Beginner Pilot

FAR/AIM 2009: Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM series)

2009-09-24T06:15:00.001-07:00

FAR/AIM 2009: Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM series)
By Federal Aviation Administration

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Product Description

Adhering to a reputation for excellence, this definitive manual of the latest civil aviation directives has been fully updated and indexed to clearly reflect all the changes in the Federal Aviation Regulations (FAR) and the Aeronautical Information Manual (AIM) over the past year. In addition to the regulations, AIM procedures, and redrawn AIM illustrations, this retypeset edition also includes a study guide for specific pilot certifications and ratings, a pilot/controller glossary, the NASA Aviation Safety reporting form, important FAA contact information, and a free e-mail service that accounts for regulation changes throughout the publication year. Updates are provided to account for FAA regulation changes throughout the publication year via the Aviation Supplies & Academics website.

Product Details

Amazon Sales Rank: #23037 in Books
Published on: 2008-10-01
Original language: English
Number of items: 1
Binding: Paperback
948 pages

Features

ISBN13: 9781560277002
BUY WITH CONFIDENCE, Over one million books sold! 98% Positive feedback. Compare our books, prices and service to the competition. 100% Satisfaction Guaranteed
Brand New from Publisher. No Remainder Mark.

Editorial Reviews

About the Author

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

Customer Reviews

Same format.
Every year I buy a FAR/AIM and I stick with ASA every time for two reasons:
*Very good index
*Good/easy font to read
It makes things easy to find....

Better
Last year I had the Jepp FAR/AIM and it was good, but this seems more precise in the formatting, and it's thinner. It also has the numbers on the flipping edge to know exactly what part you're in--much nicer. Best price ever!

You get what you get
This book provides the basics for most pilots. It is what you probably need. However, realize there are chapters from the FAR that you'll have to find elsewhere, like the FAA website. Overall, decent price for the book compared to buying it at the FBO or flight school.

Flight Timer 2 - Digital Aviation Flight Timer

2009-09-24T06:12:00.000-07:00

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

Price:

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.

Product Details

Amazon Sales Rank: #8778 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

Pathfinder Electronic Flight Computer (CX-2)

2009-09-24T06:06:00.000-07:00

Pathfinder Electronic Flight Computer (CX-2)
From Aviation Supplies and Academics

Price:

$147.99

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Ships from and sold by Action Packaged, Inc.

4 new or used available from $60.00

Average customer review:

Product Description

Aviators can calculate true airspeed, ground speed, Mach number, altitudes, fuel, headings and courses, time/speed/distance, winds, and weight and balance. Includes 4 AAA batteries. ASAs electronic flight computer takes advantage of advances in display and microcomputer technologies for better performance and price. A menu of 34 functions gives users access to 40 aviation calculations, including weight and balance, with these features: -May be used for FAA and Canadian Exams --Users may bring the CX-2 with them to the testing centers for all pilot, mechanic, dispatcher, and FAA exams. -Numerous Aviation Functions --Calculate true airspeed, ground speed, mach number, altitudes, fuel, headings and courses, time/speed/distance, winds, headwind/crosswind components, gliding information, and weight and balance. -Ergonomic Design --The CX-2 features a simple keyboard and slim design. The hard-plastic carrying case protects the computer inside the flight bag, and fits on the back of the unit for storage while the computer is in use. -Interactive Functions --Functions can be used together in chain calculations, where the answer to a preceding problem is automatically entered into subsequent problems. Standard mathematical calculations and conversions can be performed within each aviation function. The CX-2 uses four AAA batteries (included).

Product Details

Amazon Sales Rank: #4684 in Single Detail Page Misc
Brand: ASA
Model: CX-2 Pathfinder
Dimensions: 2.00 pounds

Features

Numerous Aviation Functions
User Friendly
Ergonomic Design
May Be Used for FAA and Canadian Exams
5-Year Warranty

Customer Reviews

Review for CX-2 Flight Computer
This has proved to be an excellent product. It arrived on time. I would recommend this to student pilots.

Is a Private Pilot Considered an Amateur Pilot?

