Private Pilot Test Prep 2010: Study and Prepare for the Recreational and Private Airplane, Helicopter, Gyroplane, Glider, Balloon, Airship, Powered Pa

Private Pilot Test Prep 2010: Study and Prepare for the Recreational and Private Airplane, Helicopter, Gyroplane, Glider, Balloon, Airship, Powered Parachute, ... FAA Knowledge Exams (Test Prep series) By Federal Aviation Administration List Price: $16.95 Price: $11.84 & eligible for FREE Super Saver Shipping on orders over $25. Details Availability: Usually ships in 24 hours Ships from and sold by Amazon.com 4 new or used available from $11.52

Product Description

Applicants studying for the Private Pilot Knowledge Exam will find answers and explanations for every question in the Federal Aviation Administration (FAA) exam database in this guide. All of the more than 900 questions from the exam are arranged by subject category and are accompanied by specific study material. Each question is followed by the answer, an explanation, and a reference and subject code for further study in FAA materials. Basic aerodynamics, engine operation, flight instruments, performance, radio navigation, and meteorology are among the subjects covered.

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Product Details

• Amazon Sales Rank: #32755 in Books
• Published on: 2009-09-01
• Original language: English
• Number of items: 1
• Binding: Paperback
• 376 pages

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About the Author

The Federal Aviation Administration is the government agency that oversees and regulates procedural standards for the aviation industry.

9 1/2 Steps to Improve Your Flying

9 1/2 Steps to Improve Your Flying By Matt Tanner

There are many things that you can do when you fly to make yourself a safer and better pilot. Too many pilots get careless and stop doing fundamental things that could save their lives. Here are some simple things that you can do to improve your flying.

1. Use your rudder pedals.

It seems simple, right? Well, too many people neglect to get in the good habit of using them. Use them during taxi, takeoff, climbs, cruise, maneuvers, descents, and landing. Get the picture – Use them all the time.

You can know exactly how much to use them during flight by looking at the slip/skid indicator. That is the ball of the turn coordinator. As long as the ball is centered between the lines, you are using the right amount of rudder. If the ball is outside the lines, add rudder in the direction that the ball is located.

For instance, if the ball is to the right, add right rudder. An easy way to remember this is to "Step on the ball." Add enough pressure to re-center the ball.

There are a lot of things happening when you are airborne. Correctly using your rudder will make you a better pilot, keep your passengers happy, and show your piloting professionalism (something you need to have, even if you are not a professional
pilot). Remember, step on the ball.

2. Use Your Checklist

As you are flying, make sure that you use your checklist for each portion of the flight. There are checklists for everything from preflight to securing the airplane. Most airplanes have a checklist in the owner's manual that you can use during your flights. Also, when you learn to fly most flight schools have checklists that are available for their students.

But checklists aren't put there to look pretty. Your job is to use them. If you get in the habit of using one each flight, you will be that much safer. It's not going to do you any good in your flight bag. Even if you know the items by heart, still double check yourself anyway.

Another thing, if you need to add something personal to your checklist (like don't forget your sunglasses, or turn off your cell phone so the battery won't run down as it searches for a signal in flight) do this as well. As long as you have all the required items included, add any that will help you personally during your flight.

3. G.U.M.P.S.

Whether you use G.U.M.P.S. as your landing checklist or not, get in the habit of using a memorized checklist for your return to earth. In a complex airplane, Gumps is; Gas, Undercarriage, Mixture, Propeller, and Seatbelts. In a non-complex airplane, Gumps could be; Gas, Undercarriage, Mixture, Power, and Seatbelts. Of course you don’t actually have to lower your gear on a fixed gear plane, but it is best to remind yourself anyway. That way, when you do transfer to a retractable gear airplane, you won’t have to add anything to your checklist. This also happens to be one of the most important checklist items of the whole flight. So you will already be in the habit of checking your landing gear when you get to the point where it really matters.

4. Weight and Balance

Never ever forget to precisely calculate your weight and balance for each flight. Too many people have gotten lazy and careless, and have added extra weight in the form of passengers or cargo to their airplanes, thinking that everything is ok. Isn’t there room for error – a little safety cushion, if you will – in the maximum useful load? Why would you even want to know? If you take this attitude with your flying, you are putting yourself and your passengers in a very dangerous situation. Never operate out of the manufacturer’s set limitations for your airplane. They are there for a reason; to keep you safe!

5. T.O.L.D.

Takeoff and Landing Data should be calculated for every flight as well. Make sure that you are very familiar with all of the runways of intended use and their lengths and widths. If it is not something that you or your airplane can handle, don’t make the flight. Don’t get in the habit of assuming that just because you are in a Cessna 172 that every landing strip is suitable for your flight. Calculate your takeoff and landing distances for each flight, taking into consideration the density altitude and aircraft performance.

6. Appropriate Radio Calls

One flying safety item that can easily be performed is making sure that you make your radio calls at the appropriate time. Whether you are flying out of a towered or uncontrolled airport, be professional with your radio calls. One common error is made at uncontrolled airports, when after an airplane lands, the pilot calls clear of the runway while part or all of the airplane is on the runway side of the hold short line. This is dangerous! What if your airplane malfunctions and you are stuck on the runway and another airplane thinks it’s safe to land? This is a hazardous situation that can easily be avoided. At non-towered airports, it’s better to not make any radio call at all, than to make a dangerous one. Get it right!

7. Complete Runup

You have done a complete preflight inspection and are now ready to takeoff. Make sure you do a complete engine runup as well. Check every aircraft system while you are still on the ground before you get in the air. Determine that all of your radios, comm and nav are functioning. Check your vacuum and electric gyros. Check your flight controls and your engine gauges. Know that when you take off, you are as safe as you can be. There is no reason to rush through your runup.

8. Situational Awareness

Situational awareness is when you know exactly what is happening with your flight and with what is going on around you. On the ground, you need to make sure that you are aware of other airplanes that are taxiing and using the runway. In the air, use the radio and your eyes to know exactly where other airplanes are in relation to you as well as their intentions. But situational awareness is not just limited to knowing where other airplanes are. You also need to know exactly what is happening with your airplane, the weather, airspace, the winds, your location, what you would do in an emergency, etc. Regardless of whether you are flying cross country or local, for fun or for training, don’t assume everything is alright. Know what is happening around you.

9. Fly the plane from engine start to shutdown

When it comes to flying, make sure that you are maintaining vigilance at all times in the airplane. Too many times pilots zone out at some point in the flight. For many pilots, that time is before takeoff and after landing. Make sure that even when you are on the ground, you are flying the airplane. Keep a watchful eye out for other aircraft and don’t rely on the tower to separate ground traffic. Position your flight controls so that you have the proper crosswind correction, regardless of the wind speed. Even if the wind is calm, look at the wind sock and taxi as if the wind is really blowing in the direction indicated by the sock. Although you are on the ground, your control surfaces are still somewhat effective. Treat them as if your safety depends on their position.

9½. Have Fun

Even though it sounds simple, keep your flying fun. When you are in the air, you are living a dream. Don’t forget it!

About the author: Matt Tanner is an experienced flight instructor in the Atlanta, Georgia area. His background includes Embry Riddle Aeronautical University, the United States Air Force Academy Aero Club, Auburn University Aviation, American Flyers and more. Matt loves teaching students to fly and has compiled his extensive flying experience and advice into a book located at http://www.privatepilotguide.com

Article Source: http://EzineArticles.com/?expert=Matt_Tanner

When Flying, Don't Trust Anyone!

