This video, the aviators does it, and it provide a clear practical guide,

There are four basic forces acted on the aircraft, the thrust, drag, lift and gravity.

a. The Thrust is the force that pushes the aircraft forward. The aircraft must move forward in order to generate the lift, without forward movement, it will fall off from the sky like a piece of iron. The forward thrust is provided by the engine. When aviation started about 100 years ago, the choice of engine was limited by the technology at that time. It relied on the internal combustion engine like your car. The issue was, how to get maximum power with the limited space and weight allowed. One of the approach was to have the radial piston engine.
With the invention of the jet, the aircraft building changed. The aircraft, commercial and military operate within the hemisphere, with available air and oxygen. There are 2 types of jet engines commonly used, the pure jet and the fan jet.

b. The lift is provided by the wings when the stream of air flow above and below them. Due to the design, the air on top flow faster thus producing lesser pressure. The higher pressure at the bottom pushes the wings upwards.

c. The gravity is the natural tendency for the aircraft to fall towards the ground. The pilot needs to know the center of gravity in so far as to affect the way the aircraft is loaded. Loading to heavy a load in front of the aircraft may cause the center of gravity to go beyond limit and cannot be compensated by the control spaces like the horizontal stabilizers and the elevators.

d. The drag is caused by the structure and has to be overcome by the thrust. It ca be used to slow the aircraft before landing by the use of air brakes or extension of the flaps.

The video provides the basic of aircraft theory of flight, more like an awareness for public

Price: $59.99 (check it with Amazon)

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I did not pay much attention,  until I get home and opened the local paper. There was a write up on the company, or rather I am sure whether it is a company of a single individual running the show.

Being able to earn a living by doing what you love is great. That is what Andreas, the name of the pilot, is doing right now. However flying is expensive, the fuel, the aircraft, the fees to pay to the flying instructor is expensive. However if you can effort the cash and the time, the rewards can be satisfying.

Embraer has raised its forecast for regional jets by 5% to 7,225 deliveries in the 30- to 120-seat sector over the next 20 years.

This will nearly double the global fleet to 8,060 aircraft in 2030. Of the 7,225 new deliveries, more than half – a total of 3,835 – will be for growth while the remainder will replace older jets.

Some 20% of the current fleet will still be operating in 2030.

The airframer’s outlook, released during the Paris air show, reflects a recovery in the industry that is “much faster than expected”, said Embraer (chalet B351).

It predicts demand for 4,125 commercial jets with 91-120 seats and 2,670 for jets with 61-90 seats.

While acknowledging that the market for 50-seat jets has been “impacted” by high fuel costs and poorer yields, Embraer is upbeat over the prospects for this category.

“The aircraft are still essential to feed hubs in the USA and will progressively help to develop regional aviation in other regions,” it said, identifying Latin America, former Soviet states and Africa as candidates.

In the smallest category, 30-60 seats, Embraer foresees a need for only 15 jets for the decade 2011-20 but a surge to 415 in the following 10 years spanning 2021-30.

One-third of all deliveries will go to North America. Europe will take another 23% and China – the fastest-developing market, according to Embraer – will take 13%.

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Reading his blog, I could sense the excitement of the young pilot going through the daily activities and working his way to earn enough experience to earn his license.

.. I was so happy last week. At the end of the week I was scheduled with my my new instructor. And with the new instructor I got a new airplane, a Cessna.  From now I will be flying a Cessna 172R built in the end of the 90′s. I had never flown such a new airplane before, as the Cessnas I had flown were from the 70′s. This Cessna has an engine with fuel injection, so again something new to me, but I have already become accustomed with it.

POSTED 2 AUG 2011

Last Thursday and Friday were really nice and sunny, so I used them to fly solo touch-and-goes and become more familiar with the new Cessna. On Thursday I flew a bit with the instructor, but Friday I was “ridin’ solo”. The circuits were nothing unusual except for an incident, where a Cessna made 2 touch-and-goes on the opposite runway without stating anything or answering on the radio. Luckily my instructor was watching my flight from the ground and spotted the traffic on time, so we didn’t come too close. However the second time he came round I was on final, so a go-around had to be made. This woke me up a bit, but fortunately it all ended well as I’m here writing this blog

My normal schedule was interrupted since last Friday. It has been raining heavily and the winds have been too strong to fly. According to the weather reports, we were having a cyclon overhead us, so maybe I’ll get to fly on the weekend, we’ll see. I still have a bunch of solo traffic circuits to fly so I can’t wait for the nice weather to return, however I’ll be back writing if it keeps on raining

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Limitation of a student pilot. He is allowed to:

- Act as pilot in command in solo flight

- Fly in class B airspace.

