How do I expand my eBay business in the US internationally?

It is a very large world with more than 193 recognized countries. If you add all the dozens of colonies and territories dominated by other countries whose numbers are growing rapidly to over 200 countries in the world. For eBay sellers looking to expand internationally, many are concerned about the different customs laws and regulations in each country. How can one eBay seller be familiar with customs regulations in each country? The answer is simply that you can't. So what does an eBay seller do to avoid problems in this regard by choosing to offer your product to the global market? Slow and systematic international expansion is the way to go and make customs rules your buyer’s responsibility.

Step 1 for international expansion to US sellers

The first step in the process is to change the shipping policy page for your listings. One of the nice features that eBay offers is that you can choose specific countries that you want to start serving internationally. But which countries should you choose? Currently, USPS offers an international service known as 1st Class Package International. USPS raised shipping rates in this service level category and in some cases doubled rates. However, it allows a new eBay International customer to ship a 4-gram package internationally and receive a shipping confirmation scan in select countries. These are the first countries to start with for your new eBay international business.

Enable the following countries:

Canada Australia UK

Netherlands Germany Switzerland

Belgium New Zealand Sweden

Spain Ireland Finland

France Portugal Brazil


If you use an order management system like Shipstation or Shipworks, they will allow you to purchase insurance for these packages. This will ease your concerns about potential fraud and lost packages.

Shipping Policy

Be sure to adjust the shipping policy pages to reflect the fact that you are currently serving the countries mentioned above. Make sure you have selected the correct shipping service and note that you do not offer combined shipping on international orders. In addition, please make sure that you note that items prohibited from entering your country are the responsibility of the buyers. The seller is not responsible for any prohibited, restricted or entry-prevented products by your customs agency. If you have any questions about entry restrictions, contact your local customs office. Debts and taxes assessed against shipments are the sole responsibility of the buyer.

Address characters system

As you expand into the international market, you want to use an address management system that grows with your business. I always recommend using Andadysia allows you to take advantage of the basic commercial pricing for your home packages and allows you to produce the first internationally compatible labels. This will become an important feature as your business grows.

Measure your success

Track the number of packages you ship internationally daily. The main metrics you want to measure are the following:

1) Multiple international orders?

2) Percentage of packages lost in relation to your international orders?

3) Percentage of fraudulent instructions?

4) How does this compare to a US business?

5) Which country do you receive the most orders from?

Step 2 for International Expansion of US Sellers on eBay (Shipping Over 20 Parcels a Day Abroad)

So you were at one stage of your international expansion and you see real success with expanding your business. As a seller, you know that if you lower your international mail rates, you can expand your business even further. How do you achieve this? You are contacting a USPS certified wholesaler. To locate and contact a certified mail wholesaler, you should contact your Global Account Manager with USPS.

Okay, so you've found a USPS Postal Certified Wholesaler and want to know which USPS International Mailing Program should you choose? This question is answered differently by every eBay seller. Usually, you have two options listed below:

USPS Air Mail International Priority Generation

It is a first-class USPS international mail service offered by official mail wholesalers (PQWs) to over 200 countries around the world. In essence, the USPS outsourced the required sorting, transportation and preparation to the US for international distribution. The PQW will ship your mail to the USPS International Sorting Center (ISC) as it prepares and is ready to depart for the next flight. Canceled mail Your parcels are not scanned at the receiving facility and will not receive a delivery confirmation scan in the destination country.The benefits of this service are that your shipping rates will, in many cases, be cut in half. If you are experiencing a high loss rate from Step 1 testing, this service is not for you, however, if you experience a loss percentage For analysis, you may want to check this service to optimize your mail savings and increase the amount of international orders you receive. In case you feel you need to track these orders, you should use the following service. For more information on International Priority Air Mail please see my article at titled USPS International Priority Airmail for Ecommerce Companies.

USPS EPacket Commercial

It is a USPS first class international mail service offered by official mail wholesalers (PQW) to only 15 countries worldwide. The main difference between e-mail and international priority air mail is that ePacket will have a delivery confirmation number and scanned by the receiving post office. The trade-off here is that this service is more expensive than international priority air mail.

Important considerations

Some important considerations you want to make when deciding which way to go with your international shipping method

1) Will your business growth outweigh any risk of lost packages?

2) How many fraudulent claims are you currently experiencing internationally?

3) Is the price of your product selling low and easily replaced if your package is lost?

4) Were you willing to insure yourself by deducting a small part of the savings in cancellation fees to eliminate any risk of loss?

Business class flights to New Zealand

Choosing the best deals on New Zealand business class flights depends a lot on your starting point as well as your final destination. Since most long-haul flights to Christchurch International Airport run, Hamilton Airport, Wellington Airport, Queenstown Airport, Dunedin Airport, or Oakland Airport, you should know your final destination from all locations Goddess to choose the right flight option. . A number of airlines such as Cantas Airways, Emirates, British Airways, Air New Zealand, Cathay Pacific, Singapore Airlines and Malaysia Airlines operate flights to New Zealand. Depending on your budget and itinerary, you can choose from any of those airline operators.