2009-09-15T06:02:00.000-07:00

Is a Private Pilot Considered an Amateur Pilot?
By Chet Val

The media is always on hand when an accident or incident involving a general aviation aircraft occurs. It seems that they watch like a hawk for anything negative news to promote. Be it for tv ratings, newspaper circulation, magazine sales, etc the watchful eye of the media has always been quick to carefully detail airplane crashes and near misses. The private pilot is always being scrutinized in the media and in many cases being referred to as an amateur pilot. The word amateur is defined in numerous ways. It can be defined as a person attached to a particular pursuit or study without formal training or pay. Another definition is someone who pursues a study or sport as an informal pastime or hobby. The definitions are similar and broad. The problem is that the term amateur pilot paints the picture of an individual who reads a magazine on flying airplanes, and then hops into the nearest cockpit and flies away. Acquiring a private pilot certificate and the legal means to fly an airplane indeed requires formal training as well as certain medical requirements as well as successful completion of numerous tests. So where does the word amateur come into the picture? In comparison, a private pilot flying for hobby and fun does in fact need substantially less training then a commercial pilot flying cargo or human beings across the sky professionally.

Flying for sport or hobby requires a private pilot certificate in the USA. There are also certificates available that require less training such as the Sport Pilot certificate. This certification carries with it certain stipulations due to the fact that it requires less training and is less costly to the student. The private certificate however provides the pilot with the ability to fly in controlled airspace which can be critical depending on where he or she lives or flies. Another difference between these two certificates is the need for a medical exam by a certified medical examiner specifically qualified and approved by the FAA. A Sport pilot certificate does not require the student to pass an aviation medical exam.

Future pilots must be able to understand, speak, and read English. Aircraft control towers and airports, use the English language for communication. This is actually true in most airports around the world, even where English is not the native language. Choosing a flight school is very important. Information is always available at your local general aviation airports. Training does not come cheap. A private pilot certificate requires forty hours minimum of actual flying time. This includes the time in the airplane with an instructor as well as time spent flying solo. Many flight schools recommend students seek a medical certificate from your local FAA certified physician prior to starting any training. Once the student has passed that, your flight school or private flight instructor will begin the process of both ground training as well as in-flight training. Ground school varies tremendously among students based on amount of time spent per week along with the rate of material absorption. Student pilots can acquire information through a variety of methods including the internet, training videos, and good old fashion books and manuals. At some point in your training beyond basic ground school, student pilots have to take a multiple choice written test, nowadays typically from a computer terminal, with software provided by the Federal Aviation Administration.

Upon passing the written FAA test, as it is referred to, you need to log in-flight training hours beyond the minimums required by the FAA. For a private certificate, students need to log solo time, night flying time, and demonstrate the ability to successfully compete cross-country flights which are flights from one airport to another. A check-ride, or final test, is then required with your local FAA designated examiner. The check-ride includes an oral test accompanied by a practical test where the student must demonstrate a variety of specific maneuvers and familiarity with the airplane. This is the point where the word amateur becomes skewed. With all the requirements met and tests passed, the student will be issued a private pilot certificate. Although a pilot's experience is measured over time in flying hours and new pilots certainly lack air time when compared to a pilot who has been flying for years or even decades, it still seems a bit harsh to label a private pilot as an amateur pilot.

Chet owns and operates Eye of the Pilot, a private pilot networking site dedicated to sharing the experience of general aviation and the adventure of being a private pilot. You can visit Eye of the Pilot to view general aviation pilot videos and aviation pictures submitted by members. Account signup is free for pilots of any rating.

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

Pratt and Whitney - A History

2009-09-14T05:59:00.000-07:00

Pratt and Whitney - A History
By John B Beck

Pratt and Whitney Aircraft manufactures aircraft engines. On their famous logo with the Eagle it says: "Dependable Engines". In later years the company had the following slogan: "The Eagle means Business". They have been manufacturing engines (piston and jet) since 1925. The man who started it was Frederick Brant Rentschler. And you thought the company was started by two people named Pratt and Whitney!

Well the Pratt & Whitney Aircraft story is a fairly long and convoluted one. Rentschler founded Wright Aeronautical. Wright Aeronautical was previously Wright-Martin. Wright-Martin was a merger of the Glenn L. Martin Company and the Wright Company which occurred in 1916. Wright Company was created by Orville and Wilbur Wright. Glenn Martin resigned from Wright-Martin in 1917. The company was renamed Wright Aeronautical in 1919. The Wright "Whirlwind" engine was used on the plane that the famed aviator Charles Lindbergh flew solo nonstop across the Atlantic Ocean on May 21, 1927. Then in 1924 Rentschler left Wright Aeronautical with some engineers after a dispute regarding funding for an air-cooled engine which the government requested development of. So Rentschler headed to Connecticut to Pratt & Whitney which at the time was called the "Pratt & Whitney Machine Tool Company". It was founded in 1860 by Francis A. Pratt and Amos Whitney (a cousin of Eli Whitney). They were located in Hartford, Connecticut. Pratt & Whitney provided funds, building facilities, and even their name. Pratt & Whitney Aircraft was incorporated in 1925.

