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By Tom Demerly for Tom Demerly.com

Only a mile and half at its widest, The Detroit River has been a geographical barrier between opposing tribes, rum runners and nations. Few rivers hold this much history. Globally, the Detroit River shares its historical relevance with the Mississippi in the United States, the Bosphorus in Turkey, the Rhine in Germany, the Ganges in India, the Volga in Russia, Paris’ Seine River, Egypt’s Nile, China’s Yangtze and other globally significant waterways like Iraq’s Tigris and Vietnam’s Mekong.

Last Wednesday, as members of the Detroit History Club, my girlfriend Jan Mack and I sailed the historic Detroit River on the 85-foot long Appledore IV two-masted schooner. Appledore IV transports its crew and passengers back in time as soon as they step on board. It is a fitting vessel for a trip back into the remarkable history of Detroit and its unique river.

Our guide on board Appledore IV was Miss Bailey of the Detroit Historical Club. Her encyclopedic knowledge of Detroit history was matched only by her wit and talent. She delivered a fascinating running narration of Detroit’s sensational history from Native conflicts to daring rum-runners driving modified Ford Model-T’s across the frozen river in an occasionally unsuccessful attempt at defying prohibition.

After casting off from the dock in front of Detroit’s Renaissance Center and General Motors headquarters we set sail on moderate winds and calm waters north and east toward Belle Isle and the Hiram Walker distillery. As we sailed across the Detroit River the strong and delicious scent of baking bread drifts off the Windsor shore from the Hiram Walker complex. The yeast processing for spirits production at the distillery produces the delightful aroma, lost on powerboats to their exhaust smell but blissfully preserved onboard the sail-driven Appledore IV.

Once at the top of the river we reversed course under jibbing canvas sails, ducking under swinging booms and picking up winds that brought us downriver toward the majestic Ambassador Bridge. We sailed under, marveling at the incredible volume of truck traffic engaging in the free exchange of goods between Canada and the U.S. that typifies the relationship between the two countries.

To the south we saw the dark silhouette of the industrial monolith of Zug Island, formerly one of the most polluted places on earth, now in the midst of reform into at least a slightly less toxic habitat. Today foxes, peregrine falcons, feral cats and other unusual species share the island with its heavy industrial tenants like steel mills and coke ovens. A rare species of sturgeon lives on one side of the island because of the deposits of coal cinders that collect on the bottom of the river from the industrial activity.

Mystery surrounds much of Zug Island, a private, manmade industrial otherworld that has produced an undefined loud humming sound to the distress of residents as far as ten miles away. Some say it is the sound of wind through industrial structures on the island. Over a million dollars has been spent on studies to find the source of the bizarre sound but the maker of the mechanical music remains a mystery.

Shipping traffic is a huge part of the Detroit River. During our cruise we saw two passages, one a massive ore freighter and the other a smaller cargo vessel, our radios crackling to life with instructions from the river traffic control as Customs and Border Patrol vessels zipped back and forth. The Detroit River is one of the busiest commercial rivers on earth, and ship spotting along its banks is a popular pastime.

This cruise aboard Appledore IV with the Detroit History Club is a rare and intrinsic perspective on Detroit, and one all Detroiters ought imbibe in. People who live in Detroit and its suburbs often have a deep affection for something undefinable about the city that makes it unique. An intrinsic authenticity and resilience belonging to a place that survived riots, wars, fires and economic collapse. Detroit has produced iron and steel, innovation and art. But few people own the deep historical context of Detroit’s remarkable and repetitive penchant for survival and prosperity.

To join the Detroit History Club and enjoy their many fascinating and varied events follow this link:

http://www.detroithistoryclub.com

Cannondale, Damon Rinard, Andy Potts and the Missing Cervelo.

May 11, 2016

Bike Reviews, Commentary., Gear Reviews.

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By Tom Demerly for tomdemerly.com

German pro Maik Twelsiek had the fastest bike split at the Ironman World Triathlon Championship in Kona, Hawaii in 2015 on a Dimond beam bike. It may suggest the re-emergence of the beam design.

In a different life I gathered intelligence for the U.S. Army.

On some missions we would watch something, say a building or a road intersection, for hours or days. And nothing would happen.

Sitting on a target for days and seeing nothing happen may seem like an intelligence failure. But it may not be. It is in the empty spaces that most possibilities exist. And when the silence is deafening, there is often a reason.

Such is the case with a seemingly innocuous set of events in the bike industry over the past two years.

Before I begin, I want to state the standard diatribe about predicting anything in any setting, the analysts’ safety net: I will state facts and from these facts I will make some vaticination about an outcome. This outcome is neither assured nor probable. You may or may not recall what Victorian journalist George Eliot wrote about such insights as I am about to proffer: “Vaticination is only one of the innumerable forms in which ignorance finds expression.”

Exhibit A.

On January 5^th, 2015, nearly a year and a half ago, Cannondale hired a man named Damon Rinard.

Rinard is a quintessential geek. Seemingly uncomfortable in his skin, he frequently glances at the ground when talking until the conversation turns to his field: engineering. Specifically, bicycle engineering. Most specifically, aerodynamic bicycle engineering.

When Rinard orates about bicycle aerodynamics and frame engineering his chin is held higher, his voice drops an octave and he commands attention. Rinard is arguably the most sought after engineer in the niche of a niche that is aerodynamic road bicycle design, including most significantly, triathlon bikes.

Rinard was instrumental in the development of the Trek Speed Concept and contributed to the current generation of Cervelo aerodynamic designs. These two brands sit number 1 and 2 atop Lava magazine’s “Kona Bike Count” for 2015. Rinard’s influence touched a staggering 797 bikes at Kona in 2015, nearly half the field. As such, Damon Rinard owns the place as the most important man in triathlon bike design that no consumer has heard of. Your concept of what a triathlon bike looks like is shaped by what Damon Rinard has already done.

When Rinard went to Cannondale at the beginning of 2015 the brand had a strong line of road bikes. These include (arguably) the most advanced aluminum road bikes available since Cannondale is a pioneer of the oversized aluminum road bike and has continued to develop the niche even in the carbon fiber era. Additionally, Cannondale has numerous carbon fiber road and triathlon bike models.

But Cannondale has no aerodynamic bikes.

Enter Damon Rinard. One glaring omission from Cannondale’s current line-up is an aerodynamic road bike platform. A second, more significant, omission is an aerodynamic triathlon bike.

Cannondale has an offering in the “third generation” triathlon bike, the “Slice”, that occupies a nice niche’ for the company. The Cannondale Slice is a short-reach, moderate stack tri bike that excels in fit for short torso riders and in low frame weight. But Cannondale does not have a fourth generation triathlon platform developed using CFD (computational fluid dynamics) with visually conspicuous aerodynamic styling. Nor does Cannondale have an aerodynamic road bike analogous to the Felt AR or Cervelo “S” series bikes.

Rinard is an expert at engineering both the aerodynamic triathlon and aerodynamic road categories.

Was Rinard hired eighteen months ago by Cannondale to introduce new models in the aero road and aero tri categories? Because these two categories, one of them a prominent one (aero tri), are so conspicuously absent from Cannondale’s line-up?

Exhibit B.

If Andy Potts isn’t the most likeable professional triathlete in the sport, then he is among the top three. Potts is articulate, aware of his image, handsome, affable and fast on the racecourse.

Although Potts has never won the Ironman World Triathlon Championship in Kona, Hawaii, and likely never will, he brings much more to the table than race results. Potts knows what to say, and when to say it. He is also conspicuously American, a trait valuable to a brand that originated in the U.S.