Although you can book business flights to New Zealand throughout the year, it is worth booking in advance during peak seasons. Most flights are booked days in advance for the period between November and April, as well as during the school holidays around Christmas. In case you are planning on taking a business trip during these time frames, make sure you get pre-approved tickets to avoid last minute disappointment or pay huge sums for the same. Another thing to keep in mind, especially if you plan to take domestic flights to the south of the country, is to avoid the months of June to November, whenever possible. Since this is the peak season for ski enthusiasts who like to test their skills at The Remarkables or Coronet Peak, you should book your seats in advance if you need to fly during this time.

In case you are looking for flights in New Zealand business class during the months of May to October, you should carefully check your options. Because these months are the lean season, many airline operators are offering cheap flights to continue their business during this time.

If you don't mind splashing money on New Zealand business class flights, you can check to see if there are first class seats for businesses that bring many facilities that allow you to travel to New Zealand in style. It will be large beds with pillows and blanket to cuddle in, access to the aisle, power outlet in the seat, high-resolution screen along with on-demand videos, personal enough storage space, etc. & # 39; you can get all these and more. There are airlines that even offer intermediate stops in the United States and Asia, which you can use to mix business with pleasure, should you wish.

You can search online to find some of the best deals for New Zealand business class flights and then compare the details thoroughly to make your final decision. So, look carefully and you'll surely get a win-win deal.

United Airlines: Sky Control

United Airlines was founded on April 6, 1926 in Boise, Idaho. Its original name was Varney Air Lines. The airport lounge is called the Red Carpet Club and is a member of the Star Alliance. It offers flights to 216 destinations worldwide and its parent company is United Continental Holdings. It's based in Chicago, Illinois.

Fleet size

United Airlines operates 359 aircraft. 97 of which are Airbus A320s and 96 are Boeing 757-200s. The US airline also has 55 Airbus A319 aircraft along with 35 Boeing 767-300ER aircraft. There are 33 Boeing 777-200ER and 24 Boeing 747-400 along with 19 Boeing 777-200ER.


United operates six major hubs – O & # 39 International Airport; Hare in Chicago, San Francisco Airport, Washington Dulles Airport, Los Angeles Airport, Denver Airport, and Narita International Airport in Tokyo.

United Airlines is looking to add some airports to its hubs in the future. You can mention them as below:

Newark Liberty International Airport
Cleveland Hopkins International Airport
George Bush's Intercontinental Airport
Antonio International Airport at & # 39; Won Pat


United Airlines offers flights to Accra and Lagos in Africa. In the Caribbean you can board flights from cities like Orange & Stade, Montego Bay, Grand Cayman, San Juan and Punta Cana. In Central America and North, its flights travel to Liberia, Cancun and Calgary besides a number of destinations in the United States.

In South America, this American company provides flights to Buenos Aires, Lima and Rio Di Nero among others. In Asia, Beijing, Taipei, Osaka, Singapore and Seoul have the main airports. United Airlines' most important European destinations are Brussels, Rome, Paris, Amsterdam and Frankfurt. Melbourne and Guam are the main places on the ocean belt.

Frequent Traveler Plan

Mileage Plus is United Airlines' frequent flyer program. The main advantage of the program is that the recipients receive unlimited mileage. However, in order for it to be effective, the flyer must exercise or earn travel miles every eighteen months.

The organization also provides top-level membership. This provides more benefits than regular companies. This facility was established in 2010 and was accessible only to members who held the status of Premier, 1K and Prime Members.

These members can also receive unlimited upgrades on domestic flights. However, these facilities are provided only if there is enough space on flights.

Code sharing agreements

United Airlines has code-sharing deals with several airlines:

Lingus Islands
Hawaii Airlines
God Airways
Ethiopia Airlines
Qatar Airways
Great Lakes Aviation
TACA Airlines
Gulfstream International Airlines

Maintaining your operating capability (in aviation)

Wouldn't it be a delightful and joyous world if airlines had consistent limits on the size and weight of their carry-on bags? Well, your dreams are now squashed like the mammoth attraction you were trying to fit into the overhead compartment on your last flight. Not all aircraft overhead storage is created equal. Each airline bases its portfolio restrictions on the internal configurations of their fleet. Which means, in short, a bag can be carried on one flight, but it must be checked on another.

Fortunately, domestic airlines such as USA Airways, Delta, America and United agree on their maximum size, 22X14XX inches. Unfortunately, most wheeled suitcases push these dimensions to the breaking point. I myself had to check the bag because The wheels were too big for the overhead compartment to close.

Some domestic airlines are more generous than their portfolio restrictions. Alaska Airlines allows 24 inch & # 39; 24X17X10 inch & # 39; (So ​​passengers can fit in their parks on board, we guess). AirTran and Southwest allow 24 by 16 by 10 inches. Unless you are carrying bricks, there is rarely a presidency but there are technical limitations. Make sure your carry bag does not exceed 40 pounds in the big wig airlines and 25 pounds in the not-so-big wigs airlines.

If you are overseas, carry a lightweight can or duffel backpack with the capacity of cans. European airlines have extremely strict carrying dimensions. Weight is a big factor as well. Air France and Alitalia limit freight to 21 x 13 x 9 inches A maximum of 26.4 pounds – Lufthansa, Switzerland and Turkish carriers can be 21 x 15 x 9 inches, but these airlines attack with a maximum weight of 17.6 pounds.

New seats and buoys often mean less than eight inches of clearance for bags under the seat in front of you at a maximum width of 14 inches & # 39 ;. The middle seat in a three-seater row has less space even under the seat.

