SpeedNews Aerospace and Defense Conference: A US/NATO Controlled HeavyLift Industry Utilizing Boeing BC-17 Globemaster III Commerical/Military Airlifters

Global Heavylift Holdings, LLC Establishing A US/NATO Controlled Heavy & Outsized Industry; Mitigating US Industrial Base Global Supply Chain Vulnerabilities Through Permanent Air Augmentation of Transport Methodologies A Presentation to: SpeedNews Aerospace and Defense Conference; The Jonathan Club Los Angeles, CA May 9, 2007 Prepared By: Myron D. Stokes, Managing Member Sheila R, Ronis, Ph.D., Consultant Thomas H. Miner, Member Gilles Saint-Hilaire, Ph.D., Consultant Tarek Ballout, Director, Middle-East Operations Nasim Uddin, Ph.D., Consultant Robert E. Seaman III, Member Abid Ghuman, Consultant L. Jeantal Morris, Project Coordinator Gabriella Barthlow, Executive Assistant Wayne Rassner, Agent of Record Kramer & Rassner, PC

JUNE 1940 THE BATTLE OF BRITAIN “Were it not for the US escorted Liberty ship convoys and Lend-Lease, Goering’s Operation Sea Lion would have succeeded in defeating Great Britain, thus ensuring an entirely different outcome of World War II. Conversely, control of a nation’s global supply chain is thus rendered an imperative to maintain economic and national security.” National Security Strategist Dr. Sheila Ronis 2 May 9, 2007 Copyright 2005 GHH, LLC

May 1943 Professor Barnes Wallace, inventor of the extraordinarily strong geodetic aircraft structure for the initially indispensable Vickers-Armstrong Wellington bomber, understood the critical role technological innovation would play if the war – with outcome not certain for the allied forces in 1943 – were to be won. His development of a cylindrical spinning bomb dropped from Avro Lancasters of the famed RAF No. 617 “Dam Buster” squadron at precisely 220 mph, an altitude of 60ft and a 400 rpm backwards spin over water, breached the Moehner and Eder dams in Germany while damaging the Sorpe; disrupting – albeit temporarily – hydroelectric power generation and war materiels manufacturing in the Ruhr Valley… - -Commentary based on May 2003 analysis “Super-Globalism: Strategies For Maintaining a Robust Industrial Base Through Technological, Policy and Process Improvement” eMOTION! REPORTS.com (www.emotionreports.com) 3 May 9, 2007 Copyright 2005 GHH, LLC

Spring 1943 Pacific Theater of Operations Quite aware of the post-Midway strategic, tactical and supply disadvantages under which his 5th and 13th Air Forces (USAAF) operated out of Port Moresby, New Guinea among other Pacific bases against a thoroughly entrenched enemy at Rabaul and separated only by the Stanley mountain range, General George C. Kenney ordered Douglas A-20 pilot extraordinaire Paul “P.I.” Gunn (a best friend of my Godfather, M/Sgt Charles H. Jackson who was not only a top turret gunner on the B-17F “Captain and The Kids”, but armorer for P-38 Aces Dick Bong and Tommy McGuire) whom Kenney called his “All around fixer and gadgeteer” to give him an advantage. Gunn did exactly that, as demonstrated by the emergence of B-25 and A-20 medium bombers with outrageously devastating firepower. Not the least of which were Mitchells with 12 .50 cal. Guns in the nose, H variants of this plane with a 75mm cannon, along with the perfecting of “skip bombing” techniques in anti-shipping duties… 5 May 9, 2007 Copyright 2005 GHH, LLC

May 2007 Economic War A state of affairs wherein the trade policies, financial and technological resources of an entire country are structured and applied so as not only to render industries of that country hyper-competitive against those of the target country, but to eliminate them. This requires a response based on acute recognition of an economic and sociological reality by crafting strategies that include trade policy modification and a resurgence of technological innovation to protect – yes protect – the all important industrial base. Without which no country can survive… “Economic war… is always waged first” Sun Tzu 6 May 9, 2007 Copyright 2005 GHH, LLC

