cessna 172 skyhawk

The General Aviation Cessna 172 Skyhawk By Lance Winslow Lance Winslow Level: Platinum Greetings to Everyone, I am a retired Franchisor, Business Consultant, Philantropist and I run a Think Tank, as well as do a lot of Traveling, ... ...

It appears the most popular playing in general aviation in the history of mankind is the Cessna 172 Skyhawk. Over 35,000 have been sold and you can find these aircraft in airports around the world. Cessna aircraft Corporation has a proud history in general aviation and has become the largest general aviation aircraft manufacture in history.

Why has the Cessna 172 sold so many? Well, because generally people learn how to fly in a Cessna 150 and then they wish to take their family or friends and the Cessna 172 is a logical progression, as it holds for people and is not very expensive or complex to fly. The Cessna 172 also gets very good fuel economy and although it does not hold very much it is quite a bit cheaper than the next upgraded model the Cessna 182.

You can ask any general aviation Private pilot if they have flown a Cessna 172 and there is a 90% chance that the answer will be yes because so many flight schools have them for rent along with many flying clubs. Many private pilots who end up buying their own aircraft she was a Cessna 172 because of its simplicity and availability. It is doubtful that any other aircraft will ever surpass the Cessna 172 as the most popular aircraft in general aviation of all times.

If you are considering buying an aircraft of your own a Cessna 172 will surely be on your list and although it may not end up your first choice the availability of used aircraft for sale makes the Cessna 172 Skyhawk a possible option. Please consider all this in 2006.

Fly into Retirement seniors activities

Fly into Retirement By Pat Redmond

"Retirement the way we know it is changing dramatically"

--Ken Stern

How do you envision retirement? Will you be playing endless rounds of golf, planning your week around shopping trips or just lounging on the beach?

Think again! Baby boomers have reshaped what it means to grow older. Compared with their parents, boomers are healthier, better educated and living well into their 80s and beyond. The increasing lifespan has given boomers the chance to reinvent themselves and pursue new passions at any age.

With an unstable real estate market and many boomers worried about retiring away from family and friends, many are taking off on one of the greatest adventures of their lifetimes. They're learning to fly! In fact, 67% assert that continued mental stimulation and challenge will motivate them to visit their local flight school, while the ability travel without the commercial aviation hassles will prompt them to invest in their new form of transportation ... a private plane.

"You can start at any age as long as you pass a physical exam and hold a current medical certificate. Some of our customers still love to fly into their 80s and 90s." remarked Tom Trumbull, owner of Suburban Aviation, Inc. the authorized representative for Cessna Aircraft in Michigan. "Your aviation medical exam is a head-to-toe check of general health and you'll need an additional check-up every two years to renew your "medical." It's required equipment."

There are just a few limitations to flying. Perfect vision isn't a necessity as long as it's correctable to near 20/20. It's even possible to obtain a waiver from the FAA for special circumstances, such as deafness and color blindness. The only things that would keep anyone from flying are serious conditions -- such as a history of heart disease, uncontrolled diabetes, or epilepsy.

Yes, the boomers have created a whole new stage of life They're relaxing more, pursuing personal growth goals and spending more time with their spouse, children, grandchildren and community.

Ready for the rocking chair? Not anytime in the foreseeable future for these boomers!

"Don't be too timid and squeamish about your actions. All life is an experiment. The more experiments you make the better."
~ Ralph Waldo Emerson

Flap

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Triple-slotted trailing-edge flaps and leading edge Krueger (unslotted and slotted) flaps (slats) fully extended on a Boeing 747 for landing.

Virgin Atlantic Airbus A340-600, landing with trailing-edge flaps extended.

An Air France jet with flaps fully extended as it reduces speed before landing at Paris

A British Airways Boeing 757-200 lands with flaps extended

Flaps are hinged surfaces on the trailing edge of the wings of a fixed-wing aircraft. As flaps are extended, the stalling speed of the aircraft is reduced. Flaps are also used on the leading edge of the wings of some high-speed jet aircraft, where they may be called Krueger flaps.

Flaps increase the camber of the wing airfoil, thus raising the lift coefficient. This increase in lift coefficient allows the aircraft to generate a given amount of lift with a slower speed. Therefore, extending the flaps will reduce the stalling speed of an aircraft. They also increase drag which helps to slow the aircraft. A useful side effect of flap deployment is a decrease in aircraft pitch angle resulting from the increase in angle of attack relative to the fuselage. This allows the pilot to lower the nose for better ground visibility.

Some trailing edge flap systems increase the planform area of the wing in addition to changing the camber. In turn, the larger lifting surface will allow the aircraft to generate a given amount of lift with a slower speed, thus further reducing stalling speed. Although this effect is very similar to increasing the lift coefficient, raising the planform area of the wing does not itself raise the lift coefficient. The Fowler flap is an example of a flap system that increases the planform area of the wing in addition to increasing the camber.

Contents 1 Physics Explanation 2 Types 3 References 4 Notes 5 See also

Physics Explanation

The general airplane lift equation demonstrates these relationships:

where:

• L is the lift,
• ρ is the air density,
• V is the true airspeed of the airplane
• S is the planform area of the wing and
• C_L is the aircraft lift coefficient

Here, it can be seen that increasing the area (S) and lift coefficient (C_L) will allow a similar amount of lift to be generated at a slower airspeed (V).