Our advice, if you know you are going overseas or traveling on different sized aircraft, you should buy a smaller and smaller carrying case around 21X13 X 9 inches. A bag of this size will fly almost anywhere if you do not carry it with heavy and unforgiving objects. Remember, Overhead bins are not "very flexible", so be sure to measure your attraction before dragging it to the gate, just so you have to check it.

India's leading online travel companies – know them better before using their services

There are more than 30 online travel companies in India except airlines and other hotel sites. Few of them specialize in a particular field. For the benefit of all India visitors arriving from around the world, the top 10 places you can book your tour of India are under – – MakeMyTrip, India's # 1 travel website, founded and promoted by Mr. Deep Clara, is the country's leading website for all travel related products and services. They offer airline tickets, hotel reservations, car rentals, vacation destinations, and even train reservations now on their website. Makemytrip is aiming for the US / Canada market, the Indian market and recently they have also started in the Makemytrip UAE. They subscribed to the over-subscription and raised about $ 800 million. Their offices are located outside Gurgaon in India and employ over 700 employees. Their code specialty is planning and booking holidays, including incoming passengers. It is estimated that they sell more than 8000 tickets per day.

balance – Balance is known as the second best OTA travel site in the country. This was promoted by Drube Sherringi along with several other friends who served with eBookers prior to this venture. The remainder was funded by some of the top Indian reliance groups, TV Group 18 and NVP, and recently received funding from Intel. They specialize in domestic flights. They are also located in Gurgaon, India and employ over 600 people. They also book car rentals, hotels, holidays and train reservations. Currently, they are expected to sell over 5000 tickets per day.

Cleartrip – Cleartrip was a new entrant in the Indian market about three years ago and they are known for their technology. As the name says, their technology is very clear and even on their homepage you see no banners and popups. They were the first OTA to integrate with the India Rail Booking System called IRCTC. They are based in Mumbai and have a smaller team compared to McMetrip or Balance.

Expedia India – Expedia has recently entered the Indian travel space and are currently focusing on their hotel business. They will not yet incorporate LCCs (Carrers Low Cost) like GoAir, GoIndigo, JetLite, Kingfisher Red etc into their portfolio. But it is certain that in a year they will lead the Indian market.

Travelocity India Travelocity is again a new factor in the Indian market and they are advancing rapidly. They bought another OTA hotel called Travelguru recently. They are ruled from Singapore.

Discover the little known secrets of finding the best cheap flights to Canada

There are many good reasons to use cheap flights to Canada. The giant of the North American continent is the U.S. We have all heard how everything looks bigger. Canada may be a smaller country than the US when it comes to territory, but its charms are just as exciting. This country is known for its breathtaking scenery. Canada provides a spectrum of snow-breaded climates. This means you can take advantage of world-class ski resorts in the Rockies. A popular resort is Mount Marble.

Discovering cheap flights to Canada is a pleasant surprise as it is a very popular location. It is also a location that is recognized around the world for its high standard of living and the particularly open space. You can also see the Northern Lights of Canadian soil. The best vantage point for this amazing natural wonder is Newfoundland and Labrador. This part of the country boasts an interesting and rugged coastline and the figure is undoubtedly nautical.

Cheap flights to Canada come with many benefits. Whether you are looking for or visiting Canada regularly, you can save money. Try booking your tickets as early as possible to get even more discounts. All cheap flights are handled by experienced and experienced travel agents. This gives the consumer the option.

You can get the most economical tickets to Canada by choosing a package deal. This can include airfare, rented car, accommodation and set meals. A very good example of a trip all inclusive in Canada is staying at a ski resort. This may even include the use of ski equipment and childcare. Booking cheap tickets has never been easier. Just log in to the network and make your choice.

The Island of the Philippines – a performance – a fascinating experience

Few outdoor activities can be more engaging than jumping on the island if planned correctly. In this article, I will review some tips that will guide you through the maze of island jumps in the Philippines and how you and your spouse can enjoy it. So let's go on a trip to the Philippines and see if there is a chance to hop on the island. Enjoy a fun-filled diving experience, delightful meals and virgin coral reefs covered in colorful fish, and even more.

Island jumps in the Philippines are not suitable because the Philippines, as an island, is made up of 7,100 islands located in Southeast Asia. What makes the Philippine island jumps in this paradise even more enticing is that you will not raise an arm and a leg.

If you are a nature lover, enjoy every moment of your visit and activities: fine white sand beaches, excellent and delightful meals and breathtaking views. You can also enjoy all water sports: diving, boating, surfing, snorkelling and more.

What would you do with 7,100 islands in one country? Investigating some of them can be a definite response if time stands by you. Anyway, that's probably what you can do during your upcoming trip to the Philippines.

Because you have decided to jump off the island in the Philippines, grab a piece of paper and write down a plan. Make it real, workable and flexible. As you embark on foreign territories, make sure you include Plan B in your overall plan because sometimes the ferries are late, the aircraft may be delayed and many other unknown causes caused by Mother Nature.

Time is an important factor to consider in your program. Let's say you want to go to Sibu, Philippines for a jump on the island. So when you arrive in the United States, you stay in a hotel in Manila, the capital. It will take 45 minutes from Manila to his grandfather. All things considered, when you get to Cebu City, Cebu, you might want to rest a little and start your island tour the next day. You probably need a day and even more to move from May to another.