The “Three Battles” of Economic War According to Dr. Ronis, in the paper Total Life Cycle Management: A Different Approach to War, quot;The near battle is where the troops are engaged in daily combat. For a team engaged in product development, the near battle is in the daily designing, developing, engineering, and manufacturing of the product. The near battle can be described as a product being made and sold in the marketplace on a day-by-day basis in competition with global competitors. quot;The rear battle is the infrastructure, or foundation needed to support a continuous near battle. This includes enablers in the environment such as well-educated and trained people, including leadership, well designed processes, and the development and inculcation of doctrine or governing and operating principles and the associated accountabilities required. quot;The deep battle is the infrastructure needed to fight future battles. For product teams, this is the investment in future infrastructures, such as R&D or advanced manufacturing, the development of process, holistic management and the skills and learning which are required for the future of all employees – or soldiers. 7 May 9, 2007 Copyright 2005 GHH, LLC

Three Battles (cont’d) quot;The rules of war say that all three battles must be fought at the same time, so leadership must align itself, the behavior of all its people and the organization’s capability as the three battlefields are planned for, strategies are determined, and executed. The three battles are viewed as a system. quot;Conversely, the utilization of war strategies and tactics by a company or a country seeking dominance in a given industrial sector demands a response in kind. Failure to do ensures the ignominy of defeat.” 8 May 9, 2007 Copyright 2005 GHH, LLC

Critical Environmental Factors U.S. has lost control of global shipping and emerging heavy-lift industries, causing concerns regarding national security, and has already had negative impact on U.S. largest industries It is imperative that all concerned recognize that the industrial base is inseparable from the defense industrial base U.S. Air Force has been involved with non-financial support since 2001 Utilization of (B)C-17 capabilities never before used in industry U.S. is in economic war with other world powers and this initiative begins the process of initiative improving U.S. industrial base survivability in two specific markets; heavy and outsized markets; and its Short/Austere Project market subset. Both served by Boeing’s C-17 Globemaster Boeing’ C- Commercial Variant the BC-17. BC- 9 May 9, 2007 Copyright 2005 GHH, LLC

The Global Heavylift Market U.S. Air Force Scenarios HOM/SAM HOM (Heavy Outsized Market) Currently in the control of the Russians/Ukrainians (AN-124’s) SAM (Short Austere Market) Estimated at a total of more than $380 billion worth of projects in oil and gas exploration, mining, space exploration, etc. and it will grow Above and beyond the current air cargo market of $137 billion RTK’s (revenue ton kilometers) Business cases,(17) conducted by the A.F. work well for the commercial version of the C-17, the BC-17. Further, the AN-124 can compliment the BC-17 in SAM missions. 10 May 9, 2007 Copyright 2005 GHH, LLC

Vision: Global Heavylift Holdings, LLC A Defense Logistics Agency (DLA) Listed Contractor (www.ccr.gov) NAICS 481212, 4522 A Future where Americans and NATO allies have effectively developed an air-based global supply chain transportation method alternative and control the global heavylift industry… 11 May 9, 2007 Copyright 2005 GHH, LLC

Vulnerabilities of U.S. Industrial Base Global Supply Chain to Foreign-owned/controlled Shipping and Terror Threat China and S. Korea either own or control the bulk of the world’s shipping China’s burgeoning influence both economically and militarily render it capable of disrupting the ocean-borne global supply chain for U.S. industry at will. This threat exists whenever Sino-American policy discord induces a trade-based retaliation. Boeing’s drop from 82% marketshare to 67% of new airliner business to arch-rival AIRBUS in the aftermath of U.S. support for Taiwan during a showdown in 1996, according to former Boeing China President Ray Bracy, was strongly felt CHINA’S MILITARY BUILDUP IS WORRISOME, according to US/China Security Commission data in its 2006 report to Congress and as expressed in March 2007 hearings conducted in Washington (www.USCC.gov). US intelligence has confirmed that Aegis BMD technology, representing the defensive core of US Naval forces, has been compromised by a front company posing as a LMCO supplier; There is strong reason to believe F-22 Raptor technology has been compromised in this same manner, along with expectation of a Chinese fighter incorporating this technology, complete with internal weapons bay and stealth, making an appearance within 3 years. 12 May 9, 2007 Copyright 2005 GHH, LLC

