- 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.

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How does it start?

Well today we will talk about the process of getting into flight training, a little bit about ground school and what you can expect on your first flight lesson and beyond. Let’s get started.

If you want to fly, the first thing you need to do is visit a flight school or fixed-based operator (FBO) at your local airport. You can find them on-line or in the yellow pages. If you have never heard the term “FBO” before, an FBO is like a gas station for airplanes. They provide ramp service, i.e., fuel and parking, but a lot of times they provide airplane ground school and flight instruction as well. Sometimes they even rent airplanes and may have their own charter service. After all, once you pass the Private Pilot checkride, you will become certified by the FAA which means that you are qualified to fly an airplane and that you can take that plane up, handle different situations during the flight and return it to the ground safely. A flight school or FBO will allow you to rent their airplane so you can do just that.

So you have stopped by a flight school and talked to a certificated flight instructor (CFI) and discussed your flight training options. You like the instructor and you like the flight school, so you sign-up for ground school and your first lesson. When the day actually comes for you to do your first training flight, you can bet you will probably be a bit nervous. I know I was. It will be a nervousness that is mixed with excitement because soon you will be flying above the world in an environment you have never been before. After years of just admiring airplanes from afar and staring at airplane flight controls in pictures, you are now the one actually learning to control an airplane. You are learning how to fly.

Hopefully you studied hard and paid lots of attention during the ground school portion of your training. Flying an airplane isn’t like studying English literature or American history. Every bit of knowledge you get in the classroom will have direct and important application when you taxi an airplane onto the runway and take to the air. So really learn, ask questions and leave no question unanswered in your eagerness to understand and comprehend every detail of this complicated and important field of learning. Granted, during ground school there will be many things that you will understand but have no practical foundation for but that you have to learn anyways. I guarantee though that you will be amazed when you are flying along and you have that “ah-ha” moment when you correlate the information together and it becomes crystal clear and you understand everything. Wait for it, because it is truly a wonderful experience.

Finally you are strapping yourself into the left seat of that flight school airplane as your flight instructor is strapping themselves into the right seat for your first flight lesson. At this point, you may be feeling a little anxious. Don’t worry though, your flight instructor will be there every step of the way to guide you and encourage you. From this point on, the left seat will be your classroom and your instructor will be sitting in the right seat to help you. You will have most of the flight instruments on your side but you and your instructor will share flight controls. The passenger seat of the cockpit of a training airplane has parallel controls so if your instructor senses you need help and needs to explain something, they can take over and demonstrate the technique for you in actual flight practice. There is no better learning situation than this.

From the moment to arrive at the airport for your first flight till you tie-down the airplane, it will be a flurry of events, instructions, and information. And chances are you will only remember a portion of what your flight instructor is telling you because excitement will be dominating your thoughts. You will go through every aspect of the flight and there will be checklists of things to be mindful of from the moment you sit down at the controls to the end of the flight when you have landed the airplane and have stepped out onto the tarmac with one flight successfully in your logbook. You will have covered all of this in the classroom but you might feel overwhelmed when you are actually in the process of a flight lesson because you will not only have to remember dozens of things to check off, you are dealing with the sensations of flying an airplane.

But don’t worry because your instructor knows that especially on this first flight, you will not be an expert at every aspect of the flight. They will help you start the engine, taxi it onto the runway, handle the radio communications and assist you with the take off. During the flight, your instructor will be having as much fun as you watching you discover the fun of flying, banking the plane, gaining altitude, changing directions and dealing with the atmosphere around you. And when the time is right to land the plane, the most important part of the flight, your instructor will be very involved and maybe handle this first one for you so you can get on the ground safely with a good learning experience behind you.

In conclusion, during your first flight lesson, pay attention, ask lots of questions and get comfortable with what is going on. If you feel some nervous jitters in your stomach, that’s normal. Just relax and remember your training. In the flight lessons ahead, you will handle the controls more and more until finally you are flying the airplane and making the radio calls during the whole lesson. It takes time and if you fly often you will notice your skills improving steadily and that you get more and more out of every lesson. It won’t be long before you wonder why it was so difficult for you in the beginning because now everything seems so easy.