The following is but a short list of well-known aircraft that have had Pratt & Whitney engines installed on them:

B-52 Stratofortress (1952) - the J57
Boeing 707 (1958) - the JT3
SR-71 Blackbird (1964) - the J58
Boeing 747 (1966) - the JT9D
F-15 Eagle (1970) - the F100
Boeing 727 (1980) - the JT8D
Boeing 747 (1987) - the PW4000
Boeing 777 (1989) - the PW4084
F/A-22 Raptor (1991) - the F119

Pratt & Whitney Aircraft manufactured 363,610 piston aircraft engines during World War II which was nearly half of all the engines produced.

Charles Lindbergh was once employed at Pratt & Whitney Aircraft The desk he used can be seen at the Pratt & Whitney Museum in Hartford, CT. Connecticut's economy relies in large part on the Defense Industry and Pratt & Whitney Aircraft is the states largest private employer.

Over the years Pratt & Whitney Aircraft has made engines that have been installed in a large variety of civil and military aircraft. They have also made engines (both piston and jet) that have been used to generate electrical power on the ground. There power plants have been installed in U.S. Navy ships. They even in had small helicopter turbine engines installed on Indy and Formula One racing cars. Pratt & Whitney Aircraft also has a division in Canada that was founded in 1928. It makes turboprop engines for small aircraft.

In 1929 Rentschler incorporated the company called: "United Aircraft and Transport Company". The creation of United Airlines came about from this company. United Aircraft and Transport Company then became United Aircraft Corporation which was comprised of the following four companies: Pratt & Whitney, Vought Aircraft (from Chance Vought - another aviation legend - but this company left in 1954), Sikorsky Aircraft (from famed helicopter inventor Igor Sikorsky), and Hamilton-Standard which makes propellers. Then in 1975 United Aircraft Corporation became the United Technologies Corporation which we know today. United Technologies Corporation or UTC also has Carrier (air conditioning and refrigeration) and Otis (elevators) as business units.

The Marriage Between the Amateur Pilots and Stalled Airplanes

2009-09-14T05:55:00.000-07:00

The Marriage Between the Amateur Pilots and Stalled Airplanes
By Chet Val

Amateur pilots deliberately stalling an aircraft? Yes, it's a common occurrence and an essential aspect of every pilot's training. The stall can be mild and the stall can be fairly dramatic depending on the student pilot who is just learning stall recovery. People with limited knowledge of aircraft or possibly no familiarity with aviation at all, sometimes misinterpret the term stalled airplane to mean that the engine has stalled. A stall in relation to aviation and aircraft is defined as a reduction in the lifting force generated by an airfoil or wing. This happens as the angle of attack increases beyond what is called the critical angle of attack. The angle of attack is the coefficient of the airfoil or wing in relation to relative wind. The critical angle of attack may vary significantly depending on the design of the airfoil or wing. This is the point where the relative wind becomes disrupted to a point where the airfoil or wing ceases to provide the lift it was designed to produce. Without lift being generated by the airfoil or wing, the force of gravity overcomes the aircraft causing it to descend towards earth. The exact definition of the word stall in relation to aviation is continually debated by pilots and engineers, but simply put, a stalled aircraft loses its ability to fly.

Amateur pilots in training are taught to purposely stall the aircraft in multiple configurations or scenarios, and then initiate a recovery. Stall recovery is mandatory for every pilot's survival regardless of the airplane being flown. Two different scenarios where real life stalls most often happen are on final approach during a landing and on the climbout following a takeoff. The maneuver meant to simulate a stall on final approach while landing is called a power off stall. Typically low airspeeds during the landing sequence can increase the risk of a stall near ground level and in the final moments before landing. The power off stall is designed to teach the student to recover the aircraft before it noses into the ground causing serious injury or death. It is critical to every pilot to understand and practice recovery. The power on stall is a simulation of an aircraft taking off and possibly climbing with too much pitch. This maneuver is practiced using full throttle just as the pilot would use on takeoff. Recovery from this situation is also critical to every amateur pilot's continued existence. Another reason for airplane stalls could be wind based. Wind shear, a sudden change in wind direction or wind speed, could wreak havoc on an airplane at any time during flight however it is more common near the ground where landings and takeoffs obviously take place.