Extending the flaps also increases the drag coefficient of the aircraft. Therefore, for any given weight and airspeed, flaps increase the drag force. Flaps increase the drag coefficient of an aircraft because of higher induced drag caused by the distorted spanwise lift distribution on the wing with flaps extended. Some flaps increase the planform area of the wing and, for any given speed, this also increases the parasitic drag component of total drag.

Depending on the aircraft type, flaps may be partially extended for takeoff. Especially with general aviation aircraft, the use of flaps for takeoff may be optional. This will depend on the manufacturer's procedures in the Airplane Flight Manual for a specific takeoff method (e.g., short field, soft field, normal, etc.). Flaps may be partially extended on takeoff to increase the amount of lift generated at a given airspeed, as well as to reduce the stalling speed of the airplane. Together, these two effects will help an airplane lift off in a shorter distance at a lower drag penalty than that incurred by a full flap deflection.

Flaps are usually fully extended for landing to give the aircraft a slower stalling speed so the approach to landing can be flown more slowly, allowing the aircraft to land in a shorter distance. The higher lift and drag associated with fully extended flaps allows a steeper and slower approach to the landing site. This demonstrates the combined benefit of the higher lift and drag coefficients of fully extended flaps.

Some gliders not only use flaps when landing but also in flight to optimize the camber of the wing for the chosen speed. When thermalling, flaps may be partially extended to reduce the stalling speed so that the glider can be flown more slowly and thereby turn in a smaller circle to make best use of the core of the thermal. At higher speeds a negative flap setting is used to reduce the nose-down pitching moment. This reduces the balancing load required on the horizontal stabilizer which in turn reduces the trim drag associated with keeping the glider in longitudinal trim. Negative flap may also be used during the initial stage of an aerotow launch and at the end of the landing run in order to maintain better control by the ailerons.

Types

Four types of flaps

Types of flap systems include:

• Krueger flap: hinged flap on the leading edge.^{[1] [2]} Often called a "droop."
• Plain flap: rotates on a simple hinge.
• Split flap: upper and lower surfaces are separate, the lower surface operates like a plain flap, but the upper surface stays immobile or moves only slightly.
• Fowler flap: slides backwards before hinging downwards, thereby increasing both camber and chord, creating a larger wing surface better tuned for lower speeds. The Fowler flap was invented by Harlan D. Fowler.
• Fairey-Youngman flap: moves bodily down before moving aft and rotating.
• Slotted flap: a slot (or gap) between the flap and the wing enables high pressure air from below the wing to re-energize the boundary layer over the flap. This helps the airflow to stay attached to the flap, delaying the stall.
• Blown flaps: systems that blow engine air over the upper surface of the flap at certain angles to improve lift characteristics.

There are several technology development efforts to incorporate the function of the flaps into a flexible wing, so that the aerodynamic purpose is accomplished without the weight and mechanical complexity of a flap system. The X-53 Active Aeroelastic Wing is a NASA effort to incorporate this technology, and the Adaptive Compliant Wing is commercial development effort.

Slats, also known as leading-edge flaps, have a similar purpose to trailing-edge flaps, except that they are located on the leading edge of the wing. Note that a Krueger flap and a leading-edge slat differ in how they are extended (and retracted), but their aerodynamic function is the same.

References

• Clancy, L.J. (1975), Aerodynamics, Chapter 6, Pitman Publishing Limited, London ISBN 0 273 01120 0

Notes

1. ^ NASA on High-Lift Systems
2. ^ Virginia Tech – Aerospace & Ocean Engineering

See also

• Flight controls
• Aileron
• High-lift device
• Circulation control wing

v • d • e Aircraft components and systems Airframe structure Cabane strut · Canopy · Fairing · Cruciform tail · Flying wires · Former · Fuselage · Interplane strut · Horizontal stabilizer · Jury strut · Leading edge · Longeron · Nacelle · Rear pressure bulkhead · Rib · Spar · Stabilizer · Stressed skin · Strut · Tailplane · Trailing edge · T-tail · Twin tail · Vertical stabilizer · V-tail · Wing root · Wing tip Flight controls Aileron · Airbrake · Artificial feel · Autopilot · Canard · Deceleron · Elevator · Elevon · Flaperon · Gust lock · Rudder · Servo tab · Spoiler · Spoileron · Stabilator · Stick pusher · Stick shaker · Trim tab · Yaw damper · Wing warping · Yoke High-lift and aerodynamic devices Blown flap · Dog-tooth · Flap · Gurney flap · Krueger flaps · Leading edge cuff · LEX · Slats · Slot · Stall strips · Strake · Vortex generator · Wing fence · Winglet Avionic and flight instrument systems ACAS · Air data computer · Airspeed indicator · Altimeter · Annunciator panel · Attitude indicator · Compass · Course Deviation Indicator · EFIS · EICAS · Flight data recorder · Flight management system · Glass cockpit · GPS · Heading indicator · Horizontal situation indicator · INAS · TCAS · Transponder Turn and bank indicator · Pitot-static system · Radar altimeter · Vertical Speed Indicator · Yaw string Propulsion controls and fuel systems Autothrottle · Drop tank · FADEC · Fuel tank · Inlet cone · Intake ramp · Self-sealing fuel tank · Throttle · Thrust lever · Thrust reversal · Wet wing Landing and arresting gear Autobrake · Conventional landing gear · Arrestor hook · Drogue parachute · Tricycle gear · Tundra tire · Undercarriage Escape systems Ejection seat · Escape crew capsule Other systems Aircraft lavatory · Auxiliary power unit · Bleed air system · Emergency oxygen system · Environmental Control System · Hydraulic system · Ice protection system · Landing lights · Navigation light · Ram air turbine