Andy Potts is the perfect front-man for any triathlon brand.

On January 5^th, 2016- exactly one year to the day Cannondale hired aerodynamic bike super-engineer Damon Rinard, Cannondale announced sponsorship of Andy Potts.

Exactly one year.

I briefed a private intelligence analyst on this information about Cannondale, Rinard, and the Andy Potts sponsorship and asked them for their calculation, based on my briefing, of the probability of Cannondale releasing new aerodynamic road and triathlon bikes in the next 18 months. The analyst’s probability: “80%”.

The Missing Cervelo.

There is an argument to be made that more things are related in the bike industry than are not.

Only 279 days after Rinard’s announcement that he is going to Cannondale, Cervelo announced they were… announcing a new bike in six more months. That bike introduction has since been delayed.

It is worth merging, for the purpose of discussion, these facts:

German athlete Maik Twelsiek set the fastest bike split at Kona in 2015 on a beam bike. Twelsiek rode 4:25:10 at the Ironman World Triathlon Championships in Kona with an average speed of 25.34 MPH for 112 miles. He rode a Dimond carbon fiber beam bike.

Damon Rinard’s third bike ever, the “Rinard DR-X”, a one-off technology demonstrator handmade by Rinard years ago, was a beam bike.

Beginning with Softride bikes in 1996, beam bikes have already been used in triathlon competition. In an early article about Softride beam bikes published years ago (date unlisted) in Slowtwitch.com, the publication wrote, “They’re more aerodynamic than almost all other bikes, if wind tunnel tests have any validity at all- Softrides always ‘win’ or come very close to winning these tests when they’re applied to a wide variety of bikes.”

In an article also published in Slowtwitch.com Damon Rinard told journalist Herbert Krabel that in 2009 he had worked on “…measuring comfort (vibration transmission and human perception).”

The amalgamation of these facts could be used to support an argument that Cervelo’s delayed new bike design may be, and probably is a beam bike.

Additionally, a similar beam bike concept could conceivably be in the works at Cannondale, a dividend of the Rinard “brain drain” from Cervelo to Cannondale.

While the idea that Cannondale is working on a new beam bike under the engineering influence of Damon Rinard’s recent arrival at the company may be a stretch, especially for a 2017/18 model year intro, it is more likely the Cervelo intro may be beam-shaped.

Any Cannondale move to a new triathlon fuselage design would likely have to span several price points, from about $2000-$2500 for the entry range to a full “superbike” spec with race wheels, carbon aero cockpit and electro-mechanical transmission controls (Shimano Di2 or SRAM ETAP) at the lofty $7000-$11,000 price range. This alone may constrain Cannondale and Rinard’s potential new tri bike design to a conventional blade-shaped triple triangle configuration.

In any event the quiet machinations of the industry behind the scenes will certainly lead to a season of significant new introductions during the next 700 days.

Diving Roatan’s Fragile Paradise.

February 22, 2016

Travel and Adventure.

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All Photos and Story By Tom Demerly and Jan Mack.

What is left of our oceans? Is it too late to “save” our planet? Does sustainable tourism exist?

Roatan, Honduras is an island 40 miles off the coast of mainland Honduras in the western Caribbean. It is home to the largest barrier reef in the western hemisphere, the Mesoamerican Reef, second largest in the world.

My girlfriend Jan and I went to Roatan to find a place that is quiet and safe, untrampled by tourists and free from the industrial harvest of its resources. We wanted to see if there is anything left.

We found interesting- and disturbing- contrasts.

One 7,858-foot concrete airport runway serves Roatan. It’s large enough to land a Boeing 757 on- barely, and according to some sources, not quite long enough to take it off from. But Delta Airlines operates 757 service to Roatan once a week if weather permits.

The Saturday we flew into Juan Manuel Gálvez International Airport was iffy. Low cloud and driving rain raked the island. It was February 13, 2016.

There is no modern landing approach system for Roatan’s only runway- no runway lights either. If the weather is too bad to land when you get there, you fly back home. The landing is even sketchier since your aircraft has to carry at least enough fuel to fly back to the mainland if it can’t land because of bad weather. During the fifth circle above the airport at 3,000 feet over a barely broken- and thickening- cloud layer our pilot’s announcements became increasingly tense.

“We’re going to try for it.” The pilot announced. Airline passengers are uneasy with terms like “try for it” when it comes to landing a big plane loaded with fuel on a short island runway.

Our huge Boeing caromed onto the end of runway 07/25 right on the ocean’s edge like a fighter onto an aircraft carrier. Brakes screeched hard as the thrust reversers on our twin jet engines shot an eight-foot diameter plume of spray forward of our plane. With only yards of runway left we stopped. We didn’t know when we landed we would need every inch of it for take-off a week later if it were a hot day, which is almost every day in Honduras.

Minutes later a United 737 twin-engine airliner made a similar attempt at getting into Roatan- and failed. He flew back to the mainland. We were the only flight to get onto the island that day. When we left the immigration checks, the airport closed.

They fingerprint you coming into Roatan and take your picture. There have been problems. Problems with people coming to commit fraud, sexual crimes, drug use and trafficking. It isn’t an epidemic though. The island is, based on our experience, safe and friendly. The islanders have built this line of defense against the things that make mainland Honduras, one of the most dangerous places in Central America, unsafe for tourism.

Every islander told us that mainland Honduras milks Roatan tourism as its cash cow but returns little back to the island. Both holiday tourism from the few cruise ships that visit for day trips and slightly more adventurous “eco-tourism” for the SCUBA diver crowd. Jan and I were the later. We imagined ourselves as somehow… “better” or more authentic than the cruisers.

Our base would be Blue Island Divers, a rustic, beautiful dive center on the north coast of Sandy Bay with two cottages on the beach. Eric and Carly White run Blue Island Divers. They’re Texans, with the attendant drawl and pleasant manner. But their easy attitude belies a work ethic that is tireless. Filling SCUBA tanks, fixing plumbing, scheduling dives, maintaining boats, serving drinks, teaching new divers and improving existing ones- all done quietly behind the scenes against a backdrop of relaxed island paradise.

What Carly and Eric have created at Blue Island Divers is a sparkling gem in a vast sea of lesser experiences. Authentic and welcoming, small and quant, this is exactly what we had hoped for- a quiet cabin on a remote beach with tropical birds and roosters for alarm clocks, sunset views and hammocks swaying under jungle palms. It looks like a movie set. Exotic reef fish swim in shallow, crystal water forty steps from where our heads hit the pillow in our cottage. You can walk the beach for kilometers in either direction. The reef sits yards off the beach, creating a calm estuary ideal for swimming, snorkeling, sunning and teaching new divers. In our front yard lies some of the best diving anywhere on earth- a two-minute small boat ride away. Some dives sites you can swim to.

Our beach cabin at Blue Island Divers in Roatan.

My girlfriend Jan is a new SCUBA diver and I am an old one who hasn’t been underwater in years. We took basic and refresher dive training in Michigan then went to Roatan for her open water certification dives and to explore one of the most renowned dive sites in the world.

Jan is a triathlete who had open water swim anxiety. She ‘s an Ironman finisher. It may seem odd that she was uncomfortable swimming in open water but fears of the unseen live in our minds that way. SCUBA diving is a way to understand what is really below the surface to moderate those fears.

