World Best Travel

3 Crucial Tips on Picking a Flight School

By Scott Morris

Learning to fly is an exhilarating experience and it is important to know how to pick a flight school so you can ensure your experience is as good as possible. My name is Scott Morris. I am a CFI/CFII at Ace Flight School. Below you will see my 3 crucial tips on picking a flight school.

1. Equipment – The equipment in which you will be training is probably one of the most important areas in picking your flight school. Cessna 172’s are the most common training aircraft, but just saying Cessna 172 is like saying, “I drive a Toyota Corolla.” Ok, that’s great, what year? What condition is it in? What features does it have? I’ve seen too many flight schools that use 1960’s Cessna training aircraft that do not have any form of modern instruments and look like something out of a wrecking yard. There are many different types of aircraft that schools are using as trainers. For example, at Ace Flight School we use new Diamond aircraft as our trainers, both of which are newer than 2001, have a color moving map GPS and use a newer airframe design that saves fuel and increases speed. Bottom line, do your research and don’t get stuck with a piece of junk!

2. Flight Instructors – There are two breeds of flight instructors and flight schools: flight instructors who are teaching to build hours and there are flight instructors that simply like to teach. As yourself this question – “Would I rather have an instructor that cares more about hours, or an instructor that cares more about me?” Simple, right? A flight instructor that is there to build hours won’t hesitate to move on to the next big flying job when he has the hours necessary to do so, leaving you mid-training to find a new flight instructor that knows nothing about you, where you are in your training or your personal flying characteristics. This will significantly slow down your flight training and cost you a lot more money. Ace Flight School has two instructors who are dedicated to your flight training, not the hours they receive from it.

3. Cost – Cost will vary between flight schools depending on where the flight school is located, the type of airport used and equipment used. A flight school at a large airport in a big city that uses nice aircraft will cost more than a flight school at a small airport that uses junkers – or will it? This is where your research will come into play. Some flight schools try to charge top dollar for substandard locations and aircraft. Look around the area in which you want to learn to fly and weigh all the factors to see if they are charging a fair price. Also, be very aware of hidden costs. With fuel prices going out of control it is very common to see a very fair hourly rate for an aircraft with fine print that specifies a 20% fuel surcharge on top, making is a not so fair rate. Ask about landing fees – some larger airports charge a fee for every landing done at that airport, which will obviously add up. At Ace Flight School, be operate out of an airport less than 10 miles outside of the Reno-Tahoe International Airport that does not have a control tower (meaning less time to get into the air = saving money), no landing fees are charged, fuel is always at a competitive price and our bottom line aircraft rental rates are always clearly known (no surcharges of any kind).

If you would like more information on learning to fly or about Ace Flight School, please visit http://www.aceflightschool.com

Author – Scott Morris (CFI/CFII). I work for Ace Flight School, where I enjoy teaching. I am not there just to build hours, so you will not be left mid-training. Ace Flight School has a unique fleet of Diamond aircraft which are faster and burn less fuel than traditional training aircraft. Feel free to take a look at our website and let me know if there is anything I can do to help. http://www.AceFlightSchool.com

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

Advantages to Flying First Class

By Mark Stone

As flying becomes more and more of a hassle, there are less and less people choosing to fly every year. There are a variety of reasons that people choose to fly. Many people fly for personal reasons, such as traveling for vacation and trips. Another large proportion of people who are flying are business travelers. There are a great deal of business travelers flying every day and they account for a great proportion of flyers. Either way, every year hundreds of thousands of people fly. In addition, every year a small proportion of these people choose to fly first class. There a number of advantages to flying first class an it is a careful consideration that people should consider before arranging their travel plans.

Below is a list of some of the advantages to flying first class.

Space

One of the things that people love about flying first class is that they seats have significantly more space which provides more legroom and shoulder space. People pay big money to get seats in the front of the plane where space is at a premium and there is enough room for relaxing and sleep. One of the most obnoxious things on a plane ride is dealing with people next to and in front of you, and when in first class you are less likely to have to deal with people near you.