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Retrieved from "http://en.wikipedia.org/wiki/Flap_(aircraft)"

Categories: Aircraft controls | Wing design

recreational aviation

Flight Training for Recreational Aviation By Natalie Aranda

There are two types of certificates available for the beginning pilot. These certificates., called licenses, are the recreational pilot or the private pilot license. Although there are many similarities between the two, there are also some significant differences. The recreational pilot is generally restricted to a fifty mile radius of his home airport. He also may not fly at night, nor may he fly in air space requiring communication with air traffic control. The advantages of the recreational license are a shorter training time, thirty hours compared to forty for the private pilot, and this translates into a major cost savings. The major reason for the reduced training time is that instrument flying, and air traffic control communication training is left out. It is important to note that it is easy to upgrade from the recreational to the private pilot license , and usually involves merely making up the deleted hours of training.

Both licenses have the following minimum requirements:

----You must be 16 years of age in order to fly solo

----You must be at least 17 to get the private pilot license

----You must be able to read, speak, and understand English

----You must have a minimum of a third class medical certificate

There are some other limitations that need to be considered when selecting the recreational license. You may only fly during the day, and then in only good weather. You also may not fly over 10,000 feet, however, the FAA is usually understanding if you happen to have a 11,000 foot mountain in your path. You also are limited to single engine planes with less than 180 horsepower engines, and only up to four seats. Two of those seats are going to stay empty, as you are not allowed to have more than one passenger.

Although this seems to be fairly restrictive, it is not such a bad deal as far as training is concerned, and puts flying within the reach of just about anyone with a serious interest in learning to do it. Most areas are going to have a training school nearby. The training schools are going to also have aircraft of the required size available for training purposes or for rental after the certificate is earned. The schools will provide all the pilot supplies, and aircraft supplies that are needed as well.

Once the recreational pilot has completed his training, he will be able to take short flights from time to time. Flying like any other skill requires practice, and until the pilot has logged at least 400 hours of solo flying, he is required to make three take offs and three landings every ninety days in order to be allowed to take passengers.

Flying is an exhilarating activity, and it is not that far out of the reach of the average person. It is also a very dangerous activity, and the margin of error is not that high. The first and most important step to insure the safety of yourself, and those who may fly with you, is good training. Cost and the availability of good aviation supplies are an important consideration in selecting a flight training school, but a good reputation is even better. Make your choice as if your life depends on making the right one.

solo flight

Private Pilot License Requirements - Post Solo Requirements By Frederick Longe Frederick Longe Level: Basic PLUS Frederick Longe has been flying since 1985. He has owned many airplanes and even owned a flight school in Mesa, Arizona . He has logged ... ...

After you solo or have completed the solo requirements, your instructor should move you ahead to the next phase of training even if you are not quite ready to solo. Like I have said before many flight schools and instructors will not move you forward until you have soloed.

I personally move everyone forwards since the goal is to get you licensed on a budget without loosing quality of flight training.

Here are the Post Solo Requirements for your Private Pilot License Training. Once again they start off general and get more specific.

(a) General. (1) Except as provided in paragraph (b) of this section, a student pilot must meet the requirements of this section before-

(i) Conducting a solo cross-country flight, or any flight greater than 25 nautical miles from the airport from where the flight originated.
(ii) Making a solo flight and landing at any location other than the airport of origination.

(2) Except as provided in paragraph (b) of this section, a student pilot who seeks solo cross-country flight privileges must:

(i) Have received flight training from an instructor authorized to provide flight training on the maneuvers and procedures of this section that are appropriate to the make and model of aircraft for which solo cross-country privileges are sought;
(ii) Have demonstrated cross-country proficiency on the appropriate maneuvers and procedures of this section to an authorized instructor;
(iii) Have satisfactorily accomplished the pre-solo flight maneuvers and procedures required by 61.87( The Pre Solo requirements ) of this part in the make and model of aircraft or similar make and model of aircraft for which solo cross-country privileges are sought; and
(iv) Comply with any limitations included in the authorized instructor's endorsement that are required by paragraph (c) of this section.

This is once again a general requirement for Student Pilot Solo Cross Countries. Now I will dig into them a little more and you find the following.

(3) A student pilot who seeks solo cross-country flight privileges must have received ground and flight training from an authorized instructor on the cross-country maneuvers and procedures listed in this section that are appropriate to the aircraft to be flown.

There is a lot more in this regulation. But the important part for this discussion is what is required for you to be eligible for Solo Cross Countries: As you move down this regulation you find the following:

(e) Maneuvers and procedures for cross-country flight training in a single-engine airplane. A student pilot who is receiving training for cross-country flight in a single-engine airplane must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;
(2) Use of aircraft performance charts pertaining to cross-country flight;
(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;
(4) Emergency procedures;
(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;
(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;
(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;
(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;
(9) Use of radios for VFR navigation and two-way communications;
(10) Takeoff, approach, and landing procedures, including short-field, soft-field, and crosswind takeoffs, approaches, and landings;
(11) Climbs at best angle and best rate; and
(12) Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives.

Notice there are no hour requirements in this regulation. All of these areas need to be in your logbook but the hour requirements only come into play in the general Private Pilot License Requirements.