Our dive instructor and dive master at Blue Island Divers is Russell Nicholson, 26, originally from Newmarket, United Kingdom. Nicholson looks the part; short, Errol Flynn beard, curled hair and relaxed eyes that never waver, never suggest alarm or urgency. His voice is a laconic monotone of British accent, always spoken at a volume that politely requests attention rather than loudly demands it. His remarks about a dive site, sea conditions, dangerous sea life and submarine lesson plans are precisely spoken and trimmed of any sensation. There is the slightest hint of Ian Fleming’s James Bond when he suggests we “Just go inside, and have a nice swim-through” at an underwater cavern in 65-feet of ocean that opens over a submarine cliff dropping into a black abyss. No other dive master could have made us confident in such an expedition. Nicholson made it seem almost… pastoral. “We’ll just kip down and have a look, then we’ll decide.”

Russ Nicholson got here after finishing college, sciences and exercise physiology, in England at the height of the recession. With poor job prospects he did what any self-respecting English adventurer does, he traveled the world as a SCUBA instructor.

Dive Instructor Russ Nicholson.

“Egypt was incredible, but the Muslim Brotherhood and the unstable government made things a bit dodgy at times…” From there to Asia, Thailand, Indonesia across the Pacific to Australia where he worked construction for a couple years. Then back on the road of undersea adventure as an expert dive instructor. Nicholson certified over 500 divers and built a reputation as one of the finest dive instructors across that part of the world. Now he sat across from us, our own private instructor and underwater guide.

Drenching rains and ocean gales pummeled the island washing rivulets of thick jungle mud through swollen rivers dumping into the ocean when we arrived. The island wore a dense, brown belt between its beaches and the reefs. Diving was nearly impossible in the salt-water muck upon our arrival.

A short day later as the weather broke we boarded one of Blue Island Divers’ small dive skiffs from their dock and motored over peeling tubes of big waves that looked like the opening of “Hawaii Five-O”. Our boat Captain, Elden, is an islander. To him the sea has road signs on it. To us it was a dangerous tempest. He navigates the waves and reef like a commuter on a cloverleaf with a Garmin.

Elden found passage between a small island and the reef, ducking behind it then out to sea between waves. Once past the reef our dive boat rose and fell with nauseating amplitude. Combined with a grey sky, dark water and threatening rain it was a good day to lose your lunch over the rail. I dry-heaved five times in the attempt.

After Russ administered our pre-dive checklists and Jan and I did a buddy check we did a back roll entry, swam the five-foot rollers on the surface to the reef marker and deflated our buoyancy compensators for the descent.

Everything changed. A vast landscape, varied and perfect, spanned below us as we fell like underwater skydivers to the white sand sea floor. It was calm underwater. Swarms of colorful fish swam easily in relaxed processions over white sugar sand between coral arrangements the size of buildings. Instantly ten or fifteen species were in front of us. As if queued by our entry a peaceful sea turtle flew over the bottom. What was chaotic and stormy on the surface gave way to Roatan’s main paradise- the paradise beneath the waves.

Nothing prepared us for the enormity and splendor of underwater Roatan. It’s shocking. Otherworldly. Only feet below the surface the world changes entirely. No other transition in human experience is as abrupt and dramatic. It takes billions of dollars and decades of technology to fly into outer space. It only takes a few SCUBA lessons to fly into the inner space of underwater Roatan as weightless aquanauts.

We dove on reefs and shipwrecks, to 100-foot depths and searched for fish species, cataloguing them on an underwater slate. Russell planned underwater navigation exercises for us on land, briefed and rehearsed us, then lead our dives and administered tests in underwater compass reading, distance measurement and every aspect of open-water recreational sport diving. We did two and three dives a day.

Roatan skies yielded to sun and calm seas. The surface conditions improved. We became more relaxed and at home in the ocean. Bobbing on the calm surface before and after a dive under warm sun was relaxing. When we surfaced we ate orange slices picked from trees the day before.

The only contrasts came when we were back on land. Roatan is a poor island. People lead a subsistence life working in service industries. When we walked on some of the beaches toward the small tourist area visited by the cruise ships the amount of trash on the beach was disheartening. During some of our dives we collected bits of plastic bags from the reef at depths of 60-feet, deadly plastic bags that could choke a sea turtle or strangle coral.

In a strange irony the deadliest things in the ocean were plastic bags from cruise ship gift shops. The jellyfish, stingrays and sharks posed no threat. The tourist trash was killing things in front of us.

Among its dive attractions Roatan has a population of large Caribbean reef sharks (Carcharhinus perezii). One dive site, “Cara a Cara”, rests on the bottom in 70 feet of water about two miles off the south coast. Cara a Cara is the farthest from shore of hundreds of popular dive sites on Roatan. The sharks gather there. And so do the adventure tourists.

I’ve been a diver on and off almost since I was a teenager. Sharks, big sharks, have only been a rare, distant shadow in the sea that fades into the abyss after we entered the water. I learned sharks didn’t like people. Sharks ran from us. But at Cara a Cara the sharks will return each day if the divers do. The divers descend with a white plastic bucket with a few fish heads in it- not nearly enough for a meal if you’re a nine-foot shark, but enough to tempt them close enough for photography.

We rode a typical open-skiff dive boat packed with divers about two miles out to the dive site. It was rough, waves broke over the bow, we were soaked. One of the other divers, a Frenchman, joked that we looked like the opening scene from “Saving Private Ryan”. He was right.

At the moment I back-rolled off our dive boat I had become a part of the problem. I had become a tourist hoping to grab some snapshots of something that should be regular and natural in the ocean, but is increasingly fleeting, exploited and rare.

Descending the mooring line to Cara a Cara I saw the plan form of a big reef shark below me. Gliding on his pectoral fins, he steered a patient course over the white sand 60 feet down. Circling, weaving, looking, waiting. Then there were two, then six, then twelve- then too many to count. Some were massive, the size of a kayak. None were small. Most were pristine and perfect. One trailed a length of fishing line from a hook gouged into the right corner of his mouth. All of the sharks were, curiously, female. Five of them were pregnant. A hopeful sign.

We landed on the white sand bottom in a natural coral amphitheater at 70 feet. Two rows of divers, me on the end. Russ Nicholson dove with Jan and I on the dive. We brought our own SCUBA tanks and equipment since the shark dive operation’s compressor was broken and they had a reputation for allowing their SCUBA tanks to drain too completely for safe operation. Russ looked after us and the other divers. Only minutes after reaching the bottom Russ had to ascend with two divers whose tanks had become dangerously low on air way too quickly.

One diver ran a large video camera, the dive master on the dive administered the bait bucket and the sharks obliged with a display that reached a crescendo when they spun into a whirling feeding frenzy, sending sand flying into the water and reducing visibility. I was in the middle of a shark feeding frenzy 70-feet under heavy seas two miles off shore.

We swam amongst the sharks. They shared their ocean with us for a few minutes. We took their picture. After about 25 minutes on the bottom the sharks began to slowly drift back to the depths and we began to slowly ascend our buoy line, each party returning to its respective worlds.

I don’t know if what we did at the shark dive was good. Am I part of the problem? Did we somehow alter the sharks’ behavior? Does our diving with them threaten them? My rationalization included a promise that I would tell the story of the Sharks of Roatan Island, and now I have.

If you are a diver, you can see them too for $100 if you think that is a good thing. The dive boat is too crowded and the sea can be rough, but the sharks are nothing short of a miracle. A miracle that I am afraid may last only slightly longer than a perfect sunset on Roatan.

Tom Demerly has written for “Outside” magazine along with a host of others and traveled on all seven continents. He isn’t any good at catching fish though.

The Pragmatists’ Guide to Marketing e-Mails.

November 12, 2014

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By Tom Demerly.