When Flying, Don't Trust Anyone! By Matthew Humberd

This might make you think that I have a trust issue... Ha ha, well maybe while I'm flying this is true. It is also a very good way of thinking to help keep you and I safe while flying. What I mean by this and what I have told my students in the past is to never trust other pilots to do what they are supposed to do. ALWAYS expect them to do something crazy and unexpected. This gets you in a watchful frame of mind. This will help keep you safe. Expect the other aircraft to pull out onto the runway while you are on final. Expect the opposite traffic to not give you the Right of Way. Expect the other pilot to do the opposite from what they just announced they were gonna do.

Why you ask? I've seen all of these things and more. If you expect the other aircraft to pull out in front of you then you are ready to say or do something IF it happens! You are thinking of ways to avoid a bad situation in case it shows its ugly head. Expecting others to fly perfectly by the rules makes you become lax. You ASSUME they are doing what they should be doing and that is when accidents happen. There are many things happening in the aviation environment and you want to be as safe as you possibly can be. One way to help do that is to expect others to jump when they are not supposed to. Always leave yourself outs. Be Prepared. Anyone can become distracted, overwhelmed or just plain busy with all the things happening while you are flying.

Its a very simple concept....Don't believe that other aircraft, or vehicles for that matter, will do what you expect them to. Expect the Unexpected... Its easy to think, "Oh he sees me." or "That truck won't cross this taxiway." WRONG! If you assume it and they don't see you, or they don't stop, then you might have a bad day. Nobody likes bad days.

Flying can be a very, very enjoyable past time and/or career. It is also very challenging (which is part of the excitement). Keep the right mindset and it will continue to be fun and exciting!

Keep Flying Safe..

Matt
FlyingSimple.com

Matthew Humberd is the founder of FlyingSimple.com. He has been in the Aviation Field for almost 20 years. He has been an active Flight Instructor, Airline Captain and is currently flying Business Jets for a Fractional Airline. Matt's Site offers many more Aviation Tips and Personal Recommendations for pilots of all skill levels.

Go to his site to get all of these Great Tips at: http://www.flyingsimple.com

Article Source: http://EzineArticles.com/?expert=Matthew_Humberd

Flying Safety Vs Embarrassment

Flying Safety Vs Embarrassment By Matthew Humberd

Remember that when it comes to the battle between Safety and Embarrassment, safety needs to win.

Some people say that if you get in a particular flight situation then you will be embarrassed or will be the talk of the airport. Keep in mind that while flying, Safety needs to come first! When you are learning to fly you are going to make mistakes. You are gonna have hard landings. It comes with the territory. Everyone has days where it seems like you did 3 landings during the same approach. You will use up the entire runway and turn off at the end. Who cares? When you are new, presolo or just soloed you should not be worrying about what other pilots will think. You need to think about what you are doing. Fly the Plane...

AVIATE, NAVIGATE, COMMUNICATE!

This is a easy way to remember the basic order of importance while flying in most scenarios...

Aviate - Fly the Plane!! This is always your priority. Any Emergency, Cross country, Flight maneuver, Takeoff or Landing you want to fly the plane first.

Navigate - Once you have the plane under control then you Navigate. Figure out where you are, where you should be and where you are going. Set up you nav frequencies, load a VOR, GPS, or NDB to track.

Communicate - Tell ATC what is happening or announce what you are doing. This should always be last. Fly the plane first, talk last... A lot of people try to talk first as the plane is getting deeper and deeper into trouble.

Keep that in mind.

AVIATE-NAVIGATE-COMMUNICATE.

You want to be thinking about what is the safest procedure. You want to think about what is coming next. What did my Flight Instructor teach me that makes me safe? Safety must come first! How can I be safe? How can I safeguard my passengers? How can I protect my plane?

This also holds true as you progress in your aviation life and/or career. Don't let someone else or even the company you work for force you into an unsafe situation. If you don't feel comfortable, Don't go!! Its your license and your life on the line. Not theirs. Be Smart... Be Safe....

A very good rule to remember......"I would rather be on the ground, wishing I was in the air, then in the air wishing I was on the ground." Words to live by...

Fly Safe

Matt
"Live to Fly"

Matthew Humberd is the founder of FlyingSimple.com He has been in the Aviation field for almost 15 years. He has been an active Flight Instructor, Airline Captain and is currently flying Business Jets for a Fractional Airline. Matt's site offers many more Aviation Tips and Personal Recommendations for pilots of all skill levels to help Simplify Aviation for Everyone.

Go get all of these Great Tips and for a short time a *Free Bonus* at: http://www.flyingsimple.com

Aircraft Rivets & Aerospace Fasteners

Aircraft Rivets & Aerospace Fasteners By John Routledge

Aircraft rivets

The two major types of rivets used in aircraft are the common solid shank rivets, which must be driven using an air-driven rivet gun and bucking bar; and special (blind) rivets, which are installed with special installation tools. Solid shank rivets are used widely during assembly and repair work. They are identified by the material of which they are made, the head type, size of shank, and temper condition.

The material used for the majority of solid shank rivets is aluminum alloy. The strength and temper conditions of aluminum alloy rivets are identified by digits and letters similar to those used to identify sheet stock. The 1100, 2017-T, 2024-T, 2117-T, and 5056 rivets are the six grades usually available. AN-type aircraft solid rivets can be identified by code markings on the rivet heads. A rivet made of 1100 material is designated as an "A" rivet, and has no head marking. The 2017-T alloy rivet is designated as a "D" rivet and has a raised teat on the head. Two dashes on a rivet head indicate a 2024-T alloy designated as a "DD" rivet. The 2117-T rivet is designated as an "AD" rivet, and has a dimple on the head.

A "B" designation is given to a rivet of 5056 material and is marked with a raised cross on the rivet head. Each type of rivet is identified by a part number to allow the user to select the correct rivet. The numbers are in series and each series represents a particular type of head.

Countersunk head rivets are used where a smooth finish is desired. The 100-degree countersunk head has been adopted as the standard in the United States. The universal head rivet (AN470) has been adopted as the standard for protruding-head rivets, and may be used as a replacement for the roundhead, flathead, and brazier head rivet. These rivets can also be purchased in half sizes by designating a "0.5" after the main length.

Replace rivets with those of the same size and strength whenever possible. If the rivet hole becomes enlarged, deformed, or otherwise damaged; drill or ream the hole for the next larger size rivet. Rivets may not be replaced by a type having lower strength properties, unless the lower strength is adequately compensated by an increase in size or a greater number of rivets. It is acceptable to replace 2017 rivets of 3/16 inch diameter or less, and 2024 rivets of 5/32 inch diameter or less with 2117 rivets for general repairs, pro vided the replacement rivets are 1/32 inch greater in diameter than the rivets they replace.

Rivet edge distance is defined as the distance from the centre of the rivet hole to the nearest edge of the sheet. Rivet spacing is the distance from the centre of the rivet hole to the centre of the adjacent rivet hole. Unless structural deficiencies are suspected, the rivet spacing and edge distance should duplicate those of the original aircraft structure. If structural deficiencies are suspected, the following may be used in determining minimum edge distance and rivet spacing. Special fasteners may require an FAA field approval.

Blind rivets are used under certain conditions when there is access to only one side of the structure. Typically, the locking characteristics of a blind rivet are not as good as a driven rivet. Therefore, blind rivets are usually not used when driven rivets can be installed.