Hope to See You In the Sky

Aircraft Mechanic Schools

Aircraft Mechanic Schools By Jennifer Bailey

Aircrafts are being designed in better and technologically advanced ways, but these machines need proper attention and care for its effective functioning. Hence periodic check up of these aircrafts becomes necessary, and has given rise to a new career option of an aircraft mechanic.

An aircraft mechanic is a professional who services and repairs the aircrafts and its engines. They are responsible for ensuring the safety and dependability of these airplanes. Routine maintenance and inspections of all the aircrafts need to be done by these aircraft mechanics. The FAA has approved many maintenance plans for various aircrafts, which need to be followed by all the airline operators. These maintenance schedules have to be made after certain number of flying hours, or after certain number of days, or cycles of flight operation or a combination of all the above-mentioned methods, depending on the type of the aircraft and its age.

Many aircraft mechanic schools provide professional courses to students who wish to make a career as aircraft mechanics. These courses include certificate programs, associate degrees, and bachelors' degrees in aircraft mechanics. The duration and training for these courses generally ranges from two to three years. Students are given information about turbine engines, aviation electronics, and the way to use different tools and equipment. Students are advised to check whether FAA, has certified their school in order to work as a certified aircraft mechanic.

Some courses are available during high school that directly prepares students, to enter in an aircraft mechanic college. These courses specifically include studying four years of English language, three years of math, three years of social sciences, and two years of science. While some colleges also require two years of study of a second language.

The FAA [Federal Aviation Administration] certifies all the qualified aircraft mechanics and need a graduation from any FAA- approved school or alternatively aircraft mechanics with at least 18 months of relevant work experience can apply.

aviation education

Educate Yourself In Aviation And Fly With The Birds! By James Bunter

Humans have been gazing at the skies, dreaming of leaving behind their earth-bound existences and joining the birds in a world which was, for most of our history, denied to us probably since the dawn of time. In almost all classic works, there are references to the desire to fly. The theme of flight as a dream has been used in thousands of poems and songs.

In the 16th century, Leonardo da Vinci created a sketch of a machine which he believed would help humans achieve their quest to take to the skies. Well before his time, Leonardo Da Vinci's spirit was flying free, more than 300 years before powered flight was turned into reality by the Wright brothers -- themselves working from the platforms that came into existence through other flight machine inventors in 1903.

Breaking Free Through Flight

Maybe it's hard to believe, but it's only been just over one century, that people have been flying in planes. It is incredible how much progress has been made in such a short time. There are many sizes, capacities, and shapes of the airplanes now flying. The best part is, flight is not limited to a select few people with the know-how and the opportunity; today, flight lessons are available to everyone, and are more than affordable.

There truly is no better way to break free from the dreary everyday work world than by taking to the sky in a plane. No need to be stressed by the other drivers when there is no traffic or traffic lights. When in the air, you are alone with your instruments.

Give Yourself New Perspective

The peaceful solitude is only one benefit of flight. You will also get to see the world from a perspective most people never see, looking down to see what humans make out of their environment, as well as flying over large spans of undeveloped country and enjoying views of areas that are difficult, if not impossible, to access by land. Viewing these scenes from the ground can certainly never compare to seeing them as you will from your plane!

People should not feel so intimidated by flying, be it due to your experience, or your wallets thickness. Flying is something that is accessible to all. Lessons are widely available at reasonable prices. You may never be able to afford your own plane, but you most likely can afford one of the rentals that are available across America.

If you have thought of finding freedom through flight, don't let anything stop you. Why not find out for yourself about the exhilarating experience of flying a plane!

beech bonanza

What It's Like to Fly the Beech Bonanza F33/A By James Girardi

First lesson, November 2002; completed Private Pilot Certificate, July 2003; First Aircraft purchase, August 2003; type of aircraft, Beech Bonanza F33A, date of this article, huge smile on my face.

During the final stages of my lessons for the Private Pilot Certificate, I have to honestly say that I spent half of my study time researching airplanes to purchase. My research extended from Cessna 210’s, to Saratoga’s, to even the Aztec. My conditions were simple, yet hard to fill. I wanted a true 4-5 placed aircraft with speed, range and comfort. After tons of research, I found a ‘74 Beech Bonanza F33A. 4 adults, true airspeed of 176 kts, full fuel and still room for luggage. Added to this aircraft was the IO-550 for 300 hp, tip tanks for 30 more gallons, GNS 530 with KFC 200 autopilot for navigation and auto-control, WX-1000 for thunderstorm awareness, and gami-injectors for better performance and engine efficiency.

It’s quick, it’s solid, it’s stable and it’s amazing. After rotation and gear up, the plane jumps from field elevation to 3000 feet in less than 3 minutes. Once level, the airspeed indicator pushes over 175 knots. Crosswind landings are not much of a problem for the steady and sturdy Bonanza. Landing the aircraft was the biggest adjustment from landing a Cessna. The attitude is more nose down, the airspeed is higher, you aim for the numbers and then pull back and keep it off the ground until the airspeed bleeds off. The trim is anywhere from 9-12 degrees nose up by the time you touch down.

The big difference between the F33A and the A36 Bonanza is the length. The F33A can have an aft cg issue if you aren’t careful with the weight and balance. It has a useful load of over 1100 lbs, but you have to keep the big people up front. In regards to comfort, the plane is roomy for my 6’ 2”, 215 lb. frame. Though the seat is all the way back, it’s right where it would go even if I had another two inches to go back. Headroom is no problem either, but if I was 6’ 4”, I could see it being an issue. However, my passengers (including the front passenger) have no problem reclining all the way back for a catnap.