On your journey you can use domestic flights, a small boat, known as short-trip banks, Roru boats and longer trips if needed. On land, you may need to travel by public transport, such as buses, taxis and rental cars or rent a private car with a very reasonable driver. There will be plenty of food and drink to satisfy your needs almost everywhere. These should not be a big concern for you. Make sure you carry your own drinking water or drinking water only from sealed water bottles.

You can plan for the following destinations as soon as you are in Cebu City: Bohol, Mactan Island, Oriental Negro, Lite, Sikig and more. For the sake of argument, among these five islands, I will show you how to threaten only Bohol and Light Hope. You can easily do the others based on the first two, applying the same procedures and principles.

Let's continue. And make sure you check out the Philippine calendar for the holidays, as these can depress your tour. It is worth traveling very easy. Wear comfortable clothing and waterproof shoes. You should carry a lightweight backpack and waterproof camera, if you have them. Don't rely on ATMs or banks; Therefore, you must carry cash or Philippine currency.

On average, you have to spend about 1100 coins or Philippine pesos or $ 26 a day on island jumps or more, which should cover different transportation, food and food.

From Manila, the capital
It is worth buying a two-way airfare in Manila at Ninoy International Airport. From Manila, board flights to Cebu International Airport, located in Lapu-Lapu, Cebu. You have a selection of hotels in Lapu-Lapu City. The flight from Manila to his grandfather's small airport in Lapu-Lapu City takes about 45 minutes.

When you are in Cebu, the first important thing to do is gather all the information about the ferry schedules: price, date / time of departure and return to your destinations. You must also book a hotel room in advance if you plan to stay overnight at one location. Ask your hotel reception to find the information you are looking for.

You have to decide whether you want to spend the night at each destination or not. This is the best way to synchronize your itinerary. Basically, you may need to spend at least 4 or 5 nights in Cebu if you wish to visit 3 or 4 nearby islands, provided you do not stay overnight in any of them.

The first island you might want to visit is Bohol. So, from Cebu City, you take a ferry boat. At the hotel's front desk, ask the clerk how to travel to Bohol on the ferry. With this information, the taxi driver will take you to the right dock at your ferry destination, which is Bohol. Get a two-way ticket. Make sure you check the time and date of your return trip.

You can decide to explore Bohol by bus or private vehicle or with a tour guide. It's up to you. After you finish Bohol, you can now decide to continue Lite that day, probably in the early evening. Check the Ferry Lite ferry schedule to make sure your island jump continues as planned.

From Bohol, buy a two-way ticket from the Obey (Bohol) ferry to Batu (Lite). Check your ferry tickets to make sure you are on time to return. From Batu, Lite, you may want to hire a tour guide or private car with a driver to take you to prominent tourist areas; It's also a possibility. However, a tour guide should be the way to go. Since you arrive sometime in the early evening light, you should have stayed there overnight. You will find plenty of accommodation and restaurants to choose from.

You have almost all day to explore Lite. Ask your hotel reception at the tour desk for information on tours: city tours, boating tours, and so on. If you decide to go for a certain activity in water sports, you can rent a small boat or board a passenger boat (bank) for a tour. If you are in the dive mood, get on a diving boat. In this case, you can rent snorkel and mask and other beach accessories. Before doing so, check if this equipment comes with the price of the dive tour as a package.

If you enjoy diving, you will also love the view of the virgin coral reefs covered in colorful fish. Maybe after your delightful and fascinating dive, you should be ready to hop on a ferry on the way back to his grandfather. Review your ferry schedule. If you have more time before heading out to Manila, you may want to do a little more jumping off of an island in Sikig, Isle of Mactan and East Negro. Unhappy jumps in the Philippines!

Japan's insurance industry

During the glamorous period of the 1980s and the first half of the 90s, like the rest of its economy, Japan's insurance industry grew as a hedge. The sheer volume of premium income and asset formation, which can sometimes be compared even with the vast US and the limit of local investment opportunity, has led Japanese insurance companies to look outside for investment. The industry's position as a major international investor since the 1880s has brought it under the scanner. Analysts around the world.

World insurance giants have tried to put a foothold in the market, looking at the large market size. However, the restrictive nature of Japanese insurance laws led to fierce, sometimes flawed negotiations between Washington and Tokyo in the mid-1990s. The resulting bilateral and bilateral agreements overlapped with financial reforms in Japan's Big Bang Big Bang.

Based on the results of the US-Japan insurance talks in 1994, a series of liberalization and regulatory procedures have been implemented since then. However, the deregulation process has been very slow, and more often than not, very selective in protecting interest and market membership. Although the Japanese economy was similar to its US counterpart in size, the basis of effective financial markets – the rules and environmental regulations for a competitive economic environment – was fundamentally lacking. Its institutional structure was also different from that of other developed countries.

The Kirzo structure – the corporate group with cross-holdings in a large number of companies in different industries – was a unique phenomenon in Japan. As a result, shareholders' activism was lacking to force companies to adopt an optimal business strategy for the company. Although we first started out as a model in Japan's prosperous days, the vulnerability of this system became apparent when the economic bloom bubble burst in the 1990s. Working against Japan was also its inability to keep up with software development elsewhere in the world. Software has been the growth engine of the global economy for the past decade, and countries lagging behind in this field have faced the collapsing economies of the 1990s.