The 2117 rivets may be driven in the condition received, but 2017 rivets above 3/16 inch in diameter and all 2024 rivets are to be kept packed in dry ice or refrigerated in the "quenched" condition until driven, or be re heat treated just prior to driving, as they would otherwise be too hard for satisfactory riveting.

Aerospace fasteners, special fasteners and blind fasteners.

When solid shank rivets are impractical to use, then special fasteners are used. Special fastening systems used for aircraft construction and repair are divided into two types, special and blind fasteners. Special fasteners are sometimes designed for a specific purpose in an aircraft structure. The name "special fasteners" refers to its job requirement and the tooling needed for installation. They are used in fluid-tight areas, on aircraft in air intake areas where rivet parts may be ingested by the engine, on aircraft control surfaces, hinges, hinge brack ets, flight control actuating systems, wing attachment fittings, landing gear fittings, on floats or amphibian hulls below the water level, or other heavily-stressed locations on the aircraft. For metal repairs to the airframe, the use of blind rivets must be specifically authorized by the airframe manufacturer or approved by a representative of the FAA.

Self plugging friction-lock cherry rivets. This patented rivet may be installed when there is access to only one side of the structure. The blind head is formed by pulling the tapered stem into the hollow shank. This swells the shank and clamps the skins tightly together. When the shank is fully upset, the stem pulls in two. The stem does not fracture flush with the rivet head and must be trimmed and filed flush for the installation to be complete. Because of the friction-locking stem, these rivets are very sensitive to vibrations. Inspection is visual, with a loose rivet standing out in the standard "smoking rivet" pattern. Removal consists of punching out the friction locked stem and then treating it like any other rivet. Mechanical-lock rivets have a device on the puller or rivet head which locks the centre stem into place when installed. Many friction-lock rivet centre stems fall out due to vibrations; this in turn, greatly reduces its shear strength. The mechanical-lock rivet was developed to prevent that problem. Various manufacturers make mechanical-lock fasteners such as: Bulbed Cherrylock, CherryMax, Olympic-Loks, and Huck-Loks.

aviation-database.com is a great help to anyone operating within the industry. "Buying from" or "selling to" aerospace companies, you can put contact emails straight into your address book in Outlook Express, you can compile a list of addresses in a print basket, you can use hotlinks to bounce straight onto other aerospace company websites. Aerospace Fasteners Ltd is an article provided to aviation-database by a specialist company in the field of aerospace fasteners, in recognition of the website's value to the industry as a means of targeting advertising.

An Introduction to Flying

An Introduction to Flying By Jonathan Ng

To become a visual flight rules (VFR) pilot, one must be physically fit and be of sound mind, hold a current medical and valid license and be confident enough to take to the skies. Knowing the regulations and relevant flying knowledge goes a long way in your own flying as well as improving aviation safety.

VFR flights can be categorized in a few types: traffic pattern (circuits), general flying and cross country training (navigation). They can also be carried out for commercial purposes, such as aerial work (surveying, photography, etc), charters or the transport of people and cargo from places to places, etc.

It is good to start flying on a simple single-engined aircraft, such as the Cessna 152 or 172, or the Piper Warrior before progressing to twin-engined aircraft and thereafter to jet-engined aircrafts. One should sign up with a established flying club for flying lessons with a qualified instructor before attempting to fly solo (by oneself).

While flying, there are many rules to adhere to, for example:

1) One should not, at all times, fly into cloud and always remain in VMC (visual meterological conditions).

2) When in danger of head-on collision with another aircraft, both aircraft should turn to the right.

3) One should not overstress the structural integrity of the aircraft by attempting dangerous maneuvers and speeds that are beyond the safe limits of the aircraft.

4) The pilot must at all times keep a good lookout for other aircraft and know where he is.

These are just a few simple rules among the many more but following these few basic rules could save your life one day.

Aircraft GSE

Aircraft GSE By John Routledge

Tyre inflation equipment.

Tyre service equipment such as tyre pressure gauges and tyre inflators should protect us from tyre explosions. Precautions are still needed.

Aircraft wheels can support enormous weights, as in a tug, or withstand the shock of a 100 tons of aircraft contacting the concrete at 150 mph. Compressed gas can produce enormous force and released suddenly, send out pieces of shrapnel like a bomb.

Nitrogen bottle carts.

Nitrogen servicing carts have nitrogen bottles on them with up to 2000 psi in them. High-pressure bottles have the benefit of nitrogen regulators. Nothing should be serviced directly from a high-pressure source without nitrogen regulators or oxygen regulators to control it.

There is the danger of damaged wheels. Of course, wheels should be deflated before removal. Reinflating wheels for the first time after buildup can be challenging if there is a flaw in the hub.

This should only be done with the wheel inside a cage built for the purpose. Split hubs with through-bolts can fail and so can split-rim wheels where the locking ring comes loose.

Only dry nitrogen is allowed in aircraft wheels with brakes. If a hot wheel were filled with air, ie lots of oxygen in it, and the hot rubber of the wheel gives off gases, it can actually combust inside.

Tyre deflators.

Brakes sometimes drag or an aircraft may make a rejected takeoff, which means lots of heat in the brake and the wheel. This heat can be hot enough to melt the rubber in the tyre or actually set it alight. Fusible plugs may, or may not release the air in the tyre. Never approach an overheated wheel on the side where the hub is. Approach from the tread side only. Tyre deflators are available for deflating tyres that are dangerously hot or actually on fire, or have cracked pieces of rim broken away.

Tyre inflation equipment calibration and servicing is a necessity and not a luxury.

aviation-database.com is a great help to anyone operating within the industry. "Buying from" or "selling to" aerospace companies, you can put contact emails straight into your address book in Outlook Express, you can compile a list of addresses in a print basket, you can use hotlinks to bounce straight onto other aerospace company websites. newbow aerospace aircraft gse is an article provided to aviation-database by a specialist company in the field of specialist aircraft ground support equipment, in recognition of the website's value to the industry as a means of targeting advertising.

Shopping For Your Aircraft Supplies

Shopping For Your Aircraft Supplies By Caitlina Fuller

Part of owning a plane or just flying one is having the supplies that you need on hand to communicate with the outside world or make repairs when necessary. Aircraft supplies are something that you will want to shop around for as there are a lot of things to choose from and you may find that you prefer one type of item as opposed to another. There are a lot of options out there, which is a good thing because it means you can purchase what you want but it will also entail that you spend a bit of time browsing and reading up on what is out there to be purchased.

An aviation GPS is a good thing to buy for yourself. While many planes may have their own GPS units, you will want to purchase one that you are comfortable with and has all of the features that you want when you are in the air. You'll find that even when you shop with one manufacturer, such as Garmin, that there are a lot of different models and features to choose from.

In addition to a GPS you will want to be sure that you have a headset that you are comfortable with. Many new pilots don't realize how important a comfortable headset is, but when you are in flight and this is how you are communicating with people on the ground you need to make sure that you can rely on your headset. This is a supply that you should spend a lot of time researching and shouldn't definitely invest in if you will be flying regularly.

Aircraft maintenance supplies should also be something that you look into. Many online and local pilots shops sell aircraft maintenance kits that have hand tools and instruments that you may need when you are in flight or even when you are on the ground and just ensuring that your aircraft is ready for flight. Flying an aircraft is much like flying a vehicle, you have to be certain that it is in good working condition before you take it out. Your aircraft maintenance supplies will allow you to use your aircraft in the safest manner possible.