I was able to acquire an insurance policy with the conditions that I had to acquire my IFR and15 hours dual time with an instructor who had 25 hours in the F33A. The premium of the insurance policy was $6400/annual. OK, it’s up there, but it will go down once the policy is due again. Next was the annual, which was due the same month of the purchase. I did an extensive “pre-buy” inspection with the intention that I was going to roll it into an annual. The annual was $4500. I did some non-mandatory maintenance so that I would feel that I was starting with a fresh, new plane. Another annual cost that should be less expensive next year.

landing gear

Landing Gear Maintenance by Licensed Aircraft Engineers By John Routledge

During inspection and before removing any accumulated dirt, aircraft mechanics must closely observe the area being inspected while the wingtips are gently rocked up and down. Excessive motion between normally close-fitting landing gear components may indicate wear, cracks, or improper adjustment. If a crack exists, it will generally be indicated by dirt or metallic particles which tend to outline the fault. Seepage of rust inhibiting oils, used to coat internal surfaces of steel tubes, also assists in the early detection of cracks. In addition, a sooty, oily residue around bolts, rivets, and pins is a good indication of looseness or wear.

a. Thoroughly clean and re-inspect the landing gear to determine the extent of any damage or wear. MRO teams may discover that some components require removal and complete disassembly for detailed inspection. Other components may require the assistance of stress engineers to do a specific check using an ndt inspection process such as dye penetrant inspection, magnetic particle inspection, radiographic, ultrasonic, or eddy current inspection. The frequency, degree of thoroughness, and selection of inspection methods are dependent upon the age, use, and general condition of the landing gear.

b. Qualified technical staff must inspect the aircraft or landing gear structure surrounding any visible damage, to ensure that no secondary damage remains undetected. Forces can be transmitted along the affected member to remote areas where subsequent normal loads can cause failure at a later date.

c. Prime locations for cracks on any landing gear are bolts, bolt holes, pins, rivets and welds. The following are typical locations where cracks may develop.

d. Most susceptible areas for bolts are at the radius between the head and the shank, and in the location where the threads join the shank.

e. Cracks primarily occur at the edge of bolt holes on the surface and down inside the bore.

f. The usual types of failure in riveted joints or seams are deformation of the rivet heads and skin cracks originating at the rivets' holes.

g. Cracks and subsequent failures of rod ends usually begin at the thread end near the bearing and adjacent to or under the jam nut.

h. Cracks develop primarily along the edge of the weld adjacent to the base metal and along the centerline of the bead.

i. Elongated holes are especially prevalent in taper-pin holes and bolt holes or at the riveted joints of torque tubes and push-pull rods.

j. Deformation is common in rods and tubes and usually is noticeable as stretched, bulged, or bent sections. Because deformations of this type are difficult to see, feel along the tube for evidence of this discrepancy. Deformation of sheet-metal web sections, at landing-gear component attachment points, usually can be seen when the area is highlighted with oblique lighting.

When an aircraft experiences a hard or overweight landing, the aircraft mechanics should perform a special structural inspection of the aircraft, including the landing gear. Landing gear support trusses should be inspected for cracked welds, sheared bolts and rivets, and buckled structures. Wheels and tires should be inspected for cracks and cuts, and upper and lower wing surfaces should be inspected for wrinkles, deformation, and loose or sheared rivets. If any damage is found, a detailed inspection is recommended.

Landing gear retraction tests

Periodically perform a complete operational check of the landing gear retraction system. Inspect the normal extension and retraction system, the emergency extension system, and the indicating and emergency warning system. Aerosopace systems engineers must determine that the actuating cylinders, linkage, slide tubes, sprockets, chain or drive gears, gear doors, and the up-and-down locks are in good condition and properly adjusted and lubricated, and the wheels have adequate clearance in the wheel wells. In addition, an electrical continuity check of micro-switches and associated wiring is recommended. Only qualified technical personnel should attempt adjustments to the gear position and warning system micro-switches. Follow the manufacturer's recommendations.

helicopter pilot

Helicopter Flying - Realise Your Dream to Fly a Helicopter By Shoren Kolter

If you are really adventure enthusiastic and desire to experience the excitement of flying then consider the helicopter flying experience. Helicopter flying is truly a thrilling experience and sure to last forever. Persons who dream of flying aircraft can realize their dream by flying a helicopter.

Flying a helicopter requires concentration and dexterity. In this experience, you will be assisted by a well trained pilot who will provide proper instructions to maneuver the controls. First the pilot will familiarise you about the control lever and its functions. You will be given lessons to move forward and point the nose up or down. This is usually executed when the pilot is sure that you have understood the necessary instructions properly. The entire experience can be booked by purchasing a voucher. Helicopter flying is provided by many flying institutes or clubs.

Helicopter flying is just trial lessons where the participants are given the essential information. However, this experience is only allowed to participants who can qualify the following principles of eligibility that are as follows - participant should be above 17 years, maximum 16 stone and maximum height 6'4''. Children are permitted are advised to be accompanied with adults. The experience is unquestionably exhilarating because they can also enjoy the aerial view and have a glimpse of some incredible and majestic landscape.