Vulnerabilities of U.S. Industrial Base Global Supply Chain to Foreign-owned/controlled Shipping and Terror Threat (cont’d) With the completion of an operationally ready Koznetskov-class carrier, the 67,500 ton Varyag purchased by the PLAN from the Ukraine projected by year end, there is no reason to believe a repeat of the 1996 Hainan Straits Destroyer show down (forcing an embarrassing stand down on the part of Chinese forces) will occur in a 2007 cross straits confrontation relative to Taiwan re-annexation. The rapid building of Aegis-clone equipped Luyang II-class Destroyers and Russian Slava-class type Cruisers along with an accelerated build on an entirely indigenous design that brings to mind the venerable Battle Cruiser owing to heavy surface armament, strongly supports this contention. According to DoD insiders, there is evidence emerging that the outcome of a South China Sea PLAN and US naval force confrontation may be a defeat for the 7th Fleet within the next five years. South Korea, despite its status as a military ally, is less so economically, especially when it comes to lucrative trade with the Chinese. The Cho shipping magnate family has made it known to whom and where their loyalties lie, and will no doubt allow itself to follow China in a potential and sudden unavailability of ships. This is one of the core reasons South Korea did not make the final cut among Asian nations, inclusive of Indonesia, Thailand, Malaysia, Taiwan and Japan, considered for a BC-17 epicenter. 13 May 9, 2007 Copyright 2005 GHH, LLC

Global Supply Chain Vulnerabilities (cont’d) “We are seeing increasing indications that Al-Qaeda is preparing to strike U.S. interests abroad. ‘Worldwide Caution’ is being issued to remind U.S. citizens of the continuing threat that they may be a target of terrorist actions, even after the anniversary date of the September 11 attacks and to add the potential threats to maritime interests.” – U.S. Department of State, Oct 2003 “In Recent decades, the Asia-Pacific region has followed its main trade partners in North America and Europe in deregulating and encouraging freer trade. After the terrorist plots and bombings in Indonesia and other parts of Southeast Asia, the region and its leading trade partners must tighten security at sea, in ports and in other parts of the logistic supply chain that delivers goods on a just-in-time, just-enough basis. This supply chain has become critical to modern manufacturing around the world.” -New Zealand Herald, Jan 02 15 May 9, 2007 Copyright 2005 GHH, LLC

A New Threat: Iran’s Acquisition of Shkval Rocket Torpedo Technology (An ability to close oil supply - critical Strait of Hormuz?) “ “It can be assumed that Russian developed rocket torpedo technology recently tested by Iran at underwater speeds of 223 mph, and theoretically up to the speed of sound owing to gas-plasma-envelopment of projectile-induced coefficient of friction elimination, will soon find its way into the weapons caches of Al-Qaeda and other terrorist operations. Thus, an expanded, clear and present danger to maritime shipping interests. At present, countermeasures even for naval vessels are virtually non-existent” -- National Security Strategist Dr. Sheila Ronis, President, The University Group, Inc. 17 May 9, 2007 Copyright 2005 GHH, LLC

Dominance of Heavy and Outsize Market by AN-124 Ruslan Commercialized Version of Military Airlifter “In building the Ruslans, Antonov stumbled (not really; Boeing research identified the HOM as viable in 1993) on a niche market that is both growing (roughly .5 billion in 2004) and not well-served by the major Western aircraft makers. Boeing Co.’s biggest cargo aircraft, the 747-400, is roughly the size of the Ruslan. But the Boeing plane is designed to ship containers and other standard-sized commercial loads. Those with special needs, such as an air force shipping helicopters, prefer the Antonov’s outsized loading ramps and ability to land at ill-equipped airports and other rough airports… Relying on Vladimir Putin’s Russia or politically unsettled Ukraine worries Jaap de Hoop Scheffer, NATO’s Secretary-General. ‘We have to phone Antonov or we have to phone his Russian counterpart’ to get transport planes,… and that’s a situation I do not like.’ - - The Wall Street Journal January 19, 2005 18 May 9, 2007 Copyright 2005 GHH, LLC