Quiet

Another huge advantage in first class travel is the peace and quiet. Another thing that people don’t like about plane rides is that they tend to be in close quarters and quite loud. However, in first class there is more of a chance that people will have a quieter ride because there tend to be fewer children in first class. Travelers who ride first class experience quieter rides in general. If people have an issue with noise on airplane rides, they should consider purchasing first class tickets so that they can avoid noisy families.

Premium service

Another great advantage to flying first class is that you will receive the best service on the plane. People in first class usually get more food and beverage choices and experience superior service to those in coach class. People in first class usually have the choice between a variety of different foods and drinks.

If you are a frequent traveler, or if you are traveling less often, you should probably consider the different advantages of first class travel. If space is your main issue, then you should consider first class because it allows you to sit in an area where you have more space and have plenty of room to spread out and relax. Another great advantage to flying first class is the quiet. People who fly first class will usually enjoy the quiet atmosphere so that they can have a more relaxing flight. Of course there is also premium service that keeps people in first class. This is one of the major draws to first class. If you have travel plans coming up, consider getting first class tickets.

Mark Stone writes informative articles for many websites including American Express Imperial Travel, http://www.imptrav.com Imperial Travel are first class travel and business class travel experts with years of experience in finding the best prices for travelers interested in first class and business class seating.

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

3 Crucial Tips on Picking a Flight School

By Scott Morris

Learning to fly is an exhilarating experience and it is important to know how to pick a flight school so you can ensure your experience is as good as possible. My name is Scott Morris. I am a CFI/CFII at Ace Flight School. Below you will see my 3 crucial tips on picking a flight school.

1. Equipment – The equipment in which you will be training is probably one of the most important areas in picking your flight school. Cessna 172’s are the most common training aircraft, but just saying Cessna 172 is like saying, “I drive a Toyota Corolla.” Ok, that’s great, what year? What condition is it in? What features does it have? I’ve seen too many flight schools that use 1960’s Cessna training aircraft that do not have any form of modern instruments and look like something out of a wrecking yard. There are many different types of aircraft that schools are using as trainers. For example, at Ace Flight School we use new Diamond aircraft as our trainers, both of which are newer than 2001, have a color moving map GPS and use a newer airframe design that saves fuel and increases speed. Bottom line, do your research and don’t get stuck with a piece of junk!

2. Flight Instructors – There are two breeds of flight instructors and flight schools: flight instructors who are teaching to build hours and there are flight instructors that simply like to teach. As yourself this question – “Would I rather have an instructor that cares more about hours, or an instructor that cares more about me?” Simple, right? A flight instructor that is there to build hours won’t hesitate to move on to the next big flying job when he has the hours necessary to do so, leaving you mid-training to find a new flight instructor that knows nothing about you, where you are in your training or your personal flying characteristics. This will significantly slow down your flight training and cost you a lot more money. Ace Flight School has two instructors who are dedicated to your flight training, not the hours they receive from it.

3. Cost – Cost will vary between flight schools depending on where the flight school is located, the type of airport used and equipment used. A flight school at a large airport in a big city that uses nice aircraft will cost more than a flight school at a small airport that uses junkers – or will it? This is where your research will come into play. Some flight schools try to charge top dollar for substandard locations and aircraft. Look around the area in which you want to learn to fly and weigh all the factors to see if they are charging a fair price. Also, be very aware of hidden costs. With fuel prices going out of control it is very common to see a very fair hourly rate for an aircraft with fine print that specifies a 20% fuel surcharge on top, making is a not so fair rate. Ask about landing fees – some larger airports charge a fee for every landing done at that airport, which will obviously add up. At Ace Flight School, be operate out of an airport less than 10 miles outside of the Reno-Tahoe International Airport that does not have a control tower (meaning less time to get into the air = saving money), no landing fees are charged, fuel is always at a competitive price and our bottom line aircraft rental rates are always clearly known (no surcharges of any kind).