The experience of flying a helicopter is amazing and perpetuate throughout the lifetime. This experience is provided for a fixed period of time. A voucher is an ideal gift for all occasions such as - birthday gifts, wedding anniversary, Christmas, Valentine etc. By presenting this exceptional gift idea you can make the recipient's feel that you really adore her/him. So, you can treat self or someone your love with this fabulous helicopter flying experience.

To find cheap flying lessons on helicopter and helicopter tour consider the Helicopter Flying. The helicopter flying experience is also an ideal gift to treat self or someone special.

flying school

Tips On Choosing The Best Flight Training Schools By Steadman Issenburg

Learning how to fly an aircraft is the dream of many people today, and there are lots of ways to be able to learn how to fly. Flight schools that offer high-quality pilot training and instruction are available all across the country, but which one you choose will probably depend on what kind of pilot you want to be.

Many people just want to get their private pilot's license to be able to fly recreationally, and to do this you have a wide range of schools to choose from including local flight schools, usually available at a nearby airport, and mail order training schools, such as the King Flight School and Sporty's Flight Training that can help you learn the academic part of getting a private pilot's license before you actually start flying.

However, if your goal is to actually make a living as a pilot in the aviation industry, there are other schools that you can consider as well. Several flight training schools have been set up across the country where you can receive a commercial pilot's license that will allow you to fly even the largest passenger jets for the major airlines.

So as you can see, there are several ways to go about getting your flight training. You can start off small and learn a lot on your own by one of the mail order courses that were mentioned above before you actually start flying. Or you can get a private pilot's license by enrolling in a flight school at a nearby airport, where qualified instructors will oversee your training from the beginning all the way to qualifying for your private license. And if you wish, many of these local flight schools can also offer more advanced training including instrument flying and multi-engine certification.

And for those who want to be on the fast track to a career as an airline pilot, the dedicated pilot schools can take you all the way from knowing nothing about aviation to getting your commercial pilot's license in one fell swoop.

But regardless of which flight training program you choose there are certain identifying marks of a quality flight school. One of these is that the instructors need to be fully proficient in the training that you wish to receive. The school should also have all the tools and lesson plans needed to help you reach the pilot's license that is your goal.

You should also take a good look at the aircraft that the flight school has for training. They should all be properly maintained and well taken care of, and there should be enough aircraft to be able to support all of the students that are currently in their program.

Before signing up with any flight school, it's a good idea to visit the school personally and make notes on everything that you see there. Determine if the staff and instructors are friendly and helpful, and whether they honestly answer all the questions that you have. If they are not helpful at this stage, they will most likely not be very helpful when you are a student either.

It's also a good idea to talk to former students of the school, as they can give you a lot of practical information about the quality of the program and how well their training went.

By choosing the right flight school you can begin an exciting new chapter of your life as an aircraft pilot either just for pure enjoyment or as a rewarding and lucrative career.

learn how to fly

Learn to Fly - 9 Certificates Explained By Erik Johannessen

There are millions of Persons around the world, who have learned to fly. Some of them do it just for fun, others use it as a way to travel to work and there are others who become career pilots to earn a living.

If you are starting to do research on how to learn to fly, it can sometimes become an overwhelming task, but stay calm it is not as hard as it looks!!! There are 9 different types of basic certificates. In successive order of qualifications they include student, sport, recreational, private, instrument rated, commercial, certified flight instructor, airline transport pilot and designated pilot examiner.

This system of certificates, together with a set of add-on ratings is used to specify the different types of flying a pilot may do. To successfully acquire a certain certificate, a pilot must complete ground school, written examination, oral examination and flight test. The good thing is that these certificates never expire until they are surrendered, suspended or revoked. However to be able to fly the pilot is required to remain current in certain things such as to hold a valid medical certificate and to fly a certain amount of hours per year.

Let me explain to you each certificate in more detail. Note that this information is based on FAA rules. The rules imposed by the Regulatory Agencies of your country might be slightly different, however in context they are pretty much the same.

Student Pilot

This is the starting point for everyone who wants to learn to fly. It is also the point where you will know if you will like flying or not. This can happen as early as your first flight. In my case, on the first flight I felt like I was the King of the World. Student pilot privileges are very limited, however they provide enough freedom to allow you to learn all of the basics, including cross country flying and interaction with ATC. When you are starting to learn how to fly, you complete all of your flights with a Certified Flight Instructor (CFI) on board. If you have reached the age of 16, have a valid Class III medical and have mastered the basic skills and educational topics of flight, you can make your first solo (Make a flight normally at an airport with low traffic, the location may vary from CFI to CFI, without an instructor or other certified pilots at the controls). As a student pilot you are allowed to operate only near to your "home-base" and with a sign-off by your CFI you can travel to other local airports to practice your cross country skills. You may only fly in good weather during the day and night. You may think "I have a CFI on board and if weather gets worse he can fly back". In general terms that is true, but it would be a waste of your money, since those hours do not count towards your certificate. I personally do not recommend it, but hey, it is your money. As a student pilot you are not allowed to carry passengers or fly for hire. Flying on busy Class B airspaces is usually not permitted without a special permission from your CFI.