I collect promotional e-mails. I love the medium. I’m fascinated by it. I love the good ones and am entertained by the bad ones. Every once in a while, but rarely, I’m inspired by one. Here are 4 promotional e-mails, 3 are very good, 1 is a disaster that will drive away customers and take the fast lane to the “spam” box.

Here is the idea: We’re looking at these the way they view on my iPhone. Most people see promotional e-mails on their phone now. Soon, nearly everyone will view them on a portable device with a screen oriented more vertically, as with a phone or phablet, as opposed to a computer screen, which is wider than it is tall. That’s important to realize when you write your e-mail copy and design your e-mail, as we will see.

Next, think about the real-word ergonomics of how people interact with their e-mail on a mobile device. Where are they? How long is their attention span at the moment they will see it? What are they doing when they see it and how does it initially view? This goes a long way toward driving that golden BB metric, the “open rate”. If you have a high open rate, you’ve cleared the first hurtle.

Here is a great one, and I love this e-mail and the headline it came with. “20% OFF”. No bullshit. No poetry. No extra words. This is brilliant. It will convert to orders on their website.

This is how: I subscribed to the list somehow so I am already interested in the product category. That step is done. Now all I will act on is a deal on something I’m interested in. And, since people only see this e-mail for… a maximum of 2 seconds (that’s right, only 2 seconds- and that is the max) it says what it has to say, big, bold, short and to the point and gets out.

My behavior that follows is to quickly click through to the site. If there is anything there I want and 20% is enough of a discount, and, as a consumer I have the discretionary income to create “open to buy”, chances are I will dump something in the shopping cart. The e-mail worked. Short. Fast. To the point. Bam. Winning.

Here is an anomaly, and these are rare and brilliant. Patagonia and Orvis both do a good job with this very difficult type of e-mail promotion that may not convert to sales within a few seconds of opening it, but it sets a mood and establishes my set of beliefs surrounding the brand and their products.

Retailers usually don’t use these- and they usually don’t work for retailers. Brands usually use these to help establish what their brand is all about. What they mean, what they stand for. Again- this usually doesn’t convert immediately, but it will plant an effective brain seed to bring a customer back later. And, the other brilliant thing about this medium, a kind of visual “haiku”, is that it doesn’t mention prices. It only establishes image or cache’.

This e-mail will make me look back at Orvis again. If there is a good follow-on promotion, I may order. They got my attention, they did it with mood and imagery, and they kept price off the table for now. Winning.

Here is a train wreck. And it is real. This is from a big-box triathlon retailer. It is hopeless. Remember, 2 seconds… You’re driving your car, you’re sitting in an airport watching your flight get updated, you’re waiting in line at Starbucks, you’re at a drive-thru line and you’re quickly checking your e-mail. This shows up. Delete. Junk Mail.

This is words. Words, words, words, words. This is the guy who just talks too much. It plathers on about… something (I didn’t read it, it has taken less time to write this blog and I’m a busy man) and it has no point. It. Is. Just. Too. Long. Period.

Remember, this is how the e-mail showed up on my phone screen. This is one of the worst sales/promotional e-mails I’ve ever seen. This company has fallen into a trap of sending these and I collect them for just this purpose; to show people what NOT to do. I keep them because soon they will be bankrupt, again.

OK, get your mind out of the gutter. I know it’s tough, but try to focus on something other than the boobs. Just try.

Consider that you are selling a product category to a strong buying demographic: Young, affluent, high percentage of discretionary income, very fast moving, using lots of mobile gadgets and very connected. You need visuals. Rich visuals. Also, the product you are selling is visual-based. Sports cars, fashion apparel, anything with appearance as its key appeal. Like boobs. So you serve the visual of the product first and foremost. Copy??? Is there even copy on this page? I can’t remember. All I saw was pastel colors and appealing round things. I remember this from when I was born. I was screaming and hungry, and this fixed everything. Still does.

They could be boobs, they could be wheels, they could be food. It is a visual play for a visual product. And it sells. The brilliance of this approach by Frederick’s is they realize that men are a large percentage of their customers, buying apparel for their wives or girlfriends and, in the case of their better customers, both (at least temporarily).

This won’t sell to everyone. Some people will take offense. It is sexist. It is. But that customer isn’t a Frederick’s customer anyway and wouldn’t have received this e-mail. This e-mail shows the goods (literally and figuratively) and it will convert. Another thing about Frederick’s e-mail marketing is frequency. They keep boobs in your in-box daily. You never forget them.

That’s the quick and dirty on promotional e-mails, because promotional e-mails are a quick and dirty business. Especially when done right.

Has Ironman Gone Soft?

November 2, 2014

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By Tom Demerly.

On the beach at the 1979 Ironman start on Oahu before the race moved to Kona. Interestingly, this swim was cancelled too, and moved to the next day due to bad weather.

With the swim cancellation at Ironman Florida this past weekend an obvious question reemerges: Has the Ironman Triathlon become too easy? Too “homogenized”? Is it a watered down event that panders to the business of sponsorship deals in an attempt to satisfy a financial relationship with Providence Equity Partners?

You could say Ironman has changed. But it would be more correct to say Ironman has grown. And with growth, change is inherent. The value judgment is whether Ironman is a better series of events than it was before World Triathlon Corporation and Providence Equity Partners.

I say yes.

Ironman is a better series of events now than it has ever been, and its future is brighter and more promising than ever.

With the move toward greater general participation in Ironman there comes a greater responsibility for race organizers to provide a safe, well-monitored and responsible event. Sometimes that means cancelling a swim.

World Triathlon Corporation has shouldered the responsibility for safer events well, consistently producing a growing number of high quality events around the world in different markets while improving the experience of athletes in their World Championship events as well. WTC has added value across the entire spectrum of the athlete experience. Show me any other company in this industry that has done the same.

Behind the scenes WTC has subverted exposure to scandals that have compromised pro cycling and the Tour de France. To understand the importance of this stewardship for the integrity of triathlon one need only compare U.S.A. Cycling membership numbers over the last decade to U.S.A. Triathlon membership numbers. Competitive cycling participation numbers sank in the post-Armstrong era. Triathlon numbers have boomed.

We may believe that entering Ironman puts us on the frontier of human endurance. Right up there with climbers on Mt. Everest, sailors racing alone around the world and other extreme athletes. That is partially true. Ironman pushes personal boundaries, but lies within the limits of human boundaries. Because of that the sport has evolved from being fringe to mainstream.

Recall that the Olympics prevented women from doing endurance running events as recently as the 1970’s and that women were barred from big marathons as recently as four decades ago because of concerns it may be bad for their health. Ironman was once considered to be at the outer limits of human endurance. We’ve since learned it is a doable event for the citizen athlete. Now both are fixtures in endurance sports.

Ironman is also a transitional event in a person’s life, moving them from the status of big sports spectator to big sports participant. That doesn’t make Ironman an easy event. Ironman will never be easy. It will never be homogenized. The ruthless arbiters of time and distance have absolute rule over that.

So for those who say Ironman has gotten somehow “too easy” on its competitors, I say one thing to you: Then go faster.

Within Ironman lies layers of personal challenge that are enormous. Finished before the cut-off? Excellent. Come back next year and go under 15 hours. Then go under 13… then… Ironman provides a palate against which Anything is Possible, and that means personal growth, achieving new goals, setting a P.R. and even having a swim cancelled for safety reasons. As with life, Anything really is Possible at Ironman, but at Ironman you have 17 hours to get it all done. It is literally life packed into one long day. And like any experience in life there are ups and downs and the first goal is to get to the end of the day alive.