If you are not sure what you need, try going to your local pilots shop and just look around a bit. Ask questions about what things are and what is really needed. You will usually find that your local pilot shop and pilot associations are a great source of information. When you can actually lay your hands on these items you'll have a better knowledge not only of what you need, but what items you like best so you have the things that will allow you to fly safe and comfortably every time.

Caitlina Fuller is a freelance writer. Aircraft supplies are something that you will want to shop around for as there are a lot of things to choose from and you may find that you prefer one type of item as opposed to another. An aviation GPS is a good thing to buy for yourself. While many planes may have their own GPS units, you will want to purchase one that you are comfortable with and has all of the features that you want when you are in the air.

Article Source: http://EzineArticles.com/?expert=Caitlina_Fuller

Flying the Preflight - Checklist Or Do-List?

Flying the Preflight - Checklist Or Do-List? By Matthew Humberd

How important is a preflight? In a word, very! It is always better to find any obvious problems while safely on the ground than in the air.

Imagine running to the plane with your buddy. Jumping in with tons of excitement to show your passenger all your new found pilot skills and flying discoveries. Starting up, taxiing out and taking off into the wild blue yonder. What a beautiful flying day! In your mind you are the hero to your passenger. God made flesh.

When suddenly, it happens...

Your engine starts to sputter and cough. "Whoa, what's going on?" Then it gets really quiet. Not the peaceful, I'm on a deserted island with my Sweetheart kinda quiet but the I can hear my own heartbeat pounding in my chest kinda quiet. You look at your passenger, then you look at the fuel gauge and realize its empty. "Wait this can't be right, I filled the tank. I checked my fuel gauges before takeoff."

What you didn't see while quickly jumping in the plane without preflighting was the open gas cap sitting on the wing that the fueler forgot to replace. Didn't notice it fall to the ground as you started to taxi. Couldn't notice the fuel being sucked out of the plane as you were flying around showing your friend the cool sites of the area.

How different this situation would have been if you had done a quick preflight and looked at the fuel caps.

The preflight is a must.

It starts as you walk to the plane. When walking out check out the airplane as a whole. What I mean is you might spot some obvious things wrong from far away that you might not spot close up to the plane. Maybe a truck hit the tail and the horizontal stabilizer is hanging off or the plane looks lopsided or something.

I would then go inside the plane. Do any inside checks you need to make including checking how much fuel you have/need. If you need fuel then order it then so by the time you finish your preflight you hopefully will be getting fuel. (This way you don't forget).

Now the outside. Some checklists if followed in order will have you going from the left nav light to the right wheel to the oil dipstick to the tail. All over the place with no logical order. Not very efficient. This method can have you easily losing your place, forgetting or missing something.

So, should the checklist be done as a Checklist or a Do-list? I suggest it be done as a checklist.

If I am doing my preflight in a Cessna 152 flying from the left side I would do my inside checks from the left door. Then I would start my outside checks headed in a simple, easy to follow circle around the plane. I would start heading back along the plane to the back. Head around the tail to the right side checking everything as I go. I finish when I come around the left wing and get back to the left cockpit door. I then take the checklist and go thru it, checking everything, making sure I didn't miss anything. If I find something I missed then I go and check it. Keep your Flying Simple.

So the preflight is done and the checklist is complete as a Checklist, NOT a Do-list.

I then have my own personal checklist asking myself, do I have fuel, oil and have I untied the plane. You won't get very far without any of these.

Matthew Humberd is the founder of FlyingSimple.com. He has been in the Aviation field for almost 15 years. He has been an active Flight Instructor, Airline Captain and is currently flying Business Jets for a Fractional Airline. Matt's site offers many more Aviation Tips and Personal Recommendations for pilots of all skill levels. Check it out and let me help Simplify Aviation for you.

Go get all of these Great Tips and for a short time a Free Bonus at http://www.flyingsimple.com.

Article Source: http://EzineArticles.com/?expert=Matthew_Humberd

Helicopter Cyclic Trim

Helicopter Cyclic Trim By Harry Cameron

Flying a helicopter with a cyclic trim is very simple provided a person understands the system and follows a couple of basic principles. One of the most basic forms of a cyclic trim system is simply two electrically driven motors that are activated by a switch located on the grip of the cyclic pitch lever. This switch is commonly known as a "Chinese hat" and is designed to be manipulated by the pilot's thumb. The Chinese hat can only move forward, aft, left and right so in other words no diagonal movement is possible. The switch is self centering and a very important aspect to remember is to never activate the switch whilst the cyclic friction controls are still on.

When manipulating the cyclic trim switch powers up either one of the two motors. One motor positions the cyclic control in the fore and aft position (pitching plane) and the other motor positions the cyclic control left and right the rolling plane.

For the sake of clarity and for our unfortunate friends that fly fixed wing aircraft it must be noted that no trimming is taking place on the blades itself unlike with fixed wings where the trimming takes place via tabs on the control surfaces. So the cyclic trim system in a helicopter simply positions the cyclic control in a desired position therefore alleviating forces on the stick but it does not mean that the helicopter can be flown hands off as that requires an autopilot system which is far more advanced than the basic trim system.

The basic principle of flying with a trim system is to make a change then check, adjust and trim. For example if the speed of the helicopter needs to be increased from say 60 knots to 80 knots the first action will be to make an attitude change with the cyclic control alone by selecting a new attitude outside. This change of attitude has to be checked at some stage when the pilot perceives the attitude for the new speed has been attained. After the airspeed indicator has settled minor adjustments can now be made to the attitude to refine the actual speed that needs to be flown. Only now does the trim system come into play by manipulating the Chinese hat until no forces can be felt on the cyclic control. In other words the trim system should not be used to make the initial attitude change.

Most small helicopters with this form of basic trim system can be flown without using the trim but obviously a lot of forces will be felt on the cyclic control depending on the phase of flight. The trim system can be a pilot's biggest friend but if used incorrectly can be a worst enemy in so far as a person can trim the helicopter completely out of a desired attitude for example.

As said before the aforementioned dealt with a basic trim system as there are more advance systems for more sophisticated helicopters that incorporates Stability Augmentation Systems, Helipilots, Force Trim and Autopilots for example but the method of flying these systems apart from an autopilot in essence remains the same.

© Harry Helicopter Training Syllabus 2008

http://www.harry-helicopter-training-syllabus.com

Pilot Logbook Software Simplifies Life For Pilots!

Pilot Logbook Software Simplifies Life For Pilots! By Reijo Metso

Is aviation logbook software useful for pilots? The amount of paperwork pilots need to keep track of is just growing. By letting aviation software take care of the paperwork, pilots get more time to enjoy flying.

Tracking your flying time is the basic function of aviation logbook software. You can track your time based on a flight time basis for your pilot log and on an air time basis for your aircraft log. Or do want to track your time based on Tach time basis? Not a problem, today's pilot logbook software can manage that for you, and much more.

Do you want to track your flight and operating expenses? Once again, aviation logbook software comes to the rescue. The cost per flight and the cost per hour are automatically calculated. Thanks to the graphical interfaces expense reports can be generated with just a mouse click.

What if you are sharing an aircraft and need to calculate everyone's share of the expenses? Once again aviation logbook software saves times and avoids potential disputes by automatically splitting expenses between pilots based on Tach Time, Flight Time, Air Time or on a fixed percentage basis. For major expenses, such as overhauls, a reserve can automatically be created and each pilot's contribution can be calculated based on aircraft usage.