Amateur pilots are tested on their stall recovery skills during their checkride. The checkride is the final test required to earn a private pilot certificate. It consists of an oral test combined with a practical, or performance test. Knowledge and understanding of stalls and stall avoidance are always part of the oral exam. The ability to demonstrate successful stall recovery to the examiner while flying the airplane is also required to receive a private pilot certificate. Amateur pilots are always encouraged to practice stall recovery long past the test day. In the unlikely event of an actual stall while in flight, readiness and the ability to recover can be the difference between life and death of pilot and passengers.

Chet owns and operates Eye of the Pilot, an amateur pilot network dedicated to sharing the experience of general aviation and the adventure of being an amateur private pilot. You can visit Eye of the Pilot to view flight videos and aerial aviation pictures submitted by members. Account signup is always free to our amateur pilots network.

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

What Are Some Causes That Lead To A Fear Of Flying?

2009-09-14T05:51:00.000-07:00

What Are Some Causes That Lead To A Fear Of Flying?
By Bobi MacKenzie

Bad experiences can cause flying phobias, anxiety or fears. There are many different paths that lead to developing a phobia or fear towards something. A phobia towards a specific action or object in life can be caused by any number of things in your regular routine or by something spontaneously happening to or around you.

People that have a phobia with flying may have developed the phobia simply by taking a flight on an airplane that for some reason had a lot of turbulence. There are a lot of reasons a plane might encounter turbulence. Usually there is more turbulence at night. Weather also comes into play. Storms can bring high winds or there may have been a lot of harmless air pockets in the high altitude during that flight. Turbulence can be a normal part of flying, but it can also scare people into thinking something can go wrong and in turn cause them to acquire a phobia toward flying in the future.

It has even been proven that a phobia for flying can be caused by events that took place before, during, and after a specific flight on an airplane. Some examples could be; a fight with a spouse or loved one; a death in the family, perhaps the plane had some minor complications during the flight; an illness came about- even a bad sinus infection that causes pain on the flight can trigger severe emotional trauma. Any of these may cause a person to relate these undesirable accounts with flying and develop a phobia for flying.

If a person becomes ill or upset at the time of a flight they may remember being ill and blame it on the flight or think it had something to do with food on the flight or perhaps something they drank at the time. They may think if they go on another flight they could get sick again.

Phobias for the fear of flying can be treated or even cured. People can visit with a doctor or specialist and work to find out what the specific trigger causing their phobia is to figure out a way to either deal with it or get rid of the phobia all together. Another suggestion comes from hypnosis or retraining your mind to overcome the fear. In my ebook I have offered several different methods you can work on this to help you eliminate your fears for good.

People can get medications from a doctor to suppress their fears or phobias to be able to fly. They can also use some different techniques to try to get rid of their phobia. People can prepare themselves and make things comfortable so before their flight they are in a very happy and relaxed mood. If your phobia is cause by a specific event or moment in your life you may be able to reverse the feelings causing the phobia by doing the exact opposite of the event or moment in your life. Also you may feel better by listening to some other people who enjoy or have had good experiences with flying.

If you need more information or would like to eliminate your fear of flying for good, please visit us at: Cure Flying Phobia.com

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

Fear of Flying

2009-09-12T07:06:00.000-07:00

Fear of Flying
By Shanat Kuphur

Flying is a beautiful experience however there are many people who are really scared and are not able to enjoy this beautiful experience. The fear of flying may be generated because of many reasons. This includes fearing the aircraft, glider or a helicopter and expecting it to crash. Fear of flying could even be initiated because of related fears. This is very true if one is scared of heights because then you won't enjoy flying. There are also many scientific reasons for the same type of fear; however the primary reason is the fear of heights or the phobia of not being stable in the air. There is also a possibility that one may feel sick and dizzy when flying.

Many people land up vomiting or even getting air sick even when they are travelling by an air plane from one destination to the other. This may not cause a problem as there are many other means of transport available for travelling but if one has a job wherein travelling on a regular basis is a requirement then it may be difficult to strike a balance. This phobia or fear of flying is purely a psychological aspect and this phobia can be easily treated. This may take longer for different individuals depending on various psychological and social factors.

Science has determined that this psychological fear of flying is largely related to other phobias. This includes suffocation in the air plane, the feeling of death, and so on. This may sound unreal to many who do not have this fear but to those who have this fear it may be a very serious topic to discuss upon. There are many ways to get over this condition. You could embrace the whole concept of flying, joining a flying club could help. However you may not be able to start off until you can deal with it in your mind.