Author Tom Demerly has done endurance races on all seven continents. He has done the Ironman World Championships, way back in 1986, when some would say the race still had “soul”. He’s raced triathlons, Ironman, ultra-distance running races and adventures races around the world, from Africa to Vietnam, from Antarctica to British Columbia, from New Zealand to Thailand. Demerly did Mark Burnett’s Discovery Channel Eco Challenge and the Raid Gauloises. He has competed in races people died in. Demerly has also climbed the highest mountains on three continents and served in the U.S. military in a long-range surveillance unit.

Baltia Thunder Over Michigan 2014: Photo Story.

August 12, 2014

Travel and Adventure.

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Photos and Story by Tom Demerly. (Feel free to share these photos and mention Baltia Thunder Over Michigan)

The Baltia Thunder Over Michigan Airshow at Willow Run Airport in Ypsilanti, Michigan on Saturday and Sunday, August 9 and 10, 2014 was one of the largest displays of historic and modern aircraft this year. Most of the aircraft displayed are privately owned, including one of the largest gatherings of T-6 Texan and Harvard trainers anywhere. Thunder Over Michigan also featured the U.S. Air Force Flight Demonstration Team, The Thunderbirds, along with the U.S. Army’s Golden Knights Parachute Team and other airshow acts.

This is my home town airshow, one of the shows I grew up with, so it was a special event to me. Airshow organizers provided photographers with taxiway passes for special access to the aircraft and crews along with a great hospitality tent with food, drinks, bathrooms and detailed information on every aircraft in the show. Tom Walsh, the coordinator of the photo area, did an incredible job hosting aviation photographers from around the world.

The early morning light provided a unique opportunity for photos on both Friday before the show opened and on Saturday, the first show day.

This crew (above) prepares the famous B-17G, “Yankee Lady”, that lives at Willow Run Airport as part of the Yankee Air Museum. It is a flying piece of history that is beautifully maintained. Several years ago I got a chance to fly in Yankee Lady out of Willow Run as a guest.

Yankee Lady was built in 1945 and once flew as a Coast Guard PB-1G before being sold at auction for only $5,997 to a smelting company and then to an aerial survey company. It later had a career as an aerial fire bomber and also flew in the filming of the movie Tora Tora Tora about the attack on Pearl Harbor. In it’s current condition the aircraft has been completely restored, including the replacement of all fuel and electrical systems. It is seen flying frequently around Willow Run airport.

Thunder Over Michigan attracted veterans who were pleased to share stories about the planes and people who built the history celebrated here. The show crossed aviation eras from before WWII to the modern era. Here a veteran and one of the airshow pilots chat before the arrival of show crowds.

A unique perspective on the “Fork Tailed Devil”, the P-38J Lightening “Ruff Stuff”, belonging to Mr. Ron Fagen of Granite Falls, Minnesota. There are only seven P-38 Lightenings left flying and this is the second one I’ve been lucky enough to see. Ruff Stuff was built in 1945 and never saw active service. It has changed ownership several times but its most recent restoration and the stewardship of Ron Fagen in his Fagen Fighters Museum insure its future as a national treasure.

We each shot unobstructed photos of the incredible airplanes out on the flight line, an area restricted from the general public on show day during flight demonstrations. Here we set up his shots of a TBM Avenger torpedo and dive bomber.

Photographers brought an impressive array of photo equipment to capture the action. We used aviation band scanners to listen in on aircraft communications and air traffic control radio from the show Air Boss. Shooting aircraft requires big telephoto and zoom lenses to capture the action. Canon equipment outnumbered Nikon significantly. Monitoring the show and airport air traffic control enabled us to set up shots before aircraft arrived, especially helpful with fast jets.

All the photographers enjoyed the same access to the field as the official Air Force Thunderbird photographers Manuel Martinez (left) and Stan Parker (right). I got a chance to grab a photo with these guys as they worked and even got a few tips on aviation photography from two of the best guys in the business.

Friday, August 8, was arrival day for many of the aircraft in the show, with planes flying in from all over the U.S.. A highlight was this F-86F Sabre, “Smoky”, owned by Paul Wood from Waukegan, Illinois. The restoration and maintenance of this Korean War era jet is impeccable and it is a favorite of photographers. The aircraft was first owned by the U.S. Air Force then sold to the Fuerza Aerea Argentina or the Argentinian Air Force in 1960. It was later acquired privately in the U.S.

Paul Wood taxis his F-86F Sabre into the parking area. Notice the open speed brakes and the three holes for the .50 caliber machine guns.

The F-86F has a natural metal finish that is difficult to maintain but brilliant to see on a sunny day. The bubble canopy of the F-86F provided pilots with excellent visibility and inspired the design of the canopy on the most recent fighters including the F-22 Raptor. Pilots like to taxi with the canopy open for ventilation but must duck down to close the canopy fully.

Paul Wood cranks his F-86F through a flight demonstration that showed the maneuverability and thrust to weight ratio of the F-86F. Considering this jet was built in the late 1940’s it remains an impressive performer. The F-86 was the first fully operational U.S. jet fighter with swept wings.

A few minutes later the U.S. Army Parachute Team’s C-31A Troopship flew into the pattern at Willow Run for a landing. The pilots obliged photographers with a low pass before final approach. This is a nice sounding, Rolls-Royce powered aircraft built by Fokker. It can carry up to 25 jump equipped soldiers for demonstrations.

We had excellent access to active taxiways throughout Friday and were accompanied by helpful “safeties” who kept us from getting run over by aircraft when we were looking through a camera viewfinder. It was a remarkable experience to be so close to the aircraft as they came and went during arrival and show rehearsal.

This unusual aircraft is the de Havilland DH-115 Vampire formerly of the Royal Navy and now belonging to Marty Tibbits of Detroit. It is a pretty, unusual aircraft that operated from Royal Navy aircraft carriers after 1945 and also served, in a different version, with the Royal Air Force. The Vampire, in its many versions, was a successful aircraft that was flown by several countries through the 1990’s, including, oddly enough, Rhodesia.

If there was one perfect P-51D Mustang at the show it was Mark Peterson’s “Hell-er Bust” from Boise, Idaho. The aircraft is painted in a photogenic livery and carries a pair of simulated 500 lb. general purpose bombs. Here Mark taxis in after his arrival on Friday. Hell-er Bust has an impressive history since being built in 1945 at the North American Aircraft plant in Inglewood, California. She first joined the legendary 8th Air Force in 1945 but was transferred to the Swedish Air Force in 1948 and the to the Dominican Republc from 1952 to 1984, making it one of the last remaining truly operational Mustangs while in service with the Dominican Republic. Hell-er Bust uses the classic Packard Merlin V-1650-7 engine that produces that goose bump-inducing Mustang sound.

The B-25D “Yankee Warrior” is one of the planes that lives at Willow Run as part of the Yankee Air Museum. We are lucky enough to see it fly around the airport occasionally and got a good look at it on reception day. Five of its .50 caliber machine guns are visible in this view. Yankee Warrior is a combat veteran of WWII, having flown eight bombing missions over Italy before it was retired, then restored.

Yankee Warrior had a rather attractive pilot flying on arrival day and was meticulously turned out in its natural metal finish. This B-25 is a frequent visitor to air shows around the U.S. but I never found out who the pilot pictured here is.

A number of exciting private jets flew in on Friday including this Aero Vodochody L-39C belonging to Tim Brutsche of Battle Creek, Michigan. Brutsche owns Brutsche Concrete in Battle Creek and is a licensed Air Transport Pilot (ATP) who has been an active promoter of youth in aviation for years.

Here is Tom and his co-pilot, perhaps his wife Beth Franklin-Brutsche who frequently flies with him, taxiing their L-39C to its parking ramp.