- Fly cross country with endorsement for each flight.

Student pilot are not allowed to:

- Carry passengers except for the instructor

- Fly at night or with limited visibility

- keep virtual contact to the ground

- make internationally or become a copilot

- getting paid for flying

The student pilot are not allowed to fly different model of aircraft or fly into other then the base airport.

Prerequisite to become a student pilot.

- Able to read, write and understand English

- minimum age of 16 years

- medically fit

Requirement to fly solo:

- pass the written test

- trained under instruction from qualified pilot.

Had perform the following tasks satisfactorily:

- Preflight check, operating the engine and aircraft systems

- Taxing, surface operations and runup

- Straight and level flight, right and left turns

- Climbs and climbing turns

- Descents and descending turns, with and without flaps

- Flight at various airspeeds

- Full stalls recovery

- Ground reference maneuvers

- Done the Airport Traffic Patterns

- experienced in Normal and Crosswind takeoffs and landings

The Boeing 787′s launched airline, All Nippon Airways is set to start the operation in the third quarter 2011. The aircraft will be fitted with Rolls Royce trend engine. Another milestone will be set with the work on Trent 1000, the engine designed for the -9 stretched version.

Although certificated at a thrust rating of 74,000lb (330kN) in 2007, the “Package A” version of the Trent 1000 is rated at 64,000lb and will equip only the first four ANA 787-8s. The Japanese carrier’s fifth 787 – the first to be operated on international routes and due to be delivered at the end of the year – will introduce the Package B version of the engine rated at 70,000lb.

“Going into service we’re confident we’ve got a mature product that’s had a lot of engineering work and issues fixed, and a lot of flight-test experience,” says Trent 1000 programme director Simon Carlisle. “Clearly the [787] programme has gone much slower than we would have liked, and the engine would have been ready back in 2007. I guess we’ll never know what that would have meant.”

He adds: “No doubt, where we are today we’ve got a more reliable product, because we’ve had time to do a ton more testing on it.”

The Trent 1000 has accumulated more than 1,000 flights and over 2,800 flight hours, and flight testing of the first Package B engine began in May. Package B re-optimises the fan system around a different nozzle geometry, due to an earlier change in the thrust requirement for the 787. Also revised is the air system and low-pressure turbine (LPT).

Trent 1000 chief engineer Andy Geer says: “I don’t think it’s any secret that both engine companies on the 787 programme adopted a very similar style of LPT – high lift, short, low weight, and both of us have had some challenges in getting full aerodynamic efficiency out of that. So we’ve both done an iteration of the design. Package B gets us back within 1% of [fuel burn] specification.”

The UK manufacturer is working with Boeing and ANA to ensure a smooth service entry for the 787.

“I guess that will really start to feel real around the beginning of July when Boeing starts to do route proving,” says Carlisle. “They’ll take the aircraft to Japan and do a ton of testing. We’re absolutely treating that as if it was active service.”

He acknowledges that lessons were learned from the introduction of the Trent 900, powering the Airbus A380, in 2007.

“We’ve got higher levels of support stationed around the world. Initially it’s quite straightforward for us because it’s all Japan and domestic for the first few months. Once ANA take their first international aircraft then we’ll start putting support into Europe and the west coast of North America. That’s people, assets and spare parts backed up by the operations centre in Derby and Boeing’s operational centre in Seattle.”

Carlisle also stresses the importance of getting the company’s public relations strategy right.

“The thing we’re very cognisant of from the A380 is being on top of communicating with the media. We’re expect intense media interest in the aircraft. You can be sure that any squawk or cough will get a lot of attention, so we’ve been spending time on making sure that we will be in a position to handle that in the correct way,” he says.

R-R and rival General Electric – offering its GEnx turbofan for the 787 – have split the market roughly equally in terms of numbers of customers, although GE leads in terms of aircraft numbers.

Geer says the Trent 1000 is within a “cigarette paper” of matching the GEnx on fuel burn, but the Trent’s three shaft architecture will pay dividends in terms of better performance retention.

