but the quality of service as well. With so many options available to you, superior companies will do anything within their power to make you, the consumer, as happy, carefree, and comfortable as possible while on your flight. By using the charter jet option, you are sure to walk away from your air travel experience satisfied.
Tuesday, March 3, 2009
Facts for Correct Decision Regarding Your Private Jet Charter
Independence, privacy, and creative environment that you get with the private jet charter will never be available on any of the traditional jet charter or other means of transportation.
Some facts about private jet charter –
You will be surprised to find that there are destinations that are located at short distance of less than 400 nautical miles. Using private jet charter under such circumstances invites bills on leg basis. Such bills in class hotels are nearly $200 each. These fees are realized by the aircraft liners to neutralize the extra costs they spend on maintenance of the aircraft and additional costs that they have incurred during the short journey. This is also necessary since at the lower levels the cost of aviation the jet would be much higher and your people also have to be conscious and cautious about such implications.
The other question you might be having at the back of your mind relates to the requirement of the crew. You often ask whether a Cabin Service Representative or Flight Attendant is available. Though they are not essential for smaller aircrafts and even in midsize jets yet their presence can give you extra peace of mind. In larger aircrafts they will not only be essential but may become the instruments of safety.
Transaction hours and amenities provided –
The companies normally make it a point that one or other of their representatives are present throughout the day since they aim to provide 24/7 assistance to the clients. For contact by the customers most of them have a toll free number through which you can connect to their control room.
Foremost among the amenities provided by the broker or operator revolve round delicious food and beverages. For example they may provide you snacks and beverages competent to a very high extent. In addition the aircraft catering services also provides you with soft and hot drinks. Many companies have also built up a fairly appreciable network by creating vendors. All the aircrafts that are chartered carry a good stock of food, beverage, and snacks.
About traveling destinations -
Scope of traveling alone is an experience you will not long forget. On the other hand by private jet charter you open up access to thousands of airports located across the Globe and especially in USA. The only requirement is a runway that may have the specification in the range of 3000 to 5000 squire feet.
Majority of the brokers and operators have their own network where they have made arrangements for procurement of jets when it is not available with us. The networking experts and professionals working for the site will also answer to all your questions in this regard and advice you appropriately on the private jet charter to be conducted.
Cancellation –
It may sometimes so happen that despite the best private jet charter in the area and confirmed reservation you are not making the trip and desire to cancel it. Normally the providers give you a bonus time of around a day before your cancellation of the requisition. However you may be liable to pay the cancellation fee of 10% of the total cost. In addition you have to pay 15% when the charter is scheduled fro departure time and you cancel the trip all of a sudden. The aim is to compensate the poor provider who has been taking all the burden for putting up the show.
Some facts about private jet charter –
You will be surprised to find that there are destinations that are located at short distance of less than 400 nautical miles. Using private jet charter under such circumstances invites bills on leg basis. Such bills in class hotels are nearly $200 each. These fees are realized by the aircraft liners to neutralize the extra costs they spend on maintenance of the aircraft and additional costs that they have incurred during the short journey. This is also necessary since at the lower levels the cost of aviation the jet would be much higher and your people also have to be conscious and cautious about such implications.
The other question you might be having at the back of your mind relates to the requirement of the crew. You often ask whether a Cabin Service Representative or Flight Attendant is available. Though they are not essential for smaller aircrafts and even in midsize jets yet their presence can give you extra peace of mind. In larger aircrafts they will not only be essential but may become the instruments of safety.
Transaction hours and amenities provided –
The companies normally make it a point that one or other of their representatives are present throughout the day since they aim to provide 24/7 assistance to the clients. For contact by the customers most of them have a toll free number through which you can connect to their control room.
Foremost among the amenities provided by the broker or operator revolve round delicious food and beverages. For example they may provide you snacks and beverages competent to a very high extent. In addition the aircraft catering services also provides you with soft and hot drinks. Many companies have also built up a fairly appreciable network by creating vendors. All the aircrafts that are chartered carry a good stock of food, beverage, and snacks.
About traveling destinations -
Scope of traveling alone is an experience you will not long forget. On the other hand by private jet charter you open up access to thousands of airports located across the Globe and especially in USA. The only requirement is a runway that may have the specification in the range of 3000 to 5000 squire feet.
Majority of the brokers and operators have their own network where they have made arrangements for procurement of jets when it is not available with us. The networking experts and professionals working for the site will also answer to all your questions in this regard and advice you appropriately on the private jet charter to be conducted.
Cancellation –
It may sometimes so happen that despite the best private jet charter in the area and confirmed reservation you are not making the trip and desire to cancel it. Normally the providers give you a bonus time of around a day before your cancellation of the requisition. However you may be liable to pay the cancellation fee of 10% of the total cost. In addition you have to pay 15% when the charter is scheduled fro departure time and you cancel the trip all of a sudden. The aim is to compensate the poor provider who has been taking all the burden for putting up the show.
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