f learning, and their capacities in this context are often as great as are those of much younger persons (Bower, 1986; Rose, 1986). Similar state ments may be made with respect to the memory capacities of older individuals (Horn, and Meer, 1987).
Early studies which are still relied upon heavily indi cated that one's capacity to learn began to diminish in one's early twenties (Pinter, 1984). These studies contended gener ally that the capacity to learn diminished by approximately one half of one percent per year from the early twenties through age 45, and that a truly steep decline set in at about age 55.
Even the earlier studies, however, recognized that deterioration in learning capacity was highly individual. As an example, a superior intellect would be expected to remain "as intelligent as the average individual ever was," when he or she reached their mid seventies (Pinter, 1984, 13). The arbitrary retirement of an individual at age 60 on grounds of mental capacity, therefore, is unwarranted.
At the beginning of the 1990s, several factors affecting corporate aviation are showing signs of change. Fuel costs are dynamic, and some analysts predict significant long term increases in the coming decade. Commercial airline service deteriorations are, in some instances, being transformed from just an irritating inconvenience for the business traveler to a source of increasing cost and lost productivity for the busi ness traveler's organization (Bradley, 1989). The most visible deterioration in airline standards which occurred in the 1980s was in the area of passenger service. For most passengers, incredibly long departure delays and flight cancellations were the most vexing of these problems (Collins, 1984). The common designation for such delays by 1984 was commonplace (Labich, 1984). With the continued phenomenal growth in corporate travel ("Executives Keep Racking Up Those Miles", 1989), delays and...