If you would like more information on learning to fly or about Ace Flight School, please visit http://www.aceflightschool.com

Author – Scott Morris (CFI/CFII). I work for Ace Flight School, where I enjoy teaching. I am not there just to build hours, so you will not be left mid-training. Ace Flight School has a unique fleet of Diamond aircraft which are faster and burn less fuel than traditional training aircraft. Feel free to take a look at our website and let me know if there is anything I can do to help. http://www.AceFlightSchool.com

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

Advantages to Flying First Class

By Mark Stone

As flying becomes more and more of a hassle, there are less and less people choosing to fly every year. There are a variety of reasons that people choose to fly. Many people fly for personal reasons, such as traveling for vacation and trips. Another large proportion of people who are flying are business travelers. There are a great deal of business travelers flying every day and they account for a great proportion of flyers. Either way, every year hundreds of thousands of people fly. In addition, every year a small proportion of these people choose to fly first class. There a number of advantages to flying first class an it is a careful consideration that people should consider before arranging their travel plans.

Below is a list of some of the advantages to flying first class.

Space

One of the things that people love about flying first class is that they seats have significantly more space which provides more legroom and shoulder space. People pay big money to get seats in the front of the plane where space is at a premium and there is enough room for relaxing and sleep. One of the most obnoxious things on a plane ride is dealing with people next to and in front of you, and when in first class you are less likely to have to deal with people near you.

Quiet

Another huge advantage in first class travel is the peace and quiet. Another thing that people don’t like about plane rides is that they tend to be in close quarters and quite loud. However, in first class there is more of a chance that people will have a quieter ride because there tend to be fewer children in first class. Travelers who ride first class experience quieter rides in general. If people have an issue with noise on airplane rides, they should consider purchasing first class tickets so that they can avoid noisy families.

Premium service

Another great advantage to flying first class is that you will receive the best service on the plane. People in first class usually get more food and beverage choices and experience superior service to those in coach class. People in first class usually have the choice between a variety of different foods and drinks.

If you are a frequent traveler, or if you are traveling less often, you should probably consider the different advantages of first class travel. If space is your main issue, then you should consider first class because it allows you to sit in an area where you have more space and have plenty of room to spread out and relax. Another great advantage to flying first class is the quiet. People who fly first class will usually enjoy the quiet atmosphere so that they can have a more relaxing flight. Of course there is also premium service that keeps people in first class. This is one of the major draws to first class. If you have travel plans coming up, consider getting first class tickets.

Mark Stone writes informative articles for many websites including American Express Imperial Travel, http://www.imptrav.com Imperial Travel are first class travel and business class travel experts with years of experience in finding the best prices for travelers interested in first class and business class seating.

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

Three Most Dangerous Landing Mistakes Pilots Make and How to Avoid Them

By Doug Daniel

Over-shoot, under-shoot, loss of directional control, wing tip strikes … are all symptoms of mistakes made BEFORE the pilot touches down. Mistakes that are easily to correct – but not necessarily in a way you might think.

I landed at the Nuttree Airport in a Cessna 172 in 1968. I felt pretty smug. It was a very smooth landing, one of those landings that you could hear but not feel. Then a wind gust picked me up and I landed a second time on a parallel taxiway. The pilot taxiing in the opposite direction was kind enough (or perhaps stunned enough or frightened enough) to hold short of a turn-off so I could move over to the parking apron. I couldn’t look him in the eye as we went past. Red-faced, I mumbled some excuses to my passengers that I didn’t believe. I had just made the three biggest (and most common) mistakes a pilot can make when landing.

Determined to never let that happen again, I spend a great deal of time in the intervening 40 years thinking about how to avoid these mistakes. The NTSB says that a full 45% of the weather-related accidents are caused by crosswinds and gusts. I believe it. It is time to introduce some little known techniques that help prevent these accidents. But first, we should look at their causes.