National Security Concerns… “The integral role aerospace plays in [the United States] economy, …security, …mobility, and …values makes global leadership in aviation and space a national imperative.”[1] As the United States stands “dangerously close to squandering the advantage bequeathed to [it] by prior generations of aerospace leaders,” [2] GHH, LLC, is convinced along with its strategic partners, that “it is essential to [this country’s] international competitiveness in the aerospace industry (and the commercial and trade advantages that derive from that position) that US companies manufacture and operate aircraft, such as the BC-17, that can penetrate the relatively untapped air cargo markets of the future.” “It is not a matter of if we will fight the Chinese, but when”[3] [1] Commission on the Future of the United States Aerospace Industry, Final Report, 2002, p. vi. [2] Ibid. [3] DoD internal 20 May 9, 2007 Copyright 2005 GHH, LLC

Global Heavylift Holdings, LLC Mission Global Heavylift Holdings, LLC, the first US company established to demonstrate the viability of a change in policy towards expanded government/industry collaboration that is routine among major international trading partners. Indeed, it is collaborative efforts such as these that brought about the Erie Canal, America’s railroads, the Civilian Nuclear Program and the Space Program, which no private entity could have brought about on its own. And, through a holistic and systemic approach utilizing best practices within the disciplines of systems science along with its strategic partners in industry and government, it will and has: Created the architecture for global infrastructure of a new American controlled heavylift industry. Execute a plan to profitably become the largest global company in the heavylift industry by supporting global industry and Federal Departments and Agencies from DoD to NASA. Modify the global supply chain management efforts throughout U.S. industry to include air augmentation. 21 May 9, 2007 Copyright 2005 GHH, LLC

Global Heavylift Holdings, LLC Mission (cont’d) Global HeavyLift Holdings, won’t: Work with financial institutions seeking to perpetuate the old aircraft acquisition model assigning virtually all risk to the customer rather than a balanced partnership seeking a common goal as is dictated by this initiative. That model is broken as the industry landscape littered with the carcasses of failed and failing US air carriers irrefutably demonstrates. Work with States or countries choosing to look the other way in terms of economic development policies that embrace, rather than repel, clearly predatory marketing strategies that are a manifestation of the economic war, in the Sun Tzu sense, waged against this country’s industrial base. The current state of our automotive and aerospace sectors, having too long ignored this reality, confirms this contention. Indeed, our mission to potential epicenter states and countries is not about adding building square footage and warm bodies to announce in the latest economic development press release, but about making those locales the global air operations Epicenter of a new and powerful globe- spanning industry that will set and change economic and geo- political policies for decades. 22 May 9, 2007 Copyright 2005 GHH, LLC

A Funny Thing Happened on The Way to The (Blog) Forum… (From a Canadian Taxpayer Against Purchase of CAF C-17s) So who is this Global HeavyLift Holding, LLC? The article tells us. “GHH is a strategic air transport solutions entity that was born of a multi-year public/private (note: multi- read DoD/Boeing) effort among forward thinkers in both the private sector and government to government mitigate emerging and observable vulnerabilities in the U.S. industrial base global supply chain. industrial Such vulnerabilities are represented by the fact that no ocean-borne shipping is in U.S. hands at ocean- present, thus potentially subjecting American corporations, especially automotive, and their global especially operations to the whims and perhaps economically hostile activities of and by foreign governments. activities Add to this the risk of terrorist activities, which have, according to the Department of Homeland according Security, targeted maritime operations; i.e., ships, ports and ocean containersquot; ocean “”Defense Logistics Agency (DLA) listed, it is the goal of GHH and its strategic partners around the “”Defense planet to work with key logistics personnel within these corporations and government agencies to corporations conceptualize, craft and structure long-term global supply chain alternative transportation long- methodologies through continuous -- not stop gap or emergency -- air augmentation solutions. Its most important mission, however, has been in the co-development of global architecture for co- infrastructure of a new American controlled industry, Heavylift, utilizing the excellent airlift performance characteristics of the Boeing BC-17.” BC- 17.” There you have it. Global Heavylift Holdings LLC is a US Government funded ploy to provide for the Government survival of the Boeing Long Beach plant where the C-17 is built with US taxpayer money (but not C- with the US Defence budget) in order to provide US taxpayer-funded subsidized airlift to cater to taxpayer- US government airlift needs. It would be revealing and ironic if they did flights into Iraq for DoD, since they claim to exist to cater to the oil industry (I'm eager to find out how ITAR will have to re- eager re- invent itself to authorise those flights) There used to be a company that was very similar to this new one, the infamous Florida one, based Air America. (Not everyday you’re accused of being the CIA!) America. you’ … 23 May 9, 2007 Copyright 2005 GHH, LLC