I hope you’ve enjoyed this article. We have talked about what the first few steps are towards becoming a pilot and what you can expect as you take your first lesson and beyond. You will never forget your first lesson and the first time you take an airplane into the air. Becoming a pilot is a wonderful process and you should enjoy every aspect of it as you take that first important step toward becoming a pilot.

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Can you blame them? Flying an airplane is an awesome experience! It’s romantic. It’s fun! For a long time, it was the “Final Frontier” for the ordinary person.The unachievable! A dream that only other people made real.

Then I ask them, “Why haven’t you learned to fly?”

Usually they hem and haw and give reasons like: no money, no time, other commitments, too complicated…and the list goes on. I can understand and appreciate all of these reasons…but…becoming a pilot is more achievable now than ever before by becoming what is called a “Sport Pilot.”

So, in this article, we will discuss what a Sport Pilot is, some of the limitations, training, and privileges of being a Sport Pilot, physical requirements, and the different types of aircraft you would be allowed to fly.

What is a “Sport Pilot” Certificate?

In October 2004, the Federal Aviation Administration (FAA) began the “Sport Pilot” certification program due to a drastic decrease in the number of people becoming pilots. The FAA had to devise a simpler, less expensive way for people to become pilots than the traditional way. Until 2004, there were only four basic types of fixed-wing (airplane) pilot certificates available to would-be pilots:

- Student Pilot (beginner)

- Private Pilot (novice; fly passengers and at night)

- Commercial Pilot (intermediate; fly for hire)

- Airline Transport Pilot (ATP) (master; fly for an airline, in general)

The result, a “lighter” version of a Private Pilot’s certificate called the “Sports Pilot” certificate that gives you the training and the certification to fly but is custom-made for the non-fulltime, aircraft specific, occasional pilot. This is a great response to the need for a type of pilot’s certificate that is not so concentrated on a career in aviation or on the heavier level of responsibility and learning that a Private Pilot’s certificate brings with it but allows people to get out and fly.

Sport Pilot: Limitations, Training, and Privileges

The age restrictions for a Sports Pilot certificate are pretty much the same as a Private Pilot’s certificate. You have to be at least 17 years old for airplanes and anything else. If you are at least 16 years old, you can fly a glider or balloon. There is no upper age limit for a Sport Pilot as long as you are healthy and have a driver’s license. More on this in a bit.

As for training, you still have to go through flight and ground school training and take a practical test (checkride) with a designated pilot examiner (DPE) but the number of flight training hours is not as numerous and the written test is customized to the less demanding level of flying you are pursuing.

The Sports Pilot certificate is also more restrictive than a Private Pilot certificate but it allows you to enjoy flying lighter aircraft for short flights under certain circumstances. This fits the “joy ride” desire that is exactly what attracts people to flying in the first place.

The basic limitations of a Sport Pilot are:

- Operate in the daytime only

- Must have three miles of visibility and must be able to see the ground

- Must operate in Class G and E airspace only but can include additional airspaces with proper training and endorsements

- Cannot fly for compensation or hire, but you can share expenses such as the aircraft rental and gas

- Maximum level flight speed in a sport aircraft is 87 knots (or 100 mph) but can be increased to 120 knots (or 138 mph) with additional training and endorsements

- Must fly below 10,000 feet mean sea level (MSL)

- May only fly in the United States

- May carry only one passenger if the aircraft is equipped with two seats

Physical Requirements

One of the unique aspects of a Sport Pilot is that under certain circumstances you don’t have to take a FAA physical exam like Private Pilot’s do but a valid driver’s license may be sufficient to indicate health eligibility.

However, one of the caveat’s to this rule is that if you have failed your most recent FAA medical exam and it was never rectified or your FAA medical certificate was revoked or suspended, then you need to have that cleared up first before you can become a Sport Pilot. It may just be a matter of getting some more tests done or submitting new paperwork. Check with an FAA medical examiner if this has happened to you.

