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Lon Maisttison

Hanover, Maryland, United States

Latest New: The author is going ebook on Smashwords and

Lon Maisttison\'s hobby is self publishing. He controls all phases of the publishing process including the cover art. He started writing books after being diagnosed with congestive heart failure (CHF) contracted from a flu virus in 2004. In 2005, he authored his first book from researched work titled: “Kissed by Death: Congestive Heart Failure,” centered on patient’s surviving CHF. During his assignment in England in the 1990’s, Lon’s hobby was writing stories about a paramilitary organization known as Air Rescue. As a pledge to himself after being diagnosed with CHF, Lon published his first action-adventure book titled: “Two Sisters of Kuwait” in 2006. In 2008, the author updated and reformatted the “Kissed by Death” book and issued a new version titled “Kissed by Death II: Congestive Heart Failure.” Its now 2010, and the author released in May a second Air Rescue book titled: “The Girlfriend I Almost Lost.”

Kissed by Death and Kissed by Death II, both are self help books based on the authors own story and illness. The books address the technical aspects of CHF; causes, symptoms, diagnosis and medications. It talks about simple aerobic and resistance weight training exercises to strengthen the body including the heart. It focuses on fat in the diet, foods, reading ingredient labels, low sodium diets and building sodium databases. The second half of the book deals with the Mediterranean diet and profiles the author’s own low-sodium, good-carb, Mediterranean Style Eating Plan, a version of the Mediterranean diet which has been essential to the success of his recovery.

Air Rescue Stories

Excerpts from the original story……

It all began in the 1980‘s when Air Rescue started-up a helicopter rescue business. The company’s main line of business was transporting medical patients from hospitals, picking up people at car accident sites, taking people off ships at sea and basically specialized in air pickups of all kinds. Accident rescues were Air Rescues most profitable business for years, their bread and butter, so to speak, and they were very good at this line of work. Business was good.

In 1985, a commando unit was created from an idea of one of the aircrew personnel who had a background in Special Forces. He took it upon himself to do a little freelance work, and went on a mission to rescue a businessman kidnapped in South America. He successfully rescued the businessman being held by drug lords and received a nice reward payment from the man’s company for doing a good job. The commando unit later became Air Rescue Special Forces.

By the 1990’s, Air Rescue Special Forces was a well established, successful, paramilitary-for-hire business. Commandos were used extensively on special rescue operations, especially during the Beirut Civil War, to save kidnapped victims for large sums of money. One of the heroes of that period of time was “Jimmy West” who was so successful in sneaking into and out of Beirut, that his paid fee increased to one million dollars per mission and he became known as “the stealth warrior\" for his nighttime rescue tactics.

Bio: Jimmy West - joined Air Rescue Special Forces in 1986 after being discharged from the U.S. Army Special Forces. During Jimmy’s 19 + year Army career, he had spent several years in Japan where he trained with a monk; a real 19th century ninja in the mountains of Iga Province in Japan. The monk trained Jimmy in Ninjutsu, the ancient art of stealth, and taught him to be a ninja; a shadow warrior who specializes in blending into his surroundings, the art of non-detection and avoidance. Being an American national, and having a career in a paramilitary organization, presented legal problems for Jimmy living in the United States. So, Jimmy eventually took up residence in a Mediterranean villa in the small beautiful town of Port de Soller, Mallorca.

It was in the mid 1990’s when Air Rescue started talking about expansion. Air Rescue realized that commandos like Jimmy were limited to only very secretive cloak and dagger missions. With countries in chaos all around the globe, Air Rescue saw a need for a ship that could carry rescue helicopters required in larger rescue operations, and overhead protection for them i.e. a gunship.

Building Global Rescuer

It was in the early 90’s when a cruise ship sailed out of Miami harbor and caught fire, and everybody onboard had to abandon ship. The ship was a total loss in the eyes of the insurance company and they were going nuts trying to sell the burnt out ship and recoup some of their losses..

Air Rescue inspected the ship and found that it was in good shape. The engines were just fine and so were the forward 50 cabins from the smoke stack to the front of the ship.