Global Heavylift Holdings, LLC Current Objectives Obtain bases of operations globally to function as GHH Epicenters in the US, Europe and Asia-Pacific. Follow-up with companies involved in case study development and craft pathways for integration of BC-17 into supply chain architecture within let projects for oil, gas, gold, diamonds and national infrastructure Continuance of efforts to implement permanent global supply chain air augmentation (B-747) initiative resulting from 4 years of interaction with Fortune 25 corporations, and presentations to logistics personnel in early 2004. The structure of these presentations result from a conjoined effort of GHH, its Global Logistics and air operations partners. Obtain funding for the initial C-17’s. 24 May 9, 2007 Copyright 2005 GHH, LLC

Boeing BC-17 Background Information The BC-17 (formerly known as the MD-17) offers new air cargo delivery capabilities ideally matched to the global changes occurring in logistics and manufacturing. Manufacturers and shippers of all types are being challenged for time definite delivery to global markets. Often these are emerging markets located in remote locations and characterized by limited transportation infrastructure. Worldwide demand for heavy and outsize goods, defined as too large to fit through the doors of conventional freighter aircraft, is increasing. High valued products including satellites, construction equipment, and power generating equipment require special handling. Regardless of cargo size, there is an increasing requirement for rapid delivery to satisfy customers. 27 May 9, 2007 Copyright 2005 GHH, LLC

The Future: BC-17 This service time provides competitive advantage and minimizes inventory, insurance, trans-shipment and handling costs as well as other elements of the total logistics cost chain. With the BC-17, logistics planners have new options for picking up products closer to the manufacturing source and delivering them nearer the final destination. The unique design characteristics of the BC-17, including the incorporation of powered lift technology, enable operations at smaller airports unavailable to today's large conventional cargo aircraft. Many developing countries have large infrastructure projects (power plants, waterways, etc.) that are not situated near existing seaports, major airports, major roads or railways. In contrast, developed economies face increasing congestion issues at major international airports. The BC-17 is the only aircraft that can capitalize on these opportunities and dramatically lessen the requirements for cargo preparation, ground transportation and loading and unloading. 28 May 9, 2007 Copyright 2005 GHH, LLC

Undeniable Athleticism in The Sky or On The Ground… The projected emergence of the Heavy and Outsized (HOM) market and a profound awareness that substantial savings could be realized by reducing supply chain systemic complexities historically endemic to remotely placed but extremely valuable oil, gas, mining and other infrastructure development projects worldwide, has created substantial opportunity for the BC-17, a commercialized version of the stunningly capable Boeing C-17 Globemaster III military arilifter. Defined as the “Project Related Business”, the airborne athleticism of the BC-17 is ideal to support this market and has lead to a detailed project market analysis. Since inception of this initiative, much has changed in the way of national and global security concerns both militarily and economically, and this market analysis, used as a business base in this business plan is reflective of these new realities. Ground Servicing Narrow Taxiways Tight Turns 90 ft (27.4 m) 180° Turns Normal 40 ft (12.2 m) Steering Minimum Star Turn Backing Fwd Fwd Turn Center 3-Point Star Turn 80 ft (24.4m) 3-Point (Star) Turn 80 ft (24.4 m) Minimum Turn Minimum Turn (Asymetric Thrust + Light Differential Braking) 116 ft (35.4 m) (Asymmetric Thrust+Light Normal Steering Turn 30 May 9, 2007 2007 143 ft (43.6 m) Differential Braking) 116 ft (35.4m) Copyright 2005 GHH, LLC Normal Steering Turn 143 ft (43.6m)

BC-17 Performance BC-17X Takeoff Field Length W eight (x 1,000 kg) 136 156 176 196 216 236 256 9,500 9,000 2,715 8,500 2,515 8,000 Pending FAA approval 2,315 7,500 Field Length (m) Field Length (ft) 7,000 2,115 6,500 1,915 6,000 Wet 1,715 5,500 5,000 1,515 4,500 1,315 Dry 4,000 1,115 3,500 3,000 915 300 320 340 360 380 400 420 440 460 480 500 520 540 560 580 600 W eight (X 1,000 lb) 31 May 9, 2007 Copyright 2005 GHH, LLC