Aircraft owners spent time on Friday chatting with photographers and polishing their airplanes for the show opening on Saturday. This TBM-3E Avenger gets a shine in the morning.

The P-47D Thunderbolt “Jacky’s Revenge” was restored from former Peruvian Air Force service in 1966 and painted in U.S. livery with D-Day invasion stripes on the wings and fuselage.

There were so many T-6 Texans, Harvards and this AT-16 Texan from Blanchester, Ohio it was hard to pick just one to photograph, but this bright orange and yellow paint scheme stood out from the other aircraft.

We got a raised maintenance platform to shoot photos from each day, making it easy to get great shots of aircraft taxiing and of the flight demonstrations. Each of the photographers took turns in a corner. We used a pilot band radio receiver to help locate inbound aircraft. When one photographer would see an aircraft inbound to the demonstration field they would shout out, “Aircraft, inbound, from the east…” for the other photographers to get their shot.

An operational German Luftwaffe Transall C-160D from Air Transport Wing 61at Penzing AB, Germany made a special visit to the show. The Transall is a workhorse twin-engine tactical transport that serves air force around the world and is especially prolific in Europe and Africa. It makes a pretty “whirring” noise like a mini-C-130.

The flight crew of our visiting German Transall were happy to be at the air show and brought a big tent filled with their squadron mugs, T-shirts, patches and other memorabilia. They enjoyed chatting with the crowd in English and in German and also had fun shooting photos of the other flight demonstrations while they earned some cash selling souvenirs.

Friday was a relaxed day and a chance to meet the Thunderbird pilots in person without any fences. I caught the entire flight demonstration team here for a candid group shot here.

Thunderbird #6 Opposing Solo, Major Jason Curtis of Kalispell, Montana, taxis out for Friday practice. He is a drummer and competitive snowboarder and graduated from the U.S. Air Force Academy in 2004.

Thunderbird #1, Lt. Col. Bob Moseley taxis out for flight demonstration practice on Friday. The names of the enlisted flight maintenance crew for this aircraft are painted on the right side of the cockpit with Lt. Col. Moseley’s name on the left side of the aircraft. Moseley is a graduate of Virginia Military Institute and has flown both the F-15 and F-22.

We had an interesting incident on Friday, practice day, when Thunderbird #3, Maj. Caroline Jensen, had a “bird strike”, sucking a bird into the intake of her F-16. The bird damaged the engine and caused her to safely circle the field and make an expedient landing.

Major Jensen taxied past the photo stand on her way back to the flight line to switch to the reserve aircraft that was already preflighted by the Thunderbird ground crew and ready for engine run-up.

She quickly climbed down from the damaged #3 aircraft and ran to the waiting reserve aircraft while the ground crew began to survey the damage to her F-16.

All of the Thunderbird ground crew wanted to see the damage to the inside of the F-16 intake from the bird strike. The man in the red shirt is likely the aircraft engine manufacturer’s technical rep who travels with the Thunderbirds, Mr. Tom Eshelman from Pratt & Whitney aircraft engines. That a jet engine can withstand a high speed bird induction through its turbine fans and continue to fly safely is an impressive accomplishment by Pratt & Whitney.

Major Jensen climbs up to the reserve F-16 to rejoin the demonstration formation after running to the alternate jet that was already preflighted by the Thunderbird ground crew.

Lighting conditions on Friday practice for the flight demonstration were poor with flat and overcast skies. It was less than ideal for good photos. We enjoyed the practice after shooting a few photos and checked the weather for Saturday, hoping for better lighting conditions for aerial photography.

The weather on Saturday started misty but the fog burned off quickly as crews got their aircraft ready for the first day of the show. I liked this shot of the B-17G Yankee Lady with the U.S. flag in the sky overhead.

The first big flight demonstration was an giant formations of T-6 Texans and Mk IV Harvards. This is only half of the total formation. The combined sound of their radial engines was an amazing recollection of what it was like to be near one of the big WWII fighter training bases.

The formation flying continued throughout the morning with an intricately coordinated double-racetrack pattern of aircraft flying over Willow Run. This tight formation of a P-38, P-51 and the B-17 G Yankee Lady is a living display of air power over the Pacific and the European theaters during WWII. I can’t help but wonder what the view from inside the cockpit must be like.

Ruff Stuff, the Lockheed P-38, did a few photo-pass fly-bys for photographers, giving us the opportunity to shoot photos from different angles.

P-38 Lightening Ruff Stuff as viewed from the rear quarter. Notice the superchargers on top of each of the engine booms.

The chunky looking P-47D Thunderbolt, predecessor to the modern A-10 Thunderbolt II, becomes more graceful in the air. The P-47D was used extensively in the ground attack role. The black and white stripes on the fuselage and wings are called “invasion stripes”. These helped other allied aircraft identify each other following the D-Day invasion to prevent them from shooting at each other and prevented ground crews from shooting at them.

This P-63 King Cobra has a number of unique features including a centrally mounted M-37 30 mm cannon that fired through the propeller hub and an engine located directly behind the pilot. The pilot enters the aircraft through a side-hinged door, not a sliding canopy like the P-51 and P-47. Notice the intake for the centrally mounted engine immediately behind the cockpit. The tricycle landing gear was unique to the P-63 and its less successful little brother the P-39 Airacobra. Most P-63’s saw service with the Soviet Union, over 2,000 of the total of approximately 3,000 built were given to Russia by the U.S. under a lend-lease agreement. Russian pilots actually downed several Japanese planes in WWII with King Cobras.

B-17G Yankee Lady turns in toward the crowd line. The “G” model B-17 had several upgrades over the precious “F” and “E” versions, most notably the forward facing chin turret with two Browning .50 caliber machine guns to prevent aerial attack from the front.

This side view shows a puff of smoke from one of the B-17G’s engines and a good view of the ball turret under the aircraft.

B-24 “Diamond Lil” has a fascinating history as one of the very early B-24A bombers built. The aircraft had a landing accident during its ferry flight to England in the early 1940’s and had to be returned to California for repair. It was converted to a C-87 transport, a modification that likely enabled it survive the war. It went on to be restored as a B-24 with the paint scheme seen here. In this photo the crew is initiating engine start and run-up for its flight demonstration.

Following the flight demonstrations by the historic aircraft the Thunderbirds held the briefing for their demonstration flight. Here Major Caroline Jensen listens in before the beginning of the demonstration routine.

The Thunderbird diamond and solo pilots salute the crowd at the beginning of their flight demonstration routine.

Introductions of the pilots to the airshow crowd over the PA begin the show as the ground crew forms up for the demonstration in the background. From the preparation of the flight to the aerial maneuvers the entire show is carefully choreographed with impressive precision.

Wearing a pair of G-suit pants the pilots climb the ladder to the cockpit while crew chiefs stand ready to prepare the aircraft for take-off.

Engine start completed, Thunderbird #1 prepares to taxi to the active runway for take-off.

With a plume of smoke the four-ship diamond formation begins their takeoff roll at the start of the flight demo routine.

The opposing solo aircraft, Thunderbird #6, Maj. Jason Curtis, turns in across the crowd line as he closes on the the lead solo aircraft for one of their head-on passes.

Blue skies and better light gave us a chance to grab good photos of the Thunderbird diamond formation as it flew by the photo stand near show-center.

Lead solo Thunderbird #5 Maj. Blaine Jones turns in toward the crowd line for a high-speed pass.

Thunderbird #6 demonstrates a five-point hesitation roll and gives a good plan-form view of the F-16. The paint scheme of the Thunderbirds aircraft is specially designed so the crowd can see the aircraft roll from a distance.