Air Rescue had been looking for a ship to buy, but everybody wanted a small fortune for their vessels. Then, one of Air Rescue\'s engineers took a look at the burnt out ship. He sat down over lunch that day and drew out plans on a table napkin of how simple it would be to adapt the ship to what they wanted, so Air Rescue made a ridiculous offer. Five days later the insurance company accepted it. Air Rescue put a skeleton crew onboard and sailed it to a harbor in India, where all three burnt out decks were cut out and made into a hanger. The Indian shipbuilders then laid down a steel subfloor in the hanger bay and over the top of the hanger, installed 100 feet of steal flight deck and elevator to service the hanger below. The other damaged decks were cut out and made into storage rooms. The cruise ship later became known as Global Rescuer and at any given time, carried four Fast Attack gunships and two rescue helicopters.

Building the First Fast Attack

The first Fast Attacks were built from modifying the Agusta 109 that was salvaged from a hanger fire and purchased by Air Rescue in another insurance sale.

The helicopters were shipped to a Norwegian factory where all the modifications were performed, because of the Norwegian high technology welding skills developed for building cruise ships.

The first function was to strip the Agusta down to the frame (shell) and modify the body to accommodate the new, jet turbofan engines, weapons platform, heavy duty landing gear, supercomputers, microcomputer electro-mechanical devices and wiring.

At the rear passenger section of the airframe, the glass window was removed and replaced with a solid metal one. Under where the glass window was originally located was honeycombed out to create a cavity for the tires to fit from the new heavy duty landing gear.

Sections of the passenger compartment flooring was cutout (modified) to create two cavities, one on each side of the fuselage flooring to accommodate the mounting of two small 12 inch by 30 inch, Williams F112 turbofan engines. The flooring behind and under the pilots / co-pilots seats was modified for air ducks to be installed so the jet engines could receive outside ram air. The rear end of the passenger compartment flooring was cut out to extend the engine cavities out the rear of the helicopter. A two foot tail section; the part that meets the fuselage, was squared off at the back to create thrust port cavities for the new jet engines, and reverse thruster/hover device. Hinged covers were installed over the engine compartments on the belly of the helicopter.

Second - the weapons platform wings were welded to the fuselage on both sides to accommodate the 105 mm main gun and laser aiming device on the right side of the helicopter. The platform wing on the left side was installed to support the three 7.62 mm (.30 cal) GE/Dillon, 4,000 RPM mini-guns. Over the newly installed engine cavity was installed another metal subfloor to accommodate the weight of the main gun auto-loader / shell bank and 7.62 mm magazine installation. The sliding rear doors were replaced with solid doors, cutout to accommodate the features of an auto-loader on one side and 7.62 mm shell belts on the other side. Doors were locked into place and can be opened to service the ammo banks.

Third - double tire, heavy duty retractable landing gear was installed for ship landings.

Fourth – three supercomputers were installed behind the electronic officers control panel located on the left side, behind the pilot’s seat. Microcomputer controlling electro-mechanical devices were installed at various locations around the helicopter to perform the functions of controlling the rudder, cyclic/collective control and throttle functions of the aircraft, as well as the electronics officers control panel, and pilots display screens and systems, were wired and tested.

The co-pilots seat was removed and the pilot’s seat moved two feet over to center, in the front of the windshield. The electronics officer’s position seat was placed behind and to the left of the pilot’s seat.

Two new Pratt & Whitney Canada 206C turbo shaft engines were installed with a four blade rotor shortened by two feet, and curved and twisted to give max lift.

Two new Williams F112 turbofan engines with a specialized mechanical reverse thruster device for ship landings and hovering was installed.

Computer software operating systems and voice-fly-by-wire software developed by Air Rescue was flown in and loaded onto the supercomputers by a team of technicians for testing.

In later years, another version of the Fast Attack was created, which mounted the two jet turbofan engines on-top-of the weapons platform wings and fuselage. This design modification eliminated the need to create two cavities on both sides of fuselage flooring for the engines. The design change did not degrade the performance characteristic of the gunship, but did cut down on the engine noise inside the cabin.