BC-17 Performance BC-17X Landing Field Length Steep Approach W eight (x 1,000 kg) 136 156 176 196 216 6,500 1,963 Pending FAA approval 6,000 1,763 5,500 Field Length (m) Field Length (ft) 1,563 Wet 5,000 4,500 1,363 4,000 1,163 Dry 3,500 963 3,000 2,500 763 300 320 340 360 380 400 420 440 460 480 500 W eight (X 1,000 lb) 32 May 9, 2007 Copyright 2005 GHH, LLC

History and Design of the BC-17 The unparalleled design of the BC-17 ideally matches the expanding needs of the global commercial market. In addition to accommodating approximately 87 tons (79 metric tons) in its 20,900 cubic-foot (592 cubic- meter) cargo bay that is wide enough for two rows of large trucks side by side, this highly versatile aircraft can take off, land, deliver its cargo, and turn around on austere runways approximately 4,000 feet (1,200 meters) long and 90 feet (28 meters) wide. Moreover, landing in short distances is not the only capability that makes the BC-17 uniquely suitable to austere airfields. Powered by four Pratt & Whitney PW2000 series turbofans with full reverse capabilities and a combined 161,760 lbs (719.6kN) of thrust, the BC-17 has a cruise speed of 563 mph (906 kmph, or 489 knots) and a range of 2,500 nautical miles (4,630 km) at maximum payload without refueling. The engine thrust- reversing system can back the BC-17 up a 2 percent grade fully loaded, allowing the aircraft to park forward in tight ramp spaces, off-load, and back out when the crew is ready to depart. This system also eliminates the jet blast and engine noise danger to crew members and equipment moving behind the aircraft during off-loading and on-loading operations with the engines running. In addition, the thrust-reversing engines are mounted well above the ground. This design feature, combined with the high wing, directs the exhaust up and forward, greatly reducing blowing debris and the potential for foreign objects to be ingested by the engines 34 May 9, 2007 Copyright 2005 GHH, LLC

History and Design, cont’d .[1] Furthermore, ready access to all areas of the aircraft without complicated or sophisticated ground equipment makes the BC-17 easy to maintain in austere airfields. BC- (For example, a self-jacking capability allows for tire and brake changes on the main self- landing gear without having to rely on standard aircraft jacks, and fuel boost pumps can be removed and replaced without de-fueling and purging the fuel tanks.)[2] de- tanks.)[2] The C-17’s roll-on/roll-off cargo capabilities allow very large and heavy military C- 17’ roll- on/roll- equipment to be loaded quickly and efficiently. The United States Air Force has been taking advantage of the extraordinary capabilities extraordinary of the BC-17’s military variant, the C-17, for over a decade. The C-17 took off on its BC- 17’ C- C- maiden flight on September 15, 1991, and the first production model was delivered to model Charleston Air Force Base, South Carolina, on June 14, 1993. Since the first C-17 Since C- squadron was declared operationally ready on January 17, 1995, the Air Force’s C-17 the Force’ C- fleet has logged over 400,000 flight hours. Its missions have included flying troops, included equipment, and humanitarian aid to Operation Joint Endeavor in Bosnia, the Allied Force Bosnia, Operation in Kosovo, the war on terrorism in Afghanistan, and Operation Iraqi Freedom. Operation The USAF’s initial contract with McDonnell Douglas/Boeing was for 120 C-17s to be USAF’ C- delivered through 2004, but in early 2002 the order was increased to 180 planes through increased 2008. The wisdom of this decision was borne out when the aircraft proved indispensable aircraft during the war on terrorism in Afghanistan and Operation Iraqi Freedom. Current AF Freedom. data outlines the need for 300 or more airlifters to meet current and projected needs, current especially in the unstable world of asymmetric warfare wherein “Rapid Deployment” Deployment” takes on a new and urgent definition. A role for which no other aircraft in the world is so uniquely suited besides C-17. C- [1] The Boeing Company, C-17 Globemaster III: Technical Description and Planning Guide, 2002, p. 2-1. Guide, 2- [2] Ibid, p. 6-1. 6- 35 May 9, 2007 Copyright 2005 GHH, LLC