But, if you have never taken an FAA physical and are in good health, then your driver’s license may be enough. Check with a certificated flight instructor (CFI) if you have any questions.

The Aircraft You Can Fly

One of the best things about being a Sport Pilot is the wide variety of aircraft that you can learn to fly. The aircraft you are certified to fly as a Sport Pilot are called Light Sport Aircraft (LSA) and include:

- Two Passenger Airplanes

- Gliders

- Weight-Shift Control Aircraft

- Powered Parachute

- Newly Manufactured Ready-To-Fly Aircraft

- Some Manufactured Kit-Built Aircraft

- Hot Air Balloons

There are several other characteristics associated with LSA’s, but it is easier to just say that they are low, slow, and simple to operate aircraft. And just think, within a few weeks, you could be flying one of them. Unfortunately, helicopters and powered-lift aircraft are excluded because they are more difficult to fly. If you wanted to fly one of these, then you would have to get a Private Pilot’s certificate.

A Few More Thoughts

One of the best things about a Sport’s Pilot certificate is that once you have your certificate, whenever you feel the desire to fly, you can head to the airport, rent an aircraft, take a friend up for a flight (or go by yourself), tour the local landscape, or enjoy a quick flight to a neighboring town for lunch. A Sport Pilot certificate is by far the fastest way to get up in the air and start flying quickly and inexpensively.

Another great thing is that you can get a Sports Pilot’s certificate and begin enjoying flying as much or little as you want and stay at that level as long as you want. But, if at some point down the road, you want to move on to a Private Pilot’s certificate, all the training you have put towards your Sport Pilot certificate is credited towards your Private Pilot license, so basically you just have to “upgrade” your training to the more advanced certification.

Conclusion

In this article we covered several of the most important items associated with becoming a Sport Pilot which included some of the limitations, training, and privileges of being a Sport Pilot, physical requirements and about the different types of aircraft you would be allowed to fly. I hope it has answered a few questions and has gotten you excited about the renewed possibility of you becoming a pilot

So what is stopping you now? It is easier than ever to become a pilot and start flying.

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The Lightspeed Zulu is a great option for pilots because it can provide the results that a lot of products that cost two or three times more can, and still provide the comfort that is necessary for pilots. Those who have tried the headset claim that it can stand up to big names such as the Bose Headset X, yet it costs about $200 less!

This headset is known for its noise reduction capabilities. The headset has been fitted with full coverage magnesium ear cups, which make it very light weight and also a better sound barrier than the plastics that are used for the ear cups on most headsets. When compared to even high end headsets, the Zulu had a noticeable better rating where noise reduction is concerned.

A nice benefit of this headset in addition to the noise reduction is that it is also very light weight. No pilot likes to have a big heavy, cumbersome headset on and with the Lightspeed Aviation headset you don’t have to worry about that! The Zulu weighs in at just 13 ounces! While weight may not seem like something that is all that important, when you put on a heavier headset you’ll suddenly feel the difference. The Zulu is very light weight for its price point and its high quality.

This is simply a great headset that is newer to the market but has already taken it by storm. Many thought that Bose had the corner on the market, but this may not be true. This headset has all of the features that many pilots want, including great sound quality for cockpit music in addition to everything else, for a price that is right! The fact of the matter is that a lot of effort went into creating a remarkable headset and Lightspeed aviation has done just that with this headset. It may not fit the needs of every pilot, but most will find that it easily does all that they want a headset to do, and more! Many expect that this headset will soon give the Bose X a run for its money!

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The A320 and A340 families are the targets for the installation of these New cockpit displays which will be, in a second step, widely installed on the other new Airbus families.

The new cockpit displays involve the replacement of the Display Management Computers and the Display Units by new units with a minimum impact on the aircraft. It will be installed both in forward fit and retrofit conditions.

The new Display Units are no longer CRTs (Cathode Ray Tubes), but LCDs (Liquid Crystal Displays) flat panels. The LCD is now a mature technology which presents very good optical performances, even better than the CRTs in sunshine conditions, and a larger display area for the same outside equipment size.