Sport Pilot

Sport pilots fly in aircraft that fly at low speeds - less than 100 mph. The sport pilot certificate created new medical standards for pilots. These pilots usually do not require Medical Certificates. The only proof they need is to have a current valid driver's license. To get this certificate you must be at least 17 years old and have a minimum of 20 hours of flight time. This includes 15 hours of flight training and 5 hours of solo flight. As a Sport pilot you may fly cross-country; however, you cannot operate at airports or airspaces that require ATC communication unless you receive the proper training and endorsements from a CFI. You are also not allowed to fly after dark and with more than one passenger on board. Every 24 months the pilot is required to revalidate their certificate by undertaking a flight review with a CFI.

Recreational Pilots

Recreational pilots are primarily people who learn to fly for fun, with little interest in becoming professional pilots or using airplanes as a practical means of traveling from place to place. Recreational pilots must be at least 17 years old and have a minimum of 30 hours of flight time (the real-world average is more than 40 hours), including a minimum of 15 hours of flight instruction. Recreational pilots may not fly more than 50 nautical miles (about 58 miles) from an airport at which they have received instruction, unless they receive appropriate cross-country training and a special instructor's endorsement. Recreational pilots may not carry more than one passenger at a time, and they may not fly for hire or at night. They are not permitted to operate an aircraft on any charity flights, nor in connection with a business or their employment. They may fly only single-engine airplanes that have fixed landing gear, no more than four seats, and an engine of no more than 180 hp. They may not fly in airspace where communication with air traffic control (ATC) is required unless they receive the appropriate training and have a special endorsement from a certificated flight instructor (CFI). As a result of these restrictions, the vast majority of people studying for their recreational pilot certificate continue to earn their private pilot certificate. Because of this, there usually are only about 300 pilots with the recreational certificate each year. Recreational pilots must have a current Class III medical, which they must renew every 24 or 36 months (depending upon age). They must revalidate their pilot certificates every 24 months by undertaking a flight review with a CFI.

Private Pilots

Private pilots comprise the largest group of pilots and are among the most active flyers. In 2003, there were 241,045 private pilots. To become a private pilot, one must be at least 17 years old and have a minimum of 40 hours of flight time (the actual average is about 70 hours), including 20 hours of instruction and 10 hours of solo. Pilots trained according to accelerated curricula defined in Part 141 of the Federal Aviation Regulations may be certified with a minimum of 35 hours of flight time. A private pilot - with appropriate training, ratings, and endorsements (e.g., floatplane, tail dragger, multiengine, helicopter, jet, retractable gear, pressurized, high-performance, complex, etc.) - may carry passengers in any aircraft, day or night, good or bad weather (see Instrument Rating below). Private pilots may not fly for compensation or hire (no passenger or revenue services) but may share equally with their passengers the direct operating expenses of a flight - specifically fuel, oil, airport parking and landing fees, and aircraft rental charges. Private pilots must have a current Class III medical, which they must renew every 24 or 36 months (depending upon age). They must revalidate their pilot certificates every 24 months by undertaking a flight review with a certificated flight instructor (CFI).

Instrument Rating

While technically not a pilot certificate, the instrument rating is the most common and logical step to take after gaining some experience while flying with a private pilot certificate. This add-on rating allows a pilot to fly in weather with reduced visibilities such as rain, low clouds, or heavy haze. When flying in these conditions, pilots follow instrument flight rules (IFR). The instrument rating provides the skills needed to complete flights without visual reference to the ground, except for the takeoff and landing phases. All pilots who fly above 18,000 feet mean sea level (msl) must have an instrument rating. The instrument rating makes the use of aircraft more practical for routine transportation because most of the time, an "IFR-rated" pilot will be able to safely conduct their flight in spite of the weather conditions they may encounter. The instrument rating requires highly specialized training by a certificated flight instructor (CFI) with a special instrument instruction rating (CFII), and completion of an additional written exam, oral exam, and flight test. Pilots applying for an instrument rating must hold at least a current private pilot certificate and medical, have logged at least 50 hours of cross-country flight time as pilot in command, and have at least 40 hours of actual or simulated instrument time including at least 15 hours of instrument flight training and instrument training on cross-country flight procedures. If not used on a regular and sufficient basis, pilots must revalidate their instrument rating every 12 months by undertaking an instrument proficiency check with a CFI.

Commercial Pilots

As the name implies, commercial pilots can be paid to fly aircraft. Commercial pilots must be at least 18 years old and have a minimum of 250 hours of flight time (190 hours under the accelerated curriculum defined in Part 141 of the Federal Aviation Regulations), including 100 hours in powered aircraft, 50 hours in airplanes, and 100 hours as pilot in command (of which 50 hours must be cross-country flight time). They must hold an instrument rating, or be restricted to flying for hire only in daylight, under visual flight rules (VFR), within 50 miles of the originating airport. They may fly for hire in accordance with applicable parts of the Federal Aviation Regulations.

Certified Flight Instructor

A certificated flight instructor (CFI) is authorized by the Federal Aviation Administration to give instruction to student pilots and pilots taking recurrent training or preparing for additional certificates or ratings. They also may give flight reviews and recommend their students for flight tests. CFIs must be at least 18 years old and must hold at least a commercial pilot certificate and instrument rating. CFIs may earn a special instrument instructor rating, allowing them to teach instrument flying (operating an aircraft in the air solely by instrument indications without visual reference to the ground). An instructor with this rating is called a CFII. In addition to undertaking their normal flight review every 24 months, CFIs must revalidate their instructor certification every 24 months. There were 87,816 flight instructors in 2003.