Voice command-fly-by-wire: is a voice command and control software package that is stored on the Flight Supercomputer and controls all functions of the helicopter electronically. The software takes the voice command from the pilot, converts that command into a function and sets up the flight dynamics of the helicopter to do it. For example: if you tell the helicopter to lift…its programmed to lift 10 feet straight up and it will sit there all day until it runs out of gas. If you say move forward, it’s programmed to move forward at one mph, until you tell it to stop. If you tell it to accelerate 5, 10, 20, 30, 40, that’s mph and you will start picking up speed all the way up to 250 mph.

For commands to turn right, left, climb and dive, the nose of the helicopter is zero degrees and a right, left, climb or dive is based on 90 degree or some degree thereof….10, 20, 30, 40, 50, 60, 70, 80, or 90 degrees. Another example: full right or left turn is 90 degrees. When climbing/ diving, straight up is 90 degrees and straight down is 90 degrees. If you are under speed and you command a right or left turn, it banks the helicopter to the right or left and makes a full 90 degrees turn or number of degree stated. If you are hovering, a right or left turn command and the helicopter will turn the nose 90 degrees to the right or left and waits on the next command. Or you could tell it to reverse and it will back up or U-turn and it will turn the nose 180 degrees and wait on the next command. For climb or dive, command to climb or dive 10, 20, 30 to 90 degrees and the helicopter will start to climb or dive at the degree stated. Standard commands are: take-off and landing (automated), forward, reverse, u-turn, accelerate, right / left turn, climb, dive, de-accelerate, hover, stop, and execute.

Once the software packages were debugged, voice command data tables set, and software patched on the Flight Supercomputer, the aircraft completed its first test flight and modifications were made at the factory.

The first two fast attacks were cargo lifted to the nearest port to the ship, then flown out to the ship for months of pilot training in how to fly a fast attack.

Fast Attack Specifications

MFG: Agusta
Country of Origin: Italy
Model: 109
Color: solid black
Crew: 2 (Pilot & Electronic Officer)
Electronics: voice command, electro-mechanical flight control systems, three supercomputers. Flight, Battle and standby
Length: 42.9 feet
Height: 11.6 feet
Weight: 4555 lbs (3461 lbs unloaded)
Speed: 250+ mph
Range: 600 miles
Ceiling: 19,600 ft
Power: 567 HP (two Pratt & Whitney engines) and two Williams F112 turbofan engines.
Rotor Blades: Two foot shortened, curved/twisted four rotor blades.
Weapon- platform wings, expandable 3 feet for takeoff/landing.
Wing guns: left side - 3 x 30mm mini-guns
Right side -105 mm self-propelled main gun (laser fire control)
Missiles: 4 x tube fired, ramjet, Air Rescue Scorpion missiles.
Defense: Anti-missile flares
Radar/ radio countermeasures
Anti-missile decoys

In May 2010, the author released his second Air Rescue book titled: “The Girlfriend I Almost Lost.” It was the first book to introduce “Global Rescuer,” a ship modified to handle “The Fast Attack” gunship and carry rescue helicopters.

Air Rescue Books

In Air Rescue Books, chapter one is an action chapter. Jimmy is in the middle of a mission rescuing someone. Chapter one is always separate to the main story of the book.

The title and main story of the book always starts with chapter two. It usually involves Frank James (Air Rescue Special Forces Commander) contacting Jimmy to setup a luncheon at one of their favorite restaurants to pay his one million dollar fee for the mission just completed. It’s an Air Rescue style business meeting. The luncheon provides the setting and format for telling the story of the book.