Landing too fast is caused by flying the approach too fast or trying to force the airplane on the runway before it is ready. The solution is to fly a consistent approach at the same airspeed, picking a safe projected glide point (or PGP), and controlling the PGP until you land. But hold the airplane a foot or so off the runway until the airplane nose has rotated up to the landing attitude. Hold that attitude until the airplane lands. That way you will land at the right speed.

Failing to cross control in a crosswind leads to ground loops, being blown off the side of the runway (the MOST common cause of accidents in the United States), wing tip damage, or, in my case, flying over the infield and landing on a taxiway. To put it simply, cross controlling is using the rudder to keep the long axis of the airplane parallel to the long axis of the runway and using the ailerons to keep the airplane positioned over the runway. This guarantees that you will keep the airplane moving straight down the runway after the wheels touch.

Quit flying the plane before the plane is through flying is one of the most dangerous mistakes that a pilot could make. Its cause is lack of concentration. Its solution is good flying habits.

I was lucky at the Nuttree. If the crosswind had been coming from the opposite side, I could have been blown into a canal. Remember that just because the main gear is on the ground does not mean that there is no ‘fly’ left in the airplane. Also remember that if you keep the airplane just above the runway until it absolutely, positively will not fly any more, then it will an unusually strong gust to put it in the air again.

It is easy to be lulled into the bad habits that lead to these mistakes. When the wind is gentle and the runway is long, all will be forgiven. So the question is: how to keep these bad habits from developing?

I want to tell you about two exercises that have helped pilots more that I could have ever imagined. They are the ‘very slow Dutch roll’ and the ‘controlled projected glide’ point. Neither is difficult or dangerous. Both simplify and strengthen any pilot’s ability to land.

The very slow Dutch roll is a simple exercise done at a safe altitude. It teaches two very important skills. First the pilot learns to continuously move the stick and rudders to control the airplane as conditions change, and second, the pilot learns how to cross control the airplane in the most extreme circumstances.

Here is how to do a very slow Dutch roll. Pick a point on the horizon and hold it steady as you change the angle of bank, airspeed and flap configuration. Maintain constant altitude. Change your bank very slowly. Continue to increase the angle of bank until either the aileron or the rudder is pushed to its limit. This is the angle of bank for the maximum crosswind that the airplane can handle. The cross controlled airplane slowly accelerates to the side for a minute or two. During this time, the pilot must move the flight controls continuously as the airplane accelerates to the side – an unanticipated benefit of this exercise.

Let me tell you about the projected glide point or PGP. When you approach the runway your eye will naturally gravitate toward a point on the runway that does not move in your field of vision. The phenomenon is much like when you are on a collision course with another airplane: it stays still in your field of vision but just gets bigger. Well, there is always a point on the ground where exactly the same thing happens. This is the point that you would glide to if you never made that last little flair to land. This is an extremely valuable concept that can save you many hours of landing practice. I never heard another flight instructor talk about it but I am sure that many pilots use this technique.

You can control the PGP with power and drag while keeping the airspeed constant. To move the PGP closer to you, reduce the engine’s power or increase the airplanes drag – usually with flaps. To move the PGP away from you, increase the engine’s power or decrease the airplane’s drag.

Use the two concepts together to make consistent, safe landings. Once established on final, use the center line of the runway as your reference point for very slow Dutch rolls. Use the ailerons to position the airplane on the extended centerline, the rudder to keep the long axis of the airplane parallel to that extended centerline. Move the PGP to the same place every time. I recommend the runway threshold. Consciously continue cross controlling until the airplane slows to a taxi.

These two simple techniques will get you to the same place on the runway every time in a landing configuration that compensates for crosswinds or gusts until the airplane is going so slow that you can taxi to parking.

Doug Daniel, respected flight instructor and author, recently wrote Flying Secrets, an extraordinarily popular e-book, operates a website for interacting with fellow pilots. If you want to learn more ways to refine your flying skills and get a *free report* on how even a PC-based flight simulator can help you fly better, ask his experts a question or just get the free report, click here now => http://FlyingSecretsRevealed.com/flying_questions/.