The Thunderbird diamond formation at the top of an inverted loop at an altitude of about 2000 feet above ground level. The Thunderbirds have a “high show” routine and a “low show” routine for overcast conditions when a low cloud deck prevents them from being visible from the ground. We got to see the low show on Friday practice and the high show on Saturday.

“From the left, Thunderbird #5, Major Blaine Jones, the Lead Solo, will execute a maximum performance, high-G turn.” This sequence shows the F-16 turn in under afterburners and pull up to 9G’s. In the third frame you can see the wings of the F-16 flex upward under the G-load.

The two solos cross in the cross over break, one of the most spectacular and difficult to photograph maneuvers of the show.

This pull-up maneuver is used to sequentially position the aircraft for entering the landing pattern and makes for a cool shot as the aircraft begin their break.

This maneuver begins in the trail formation with the aircraft behind each other and completes a loop up to 2,000 feet where the formation rejoins with incredible precision during the inverted, changing to the diamond formation. Condensation formed on the wingtips streams off the aircraft at higher altitude as the air cools.

The opposing solo high-alpha pass: Thunderbird #5 flies across show center at about 100 MPH or nearly the minimum speed the aircraft can maintain and still stay in the air. The speed brakes at the back of the aircraft are deployed to slow it down.

Thunderbird #6, the opposing Solo, trails condensation vapor as it pulls up to the vertical to rejoin the four-ship diamond formation.

All six aircraft form the wedge formation high into the afternoon sun with thick vapor trails coming off their wingtips.

The six-aircraft wedge formation passes in review under slight overcast.

Then flies into clear sky with a complete change of lighting.

Finally the diamond formation pitches up to the vertical and executes the high bomb burst with one of the solo aircraft rolling vertically through the middle. It was a classic Thunderbird finale.

Back on the ground with the chocks in place Thunderbird #1 prepares to shut his engine down at the end of the flight demonstration.

It’s a tradition to wait after the airshow and meet the Thunderbird pilots in person for a handshake, photo and an autograph. Here the Thunderbird team leader, #1 Lt. Col. Greg Mosley, poses for a photo with a fan.

Thunderbird 12, Major Darrick Lee, high-fives a fan at the end of the airshow.

On my way out of the show I met aviation artist David Ails. Ails was displaying and selling some of his incredible digital aviation art depicting aircraft including the P-61 Black Widow and F-4 Phantom. Ails represents a new breed of aviation artist who uses digital media for creation of incredible images that depict historic aviation events and aircraft.

The Mystery of MH370, The Real “Thunderball”?.

March 12, 2014

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At this hour the mystery of Malaysia Airlines flight 370’s disappearance is one of the most baffling chapters in aviation history. With every hour that passes the mystery becomes more remarkable. There was no distress signal, automated or manual, no radar track to a known accident site, no anomalistic flight data transmitted, no covert hijacking signal, no wreckage, no diversion to a remote airfield under duress, no witnesses of an actual crash in one of the world’s busiest shipping lanes.

That the aircraft likely vanished over one of the busiest commercial shipping areas in the world, the Straits of Malacca, with 50,000 to 90,000 ships a year passing through it’s narrow, 500-mile passage is even more remarkable.

When you perform a statistical analysis of aircraft accidents over the previous 30 years that involve more than 100 passengers you see how truly bizarre this mystery is.

The U.S. Federal Aviation Administration maintains a detailed database of aviation accidents broken into 18 accident causation categories. They include “Crew Resource Management”, “Fuel Ignition”, “Fuel Exhaustion”, “Incorrect Piloting Techniques” and others. All of them leave some trace to conduct a forensic investigation.

That MH370 left no trace, electronic or otherwise, is its most remarkable anomaly. Given the volume and sophistication of systems to avoid just such a disappearance one explanation is some willful intervention to counter each of these surveillance and tracking systems took place. Someone intentionally lost the aircraft.

One unnamed source has already proffered an opinion on this disappearance: MH370 was hijacked in a 9/11 style terrorist attack. The target may have been the Petronas Towers in Kuala Lumpur, a hauntingly similar target to New York’s Twin Towers. The attack failed when some intervention, perhaps by crew, passengers or other force led to the flight’s termination in a similar way to United Airlines flight 93 that crashed in Shanksville, Pennsylvania when passengers attempted to intervene in the hijacking and retake the aircraft before reaching its intended target.

It is possible the flight disappeared when it descended to low altitude for the willful purpose of evading radar as it turned back toward Kuala Lumpur on its attack run. This admittedly outlandish theory is partially supported by Fisherman Azid Ibrahim, 66 of Kota Baru, Indonesia. Ibrahim told the New Strait Times that an airplane appeared to fly low below thick cloud deck. He followed the aircraft for about five minutes before it disappeared without crashing. Another witness reported a similar sighting about 30 km (18.6 miles) away from Kota Baru. Businessman Alif Fathi Abdul Hadi, 29, reported to the Malaysian Maritime Enforcement Agency (MMEA) that he saw “bright white lights”, descending fast into the sea at about 1:45am that same day. A third report from an oil rig also reported seeing a large aircraft flying at low altitude over the region, then a burning object.

In December 2011 the Co- pilot on MH370, Fariq Abdul Hamid, broke regulations when he allowed female passengers Jonti Roos and Jaan Maree into the cockpit, while flying, for a flight from Phuket, Thailand to Kuala Lumpur, Malaysia. The 53-year old captain of MH370, Zaharie Ahmad Shah, had a room in his house dedicated to a computer flight simulator where he could practice flying a Boeing 777. And familiarize others with how to do it.

In an interesting literary parallel, Ian Fleming’s 1961 novel and 1965 film “Thunderball” depicts a fictional RAF pilot named François Derval who is extorted by sexual coercion into stealing an aircraft for a terrorist plot.

This is speculation. But it has origins extrapolated from known statistical data of airline accidents along with an analysis of the region, its vulnerabilities, its known terrorist activity and additional factors. It also is partially reinforced by the emerging navigation tracks of MH370 that show it returning toward Kuala Lumpur where it originated and where the Petronas Towers are.

It is also as implausible a theory as the 9/11 terror attacks were on 9/10. Before the 9/11 attacks and former President Bush’s election the Clinton administration had intelligence that suggested a coordinated attack using airliners in the Pacific region was a plausible threat. One analysis suggested the attacks might originate from Indonesia. The theories were not regarded as actionable. By 9/12 this paradigm had shifted.

When will know the facts about MH370’s disappearance? That is another mystery. Until then all we have is questions and speculation as passing time creates more depth to one of the most bizarre mysteries in aviation history.

Mr. Ryan, meet Mr. Bond, Mr. Hunt and Mr. Bourne in “Jack Ryan: Shadow Recruit”

January 18, 2014

Film Reviews

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By Tom Demerly

The greatest fear I had going into Jack Ryan: Shadow Recruit was that it would be a sad eulogy to Tom Clancy’s genius. I’m pleasantly surprised to be wrong.

Director Kenneth Branagh did his homework and borrowed subtle and successful elements from each of the Jason Bourne, James Bond, Mission Impossible and Tom Clancy franchises to weave a surprisingly good story thread that is visually well done.

Jack Ryan: Shadow Recruit is a tight and snappy spy thriller. It’s well written, tightly shown and quickly paced. Camera, sound and production techniques are tasteful and pay homage to its influences. Very little is over blown. Even the sets are well dressed and chosen.

Writers David Koepp and Adam Cozad used Tom Clancy’s character Jack Ryan with reverence for Clancy’s original vision of Dr. Ryan, the nerdy analyst turned reluctant but capable action hero.