Air Rescue Stories are about the exploits of commando Jimmy West and the reports he filed which include \"The Two Sisters of Kuwait\" and \"The Girlfriend I Almost Lost.\"

"The Two Sisters of Kuwait,\" the first book of Air Rescue Stories begins with Jimmy airborne over Tripoli, Libya on a commando mission to rescue an Egyptian envoy’s wife and two daughters. Three years later at Air Rescue HQ – Harrogate, the story continues with Commander Frank James arranging a business/ holiday for him and his wife to visit Jimmy in Mallorca to pay his one million dollar fee for the Kuwait Mission. As Frank and Jimmy luncheon together at the cafeteria San Diego, the story unfold about commando mission to Kuwait City during the first 24 hours of the Iraqi Invasion of Kuwait to rescue the Emir’s grandson Prince Nasser. Jimmy tells the story about landing in war devastated Kuwait City and unexpectedly stumbles upon nine marauding Iraqi soldiers attacking the two sisters. Jeopardizing his mission, he rescues them. The sisters befriend Jimmy and help him rescue the prince and complete his mission. Hunted by the Iraqi Army, they escape capture in a mad dash across Kuwait City, engaging in several running gun battles to be extracted by Air Rescue Aircraft.

“The Girlfriend I Almost Lost,” is the second book of Air Rescue Stories that begins in Fells Point, Maryland with Jimmy rescuing a beautiful woman from being raped by three men. Months later, Jimmy meets Phyllis at her dental practice when he schedules an appointment to have a tooth fixed from a right hook during a martial arts training class. They start dating and she falls madly in love with his European charm, not knowing that the international company he works for is Air Rescue and he is in real life a Special Forces Commando. Phyllis gets so infatuated with him that she asks Jimmy to marry her and he politely says “no” because of his secret life. Feeling rejected, Phyllis and her girlfriend Jen go to Cancun only to have their airplane hijacked by Drug Lord DeCruz and flown to Columbia for a five billion dollar ransom. Jimmy puts together an Air Rescue Team of specialist, backed up by gunships from Global Rescuer and rescues his girlfriend and the other passengers. But, it’s a flabbergasted Phyllis when she comes face to face with her rescuer and it is Jimmy.

Future Releases: Apr 2011.

Cover - As "Flight of the Gunships" develops, the story has the potential to become a book in itself....TBD (Sept 2010).

Apr 2011 - Flight of the Gunships is now in edit stage and will become the first Air Rescue Short Story ebook...currently 25,000 words / 132 pages.

"Flight of the Gunships" is a story about Air Rescue pursuing a terrorist wanted dead or alive for 10 million dollars. But, Air Rescue soon discovers, the terrorist is on a suicide mission using homemade one kiloton atomic bombs and Air Rescue uses Fast Attack Gunships to stop him....

In addition, the author has merged "Flight of the Gunships," a very challenging chapter one (always an action chapter) with "I Earn My Keep." the theme of the book.

"I Earn My Keep" is a story about a beautiful New York business woman who is kidnapped by her competition while bidding a French contract and rescued by Air Rescue. But, the beautiful career woman who has her defenses up to men, is smitten by her rescuers charm and love awaits her when she flies to Mallorca to pay him for her rescue...

Now that the first draft of "I Earn My Keep" has been written (currently 50,000 words), the author will add more substance to the book.

Other future books: "The Egyptian Affair," "Rape Day Wednesday" and "The Stealth Warrior."

Air Rescue Stories is copyrighted © by Lon Maisttison, 2006.

Thank you for reading my

Author's Information:

Author Lon Maisttison is currently a Network Systems Engineer for Northrop Grumman and previously a Senior Technical Engineer for AT&T Government Solutions. He has been a former instructor at the Education Department of Ford Aerospace’s “Little Red School House” where he developed instructional courseware and taught computer maintenance courses. Lon has previously lived in Europe for 20 years on various governement contracts. He has a Bachelors’ degree in Liberal Studies from Excelsior College and a Technical Electronics Engineering (E.E.) degree from Valparaiso Technical Institute.

Publisher - Lulu.Com and Authorsden.Com

The Air Rescue Stories are now on eBooks with Publishers - and Amazon. com

Interests: Creating books.

Published writer: Yes

Freelance: No


Published works:


  • The Girlfriend I Almost Lost
  • Two Sisters of Kuwait
  • Nonfiction

  • Kissed By Death
  • Kissed by Death II: Congestive Heart Failure