Japan, the world leader in "brick and mortar" industries, is surprisingly far behind in the "New World" economy after the Internet revolution. Japan now calls the 1990s a "lost decade" for its economy, which lost its name following 3 recessions over the past decade. Interest rates have fallen to historic bakes, to thwart the falling economy – in vain. For insurers, whose lifelines are the interest in their investment, it's devastating. Quite a few large insurance companies went bankrupt in the face of "negative expansion" and increasing the volume of non-performing assets. While Japanese insurers have apparently fled the scandals that hurt their siblings in the banking and securities industry, they are currently suffering unprecedented financial difficulties, including catastrophic bankruptcies.

Institutional weaknesses

The Japanese market is huge, and yet it consists of only a few companies. Contrary to the US equivalent, with about two thousand companies competing in a tough competition in life, Japan's market consists of only twenty-nine companies classified as foreigners and a handful of foreign entities. The same situation prevailed in the economy with twenty-six domestic and thirty-one foreign companies offering their products. There are far fewer options than their American counterparts in choosing their carrier. There is less variety on the product side. Both life insurers and non-life insurers in Japan are characterized by "regular vanilla" offerings. This is more pronounced in auto insurance, where until recently premiums were not allowed to reflect differential risk, For example, by gender, driving record etc. & # 39; Drivers were classified in their own Q age groups are only for the purpose of determining the premium, while US rates have long reflected all the same factors and others.

Demand also varies for different types of products. Japanese insurance products are more geared towards savings. Similarly, although many Japanese life insurance companies offer some limited types of life-changing policies (where the benefits reflect the value of the underlying financial assets held by the insurance company, thus exposing the insured to market risk), there are few to take such policies. At $ 100- $ 1.00, the Japanese variable life policies that were in effect as of March 31, 1996 were worth only $ 7.5 billion, representing 0.08 percent of all life insurance. In contrast, the US life-changing policy that was in effect since 1995 was worth $ 2.7 trillion, about 5 percent of the total, with many options, such as changing universal life.

Japanese insurance companies in both parts of the industry competed less than their American counterparts. In an environment where some companies offer a limited number of products to the market where new entry is closely regulated, implicit price coordination could be expected to curb competition. However, Japan's special factors further reduce rivalry.

Lack of price competition, especially between products, implies that an insurance company can grab a business in the firm and then keep it virtually indefinitely. American analysts sometimes noted that keiretsu connections (group of companies) are just such an excuse. A member of a group of companies in Mitsubishi, for example, can usually look for the best deal in the hundreds or thousands of goods and services it buys. But in the case of general insurance, such comparative pricing would be futile, since all companies will offer the same product at much the same price. As a result, Mitsubishi Group Company, more often than not, has been providing business to Tokyo Marine & Fire Insurance Co. & # 39; Inc., a company in Kitzu Mitsubishi for decades.

On life insurance premiums were more flexible. However, the government role is looming to grow in this part of the industry as well – and in a way that affects the pricing of insurance products. The state postal system operates, in addition to its huge savings system, the postal life insurance system commonly known as Campo. Transactions for Campo are done in the windows of thousands of post offices. As of March 1995, Campo had 84.1 million outstanding policies, or about one per household, and nearly 10 percent of the life insurance market, as measured by existing policies.

Funds invested in Campo usually go into a huge fund called the Mutual Fund, which in turn invests in several government financial institutions as well as a number of semi-public entities engaged in a variety of government-related activities, such as ports and highways. Although the Post and Communications Ministry (MPT) bears direct responsibility for Campo, the Treasury manages the trust fund. Thus, MOF theoretically can affect the returns that Campo is able to earn and, as a result, the premiums it is expected to charge.

Campo has several characteristics that affect its interaction with the private sector. As a government-run institution, it is undoubtedly less efficient, raises its costs, renders it uncompetitive and implies a declining market share over time. However, because Campo cannot fail, it has a high tolerance for risks that can ultimately be borne by taxpayers. This implies an expanding market share, to the extent that this postal life insurance system is capable of underestimating its products. While the growth scenario is likely to be what MPT favors, it seems that MOF is equally interested in protecting insurance companies under its protection from "excessive" competition.

The net effect of these contradictory incentives is that Campo seems to be restraining insurers' premiums. If their prices go up too much, then Campo will grab another share. In response, insurers may refund premiums. Conversely, if return on investment or greater efficiency reduces private sector premiums relative to basic insurance, Campo will lose market share unless it adjusts.

Japan's life insurance sector is also lagging behind its American counterpart in formulating collaborative approaches between companies against the threats of anti-choice and fraud activities by people. Although the number of companies is much lower in Japan, their lack of trust and distrust have led to isolated approaches to addressing these threats. In the United States, the existence of sector-sponsored entities such as the Medical Information Bureau (MIB) serves as the first line of fraud protection, and in turn saves the industry about $ 1 billion a year in terms of protective value and sentencing effect. Late, large Japanese vendors are initiating approaches similar to the formation of common data storage and data sharing.

Analysts often complain to insurance companies for their reluctance to adhere to cautious international norms about disclosing their financial data to the investment community and their insurers. This is especially true because of the mutual characteristic of companies versus their "public" counterparts in the US. For example, Nissan Mutual Life Insurance Co. & # 39;, which failed in 1997, generally reported net assets and profits in recent years, even though the company president acknowledged after its failure Because the firm has been insolvent for years.