The new cockpit displays will greatly improve the maintenance costs and will provide benefits in terms of necessary volume for their installation, power supply requirement and weight.

The new cockpit displays will, in addition to the conventional flight, navigation, engines, aircraft systems and warnings displays, also introduce new functions

- SMGCS (Surface Movement Guidance and Control System) : display of airport maps and aircraft movement on ground,
- CDTI (Cockpit Display of Traffic Information) : in-flight traffic surveillance display
- CFIT (Controlled Flight into Terrain) : terrain information display – Weather Forecast data display

Additional features will be introduced with the new cockpit displays : video recording of the displayed images, hard copy of the display, “windows” like capability : windowing, icons, scroll bars, pointing device, bitmap and 3D displays, …

The new Display Management Computers and cockpit Displays Units will be based on up to date and powerful technologies featuring new avionics solutions : high throughput processor, large size memory, partitioned software, fast downloading of all the software.

These computers will allow an easy stepped introduction new functions and even further new functions as soon as they are defined.

The technologies selected in this development will be reused in new avionics future architectures as well as the application software which will be fully portable.

Future Avionics:

INTEGRATED MODULAR AVIONICS

The capacities offered by electronic technologies now enable AIRBUS Industrie to go well beyond the ARINC 600 LRU solutions of the current aircraft families.

The future of avionics is based on integrated modular avionics.

The basic principle is advanced standardization and sharing of resources between several aircraft systems.

In conventional avionics, the main functions are ensured by independent computers which each include a power supply, data acquisition and exchange capacities, processing resources (microprocessor and memory) and resident software supporting the functional software. Each computer acquires the data it requires. The various computers are developed independently of each other.

In integrated modular avionics, a rack consisting of modules connected by a backplane bus will accommodate several functions. The power supply will be common to these functions. Also, acquisitions will be made once and shared by the various functions that also share common processing resources.

Modular avionics leads to reductions in weight, volume and electrical power consumption. Apart from the reduction in costs obtained by the sharing of the resources (reduction in onboard electronics), these new concepts also enable a reduction in:

- development costs by reducing the number of different items of equipment,
- recurring costs by the increased number of equipment of same type,
- operating costs by reducing stocks (less onboard equipment), reduction in unjustified removal rate (improvement in reliability, capability to detect and identify failures, fault tolerance enabling deferred maintenance in some cases),
- development costs by the independence of the software and hardware, standardization and downloading.

Optimization of data exchanges with the use of multiplexed “high throughput” communication networks as ARINC 629 (2 Mbits/s), ETHERNET (10 Mbits/s) etc. are associated with these concepts.

The expected advantages are significant. However, we must not conceal that the sharing of resources between avionics systems comprises a rupture and that new problems concerning the control of the complexity of the interdependencies created between these systems arise:

- at the design and certification phase level: the platform common to several systems must be covered by its own specification but must also be considered in the analysis of the various systems (safety and failure mode analysis in particular),
- at integration and validation phase level: several functions must be integrated onto a common platform. Specific means must be developed to enable the development, integration and validation of the various functions to be conducted in parallel,
- and on the industrial scale, concerning the sharing of the development between several suppliers: some of them will no longer develop computers but will be limited to supplying application software and peripherals and sensors dedicated to their functions.

Future Airbus avionics

Beyond AIM-FANS ( airbus interoperable modular – future air navigation system) and the new cockpit displays, further development of integrated modular avionics concepts implementation will be taken on the AIRBUS aircraft.

Already today, for all new programs, all avionics suppliers work on highly integrated modular avionics platforms.

In the future integration will be considered for the following:

- cockpit avionics: flight management, auto-thrust, communication management, data recorders interface, data acquisition systems, health and usage monitoring systems HUMS and air data computers.
- cabin systems: air conditioning, pressurization, temperature control, etc., – aircraft utility systems: landing gear, fuel, electrical power, etc.,

in an overall optimization approach to onboard electronics.