If one is scared or is so scared that one does not even want to try flying then for such people to help overcome the fear of flying here is a simple step. All one would needs to do is get a MP3 for hypnotherapy and sit at the leisure of home and understand and do as the compact disc asks one to perform and then one may easily overcome the fear of flying. To get this compact disc one does not have to go to a psychiatrist, all one has to do is connect to the Internet and this is very easy. Download the content and one shall be able to resolve the issue very easily. Hypnotherapy for fear of flying can help you overcome this fear and there will soon come a time when you will be able to fly just as you please. The great thing about such sessions is that you will soon be mentally strong and ready to take the next flight. Don't let fear make you hold back because your inner strength can help you conquer the highest mountains so fly there today.

For more information on fear of flying and overcoming fear of flying, why not visit the links.

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

Variometer

2009-09-10T05:17:00.000-07:00

From Wikipedia, the free encyclopedia

The term Variometer also refers to a type of variable electrical inductor

A variometer (also known as a rate-of-climb indicator, a vertical speed indicator (VSI),^[1] or a vertical velocity indicator (VVI)) is an instrument in an aircraft used to inform the pilot of the instantaneous rate of descent or climb. It can be calibrated in knots, feet per minute (101.333 ft/min = 1 kn) or metres per second, depending on country and type of aircraft.

In powered flight the pilot makes frequent use of the VSI to ascertain that level flight is being maintained, especially during turning manoeuvres. In gliding, the instrument is used almost continuously during normal flight, often with an audible output, to inform the pilot of rising or sinking air. The instrument is of little interest during launching and landing, with the exception of aerotow, where the pilot will usually want to avoid releasing in sink.

Variometer for Paragliders, Hang Gliders and Ballooneers

[hide]

Description

Schematic drawing of the internals of a classic aircraft variometer

Variometers measure the rate of change of altitude by detecting the change in air pressure (static pressure) as altitude changes. A simple variometer can be constructed by adding a large reservoir (a thermos bottle) to augment the storage capacity of a common aircraft rate-of-climb instrument. In its simplest electronic form, the instrument consists of an air bottle connected to the external atmosphere through a sensitive air flow meter. As the aircraft changes altitude, the atmospheric pressure outside the aircraft changes and air flows into or out of the air bottle to equalise the pressure inside the bottle and outside the aircraft. The rate and direction of flowing air is measured by the cooling of one of two self-heating thermistors and the difference between the thermistor resistances will cause a voltage difference; this is amplified and displayed to the pilot. The faster the aircraft is ascending (or descending), the faster the air flows. Air flowing out of the bottle indicates that the altitude of the aircraft is increasing. Air flowing into the bottle indicates that the aircraft is descending.

Newer variometer designs directly measure the static pressure of the atmosphere using a pressure sensor and detect changes in altitude directly from the change in air pressure instead of by measuring air flow. These designs tend to be smaller as they do not need the air bottle. They are more reliable as there is no bottle to be affected by changes in temperature and less opportunity for leaks to occur in the connecting tubes.

The designs described above, which measure the rate of change of altitude by automatically detecting the change in static pressure as the aircraft changes altitude are referred to as "uncompensated" variometers. The term "vertical speed indicator"^[1] or "VSI" is most often used for the instrument when it is installed in a powered aircraft. The term "variometer" is most often used when the instrument is installed in a glider or sailplane.

An "Inertia lead" VSI or ILVSI compensates for relative "g" forces experienced in a turn (powered aircraft) and provides appropriate mechanical compensation to remove otherwise erroneous indications of climb or descent.

Panel mounted variometer for gliders

Purpose

Human beings, unlike birds and other flying animals, are not able directly to sense climb and sink rates. Before the invention of the variometer, sailplane pilots found it very hard to soar. Although they could readily detect abrupt changes in vertical speed ("in the seat of the pants"), their senses did not allow them to distinguish lift from sink, or strong lift from weak lift. The actual climb/sink rate could not even be guessed at, unless there was some clear fixed visual reference nearby. Being near a fixed reference means being near to a hillside, or to the ground. Except when hill-soaring (exploiting the lift close to the up-wind side of a hill), these are generally very unprofitable positions for glider pilots to be in. The most useful forms of lift (thermal and wave lift) are found at higher altitudes and it is very hard for a pilot to detect or exploit them without the use of a variometer. After the variometer was invented in 1929 by Alexander Lippisch and Robert Kronfeld^[2], the sport of gliding moved into a new realm.