Airline Transport Pilots

This is the doctorate degree of piloting - and 143,504 pilots were in this distinguished category in 2003. Airline transport pilots (ATPs) must be at least 23 years old and have a minimum of 1,500 hours of flight time, including 500 hours of cross-country flight time, 100 hours of night flying, and 75 hours in actual or simulated instrument flight conditions. Most ATPs have many thousands of hours of flight time. ATPs also must have a commercial certificate and an instrument rating. ATPs may instruct other pilots in air transportation service in aircraft in which the ATP is rated. They may not instruct pilots outside of air transportation service unless they also have an appropriate fight instructor certificate. ATPs must have a current and much more stringent Class I medical, which they are required to renew every six months. Like all pilots, they must revalidate their certificates every 24 months with a flight review. However, most active ATPs undergo a check ride in an aircraft or simulator every six months.

Designated Examiner

If the airline transport pilot is the doctorate degree of piloting, then becoming a Federal Aviation Administration (FAA) designated pilot examiner (DPE) is the equivalent of mastering advanced post-doctoral work. These individuals are few and far between. They're almost like judges in that they have to be appointed by the regional FAA Flight Standards District Office (FSDO). Before one can become a DPE, he or she usually has to wait for one of the current DPEs in that region of the United States to retire. As the name implies, these people have been designated by the FAA to test or examine the performance of their fellow pilots. DPEs typically have decades of real-world experience and perform the majority of official FAA check rides or flight tests for everyone from new pilots to seasoned airline captains.

We Were Meant to Fly

We Were Meant to Fly! By Gary Bradshaw Gary Bradshaw Level: Basic Gary Bradshaw is president of Pilot Journey, a flight school marketing company that connects flight schools and prospective students....

I believe we were put here on this planet to soar with success, to fly to new personal heights of growth to succeed and enjoy the journey we call life.

I know that we all realize that all of us have problems; the problem is that we all tend to look in the wrong place to solve those problems. It seems that problems get solved as a result of an personal experience more than some passive exercise. Why do you think that self help books are so popular, and if they work, why so many of them? Do they really work?

So what’s the problem here? Maybe it starts with the fact that most of us do not even finish reading the very books that are supposed to help us. Why?

The common thread in most all self help books seems to be that self esteem and a better self image is the key to happiness and success, however we define success. In other words if we like ourselves and our life then we do better in life. Thinking back in your life, what has caused you to like yourself? Maybe it’s when you completed a task or did something special, or both?

So the challenge then is finding that special item to focus on that will not only make the difference in our lives, but finding the item that we are passionate about doing while we get better at being the improved “us” we want to be. And that special item will never be from just words in a book in will always be in doing something, having an experience that changes our lives and we must really love what is we do or we likely will not succeed at building a better us. This is the problem with all kinds of self help things, they simple are not fun and the “payoff” is not with in our current ability to envision the out come that we want to see.

Maybe it's time to stop reading all those books and start thinking about doing something that we will be motivated about instantly and where we can see progress daily.

So now our job is to come up with something that lifts our spirit, motivates us, captivates us so much that we want to work to succeed and that the same time make enough of an impact that it helps us be a success. Wow, what sounds like a tall order may only require that in order to be someone we have never have been before we need to do something we have never done before.

That would have to be something spectacular, something that reaches insides us, and cause greatness to emerge and still be so much fun that we are motivated to finish.

What I have just described is learning how fly an airplane! Yes, most people have never tried this. Most people think this is something only “rich” or “smart” people can do. I am here to set the record straight and let you know that learning to fly will change your life. It is way more than getting from here to there fast. The best way to explain this and share how you can really do this is to share with you the short version of a seminar that I do that you may enjoy online and free at www.pilotjourney.com/fly. You do not have to give your name and address, there is no charge and believe it or not, I have nothing to sell.

Flying changed my life, not because I was flying an airplane by myself, which of course was really cool, but because it was something I never thought of doing and was not sure I could really do. I certainly am not rich, and was only an average student. Mainly because I only succeed at things that I really like doing, sound like you? Flying was the ticket that allowed me to realize that I really could so great things, really could complete a hard task and really could achieve success. And the success that I am talking about was not just earning a pilot certificate – it was everything else in life.

The success that you experience in flight will allow you to soar in other areas of your life, that is why flight training is life changing, find out why.

flying club

Choosing a Correct Flying Club That Makes You a Better Pilot By Yugal Goyal

It has always been difficult to make a choice of flying clubs. However, flying clubs need to have certain facilities like below:

1) All flying clubs should have a good number of airplanes approved by the government of the country.

2) A good flying club should have its own hangar and a runway. There is no point in joining a flying club which does not even have the basic infrastructure. Not to forget that if it is located out of town, it should have games and entertainment facilities as well.

3) All the instructors in the flying club should have valid licenses with current ratings.

4) In international flying clubs, they ensure that the number of student pilots exactly matches withe number of airplanes and the number of flying instructors as well.

5) A well recognised flying club always adheres to the rules and regulations of the government of the country.

It is always better to take a review from senior student pilots from the flying club you are planning to join. One must read more and more from the magazines, newspapers and other information available about the flying clubs. This gives aspirant an idea about how things work in a flying club and how to make a choice. The requirements for a commercial pilots license are somewhat different from the private pilots license. So one should decide from the very beginning which category of pilots license they want to go for. This will also help while looking for jobs in future.

This article helps you deciding which flying club to join and the qualities you look in a good flying club.

If all the above points are taken care of, we are sure you will be able to choose one for yourself.
HAPPY LANDINGS.