Jack Ryan gets his first kill James Bond style, in a bathroom.

Chris Pine as Jack Ryan is fantastic as is Kevin Costner as Thomas Harper, his CIA boss. And because no great spy film is a success without great villains, it is a pleasure to have Kenneth Branagh as the dangerous Russian, Viktor Cherevin.

The plot hits ominously close to home, literally and figuratively, with a story line that weaves into the little known world of economic warfare. Villains originate from Dearborn, Michigan in the shadow of Ford World Headquarters. The plan is to crash the stock market in a combined terror and economic attack; a scenario everyone hopes will remain fiction.

But Tom Clancy’s fiction has an ominous way of weaving its way into the headlines.

Jack Ryan: Shadow Recruit never sags and builds well to a strong climax. There are a few corny moments but remember, this isn’t a strict Clancy plot. It weaves influences from every corner of the spy thriller genre, and does it with respect and tribute to each. While these stories do become somewhat cookie-cutter this one is flavored uniquely and with enough craft to make it a snappy 105-minutes. And yes, there is a sequel planned that hopefully continues with this fine cast in the upcoming Without Remorse.

Tom Clancy would have loved Jack Ryan: Shadow Recruit. It is tight, quick and nice looking. This is a pleasant surprise after the painful loss of a great author and storyteller who created these characters. That new writers are able to execute on Clancy’s vision confirms their talent and reverence for his mastery.

Taking to the streets with a nod to Bourne franchise in “Shadow Recruit”.

52 Years: Understanding the Navy SEALs.

January 1, 2014

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By Tom Demerly.

Cmdr. Brian W. Sebenaler, commanding officer of Naval Special Warfare Basic Training Command (BTC) speaks to members and guests during an establishment ceremony for the command held at Naval Amphibious Base Coronado. BTC reports to the Naval Special Warfare Center and is charged with the basic training of all naval special warfare forces, including both Navy SEAL and special warfare combatant-craft crewman (SWCC) basic training programs, which include the BUD/S course and SEAL qualification training for SEAL candidates, and basic crewmen training and crewmen qualification training for SWCC candidates. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kevin S. Beauchamp/Released)

Cmdr. Brian W. Sebenaler, commanding officer of Naval Special Warfare Basic Training Command (BTC) speaks at Naval Amphibious Base Coronado. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kevin S. Beauchamp)

52 years ago today President John F. Kennedy signed into law the formation of a new special operations unit called the U.S. Navy SEa, Air and Land” or “SE.A.L Teams”; the U.S. Naval Special Warfare Teams, the Navy SEALs.

No military unit is more misunderstood, misrepresented or misquoted. The Naval Special Warfare Teams are also justifiably celebrated as one of the most vigorous, capable and successful combat units in the entire U.S. arsenal.

Over the past 30 years I’ve been occasionally privileged to work and socialize with members of the Naval Special Warfare community. I’ve never failed to be impressed by their internal standards, training and capabilities. And by their humility.

The history books tell you the Naval Special Warfare Teams were born from the Underwater Demolition Teams, the “Frogmen”. Since then their mission and capabilities have expanded to include intelligence gathering, direct action, rescue, security, reconnaissance, technical and operational development and a host of other missions so diverse it has presented major challenges to these units.

(left) Athletes participate in the Navy SEAL Fitness Challenge in Dearborn, Michigan. (right) Naval Special Warfare Operator Mitch Hall wins the annual SuperSEAL triathlon in Coronado, California. (Photos by Tom Demerly).

Another great challenge facing the Naval Special Warfare community is the media’s love affair with them. Officially and unofficially the Navy has fed into this, with everything from support of Hollywood film projects to unsanctioned technical support of computer games and thousands of books. In 2008 and 2009 Naval Special Warfare promoted a national fitness competition called the “Navy SEAL Fitness Challenge”. Naval Special Warfare has supported an annual triathlon called “SuperSEAL” and “Superfrog”. Naval Special Warfare also sponsored the Ironman World Championship along with several triathletes who are active members of The Teams. Next week a new Hollywood movie, “Lone Survivor”, joins over 40 popular movies featuring Naval Special Warfare operators as diverse as “G.I. Jane”, “Transformers” and “Act of Valor” that featured cast members from the Naval Special Warfare teams.

In the past decade there has been tremendous growth in the Naval Special Warfare community. The last time I visited the Phil Bucklew Naval Special Warfare Center in Coronado, California during 2007 there was a construction project underway to house new Basic Underwater Demolition School students and expanded administration activities.

Naval Special Warfare has also seen its share of controversy. In 2010 a west coast Naval Special Warfare operator and instructor was arrested for trafficking weapons smuggled from Afghanistan and sentenced to over 17 years in prison. In 2013 Esquire magazine ran a feature story alleged to be an interview with a Naval Special Warfare Operator who claimed to have killed Osama bin Laden during a U.S. raid on Pakistan. The interview was sharply critical of treatment of Naval Special Warfare veterans.

What I’ve learned from the Naval Special Warfare Teams and their members is that they are human. While they are exceptionally dedicated, incredibly well trained and maintain an impressive level of proficiency in a vast array of skill sets they still suffer the fallibilities of the common man. They have difficulty in personal relationships like the rest of us and struggle with divorce and emotional challenges.

(left) At the Phil H. Bucklew Naval Special Warfare Center for SuperSEAL triathlon. (center) On board an 11-meter RIB off Coronado Island. (right) With Naval Special Warfare Development Group original member and author Chuck Pfarrer.

One of many things that makes them exceptional is they do all this set against the backdrop of a necessity to maintain operational security and rarely disclose their true challenges among non-military relationships. This makes their tremendous burden even greater.

Naval Special Warfare is a community worthy of effusive praise and recognition. They have shouldered a mighty share of the burden of the Vietnam Conflict, numerous “peace time” actions, Operation Iraqi Freedom, the Global War on Terror and other conflicts while maintaining a level of inter-unit quality almost unmatched in the world. On their 52^nd birthday it’s worth acknowledging their contribution.

Authors Note: If you are a fan of books about the U.S. Naval Special Warfare Teams you may find my review for MILTECHREV.com of Greg E. Mathieson Sr. and David Gatley’s impressive new book, Naval Special Warfare here of interest. It is the definitive work on Naval Special Warfare available to the public:

Everything You Need to Know for 2014.

January 1, 2014

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2014 New Year’s fireworks on the Burj Khalifa, Dhubai.

1. You do not know when you will die.

2. It will be sooner than you expect.

3. There will be things you wish you had done.

4. Not fearing death makes you more alive.

5. You will fail in life. Try again. Don’t give up.

6. Don’t fear failure. Instead, fear not trying.

7. Happiness is a balance of striving for new and being content with now. Do both.

8. True friends are one of the most important things.

9. Understand what you can control and control it vigorously. Let the rest go.

10. Plan for later but live for now.

—tomdemerly

Insights on the Endurance, Technical and Adventure Lifestyle.

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Sailing Detroit’s History Onboard the Appledore IV.

Cannondale, Damon Rinard, Andy Potts and the Missing Cervelo.

Diving Roatan’s Fragile Paradise.

The Pragmatists’ Guide to Marketing e-Mails.

Has Ironman Gone Soft?

Baltia Thunder Over Michigan 2014: Photo Story.

The Mystery of MH370, The Real “Thunderball”?.

Mr. Ryan, meet Mr. Bond, Mr. Hunt and Mr. Bourne in “Jack Ryan: Shadow Recruit”

52 Years: Understanding the Navy SEALs.

Everything You Need to Know for 2014.