The vertical speed indicator from a Robinson R22

Total Energy Compensation

As the sport developed, however, it was found that these very simple "uncompensated" instruments had their limitations. The information that glider pilots really need to soar is the vertical speed of the glider in isolation of stick thermals, i.e., in isolation of changes in altitude due exclusively to changes in speed.

When the pilot chooses to pull up to enter a thermal or to dive to exit a sink area, an uncompensated variometer will include the change in altitude due to the change in velocity in its read-out, thus marring the airmass' climb or sink rate. Therefore an uncompensated variometer can only accurately indicate the climb rate when flying at constant speed.

The action of diving or pulling up affects the speed of the sailplane. A sailplane can exchange height for speed or speed for height, i.e. potential energy for kinetic energy or kinetic energy for potential energy. In fact, in still air, the sum of potential energy and kinetic energy, i.e., the Total Energy, remains constant (neglecting energy loss due to drag), hence the name Total Energy compensation.

Most modern sailplanes are equipped with Total Energy compensated variometers.

Total Energy Compensation in Theory

While the driving principle is:

1. Potential Energy + Kinetic Energy = Total Energy

the compensation to cancel stick thermals is:

2. Potential Energy Gained = Kinetic Energy Lost (stick thermal)

i.e.:

3. $Δ E p o t = - Δ E k i n$

4. $Δ E p o t + Δ E k i n = 0$

Since

5. Potential Energy is proportional to Height ()

and

6. Kinetic Energy is proportional to Velocity squared (),

then from (3):

where

8. Δh is the compensation to apply to the uncompensated variometer reading.

The Vertical Speed Indicator in this Van’s RV-4 light aircraft is on the top row, on the right.

Total Energy Compensation in practice

In most sailplanes, total energy compensation is achieved by connecting the variometer to the atmosphere via a "total energy probe", that produces vacuum proportional to the square of the glider's air speed - in effect, a negative pitot. Alternatively, the subtraction may be done electronically by the flight computer based on indicated airspeed (pitot).

Very few powered aircraft have total energy variometers. The pilot of a powered aircraft is more interested in the true rate of change of altitude, as he often wants to hold a constant altitude or maintain a steady climb or descent.

The total energy probe used to be shaped as a classical venturi (two small funnels connected back-to-back by their narrow ends), or nowadays simply as a slot or pair of holes on the back side of a quarter inch vertical tube. The geometry of the TE probe is such that air flow generates suction (reduced pressure).

To maximise the precision of this compensation effect, the TE probe needs to be in undisturbed airflow ahead of the aircraft nose or tail fin (the "Braunschweig tube", the long cantilevered tube with a kink in the end that can be seen projecting from the leading edge of the tail fin on most modern sailplanes.)

Netto Variometer

A second type of compensated variometer is the Netto or airmass variometer. In addition to TE compensation, the Netto variometer adjusts for the intrinsic sink rate of the glider at a given speed (the polar curve) adjusted for the wing loading due to water ballast. The Netto variometer will always read zero in still air. This provides the pilot with the accurate measurement of air mass vertical movement critical for final glides.

The Relative Netto Variometer indicates the vertical speed the glider would achieve IF it flies at thermalling speed - independent of current air speed and attitude. This reading is calculated as the Netto reading minus the glider's minimum sink.

When the glider circles to thermal, the pilot needs to know the glider's vertical speed instead of that of the air mass. The Relative Netto Variometer (or sometimes the super Netto) includes a g-sensor to detect thermalling.

When thermalling, the sensor will detect acceleration (gravity plus centrifugal) above 1 g and tell the relative netto variometer to stop subtracting the sailplane's wing load-adjusted polar sink rate for the duration. Some earlier nettos used a manual switch instead of the g sensor.

Electronic variometers

In modern gliders, most electronic variometers generate a sound whose pitch and rhythm depends on the instrument reading. Typically the audio tone increases in frequency as the variometer shows a higher rate of climb and decreases in frequency towards a deep groan as the variometer shows a faster rate of descent. When the variometer is showing a climb, the tone is often chopped, while during a descent the tone is not chopped and the rate of chopping may be increased as the climb rate increases. The vario is typically silent in still air or in lift which is weaker than the typical sink rate of the glider at minimum sink. This audio signal allows the pilot to concentrate on the external view instead of having to watch the instruments, thus improving safety and also giving the pilot more opportunity to search for promising looking clouds and other signs of lift. A variometer that produces this type of audible tone is known as an "audio variometer".