One of the biggest advantages of aviation software for you is the possibility of optimising the performance of your aircraft. The software tells you the fuel and oil consumption per flight or for a given time period. You can track costs by hour or by pilot. By being alerted of potential engine problems before they turn into expensive repairs, you can save a lot of money in maintenance expenses.

With the help of aircraft management software you can automatically keep your records up-to-date. In today's world this is not only for yourself but also very important when you deal with government agencies, insurance companies, prospective buyers etc.

Let's face it, you need to stay on top of all the paperwork. Without using aircraft software the workload can quickly become uncontrollable. And very few pilots enjoy doing paperwork. By using aviation logbook software you can cut down on your time spent on record keeping and enjoy flying instead.

If you would like to learn more about aviation logbook software that does everything mentioned in this article, you can do so here: http://www.aircraft-software.com

Testing Your Knowledge Before You Become a Pilot

Testing Your Knowledge Before You Become a Pilot By Jeffrey Synk Jeffrey Synk Level: Basic PLUS Jeffrey Synk is a father, pilot, and blogger, in that order. He flies for a regional airline based out of Colorado Springs, Colorado. He is ... ...

If you are an aspiring pilot, you will want to know about these three things. Granted there are A LOT of things that you need to know when you are becoming a pilot but what it all boils down to is that you need to have accomplished these three things before you are considered a real Private Pilot.

- Flight Time

- Your Checkride

- The Private Pilot Written Exam

So what do all these entail? Well, today we will explore these three things about flying a little bit closer and see what they are.

After you finish reading them, you will see that getting your Private Pilot License really as easy as 1-2-3.

1. Flight Time

Before you get your Private Pilot license, you must log a minimum of 40 hours of flight time. 20 hours must be with an instructor and the other 10 hours must be solo. During the 20 hours with the instructor you will learn everything from how to pre-flight an airplane, learn many different maneuvers, how to plan for and do a cross-country flight, how to fly at night, and how to manage various emergency situations.

During the 10 hours of solo flight time, you will have to accomplish a cross-country flight with stops at three different airports and a few more things to. Basically your solo time is the time that you push through your comfort zone and practice what your instructor has been teaching you.

If you were perceptive, you would have noticed that total number of hours for both the instructor time and the solo flight time didn't equate to 40 hours. That's because there is a 10 hour fudge factor in there which you can fill with either instructor flight time or solo flight time. But here is a warning, don't get too focused on the 40 hours. Your instructor will be keeping track of your hours for you (as should you) and though most people would love to finish their flight training within the 40 hours it very rarely happens. You will most likely finish more around the 50 hour make. So when you budget for your flight training, if you figure it out to 50 hours, you are more likely to not overrun on your budget.

2. The Checkride

Oh, the dreaded "checkride." Before you can carry passengers, you must pass a "checkride," where an FAA Designated Pilot Examiner (DPE) conducts both an oral exam and a practical (flight) test. During the "oral exam," the examiner will test your knowledge on everything from pertinent Federal Aviation Regulations (FAR's) related to your flying privileges, weather, your cross-country preparations, and airplane systems. Be prepared to spend several hours covering all this information because it takes awhile to get through it and can last for several hours. It can be quit draining both physically and emotionally.

If all goes well, and I'm sure it will, you and the examiner will then go fly the airplane you have been training in for the last several months. Officially this is the first time you are the "Pilot-in-Command" and the examiner is basically your first passenger. The examiner, for all practical purposes, is just an observer. Technically, they are there to "observe" your flying skills and decide if you meet the standards required to become a Private Pilot. They aren't there to instruct or help unless an actual emergency develops. So during the practical portion of your checkride, the examiner will ask you to perform many of the maneuvers that you have been practicing during your training.

And just like an athlete who prepares for the big race, on race day, they are at their best. They would have prepared and practiced as hard as they could to do their best on this particular day. Your flight instructor will have done the same to get you to this point. On this day, you will be the best pilot you've ever been. Everything the examiner will ask you to do, you will most likely have seen several time before, so, just perform the maneuvers that they ask you to do. Typically small mistakes will be overlooked because we all make mistakes at some point. And if you do make a mistake, try to push the thought out of it out of your head and move on to the next maneuver.

3. Your Private Pilot Written Exam

Maybe because it is a written test or our life-long fear of taking tests but the Private Pilot written exam is often the thing that is the most intimidating aspect to people trying to get their Private Pilot certificate. The funny thing is that the actual test is not a "written" exam at all these days. The test now consists of 40 multiple choice questions that you either have to know the answers to or you will be able to figure out by doing a little math and deductive reason. You will be allowed to take into the testing area a pencil, some clean paper, a calculator, a watch, and your brain. By the time you ready to take the test, you will be very well prepared and will have nothing to fear.

So before you start day one at ground school for getting your pilot's license, get a feel for what is needed to pass the written test and make sure you capture that knowledge from class, your textbook or wherever you find it in your training. You can virtually build a database with the answers that the FAA test will have word for word and study that concentrated guide extensively before going for the test.

Now since it is intimidating to take this exam, there are a few things you can do to ensure that you successfully pass the FAA Private Pilot written with high marks.

Tip 1: Prepare Like Your Life Depends on It

There is just one thing that will defeat the jitters of taking the pilot's certification test and that is when your knowledge is so complete that there is literally nothing that they can ask you that you don't know well. When you attend ground school, approach it differently than you might have at high school. Be an aggressive listener and note everything of substance that you will need. Go in there like a hungry bear and gobble up the knowledge the instructor has to share with you. If you miss even one little thing or do not understand something, ask for clarification and sit on the front row so you do not miss a thing. In this way, you will walk out of each day of class with complete comprehension of what was taught. Then, when you get home, review your notes immediately. That way it will be burned into long-term memory.

Be just as aggressive about the text book and any supplemental material you can pull together. The pilot's exam is not a mysterious entity. Lots of people have taken it so you will be able to find a huge amount of information out there on what to expect. Eat that information up and go over it every day, over and over again, until it is deeply burned into your brain. Then when each question comes up, the answers will flow out just as naturally as telling someone your name when they ask.

This approach to taking the pilot's certification test has a double value. By being very active and going after the knowledge you need, you are also putting all your energies into becoming a great pilot too. And then when you finally get your pilot's license and start pushing ahead in your aviation career, your training will pay off every time you take an airplane into the air.

Tip 2: Take the Test Many Times

The FAA has provided all the questions and all the answers to all the questions on their website, FAA Airmen Test Questions They don't tell you the correct answer but if you take some time and do a little research, you can figure out the correct answer for yourself and I guarantee that you won't forget it when the time comes to take the test.

When you were in school, it was considered cheating to know what was on the exam before you took it. But your instructors and the FAA want you to pass this exam. So you can pretty much know the questions you are going to have to answer before you get there. When you attend flight school, almost all of the classroom time will be devoted to preparing you for this test. So they can help you get a feel for what is going to be asked. But you can also order from the internet FAA test preparation kits, test manuals and example tests that will have the contents of the test laid out for you.

Tip 3: Get A Good Nights Rest

Since most of us have a sleepless night the night before any exam, it is important to try to get a good nights rest. A good nights sleep helps you think more clearly and focus more intently.

Tip 4: Eat Well Before Your Exam

Just like a good nights rest, eating a good meal before you are going to the exam is important. Low blood-sugar levels will cause your mind to wander and you will miss questions that you know the answer to. If you want the best score possible, eat a sensible meal before you go.

Tip 5: Relax

On the day of the exam, DO NOT read anything or study anything associated with flying. Go into the test with confidence that you are going to do well and get a 100%. In other words...relax!