“Most of the focus on fuel consumption is on new engines,” he says. “An engine is new once in its life and it spends the rest of its 24 years and 364 days not new and you should be more worried about its deterioration characteristics.

He adds: “Over the full life, our experience is that the three-shaft engine is significantly better. But it’s not always easy to sell that in advance.”

Another feature of the Trent 1000 is its intermediate pressure shaft electrical power offtake, which helps to reduce fuel consumption with the engine running at idle, particularly beneficial for short flight cycles.

Next up are Package C improvements for the 787-9.

“We’ve just been going through our concept close-out review, so we’re moving into the detailed design phase for the parts that will go into Package C,” says Geer. “The Package C programme has moved around a bit so we’ll continue to tune when we deliver those solutions to best match the aircraft we are delivering.”

Further away is Boeing’s proposed -10X double-stretch, which would see the introduction of an extensively improved Trent 1000 which would then be offered across all three models of the 787 family.

“We’re just starting that conversation with Boeing so they’re in the process of defining the aircraft and we’re working closely with them to decide what the engine requirements are,” says Carlisle. “At the moment all of that fits well within the capabilities of the Trent 1000. One of our desires is to take some of the learning we’re getting from the XWB and feed that back into the 1000. We see these engines very much as sisters. Technology-wise they’re very equal, despite their different architectures.

“Our goal here is to make sure that when we do that, we design an engine that covers the whole family. Once Boeing nail down their requirements for the -10X then we’ll respond with our offering for the whole family.”

R-R has begun manufacturing Package B Trent 1000s, which will power ANA’s longhaul 787s

The Package B engine features a re-optimised fan system

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Undergoing training to become a pilot is always exciting. Being young and forward looking, the days are always fill up with excitements, confident of the future..

The spring semester is coming to an end and exams are on the way. I still continue flying and have flown a few cross-country flights in the past week with some traffic circuits. We had 20 degrees Celsius for a few days and it felt like summer, but now the weather is more moderate and I’m still waiting for the clouds to get some real IFR experience.

Yesterday I had my first simulator session. We have a FNPT II simulator and use it for instrument flight and MCC training. The simulated aircraft are Piper Seneca V and Beechcraft King Air. It’s pretty neat and I will have another session tomorrow. Besides flying and simulator training I still have to keep learning for the exams.  Waiting for June now

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Flying the favourite aircraft in the confort of your living room can not be made easier now, with the ready availibility of simulator game at an economic price. You can have the fun with your family at no additional cost, except may be you have to buy the additional gadget.

X-Plane is the world’s most comprehensive and powerful flight simulator available. Welcome to the world of props jets single- and multi-engine airplanes as well as gliders helicopters and new Very Light Jets such as the Cirrus Jet.The most realistic flight model available for personal computers. It comes with subsonic and supersonic flight dynamics simulating aircraft from the Bell 206 Jet-Ranger helicopter and Cessna 172 light plane to the supersonic Concorde and Mach-3 XB-70 Valkyrie.Includes over 40 aircraft spanning the aviation industry (and history) and several hundred more are freely downloadable from the internet.Land at any of over 18000 airports as well as test your mettle on aircraft carriers helipads on building tops frigates that pitch and roll in the waves.Weather is variable from clear skies and high visibility to thunderstorms with controllable wind wind shear turbulence and microbursts. Rain snow and clouds are available for an instrument flying challenge. Real weather data can be downloaded allowing you to fly in the actual conditions that currently exist!Includes detailed failure modeling with 35 systems that can be failed manually or randomly when you least expect it! You can fail instruments engines flight controls and landing.Includes Plane-Maker which lets the player create airplanes and World-Maker which lets the player create scenery. Also included is Weather Briefer that makes a weather briefing based on actual weather conditions.System Requirements:DVD Drive Mac OS X v10.3 or later G4/G5 or Intel @ 1GHz System Memory: 1GB RAM Available Hard Drive: 60 GB Video Card: 64 MB VRAM Recommended: USB Joystick or yoke Internet Format: MAC 10.0 OR LATER/DVD SOFTWARE Genre: ENTERTAINMENT UPC: 740569000454 Manufacturer No: 1055

Price: $49.99

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What would you do if you are a trained pilot, but are still waiting to get employment. I had suggested that it is a good opportunity to gain as much experience as possible as you are waiting for the employmnent opportunity to come through. I had many responses to my previous article about obtaining as much experience as possible while waiting for hiring to resume.  Many of the responses were similar in nature so this is an attempt to answer your concerns.  For those who missed my earlier article, I encouraged those who are stuck in the regionals or at a corporate job to try to pick up another type rating to make themselves more attractive to the hiring managers.  I explained that the competition will be quite fierce once the majors start hiring again.  It is important to separate yourself as much as possible from everyone else and one way to do that is to gain as much experience as you can.