The architectures and technologies will allow

- an efficient implementation of the functions
- a reduction of the cost of ownership of avionics
- flexibility and growth potential
- easy airline customization
- long life duration of the avionics architectures.

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Application of new technology to the ANGLO-ITALIAN EH101

Our confidence in the future and the new opportunities and challenges that we may look forward to are very much based on the benefits that the application of new technology has brought to today’s products.

The EH 101, designed by the partnership of Agusta and GKN Westland employs new technology extensively. The principal new product technologies employed are:

Advanced aerodynamic composite blades; A composite elastomeric hub; An active vibration control system (ACSR); Composite structural components and aluminium lithium structural components; Health and Usage Monitoring systems; An all digital AFCS automatic flight control systems; Electronic Instrument Systems; and helicopter Integrated Avionic Systems employing Dual Data Buses.

To highlight the benefits of just one of these items, as an example, let us consider the main rotor. If we had retained the aerodynamic technology of the previous generation of helicopters, the aircraft would have needed to employ two extra blades to match the performance of the new rotor. These extra blades would have had a significant consequential impact on increased installed power requirements, and increased empty weight and overall weight for the missions to be performed. This improvement is a direct consequence of the 37% improvement in cruise blade loading available from the advanced aerodynamics employed.

Helicopter vibration control

Helicopter vibration control methodology is based on the following three issues

• rotor dynamics

• fuselage dynamics

• choice of appropriate antivibration device.

Helicopter rotor dynamics

Helicopter vibration from the main rotor is the primary source of problems. Minimization starts with appropriate tuning of main rotor characteristics. The dynamic response of a rotor blade to the aerodynamic excitation depends on blade natural frequencies, generalized masses and modal damping which gives the amplification or reduction of blade roots, vibratory loads to the aerodynamic excitation.

The aerodynamic parameters are selected mainly to improve helicopter performance in hover and in forward flight. The main parameters are

• induced velocities

• planform shape : rectangular or tapered

• tip shape : swept, anhedral

• twist.

Induced velocities due to the fuselage or the blade vortex interactions are a significant parameter. Fuselage optimization to reduce aerodynamic drag leads to designing compact rotor heads. In these conditions, the blades are close to the body, which amplifies the interactions in terms of fuselage induced velocities exciting the blade and gives high rotor head vibratory loads.

The number of blades is thus a highly significant factor as far as vibrations are concerned. A general argument in the helicopter community is the higher the number of blades the lower the dynamic loads at the rotor head. The choice of the number of blades is strongly influenced by other criteria like performance, price and autorotation capability.

The latest aerodynamic studies are producing new blades which are no longer rectangular but tapered with evolving tips. Their twist can be modified and an anhedral added to improve their performances in hover or at high speed. The planform influences the spanwise distribution of the aerodynamic loads as well as the dynamic properties of the blades. Tapering leads, for example, to low generalized masses for those modal shapes where dynamic response and vibration level are increased.

High twist is favourable for hover and low speed performance. The linear aerodynamic theory shows that higher harmonics blade flatwise loads are proportional to twist. The current blade design methodology is an optimization of aerodynamic performances as well as a change in internal structure to improve dynamic behaviour. The simplest methodology involves retaining a margin between blade modal frequencies and hub excitation frequencies. It is possible to increase the generalized mass or shift the frequency of the modes most critical for vibrations with tuning masses. Optimization techniques involve local stiffness and mass adjustments to globally reduce aerodynamic excitations and blade response to obtain low N-per-rev hub loads (moment, vertical and lateral shears).

Helicopter fuselage dynamics

The fuselage response to rotor excitations must carefully be considered to enable high comfort aircraft to be obtained. The fuselage response varies extensively with the excitation frequency.

The structure design must be supported by finite element airframe analysis. In the design phase, every main architecture choice like implementation of frames, installation of heavy parts (engines, gearbox, …) and interface between mechanical parts and fuselage must be validated by dynamics considerations. As far as new structures are concerned the effects of composites make the prediction of natural frequencies and mode shapes more difficult.