Advanced electronic variometers in gliders can present other information to the pilot from GPS receivers. The display can thus show the bearing, distance and height required to reach an objective. In cruise mode (used in straight flight), the vario can also give an audible indication of the correct speed to fly depending on whether the air is rising or sinking. The pilot merely has to input the estimated MacCready setting, which is the expected rate of climb in the next acceptable thermal.

There is an increasing trend for advanced variometers in gliders to present other information such as controlled airspace, lists of turnpoints and even collision warnings. Some will also store positional data during the flight for later analysis.

Radio controlled soaring

Variometers are also used in radio controlled gliders. Typically it takes the form of a radio transmitter in the plane, and a receiver held by the pilot on the ground. Depending on the design, the receiver may give the pilot the current altitude of the plane (an altimeter) and some sort of display that indicates if the plane is gaining or losing altitude—often via a tone just like in full scale gliders. Other forms of telemetry may also be provided by the system, giving things such as airspeed and battery voltage. Varios used in radio controlled planes may or may not feature total energy compensation (the better/more expensive ones generally do.)

Variometers are strictly optional for R/C glider use—a skilled pilot can generally determine if their plane is going up or down via visual cues alone, and so the use of a variometer is often seen as a `crutch', as a replacement for skill, and many pilots prefer not to use them at all, as the tone can be distracting, and the (usually small) amount of weight added to the plane does affect performance. The use of variometers is permitted in some R/C soaring contests and prohibited in others.

Perhaps the most popular brands of R/C variometers are the Picolario and the WsTech CS Voice.

References

^ ^a ^b "Vertical Speed Indicator". Aeronautical Knowledge Handbook. 18 November 2007. http://ma3naido.blogspot.com/2007/11/vertical-speed-indicator.html. Retrieved 2009-04-01.
^ Michael H. Bednarek (2003). "Dreams of flight". Dreams of flight. http://books.google.com/books?id=x0uLSdn_hFUC&pg=PA71&lpg=PA71&dq=%22invented+the+variometer%22&source=bl&ots=oxdxYloDNt&sig=TlUO9Zl39wU712dF1Q4B3-q0Ay8&hl=en&ei=2ucaSr3iMZ6UMrrc8ZkP&sa=X&oi=book_result&ct=result&resnum=1. Retrieved 2009-05-25.

External links

The Instantaneous Vertical Speed Indicator

[show] v • d • e Flight instruments

Pitot-static instruments	Altimeter · Airspeed indicator · Machmeter · Variometer

Gyroscopic instruments	Attitude indicator · Heading indicator · Horizontal situation indicator · Turn and bank indicator · Turn coordinator · Turn indicator

Navigation	Horizontal situation indicator · Course Deviation Indicator · Inertial navigation system · GPS · Magnetic compass · SIGI · Satellite navigation systems

Other	Air data inertial reference unit · EFIS · Glass cockpit · V speeds · Yaw string

[show] 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 · Flight control modes · 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, devices and fuel systems	Autothrottle · Drop tank · FADEC · Fuel tank · Inlet cone · Intake ramp · NACA cowling · Self-sealing fuel tank · Throttle · Thrust lever · Thrust reversal · Townend ring · Wet wing

Landing and arresting gear	Autobrake · Conventional landing gear · Arrestor hook · Drogue parachute · Landing gear extender · 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

Retrieved from "http://en.wikipedia.org/wiki/Variometer"

Categories: Aircraft instruments | Measuring instruments

Inertial reference unit IRU

2009-09-10T05:12:00.000-07:00

From Wikipedia, the free encyclopedia

An inertial reference unit (IRU) is a type of inertial sensor which uses only gyroscopes to determine a moving aircraft’s or spacecraft’s change in angular direction (referred to as "delta-theta" or Δθ) over a period of time. Unlike the inertial measurement unit, IRUs are generally not equipped with accelerometers, which measure acceleration forces.^{[citation needed]}

IRUs are used for attitude control and navigation of vehicles with relatively constant acceleration rates, such as geosynchronous satellites and deep space probes.

External links

Optical Inertial Reference Units (IRUs)

This technology-related article is a stub. You can help Wikipedia by expanding it.

Retrieved from "http://en.wikipedia.org/wiki/Inertial_reference_unit"

Categories: Navigation | Aircraft instruments | Avionics | Technology stubs

Hidden categories: All articles with unsourced statements | Articles with unsourced statements from June 2009

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Fluxgate compass

2009-09-10T05:11:00.000-07:00

From Wikipedia, the free encyclopedia

A fluxgate inclinometer/compass

The basic fluxgate compass is a simple electromagnetic device that employs two or more small coils of wire around a core of highly permeable magnetic material, to directly sense the direction of the horizontal component of the earth's magnetic field. The advantages of this mechanism over a magnetic compass are that the reading is in electronic form and can be digitised and transmitted easily, displayed remotely, and used by an electronic autopilot for course correction.