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

Do We Fly the Way We Train

By Harry Cameron

Do we fly the way we train and do we train the way we fly? Let me explain by way of an example. Not so long ago I was involved in a flight where we were two helicopters with four passengers in each helicopter. The planned flight time was about two hours so both of us had about three hours of fuel. The first part of the flight involved about one hour twenty minutes of flight time followed by a landing at a mine. Although landing area (helipad) was big enough for more than two helicopters it was surrounded by power lines on the northern side, trees on the western side, a building on the southern side and open space on the eastern side.

On arrival at the helipad there was no wind and both helicopters approached from the eastern (open space) side. When it was time to leave there was a light (5 to 10 knot) wind blowing from the northern (power line) side. Both helicopters had ample power available to do any type of take off whether in ground affect or out of ground affect as both has burned off fuel and both were six seater helicopters with four passengers per helicopter (weight was not a factor).

One helicopter opted to take off to the north into wind (the way we train) crossing the power lines and off he went bearing in mind it had ample power available, but was it the safest option for man and machine???

The other helicopter took off to the eastern (open area) side with a light crosswind but In Ground Effect also bearing in mind it had ample power to spare. It basically avoided flying into the shaded area of the Height Velocity Diagram, very safe.

I believe because helicopter flying is so versatile with so many “variables” it is very difficult to have a clear cut distinction between what is right and what is wrong. The important thing I would say is to justify your decision when choosing a certain type of take off- or landing profile.

Always have a plan. It might not be the best plan but at least have a PLAN.

Happy Flying
askharryhelicopter.com and http://www.askharryhelicopter.com

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

Inside an Aircraft and Its Parts

By Ajeet Khurana

When most of us think of an aircraft we think of the outside of the plane that has the wings, the windshield, the engines, and propellers. On the inside of a plane most of us think of the cockpit and the main cabin, but all of these places are made up of many different parts.

There are many parts and pieces that create an aircraft and when you own or fly a plane you know that some of these pieces need to be replaced from time to time. Like any sort of moving object, pieces wear out or simply don’t operate or look cosmetically as good as they once did. When parts wear out and need to be replaced the whole aircraft isn’t obsolete, instead parts must be purchased and then installed on the plane.

As you might have assumed, there are many different parts of an aircraft that may or may not need to be replaced during the lifetime of the plane. When most of us think of an airplane part we think of the seats, the seatbelts, the carpet, overhead bins, and the little fold out tables.

While these are just cosmetic additions to an aircraft they are some of the pieces of the plane that wear out quite quickly and need to be replaced. Most commercial airlines have thousands of replacement pieces for each of these things and they can just swap them out as needed.

Then there are the exterior parts of an aircraft that many of us think of such as the propellers, engines, wings, windshield, and tires. These are the parts of the aircraft that deal with the elements, and because of this they are often repaired and replaced as needed. All planes, especially commercial variants, are inspected to ensure that they meet minimum safety requirements.

During these inspections many things may be found to be in disrepair and they then are grounded until the faulty or worn out aircraft parts can be replaced or repaired.

There are a lot of parts of an aircraft that will become faulty or simply become outdated that will need to be replaced during the life of the aircraft. Some of these things include audio panels, autopilots, HF radios, radar altimeters, storm scopes, transponders, weather radars, and more.

Many pieces of the actual aircraft frame will need to be replaced, as well. Just like your car or any other moving piece of equipment, there are a lot of little parts and pieces that wear out and need to be maintained.

When an aircraft part needs to be replaced, an aircraft owner or commercial airline needs a parts dealer. Most commercial airlines keep stock of the typical parts that need to be replaced or repaired, but they get these parts from the parts dealer. These parts dealers have pieces ranging from very small to very large, and depending on the dealer that you go to, you may find that they specialize in one or two aspects of aircraft parts instead of having any part for any aircraft.

Generally you will find that aircraft parts dealers will specialize in one type of aircraft, allowing you to easily find the dealer and the parts that you need.