History and design, cont’d In May of 1995, the C-17 was awarded the Collier Trophy for the top aeronautical achievement of the year, and on February 4, 1999, President Clinton presented the Malcolm Baldrige National Quality Award to the manufacturer, The Boeing Company Airlift and Tanker Program. During routine flight testing at Edwards Air Force Base in 2001, the C-17 set 22 world records, including payload to altitude, time to climb, and short takeoff and landing mark. (The aircraft successfully took off and landed in less than 1,400 feet while carrying a payload of 44,000 lbs to altitude.) In subsequent testing, the C-17 set 11 more records pending approval, bringing the total number of world records to 33. 36 May 9, 2007 Copyright 2005 GHH, LLC

GHH Global Hubs Cont’d (HOM Missions) Rt 5 (4) Rt 8&80 (4) Rt 4 (8) Rt 17 (1) Rt 30 (2) (3) Rt 9 (2) (7) Rt 300 (1) Rt 30 Rt 7 Rt 4 (7) Rt 8&80 (8) Rt 3 (5) Rt 2 (5) Rt 6 (7) (Aircraft #) 40 May 9, 2007 Copyright 2005 GHH, LLC

Demilitarization of BC-17 Considering the dual role of BC-17, that is to say, its instant availability in times of national emergency or disaster relief/humanitarian efforts, it is recommended – and acknowledged as a viable approach – that demil is at most modest. I.e.; it is not necessary to remove fuel tank armor designed to withstand a 23mm round; it is not necessary to remove military radios as they can simply be locked away; no need to remove aerial refueling plumbing – fitting a plate over the boom aperture will suffice, and which can be removed in 45 minutes; no need to remove infrared anti-missile countermeasures, considering they will become standard issue to commercial airliners globally near term. The rear lift gate, however, will be de-energized to prevent in-flight opening, and thus precludes Da Nang-type touch and goes! 42 May 9, 2007 Copyright 2005 GHH, LLC

Next Steps… * We are prepared to designate our US, UK and Asia Air operations epicenter locales in a matter of days. * Move as quickly as possible relative to issuance of a 10.8 billion (30 new and/or 60 “A” model C-17s) triple and simultaneous private equity raise for second quarter 2007 via a consortium/syndicate of financial institutions created by lead bank * Expect positive developments relative to issuance of necessary Congressional language permitting resale of first generation C-17s to private sector (GHH, LLC) by AF 47 May 9, 2007 Copyright 2005 GHH, LLC

Next Steps (cont’d) Continued push for Far 21.27 exemption for BC-17 with FAA Continued push for Congressional language to permit resale of “A” model C-17s, thus initializing process of “Transformational Recapitalization” that will forever change the DoD acquisition process 48 May 9, 2007 Copyright 2005 GHH, LLC

Latest Update From The ‘Hill An allowance for 10 (203 total) additional C-17s and required funding is in the mark- up for FY 2008 Defense Appropriations (HASC) Language potentially allowing for the neutralizing of a Congressional Mandate requiring retrofit of C5A is also within this mark-up, effectively setting the stage for 30 or more additional C-17s moving closer to the 300+ aircraft needed for current and projected DoD airlift rquirements. 49 May 9, 2007 Copyright 2005 GHH, LLC

Failure is not an option… We are convinced that we are on the cusp of a new industry that will not only perpetuate and grow the value and viability of the designated State’s industrial base, but that of the nation. We must not fail in this initiative, crafted to mitigate the acknowledged erosion of the US industrial base, and which has strong support from industry and government. 50 May 9, 2007 Copyright 2005 GHH, LLC