The difficulty comes from different new elastic coupling terms and the structural design concept of the helicopter composite fuselages is different from that of metals. Another problem is the structure identification methodology to ensure proper fuselage mode placement : finite element analysis as well as correlative ground shake tests are needed. The global optimization of the structural models is impractical. This is why every company is looking for simplified models which are much easier to use for parametric studies and optimization techniques.

Antivibration devices.

Upgrading of performance, mission duration and versatibility looking into increased level of comfort, imperfect control of forced vibration dynamic and aerodynamic problems at design level, require the necessity for developing antivibration devices. The problem proves difficult since the vibration technology has to meet the following requirements

• system with an unlimited service life

• reliability

• reduced maintenance

• minimum weight

• minimum dimensions.

The antivibration devices are broken down into 3 classes

• at the rotor hub

• at the rotor-to-fuselage interface – upper deck

• in the fuselage.

In these three classes, there are three categories of antivibration devices : passive, semi-active and active systems.

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There is need for you to look before you leap when making travel arrangement online. You need to know that not every information you come across online is actually true. Hence, it is always advisable to be patient when doing things on the web, especially anything related to your traveling.

A little time spent on the web will reveal lots of advertisement. Companies spend a lot of money annually advertising their products and services on the web. However, you need to beware. You don’t have to fall for every advertisement you see on the web.

No doubt, there are millions of websites on the web. Hence, you need to take the time to sieve the fake from the authentic. You must make sure that the website you want to purchase from is secure. If you doubt the website, it is advisable to click away.

One of the ways to get cheap airfare online is to book in the early hours of the morning. Many websites do offer discounts at night. This is because the airlines make available seats that have not been paid for every night when confirming their next flights. So, they offer discounts on these seats which you can pay for and save money.

You can save lots of money on tickets when you purchase during off-season. Many companies out there offer discount rates during summer or winter. It is recommended that you watch out for these offers so that you can enjoy the accompanied benefits.

The days of the week also affects the price of tickets. Weekend tickets are often higher than weekdays. Fridays and Sundays flights are usually overbooked and are therefore pricey. So, you need to consider this when making travel arrangements.

There is a lot of competition among airlines these days. In order to beat one another, some of them offer discounts on air tickets. You need to look out for this as it is a way to save lots of money on air tickets.

It is widely known that return tickets are cheaper than one-way tickets. Hence, it is highly recommended to always go for the former when traveling. Even if you are not sure of the duration of your stay, it is still wise to make reservations.

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So you are probably wondering “How do you address the run-off / wash water reclaim issues. (local ordinance and DEP / FAA regulations).” Very good question and as an aircraft washing consultant I am asked these types of questions quite often. So, here it the answer.

Follow the rules, pick up the waste water runoff as it puddles, vacu-boom it into a tank, take it to the wash rack and discharge it there. Some airports only allow washing at the wash racks due to their NPDES permits. If hangar’ed sometimes we do not use pressure washers when cleaning rather we wipe the aircraft off by hand. Many of our customer’s aircraft are kept immaculate.

Now, you are probably wondering if these regulations would prevent you from starting your own business cleaning aircraft due to the costs. So, you’ll be thinking; “This item alone seems to have the biggest impact on profits and airports which you can clean the aircraft.”

Whereas it is significant, these costs are passed on, and whereas, it slows efficiency it also is a barrier to entry from would be competitors, or folks that do not have their act together or have absolutely no business being on an airport at all. These are issues you might also consider in that argument.

Sure there is a lot of BS with environmental regulations which are completely silly and onerous, most of our customers we are basically rinsing them with RO water and wiping them dry, so, the whole run-off issue is completely ridiculous, I mean it rains doesn’t it? Degreasing is much different, but no airport is going to let you degrease an airplane on the flightline, unless you are in WY.

And after being in the business for some 27-years, it is my contention that our customers never get the bellies too bad, so we use squirt guns and wipe them clean. I hope you will consider all this if you are going to start an aircraft washing or cleaning service.

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