Foreign participation in life insurance

Since February 1973, when the US Life Insurance Company (ALICO) first traveled to Japan to participate in the market, fifteen foreign life insurance companies (with more than 50% foreign capital) are now operating. However, companies such as American Family Life (AFLAC) were initially allowed to operate only in the third sector, namely the medical supplement area, such as serious illness and cancer programs, which were not attractive to Japanese insurance companies. The mainstream life insurance business was kept out of the reach of foreign carriers. However, the great turmoil in the industry in the late 1990s left many of the local companies in deep financial trouble. In their rage for protection, Japan allowed foreign companies to purchase the sands and leave them afloat.

Foreign operators continue to enter the Japanese market. As one of the world's top two life insurance markets, Japan is considered as strategically important as North America and the EU. The consolidation of the Japanese life market, facilitated by the collapse of local insurers and the abolition of ongoing regulation, provides global insurers with major opportunities to expand their business in Japan. The overall market share of foreign players is gradually increasing, with global insurance companies accounting for more than 5% in terms of premium income at the end of 1999 and over 6% of private businesses in effect. These figures are about twice as high as those five years earlier.

In 2000, AXA Group strengthened its business base in Japan through the acquisition of Nipon Dantai Life Insurance Ltd., a second-rate local insurer with a weak financial profile. To this end, AX established the first holding company in the Japanese life industry. Athena Life Insurance Co. & # 39; Following that, she acquired Heiwa Life Insurance Co. & # 39; while the Winterdor Group bought Nicos Life Insurance and UK Prosecutor Acquired Oriko Life Insurance. Also recently active in the Japanese market are Hartford Life Insurance Co., a US insurer known for its changing insurance business, And Cardiff Wei securing France.

In addition, Manulife Century, the subsidiary of the Life Insurance Manufacturers Company, inherited the activities and assets of Daehiaco Mutual Life Insurance Co. & # 39;, which failed in May 1999. In April 2001, AIG Life Insurance Co. & # 39; Took Chiyoda Life and Prudential Life Insurance Company Ltd. took over Kyuyi Life. The two Japanese companies filed a lawsuit last October.

Foreign contenders bring a reputation with them as part of international insurance groups, which are supported by positive global records and strong financial ability. They are also innocent of the negative spreads that have plagued Japanese insurers for a decade. Foreign players are better positioned to optimize business opportunities despite market turmoil. Although a number of large Japanese insurers still dominate the market in terms of stock, the dynamics change as existing business blocks move from local insurers, including failed companies, to newcomers according to insured & # 39; Flight to quality. The list of foreign participation companies is as follows:

INA Himawari Life
A watchful life
Manulife's Century Life

Scandia life
Chaim Edison
Oba life

Atna Hiwa is alive
Nikidan's life
The life of Zurich

Japan, too
American Family Life
AXA Life Chaser

A watchful life
ING Life
Vie promise CARDIFF

Nicos life

Foreign insurers are expected to be able to beat their local rivalry to some degree in innovative products and distribution, where they can leverage wider experience in global insurance markets. The one immediate challenge for foreign insurers will be how to set up a large enough franchise in Japan to leverage these competitive advantages.

What helps the life insurance industry?

Apart from its operational inefficiencies, Japan's life insurance industry is also a victim of government policy that is partly designed to save banks from financial hardship. By maintaining short-term interest rates, the Bank of Japan in the mid-1990s encouraged a relatively wide spread between short-term and long-term interest rates. It benefits banks, who tend to pay short-term rates on their deposits and charge long-term rates on their loans.

However, the same policy hurt life insurance companies. Their clients have been locked into relatively high rates of long-term insurance policies, usually long-term. The fall in interest rates usually means that the return to insurers & # 39; Assets fell. At the end of 1997, the insurers reported that the guaranteed rate of return was an average of 4 percent, while yields on preferred assets, long-term Japanese government bonds, were below 2 percent.

Insurance companies cannot compensate for a negative spread even with an increase in volume. In FY 1996, they tried to get out of their dilemma by cutting returns on pension-type investments, only to predict a massive outflow of money under their management for competitors.

To add insult to injury, life insurance companies need some of the banks' cleaning costs & # 39; A non-performing asset mess since 1990 allowed the Treasury to issue deferred debts transferred by bank order. They can enumerate all funds raised through such instruments as part of their equity, thus making it easier than meeting existing equity / asset ratio requirements. Arguably, this treatment makes sense, since such debtors, like shareholders, are almost in line for bankruptcy.

Deferred debts carry high interest rates precisely because the risk of default is higher. In the early 1990s, banks' default computers were virtually impossible and were tempted by the high yields available, lending large sums of money to banks and other financial institutions. Smaller companies, perhaps eager to catch up with their larger counterparts, were particularly large participants. Tokyo Mutual Life Insurance Co., which ranks 16th in Japan's asset-based life insurance industry, had about 8 percent of its assets as debt deferred as of March 31, 1997, while industry leader Nippon Haim only had 3 percent.