Conclusion

So there you have it, the 1-2-3's to getting your Private Pilot License. It really isn't that hard if you take it one step at a time. You must rely on your ground instructor and flight instructor to provide you with the best training you can get. You need to ask questions and be willing to experience new ideas and maneuvers with an open mind. You also have to make it fun and when you do that, you will be a Private Pilot before you know it.

Jeffrey is a captain at regional airline and is based in Colorado Springs, Colorado. He flies the CRJ200, CRJ700, and CRJ900. He holds an Airline Transport Pilot (ATP) certificate, a CL-65 (CRJ200) type rating, and is a Gold Seal Certificated Flight Instructor (CFI). He has over 4000 hours total flight time.

He writes the blog "Almost the Speed of Sound" which is about his experiences, insights, and thoughts about being an airline captain and a flight instructor and maintains a list of resources that you may find helpful (http://www.flycrj.com/resources) He is also the author of "The CRJ200 Quicknotes Study Guide" which is an essential tool if you want to learn the CRJ200 quickly in an easy-to-understand format. It is available at http://www.flycrj.com/order.html

Landing a Plane - 10 Tips to a Greasy Smooth Touchdown

Landing a Plane - 10 Tips to a Greasy Smooth Touchdown By Jonathan Money

It's said that any pilot is only as good as his last landing. Landing a plane on a runway is a complex process of maneuvers and control inputs that tests every student pilot to the limit. Even after flight training ends, a pilot will always aspire to make great landings - it's the one key part of flying where success can be definitively measured - either by a smooth, effortless touchdown... or by something entirely different.

When landing a plane, a multitude of things must be done all at once. And since your landing will depend upon outside factors (wind speed, direction, air temperature, etc...) as well, even the greatest pilot only has so much control over how the landing goes. No one makes a perfect landing each and every time, but with the following landing tips you can give yourself the best chance at impressing your passengers, yourself, and maybe even the tower operators too:

Make a Strong Approach - A great landing always starts with a great approach. On your downwind leg, already be at pattern altitude. Already be at the correct airspeed. Check your heading indicator, and make sure your plane is flying parallel to the runway heading. Doing these things in advance will free you up to really concentrate on your base and final legs - falling behind on these duties will have you playing 'catch up' with the entire landing process.

Concentrate - Flying with friends is always fun, but when it's time to land a plane the pilot needs to focus 100% of his or her attention on the landing process. All too often a conversation will continue all the way down to the runway, and the landing will always suffer for it. After calling your downwind, politely silence your passengers so you can give all of your attention to your altitude, airspeed, and position without any other distractions.

Stay Center - Learning to fly on a wide runway, staying on the centerline might not seem as important to you. As you visit smaller fields however, you'll learn that sometimes staying center of the runway is the only choice you have. After turning base to final, get lined up quickly. Concentrate on keeping the nose of the plane pointed down that center line, using small aileron and rudder movements to avoid drifting. When your touchdown comes, that's one less axis (yaw) you'll have to worry about, freeing you up to concentrate on the other two.

Use Flaps Correctly - Landing a plane correctly requires touching down in the right spot at the right airspeed. Getting to that position and speed is the hard part, but fortunately for you, you've got some friends to help you out: flaps. Make sure you're using your flaps correctly though, and not just automatically flipping them down at a specific time or point during your landing sequence. Learning to land requires drilling the pattern with constant repetition, and it's all too easy to just file flaps away in the back of your mental checklist as something "to do" on your base and final legs. The truth of it is, a pilot should use an aircraft's flaps in different configurations during different scenarios depending upon wind speed, wind direction, altitude, airspeed, and the length of the runway you're landing on. Setting your flaps too early will lead to a high approach, with you overcorrecting by dive-bombing the runway. Setting them late might keep your airspeed undesirably high. Don't feel you have to use all notches of flaps at all times either - in some situations it's best to land with partial or even (in very windy conditions) no flaps at all.

Experience is the best teacher here, and it will take flying time in that particular aircraft for you to grow accustomed to optimum use of flaps. Understand that it's not something that can be learned strictly from a textbook.

Use the Runway Numbers - When landing a plane the phrase 'aim for the numbers' is commonly heard, but seldom to pilots get to land on them. Most pilots are too busy watching airspeed and pitch to worry about where the numbers are, especially on longer runways with lots of room. Still, you can use the runway numbers to help get to your desired touchdown point if you spend some time watching them during your final approach. As your touchdown draws near, you should have a good idea if you're high, low, or right on target. If high, aiming toward a spot someplace before the numbers can help you drop a little altitude. If low, look a little further past the numbers to get your nose up. Adjust throttle where necessary to make the nose do what you need it to. This may seem like an obvious little trick, but if used during landing it can greatly help with your touchdown position.

SideSlip - An often talked about maneuver in any student pilot's textbook would be the sideslip. During landing, a sideslip can be used to bleed off unwanted altitude without increasing airspeed or having to divebomb the runway. By applying opposite rudder and aileron, the aircraft will slip vertical position without changing its direction of flight. If you're a student pilot, you're going to want to practice this maneuver a lot. It actually sounds trickier than it really is. As you advance in your flight training, you'll find yourself sideslipping during landings without even being conscious of doing it. Get comfortable with it though, because it's a good trick to have in your bag when you need to use it during a high final approach.

Attitude, Airspeed, Altitude - As the runway approaches, your focus will move to your primary instruments. Airspeed is critical here, as you want to avoid stalling at all costs. Make certain you maintain safely above minimum stall speeds for your aircraft's flap configuration, and also make sure you're not going too fast. Adjust the nose of the plane to keep the airspeed needle right where it should be, and use power to correct your height above the runway. If you monitored these three instruments during your base and final legs, you should be very close to your desired touchdown point when landing the aircraft.

Look Down the Runway - Looking down the runway when landing an airplane is another great tip to getting the timing of your flare right - it gives you a better reference to the true horizon than looking at the ground rushing up beneath you. It takes some practice, but eventually you can balance keeping your eye on the horizon, while peripherally watching your height above the runway. As you do this, your hands will be making subconscious adjustments to the control wheel that should smooth out your glidepath.

Flare, Float, and Throttle - Knowing when to flare is half the battle. Knowing how much to flare is the other half. Get both of those control movements right, and your wheels will grease the runway. During your flare, make smooth controlled movements with the wheel or yoke. You're very close to the ground now, and any large or jerky movements will be amplified with disastrous results. Once you do flare, you should know immediately if you're high or low. A low flare can be fixed by smoothly applying more back pressure to the control wheel. A high flare can be corrected by holding control pressure and applying slight power with the throttle. Never drop your nose suddenly or dramatically when landing a plane... if you flare too high, it's best to ride out the 'float' and apply power if needed to smooth out the touchdown. A good pilot always keeps one hand on the throttle during his landing.

It Ain't Over Yet - The last mistake made by some pilots is thinking their landing is over the moment their wheels touch the runway surface. To avoid that classification, remember to control the entire length of your landing. The rudder is key, as it now controls just about everything. Make your rudder adjustments small - especially just after touchdown when the aircraft is still rolling pretty fast. Also remember to turn your ailerons to adjust for wind direction, so as to avoid being buffeted around by crosswinds. Your landing isn't over until you turn onto the taxiway.

Landing a plane isn't easy... but landing an airplane smoothly and correctly is even harder. Just as you have good and bad days, you'll always have good landings and bad landings. Still, arming yourself with the right knowledge and practices can go a long way toward making great touchdowns. Using the tips above, you won't land perfectly every single time, but you should see yourself consistently make better landings.