There’s good news! It appears that we may soon see some hiring trends in the majors which will free up spots below and make the whole system start to hire.  In other words, once the majors start to hire, the regionals will then need to backfill.  Once the regionals need to backfill, they will take from the schools and small operators.  Those in corporate jobs looking to go elsewhere will also start to pick up positions and the need will arise to backfill those spots. We have seen Jetblue start to hire, Airtran has brought the furlough back and is hiring, and Delta is slated to hire 300 starting in August.  But, as I mentioned, the competition will be fierce.  Let’s look at Delta. Out of the 300, some will be taken from the flow-through program with Compass.  It is anyone’s guess how many slots will be left for those applying outside of Delta.  However, with so many experienced pilots from the majors out on the street, you know it will be very competitive.

This brings us back to our discussion as to how we can help make ourselves stand out.  Many of you made a good point regarding the slow movement and inability to upgrade in this industry.  You asked: “What else can I do?”  Well, to answer that question, we need to put ourselves in the shoes of the hiring board for a few minutes and see what they are looking at.  Imagine your selves on the Delta hiring panel.  What would you want to see?  How would you choose from the thousands of résumés that will be coming in?  We need to break it down.  Here is a good example: A friend of mine is a CFI with 1200 hours and started out at a local flight school. At the same time, he was courting another company with hopes of getting in when they started to hire.  For six months, he kept in touch with the chief pilot with occasional calls and emails.  Then the company announced it was going start hiring in anticipation of a busy summer.  As my friend was following up with the chief pilot, he found out one of his coworkers got hired.  He, in turn, was told by the chief pilot that it was unlikely he would be given an interview.  Needless to say, he was angry and hurt.  When we spoke about it, I asked about the credentials of the guy who was hired.  He told me he was a CFII and MEI with an A&P license and had about 2000 hours.  Can you blame them?  Wouldn’t you do the same thing?  I know my friend is a nice guy but it is the experience that counts.  How did he look to them?  He never bothered to get his instrument instructor rating or MEI.  To me it shows lack of initiative and drive.

Now transition back to the Delta board; what are they truly looking for?   When looking at a candidate, a hiring board wants, among other things, to make sure the candidate can get through training.  The cost of a washout is about $30-40K depending on the aircraft and company, not to mention a huge waste of time. They also want to make sure the candidate is not going to bend an airplane for obvious reasons.  The candidate should be a stand-up guy who is fun to be with in the cockpit for 5 hours at a time but still takes the job seriously.   What you are trying to do during the interview is assuage their fears that you will wash out of training or bend an airplane and that you are a safe and confident pilot.

It is very important to demonstrate competence.  Many of the responses I received from regional FO’s were from pilots unable to upgrade.  They asked if it made sense to take a right seat in a different aircraft.  They explained that due to lack of movement, they were stuck in the right seat.  I sincerely don’t think it could hurt you. However, before jumping in, look first at the pros and cons. The first question is always whether you will get a pay increase.  Many companies have an increase in pay as you fly more seats.  The main negatives would be quality of life changes and seat lock.  Ask if switching to this new plane would put you on reserve or force you to commute to a new base?  Will you be seat or aircraft locked for 2 years or 12 months when you would have otherwise been able to upgrade to Captain.  Can you go back down to a smaller plane as a captain in the future?  Some regionals have aircraft on different certificates and only allow you to make one change or only allow you to move to another if it is for an increase in equipment size.   You need to make sure that you are not jeopardizing your quality of life or career advancement for a short term bump.  I realize this is not an easy decision, but you need to do your homework in order to make your best decision.  Everything being equal without any negative consequences, I would suggest training in a new plane in the right seat.  Even though it is an SIC rating, it still shows that you can be trained and can handle different equipment.  Again, the end goal is to demonstrate to the interview board that you are trainable and have been through many programs.  As an aside, the more 121/135 aircraft training programs you go through, the easier it gets because you become more comfortable with the systems and training procedure.

Good luck to all in this situation and let me know if I can be of any help.

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