The rest, of course, is history. Banks and securities companies, to which they also lent insurers, began to fail in the mid-1990s. The collapse of Sanyo Securities Co., Ltd. Last fall, it plunged in part because of life insurance companies' refusal to realize the brokerage's subordinated loans. Life insurers complained that they were sometimes not repaid even when the conditions of bank failure suggested that they should be. For example, Meiji Life Insurance Co. & # 39; reported that $ 35 billion ($ 291.7 million) was in deferred debt to Hokkaido Takosoku Bank Ltd. when the bank collapsed in November. Although Hokkaido Bank had some good loans transferred to Northern Pacific Bank Ltd. From, Meiji Life has not compensated for these assets. This will probably have to wipe out the entire loan balance.

Deferred debt is only part of the bad debt story. Insurance companies had a role in almost every large-scale, half-baked loan program that collapsed with the bubble economy in the early 1990s. For example, they were accompanied by Zen (housing finance companies) and had to share the precious cleanliness of that mess. Furthermore, much like the banks, the insurers relied on unrealized profits from the holdings of their shares to extract them if they got into trouble. Smaller bubble insurers bought such stocks at relatively high prices, and the result of the downward-sloping stock prices at the end of 1997, all but two middle tiers (size 9 to 16), were unrealized. Net losses.

What to expect next

Analysts have identified the following short-term challenges in the field.

New market participants;
Click on earnings;
Poor asset quality; and,

The recent high profile failures of some life insurance companies have put pressure on life companies to face these challenges in urgent and familiar ways.

The investment market was even worse than expected. Interest rates have not risen from historically low levels. The Nike Index has fallen since January 2001, dropping to a 9-year low after the recent terrorist attack on American soil. Unrealized earnings used to provide some cushion to most insurers, but, depending on insurers & # 39; Relying on unrealized earnings, the remaining volatility of earnings now affects discounting levels and thus financial flexibility.

Table 1
Great risks faced by Japanese life insurance companies

Business risks
Financial risks

A weak Japanese economy
Strong earnings pressures

Insured distrust, flight to quality
Low interest rates, exposure to fluctuations in the domestic investment market, overseas

Deregulation, increasing competition
Poor asset quality

Poor Insured & # 39; Safety net
Discounted capitalization

Accelerating consolidation in the life sector, with other financial sectors
Limited financial flexibility

Most analysts are likely to agree that Japan's life insurers face both insolvency and liquidity issues. Heavy contractual obligations to policyholders, reduced return on assets, and little or no profit as a result of unrealized gains in stock portfolios are combined to make the continued viability of some companies far from secure. Many others, although of course taxable, face the risk that they will have to pay to uncomfortable policyholders sooner than they planned. Repayment or liquidity concerns raise the question of how insurers will manage their assets. Another factor to consider is Japan's aging population. As Mr. Yasu Sato, Program Manager in Insurance, Finance, IBM Japan, points out, "The industry needs to change the business model. They need to focus on life benefits rather than death benefits and they need to emphasize on medical supplement. And nursing sectors as the general population ages."

Japanese life insurers are actively seeing greater segmentation, while seeking to establish unique strategies in both traditional life and non-life business. By the end of 2000, the sector was up to the formation of several business partnerships and cross-border alliances involving large home life insurers. The companies are examining their intervention through subsidiaries on the general side of the business, which was first permitted in 1996, impersonating market growth, fierce competition and full liberalization of third-sector businesses.

In the long run, Japanese insurance companies are likely to establish demotalized business relationships. Widespread consolidation in Japan's financial markets in the near term will also bring about life insurance improvements. Although local life insurers announced different business strategies in the second half of 2000 to respond to this maritime change, the actual benefit of different planned alliances for each insurer remains unclear. Further consolidation in the market should add value to policyholders, at least and make a wider range of products and services. To be successful, life insurers will need to be more sensitive to the diverse customer needs while establishing new business models to ensure their earning base. Long-term prospects look good given the high Japanese savings rate. But in the short term, Japan intends to see some more insurers surrender before the sector tightens the bottom line with sweeping reforms and investment norms and disclosure.

How To Benefit From Part 141 And Part 61 Flight Training By Helicopter

There has long been an argument for the benefits of Part 141 versus Part 61. Student pilots are confused by the differences and are therefore unable to determine how to make the most of each of the benefits offered by each.

The following remains the same, regardless of whether your train is under Part 141 or Part 61: 1) written tests. 2) Oral examination on the trip of Kim. 3) Part of a flight from a trip in the Czech Republic. 4) License issued.

Measuring success is the same in two types of schools: 1) Instructors prepare or break the school. Experienced and proficient instructors are key. 2) Some flight schools have a high dropout ratio. Successful schools need to have at least 90% of students who are instrumental, obtaining the diplomas and ratings they enrolled on. 3) Aircraft maintenance is important. Students are rarely required to cancel flight rates due to aircraft arrival. 4) Registration of school accidents should be zero or close to zero, which indicates that the school provides high value for your safety.

On the surface, all helicopter flight schools appear to be very similar. This is why it is so worthwhile to understand the differences between Part 141 and Part 61. The two biggest differences are: 1) Part 141 training requires following the layout of a FAA-approved training course (TCO). Part 61 does not require the use of TCO files at all. 2) The flight school itself and the head flight instructor should meet the stringent requirements of the FAA. Part 61 is not subject to these FAA requirements.