Visit Student Flying Club for more flying tips including flight planning, aviation articles, and all kinds of flight training tools for the student pilot - including an online E6B Flight Calculator.

Article Source: http://EzineArticles.com/?expert=Jonathan_Money

Flight Timer 2 - Digital Aviation Flight Timer From Aviation Supplies and Academics

Flight Timer 2 - Digital Aviation Flight Timer From Aviation Supplies and Academics Price: This item is not available for purchase from this store. Click here to go to Amazon to see other purchasing options. 1 new or used available from $39.99

Product Description

Designed by pilots for pilots, the ASA Flight Timer is a one of a kind chronometer that fills a gap in the instruction and pilot aid category. Ergonomically designed and engineered for reliability, ease and convenience, the ASA Flight Timer should be considered essential equipment for all aviators. The ASA Flight Timer has been created with pilot functionality in mind, featuring: * Large, easily readable LCD backlight display * Multi-function clock (AM/PM, Universal Coordinated Zulu time, and military time options); reset function prevent accidental resets * Three simultaneous timer options * Exclusive digital notepad for squawk codes or frequencies * Approach timer allows pilots to store up to 12 different approach times * Audible and visual alarm modes * Fuel timer * Stopwatch with 1/10th and 1/100th second digits * Intuitive push and rotate dial for quickly and easily setting times * Multiple mounting options Pilots will be able to accurately calculate time to the next waypoint, fuel tank changes, turns in holding or an instrument approach with complete confidence. The Flight Timer has been designed to meet the needs of all aviators, from student pilots working on their first cross-country to flight instructors and seasoned veterans. Applicable to both VFR and IFR flights, an ASA Flight Timer should be in every pilots flight bag.

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Product Details

• Amazon Sales Rank: #24386 in Office Product
• Brand: ASA
• Model: TIMER-2
• Dimensions: 1.50 pounds

Features

• Created with pilot functionality in mind
• Large, easily readable LCD backlight display
• Multi-function clock (AM/PM, 24 hour, UTC/Zulu)
• Digital notepad for squawk codes or frequencies
• Approach timer allows pilots to store up to 12 different approach times

Garmin GPSMAP 496 with XM Weather (Americas) From Garmin Ltd.

Garmin GPSMAP 496 with XM Weather (Americas) From Garmin Ltd. Price: This item is not available for purchase from this store. Click here to go to Amazon to see other purchasing options. 3 new or used available from $1,999.00 Average customer review:

Product Description

Upgrades include: Garmin SafeTaxiTM data provides detailed taxiway diagrams and position information for over 650 US airports Smart Airspace automatically highlights airspace close to the pilots current altitude and de-emphasizes airspace away from the current altitude Built-in AOPA Airport Directory offers detailed listings of over 7,400 US airports, including information about FBOs, ground transportation, local attractions and much more Preloaded automotive street mapping for all of North America, with turn-by-turn voice promptsno software loading required Enhanced terrain and aviation databases (including private airports) for even better situational awareness Faster 5 Hz GPS updating of map data and panel page gives a smoother, nearly real-time presentation of turn coordinator and HSI. WeatherLike the 396, the new Garmin 496 displays XMs revolutionary satellite datalink weather, including NEXRAD radar images, METARs, TAFs, TFRs, satellite imagery, ground-based lightning and much more. All of this weather information can be overlaid on the map display. TerrainThe 496 features Garmins impressive terrain warning system, which shows the relative height of all nearby terrain and obstacles. It even offers pop-up alerts with voice warnings. NavigationYouve come to expect incredibly accurate navigation information from Garmin GPSs, and the 496 is no different. The bright, colorful moving map display and the smooth panel page offer superb situational awareness and plenty of customization options. And the easy-to-use automotive mapping means the 496 is just as useful in the car as in the plane. TrafficWhen connected to a Garmin GTX 330 Mode S transponder or a Zaon PCAS XRX, the Garmin 496 will even display traffic. Each target is displayed on the map page, and the 496 will also issue pop up alerts for aircraft that are a threat. Its truly a portable multi-function display.

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Product Details

• Brand: Garmin

Features

• The latest from Garmin the Garmin 496 GPS with XM Weather!
• The Garmin GPSMAP 496 represents the most sophisticated portable navigator ever. Its bright color screen
• advanced mapping capabilities make it an ideal companion for both VFR and IFR pilots.
• XM satellite weather information and terrain warning features greatly enhance safety.
• It truly is a portable multi-function display.

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Customer Reviews

Contains both aviation and auto navigation with real time weather reports!
Even if you are not a pilot this GPS is the one to get. It contains both aviation and auto navigation. This gives you much more detail especially around airports when you are driving. You can also get real time weather reports. This is a great asset particularly if you drive in hurricaine or tornado prone areas. It also contains a topographical terrain database perfect if you are also a camper or hiker. So whether you fly, drive, hike or camp this GPS does it all.

Vertex Standard VXA-300 Pilot III Aviation Nav/Com Radio

Vertex Standard VXA-300 Pilot III Aviation Nav/Com Radio From Vertex Standard Price: $348.99 Availability: Usually ships in 1-3 weeks Ships from and sold by Action Packaged, Inc.

Product Description

Heavy Duty Nav-Comm Airband Transceiver! The New VXA-300 Aviator Pilot III is the result of over 45 years of engineering know how. The pilot III features a more powerful audio amplifier than ANY other handheld airband transceiver and comes supplied with a 1400 mah nickel metal hydride battery pack that provide almost double the battery capacity of Icom's IC-A23 or IC-A5! Accessories Included: FNB-83, 1400 mah Nickel Metal Hydride Battery, NC-88B Wall Charger, CT-96 Headset adapter, ATV-9 Rubber Duck Antenna

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Product Details

• Amazon Sales Rank: #56951 in Consumer Electronics
• Color: Black
• Brand: Vertex Standard
• Model: Pilot III
• Dimensions: 7.00" h x 3.00" w x 9.00" l, 2.00 pounds

Features

• Receives and transmits on 118.00 to 136.95 MHz Aviation Band
• Full VOR Navigation Features, To, From, CDI, OBS
• 5 Watts TX Output Power (at 7.2V 5W PEP, 1.5W Carrier)
• 250 Memory Channels
• One Touch Emergency Frequency (121.5MHz)

Saitek Pro Flight Rudder Pedals

Product Details

Saitek Pro Flight Rudder Pedals From Saitek Price: Currently unavailable.

Product Description

Complete your virtual pilot's controller setup and take flight simulation reality to the next level with the Pro Flight Rudder Pedals. Control the rudder and toe brakes of your aircraft with your feet - just like real pilots. Adjustable, smooth action gives you optimum control and realism, and brings you even closer to the experience of flying a real aircraft. Self-centering pedals with adjustable dampening. Foot rests adjust to fit all sizes and include non-slip materials. Precise rudder and braking control. Tension adjustment - choose resistance to suit the way you fly. High quality, part metal construction for long life. Saitek's powerful Saitek Smart Technology (SST) programming software allows gamers to configure their controls to suit their preferred gaming style, and to save the configurations as personal profiles. Connectivity: USB 2.0 Works with: Windows XP, XP64 and Vista (all versions).