The Requested Task for SPEEDNEWS Aerospace and Defense Conference Participants… 1.Promote and encourage among your peers and clientele the validity and urgency of Air as a permanent component of Global Supply Chain transport methodologies. The move from stopgap and emergency utilization by industry while dedicating 5-10% of component movement to air will lower air costs and those associated with traditional modes of transportation through economies of scale and reduction of systemic inefficiencies. This can help stimulate growth in the air cargo industry for commodity freight utilizing traditional aircraft like 747 initially, thus contributing to base stabilization and mitigating the very real threat of US industrial base global supply chain. 2. We would also appreciate your help in encouraging the FAA to grant the 21.27 exemption with or without Congressional language specific to this 51 May 9, 2007 request. Copyright 2005 GHH, LLC

Weblog: Dr. Thomas P.M Barnett, former US Naval War College Professor and author of “The Pentagon’s New Map: War and Peace in The 21st Century” 24 June 2004 “Whether we like it or not, the world is indeed, at war. Obviously, not war in the traditional sense – it is asymmetric – but war just the same. According to my colleague Dr. Sheila Ronis, a national security strategist ‘Global war begins with economic crises such as the major problems in Japan, the overheating of the China economy due to its insatiable, and now unstoppable appetite for raw material, and the continued instability within the Middle-East, compounded by the uncertainties of Iraqi War outcome. We are right now contending with macro-economic trends that are outstripping and outpacing any efforts to keep them in check. Crises not dissimilar to these in the 1930s directly led to World War II. Very similar and very dangerous. [Dr. W. Edwards] Deming once told me that Japan went to war because they thought their population was about to starve. Their backs were to the wall, and they felt they had no choice but to pursue this course in view of then existent US economic policies. “’ War is often the inevitable aftermath of negative economic forces on nations, and we have to be mindful of the difficulties facing multiple nations simultaneously, now, as then. We are seeing in real-time the viability of the “core” and “gap” scenarios postulated by Dr. Barnett in his book “The Pentagon’s New Map.” Moreover, the Chinese view the global pie as a zero sum game; their win is a loss for the US in every category of the nation’s existence. However, if globalization is properly managed, the entire pie can grow. If it is not managed, that’s when the industrial base would collapse. Conversely, the enemy is not globalization, it is, rather, the lack of managing it. 52 May 9, 2007 Copyright 2005 GHH, LLC

Weblog Barnett (cont’d) “’The statement, ‘So goes the economy, so goes the military might’ is axiomatic. A non-linearist would say we are at the ‘tipping point’ and unless clear and implementable strategies for preservation of the US industrial base as represented by GM, Ford, Boeing, Lockheed- Martin, Northrop-Grumman, General Dynamics, Delphi and other core components emerge in the very short term, its relative stability will disintegrate followed by the possible collapse of the US economy.’” Prescient words, we think… 53 May 9, 2007 Copyright 2005 GHH, LLC

Colleagues, it is June 1940 again, so we need and welcome you aboard this mission to revitalize and solidify America’s industrial and transportation leadership The future is in our hands… The Global HeavyLift Team 54 May 9, 2007 Copyright 2005 GHH, LLC

Global Heavylift Holdings, LLC Initial Key Personnel Myron D. Stokes, Managing Partner Sheila R. Ronis, Ph.D., Consultant Thomas H. Miner, Member Pete Sanderlin, GM Kalitta Air (Strategic Air Partner) Gilles Saint-Hilaire, Ph.D., Consultant Norman W. Fishman, Member Tarek Ballout, Director, Middle East Operations Nasim Uddin, Ph.D., Consultant Robert E. Seaman III Abid Ghuman, Consultant Gabriella Barthlow, Executive Assistant L. Jeantal Morris, Project Coordinator Wayne H. Rassner, Agent of Record 55 May 9, 2007 Copyright 2005 GHH, LLC

Strategic Partners Air: Kalitta (Michigan) Training: Air Force and Boeing Real Estate Evaluation: Cushman & Wakefield (Mississippi, Michigan) Counsel: Baker & McKenzie (Illinois) Strategic Visioning: University Group, Inc. (Michigan) 56 May 9, 2007 Copyright 2005 GHH, LLC

SpeedNews Aerospace and Defense Conference: A US/NATO Controlled HeavyLift Industry Utilizing Boeing BC-17 Globemaster III Commerical/Military Airlifters

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SpeedNews Aerospace and Defense Conference: A US/NATO Controlled HeavyLift Industry Utilizing Boeing BC-17 Globemaster III Commerical/Military Airlifters Webinar Transcript

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