Let's start with Part 61 training and helicopters and flight schools. Most helicopter flight schools in the United States today are part of 61 flight schools. Many Part 61 helicopter flight schools begin with a certified flight instructor and one helicopter. The flight instructor offers one-on-one training to prospective students and teaches the student as they see fit. If the guide is good, more students join the school and the owner buys more helicopters and hires more instructors to meet demand.

FAA tests are not required at Part 61. Helicopter Flight School. The Free Flight School is to train their students using their own chosen methods. They are expected to follow FAR / AIM rules and regulations in flight and training schools in Part 61, but are not subject to FAA testing to confirm that they do.

Some 141 training and flight schools need to meet very specific requirements and standards. The helicopter flight school itself is assigned an air agency certificate as it passes FAA testing. Facilities and Aircraft Examinees to be Used for Part 141. Main Flight Guide Required for Annual Testing with the FAA.

On the training side, the flight school submits a separate and distinct training course (TCO) to the FAA for each certificate and / or rating they wish to teach under Part 141. For example, a private pilot's degree certificate will be submitted. It contains lesson plans for both flight training and ground training. The flight school will have to submit another TCO for instruments if they want to teach instrument rating under Part 141.

Do not assume that a Part 141 helicopter flight school offers all of their certifications and ratings under Part 141. Many only receive FAA certifications for private, commercial and commercial certificates. It takes a lot of work for the flight school to create a TA and teach as part of Part 141. The FAA requires the flight school to keep extensive record of students for Part 141, including very detailed information on student progress. It's great for the student. Book for flight.

There are some very large flight schools that only offer instruction to Part 141. They set schedules for their classes and teach many students at the same time. They also have flight schedules. Quite a few very large flight schools often have a very high ratio of foreign students compared to home students. This is because SEVIS (Student Exchange Information System) requires flight schools to be approved as Part 141 flight schools to apply for international student training. The Veterans Union has the same requirement as Part 141 of veterans to use their VA benefits.

Most schools in Part 141 also offer training in Part 61 for the same programs. For example, you may choose to do your private pilot under Part 141 or Part 61. Schools that offer both training methods provide the most flexibility to the student.

The student attending a Part 141 helicopter flight school gets all the benefits of attending a Part 141 school even if he chooses to do some or all of their training under Part 61. This is because the school is subject to random testing by the FAA. They must maintain their high standards at all times to maintain their qualification.

The disadvantage of Part 141 training is that the IQ must be followed in the written sequence. Each student learns differently and some people prefer the flexibility of Part 61 training, which allows the student to cover materials in the sequence that is appropriate for him or herself.

This adds another benefit to a flight school that offers both Part 141 and Part 61 training. They will often use TCO for your Part 61 training. This is great for the student pilot because you get the benefit of laying out a structured training path that is FAA-approved, while at the same time being able to cover materials in the order that suits you best.

Another benefit of training in a school that offers both is that you can mix and match your training. For example, I did my private pilot under Part 61 because I wanted the flexibility to jump into the curriculum. Aircraft is very structured and deals with learning procedures, so I choose to do my tool training under Part 141. I found that the built-in approach and learning sequence worked really well for my tool training. I went back to Part 61 of my commercial training.

Learning to fly a helicopter is fun, exciting and expensive. Learn everything you can about your helicopter flight school and the plans they offer before making your final decision. Fly safely!

Purchase airline tickets online for domestic flights in the US

Flying today can be a frustrating experience. The Traffic Security Administration (TSA) has an important role to play, keeping us all safe during domestic flights in the US and they have implemented a number of steps to address these concerns. I have found a few ways to optimize the experience that I would like to share with you.

  • Purchase tickets for airlines online
  • Reduce or eliminate embedded charger
  • Proactive snack readiness
  • Fill yourself up before you leave for the airport!

Purchase tickets for online airlines

If you've ever stood in line at an airline ticket counter, you already understand the pleasure of eliminating this experience. The lines are long and slow. Online purchases have greatly facilitated the experience. You can print a boarding pass in the comfort of your home. When you arrive at the airport you can proceed directly to your gate.

Reduce or eliminate embedded charger

Many airlines now charge for embedded bags. I saw up to $ 20 per bag. This is a direct result of fuel prices and allows agencies to offer seemingly inexpensive flights because this hassle is paid at the airport. I only bring luggage. A simple man, it's not hard to pack three days of clothes inside the carry case I use. When I fly to the family I will send bags in advance. The cost comparison and hassle at the airport is great to miss. You have to stand on these lines at the counter to check bags.

Proactive snack readiness

When you're on the flight, the snacks are few and the drinks are expensive. I always get ready for the flight with some peanuts, a candy bar and a bottle of water. The key is to continue to speculate with all things in a factory sealed condition. I always put them in my aisle and I never had a problem. When I get on the plane I will return the snacks before storage in the overhead storage; I'm ready for the flight!

Fill yourself up before you leave for the airport!

When you reach the TSA checkpoint, you will have a big problem if you forget something in your pocket. Lighters, pocket knives, and other seemingly harmless items will trigger a reaction that can cause delays at the airport. Fill yourself in the house and get out the door. It's easy to slip on and be an easy nightmare at TSA gates.

I do these little things every time I fly. I hope you find them helpful in some way. Remember, when you buy cheap flights, check the baggage fees when booking airline tickets online. Domestic flights in the United States do not have to be miserable experiences.