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Product Details

• Amazon Sales Rank: #59870 in Consumer Electronics
• Brand: Saitek

David Clark H10-13s Headset

David Clark H10-13s Headset (Stereo) for Airplanes From David Clark Price: This item is not available for purchase from this store. Click here to go to Amazon to see other purchasing options. 1 new or used available from $334.99

Product Description

Transport and protect your communications equipment in style. This double-sided case holds a headset, intercom, and push-to-talk switch on each side. Or use one side for your headset and peripherals and the other side for your other GPS receivers and other flight gear. The 1/4" padding everywhere provides maximum protection. Black with silver wings logo.

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Product Details

• Brand: David Clark
• Model: H10-13S

Features

• Comes with ASA Headset Bag
• Ear Covers
• Model H10-13S
• Few Flight hours

David Clark Headset

Product Details

David Clark Headset From David Clark Price: This item is not available for purchase from this store. Click here to go to Amazon to see other purchasing options. 1 new or used available from $175.00

Product Description

David Clark H10-30 Headset David Clark's "Best Value" Headset. There are more H10-30s in use than any other noise-attenuating headset. David Clark's "Best Value" Headset More H10-30s are in use than any other noise attenuating headset M-1/DC microphone, the best Amplified Dynamic microphone on the market Flo-Fit Gel Ear Seals Molded cord assembly made to exceptional pull and flex standards. Durable construction, exceptional comfort, solid performance and GREAT VALUE make it an ideal choice for the first-time headset buyer (or as a spare) and will provide years of trouble-free use. If youve never owned a headset before, the H10-30 is a great way to start protecting your hearing and stop missing radio calls. Features include a gel-filled undercut ear seals and M-1/DC amplified dynamic microphone. NRR 24dB, 20 oz., TSO'd. Made in U.S.A. Our Test Pilots Conclude. . . This headset is a great choice for a first time buyer or as an extra or spare headset for unexpected passengers. Great for flight training and noisy cockpits.

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Product Details

• Amazon Sales Rank: #28487 in Single Detail Page Misc
• Brand: David Clark
• Model: H10-30

bose aviation headset x

Bose® Aviation Headset X® -- Portable with Straight Cable From Bose Price: $995.95 Availability: Usually ships in 1-2 business days Ships from and sold by Bose 4 new or used available from $750.00 Average customer review:

Product Description

Preferred by pilots, year after year
Bose pioneered active noise reducing headsets nearly 20 years ago, and pilots continue to prefer the Bose Aviation Headset X today. For seven years in a row, it's been rated #1 in Professional Pilot's annual survey, claiming 2007's top honors for comfort, clarity and technical advancement.

Packed with headset innovations
A rare combination of benefits helps distinguish this headset from all other pilot headsets. Most importantly, Acoustic Noise Cancelling® headset technology, pioneered by Bose, dramatically reduces the engine roar you hear in the cockpit.

Here's how it works: Small microphones in each earcup monitor ambient sound. Innovative electronics immediately identify the unwanted noise and create an opposite signal to reduce it. The result? You hear dramatically less engine noise, and more of your communications.

This advanced noise reduction technology combines with exclusive Bose headset design and active EQ to provide you with quality audio in a compact headset weighing only 12 ounces.

Lighter is better
With lighter, more compact earcups, Aviation Headset X requires significantly less clamping force than most noise reduction headsets. Many pilots say this easy-on-the-head design makes a big difference in how they feel after a long flight

The solid magnesium headband is also extremely lightweight and durable. A sheepskin cushion eliminates hot spots, and soft ear cushions provide an effective seal, even over glasses.

Long battery life, smart controls
Proprietary AdaptiSense® headset circuitry gives you at least 40 hours of headset use from just two AA alkaline batteries. This Bose innovation automatically adjusts the headset's need for power according to the levels of cockpit noise and radio communications.

What's in the box
-Portable Aviation Headset X
-Straight-cord, dual-plug cable with control module
-Carry bag

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Product Details

• Amazon Sales Rank: #7552 in Single Detail Page Misc
• Brand: Bose
• Dimensions: 5.10" h x 5.50" w x 2.90" l, .75 pounds

Features

• SPECIAL OFFER: Receive a free Bose premium flight bag when you order by May 2, 2009
• Full-spectrum noise reduction, clearer audio, lightweight fit
• Significantly less clamping force than most pilot headsets with active noise reduction
• At least 40 hours of performance from just two AA alkaline batteries
• C-57a and C-58a TSO certified for civil aircraft headsets; meets RTCA/DO-160D and DO-214 environmental standards

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Customer Reviews

not for pilots only!
I bought these headphones some years ago since I was travelling a lot in between Europe, Asia and the US and felt sick by the noises in the "cattle class" (tourist classs) I was using. The Boses aviation headphones were able not only to cancel (I mean cancel - not only dampening) the disturbing noises inside the plane - it is also able to handle much higher noise levels.

My job is very loud sometimes - at my construction sites in China eg. my customers don't use generators that are enclosed in a noise shilding housing (it is not necessary there). You cannot imagine the the intense of the low frequency noise a "pure" (just very small mufflers are used) 600kVA Caterpillar generator is producing. But - no problem for the aviation headphones - just a task it solves easily.

When you buy these headphones do not forget to get all possible adapters that are fitting into the many different headphone plugs (airlines are using different plugs). Now you can listen to the movies undisturbed and at a high quality.

At home you will be "overwhelmed" by the headphones ability to reproduce a crystal clear sound - and smooth intense basses. But now you are facing a problem - you can easily hear the difference between standard MP3 and CD.

As a hint to all MP3 users: check the ability of your MP3 player to drive the aviation headphones to the desired loudness, you may need an additional small headphone amplifier.

There is just one disadvantage: The microphone, necessary for the pilots communication, looks "strange" when you use the headphones in public areas - but I can live with the "question mark" in the face of my neighbor.

As a conclusion: The headphones are not "low priced" but it pays back as soon as your are flying a lot, having a loud ambience at work and or you are loving a crystal clear sound. The overall quality of this product ensures a long, "noiseless" usage. It is simply worth the money - all thumbs up!

Overpriced, clunky with marginal sound
The previous reviewer is obviously NOT a pilot. I borrowed this headset from a friend to "try" about a year ago before purchasing, and I have to say it was absolutely NOT worth the money he paid for it. I found it comfy enough to wear for about 10 minutes - then it starts smashing your sun glasses into the side of your head behind your ear. I could only stand wearing them for about an hour before they became excruciatingly uncomfortable if I was wearing any sort of glasses/sun glasses. This is a MUST for real pilots - they have to be comfortable with sun glasses.

The next problem is that the top fold hinge and the frame scratched the heck out of my airplane canopy. If you are flying a big roomy airplane with LOTS of room this is not an issue - but if you are anywhere close to your windows or a full canopy in a small airplane - forget it unless you want to spend hours polishing out the scratches and dings.

The comments above are minor compared to the sound problems with these headphones. I found that if I moved my head from side to side it dramatically changed the engine sounds. This is VERY bad. Imagine flying your little airplane around and looking to the side to ensure that there is not any traffic approaching. When you do this the noise from your engine changes pitch and possibly (depending on your head position) volume. Nothing like wondering if you are having an engine or propeller issue when it is actually just a crappy set of headphones that can't manage to maintain a constant volume or pitch. I'm sure you could get used to this, but why would you want to deal with this sort of sound at this kind of price. I've had better luck with a $200 headset. In this case they seem to be just selling the name.

If you are considering these - take a look at the Lightspeed Zulu as well. In my opinion it is a MUCH better fit and the overall sound is fantastic in comparison to the Bose.