To avoid inaccuracies created by the vertical component of the field, the fluxgate array must be kept as flat as possible by mounting it on gimbals or using a fluid suspension system. All the same, inertial errors are inevitable when the vessel is turning sharply or being tossed about by rough seas. To ensure directional readings that are adequately stable, marine fluxgate compasses always incorporate either fluid or electronic damping. An alternative is to use a 3-axis fluxgate magnetometer to provide a 3D flux vector, and the magnetic heading is derived from the flux on a plane perpendicular to gravity, thus providing immunity from pitching, and rolling.

Fluxgate compasses and gyros complement one another nicely. The fluxgate provides a directional reference that's stable over the long term, apart from changing magnetic disturbances, and the gyro is accurate over the short-term, even against acceleration and heeling effects. At high latitudes, where the earth's magnetic field dips downward toward the magnetic poles, the gyro data can be used to correct for roll-induced heading errors in the fluxgate output. It can also be used to correct for the roll and heel-induced errors that often plague fluxgate compasses installed on steel vessels.

Buying the Plane Tools That Are Needed

2009-09-09T12:41:00.000-07:00

Buying the Plane Tools That Are Needed
By Caitlina Fuller

Plane tools are necessary for pilots, airports, and airlines. The tools help to perform regular maintenance and even to fix current problems. Without the proper tools making even the smallest repairs can be difficult, if not impossible. When you have the right tools on hand suddenly taking care of the plane becomes a lot easier!

When consider plane tools that you might need as a plane owner you may want to consider getting a plane jack. Like cars, a plane needs to be jacked up to safely change tires and perform some maintenance on the wheels and wheel mechanisms. Plane jacks come in all shapes and sizes but every airplane should have one and every airport should have several on hand. Having a jack on board will ensure that if there is a problem with the plane, it can be more easily addressed, whether at the airport or somewhere in between airports.

Aircraft jacks are not the only tools that you will want to have on hand. Most pilots like to travel with their own bag of tools that are meant specifically for aircrafts. These tools usually include power tools that will ensure that you can take care of any needs. Some pilots who are mechanically savvy even keep items like spark plugs on hand so that way they can change out spark plugs if there is an issue. Anti vibration gloves are also nice to have on hand as these will allow you to grip any items that you are fixing even if the plane is running and things are vibrating.

A compressor should always be kept on hand at an airport as many tools to fix planes will require compression tools. This is because the planes vibrate and things often have to be tightened to such an extent that they cannot be removed by hand, lest they may fall apart during flight. Compression tools simply make the whole process of fixing and replacing things on an aircraft a lot easier!

Simple tools are needed such as drills, screw drivers, and even flash lights. These are things that many people might never think are needed on a plane, but they are. The simple things that need to be fixed will require these tools and having them on hand will mean that the problems can be taken care of as soon as they occur instead of waiting until they become worse and worse. These are the tools that are often kept in the pilot's tool bag. Every pilot has different preferences for the tools that they keep with them, some in relation to personal experience while others are related to the type of plane that is being flown.

Caitlina Fuller is a freelance writer. Plane tools are necessary for pilots, airports, and airlines. The tools help to perform regular maintenance and even to fix current problems. When consider plane tools that you might need as a plane owner you may want to consider getting a plane jack.

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

Navigation instruments

2009-09-09T05:19:00.000-07:00

Navigation instruments

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

2009-08-21T11:10:00.000-07:00

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

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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.

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

2009-08-13T12:48:00.000-07:00

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!

2009-08-13T12:45:00.000-07:00

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

2009-08-13T12:42:00.000-07:00

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

2009-08-13T12:40:00.000-07:00

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

2009-08-13T12:39:00.000-07:00

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

2009-08-13T12:36:00.000-07:00

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

2009-08-13T12:34:00.000-07:00

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?

2009-08-13T12:32:00.000-07:00

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

2009-08-13T12:30:00.000-07:00

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.

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

Pilot Logbook Software Simplifies Life For Pilots!

2009-08-13T12:27:00.000-07:00

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

2009-08-13T12:24:00.000-07:00

Testing Your Knowledge Before You Become a Pilot
By Jeffrey Synk

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

Beginner Pilot

FAR/AIM 2009: Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM series)

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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

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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)
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