Visit us for Fuel system actuators, Fuel control for aircraft engines, and Aircraft engine nozzles.

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

Landing a Plane – 10 Tips to a Greasy Smooth Touchdown

By Jonathan Money

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Helicopters For Sale – Bringing Back the Toys of the Past

By Hwang Keum-Ok

Often times when you think of Helicopters, the idea of helicopters for sale does not cross your mind. The idea of a private person owning a helicopter is not a purchase that many people want to or even can make. The idea of purchasing helicopters is becoming a more popular option for many people, however.

Growing up I remember my father always talking about Blackhawk helicopters. He always said that if he could he would look for helicopters for sale because he would love to own one. He also was impressed with the Huey helicopter because he knew that these were helicopters that were a big part of history and apart of the Army.

Being able to fly in a helicopter was one of the best experiences in my life. Since my father loved helicopters he decided to take my sister and myself to ride in a helicopter. To be able to fly in helicopters for sale is one of the best ways to see the different helicopters that there are out there, and decide what is going to be the best helicopter to purchase.

Helicopters have played an important part in our history. They have made a difference in different wars, they play a part in saving lives. Now helicopters play a big role in watching traffic so the traffic will flow smoothly. Helicopters play a big part in rescuing people and taking them to the hospital. The wonderful things that helicopters can do are why helicopters for sale are becoming a status symbol.

Choosing between the different kinds of helicopters is one of the best ways to find the best helicopters for sale, you will find that you have so many different options, as long as you are willing to search for the helicopter that you want to purchase you will find the perfect helicopter for you, that you have always wanted.

Choosing a helicopter is something that can bring you back to your childhood. One of the most popular toys that I remember playing with is the helicopter that my father had. Now I see my children playing with the same helicopter. That is why when the opportunity presented itself, seeking helicopters for sale was something that I knew that I wanted to do. Owning a helicopter is one of my dreams, and knowing that they are there, and the possibility of owning one is so close, I know that this is going to be one of the best purchases that I could make.

Hwang Keum-OK owns and operates http://www.best-helicopters-for-sale.com Why not stop by today and read more great information on helicopters for sale? You’ll be glad you did!

Article Source: http://EzineArticles.com/?expert=Hwang_Keum-Ok

The Right Mindset – A Real Winner

By Harry Cameron

Often, NOT ALWAYS, I find that high time fixed wing pilots starting with their initial helicopter license have this “I’ll show you how it’s done” attitude. To put it a bit simpler there is not much you can teach some of them about helicopter flying. I agree that some basic flying principals are the same but I personally believe helicopter flying is a more versatile academic and therefore requires a different mindset than fixed wing flying.

Recently such a high time fixed wing pilot started his initial helicopter training but much to my surprise his attitude was completely different than I expected. He basically started the course as a complete novice from his point of view and sucked up every bit of information that was given to him. He constantly reads books about helicopter technical and aerodynamics and asks questions non stop.

To use another example, a particular student has been struggling with certain concepts involving helicopter flying for some time. Out of the blue his flying skills improved overnight. When I asked him what made the difference, initially thinking he stole the helicopter after hours and practiced, he simply stated that he changed his whole mindset about flying. In his case instead of analyzing and interpreting every movement the helicopter made he decided to fly with his gut feel (seat of the pants). Jokingly I said to him that is what we were trying to tell him from the start but to put the response in his own words: “I had to sit and think and change my outlook (mindset) over a couple of days”.

I often think students have this perception that when it comes to flying, initially anyway, that you can put on your flying cap when you walk through the flying school door and take it off when you leave again, and that no further thinking (flying in your mind) is necessary. I remember when I started flying how often I use to fly a particular sequence over and over in my mind, trying to understand what the instructor said before I go to sleep. I’m not saying you must eat, drink and sleep flying but I do believe that the mind (or mindset for that matter) plays a very important role when you do your initial flying course.

Happy Flying
info@askharryhelicopter.com

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

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