Nike Sport Bundle for the ipod nano – Includes: Case, Armband & Flight Headphones
March 12, 2010
- Case: Padded divider to fit iPod nano, sensor, and receiver, Clear plastic card sleeve on back of divider, Cargo net storage pocket, Spool to keep headphones organized, Zipper enclosure, Water resistant.
- Armband: Protects your iPod nano from sweat while you’re working out. Designed for iPod Nano 1st and 2nd Gen but also fits 4th Gen. Stretches for a secure fit, Lightweight Nike Pro Compression fabric is cool, comfortable and washable.
- Headphones: Behind the head design with rear cable exit improves stability while running, Soft, sweat resistant, urethane earpieces, Small enough for optimum wearing comfort and big enough to deliver crisp, non-distorted sound, the 15 mm speaker driver is an ideal size for listening enjoyment, Comfortable & lightweight.
Product Description
Be ready for action with the Nike+ Sport Kit Carrying Case. This specially designed, water-resistant polyurethane case will keep all of your Nike+ accessories organized and ready to go. A padded divider holds your iPod Nano, sensor, and receiver, and a spool keeps your headphones tangle free. This lightweight case also features a clear plastic card sleeve on back of divider, a cargo net storage pocket, and a zipper pocket for small valuables. Also included is a Nike… More >>
Nike Sport Bundle for the ipod nano – Includes: Case, Armband & Flight Headphones
Private Pilot License – Pre Solo Flight Training Costs
March 12, 2010
Your Pre- Solo Training is the first Part of your Private Pilot License Training. In order for you to solo you have to be instructed and be found ” COMPETENT” in the areas listed in the Student Pilot Regulations of the FAA. I Have them listed in the Private Pilot License Requirements in my other articles.Now there are 15 Aeronautical Experience areas that need to be covered and you need to be proficient at them. I am finding two different types of students have two different ideas about soloing.The Younger Student: The younger students want to get soloed as fast as possible.The Older Students: I have a lot of students who are my age or older. These students are going after their life long dream but are now in the phase of their life were they don’t want to do anything stupid. In these cases the student doesn’t really care about soloing. So I move them ahead and go through the cross country phase. I have had many older students that get to about 30 hours, I have completed almost everything with them and finally say, ” It is time to get out there on your own” At this time they go do all of their solo time. Then we come back and finish up with the flight test preparation.In Either case if the student is not ready to solo I move them forward.For the purpose of this article I just add up the cost for you to get up to that phase of your training. If you are not ready to solo I just move on to the Post Solo Requirements.If you take a look at the requirements you can see that there are 15 areas that you have to be instructed in and it has to be logged in your logbook with an instructors signature. I always tell students not to focus on the solo. You want to focus on being a safe pilot and getting your Private Pilot License done on schedule and on a budget.Now in my syllabus I have 13 Flights to cover these areas with the addition of a Spin Entries Lesson and a Review Flight. In know that spin entries are not required but years back I had a student get himself into a spin. Since then I try and show every student spin entries and recoveries.All of this training adds up to about 17 hours and 3-5 hours of ground instruction. Now you have to remember that is me. If you have a good dedicated instructor, you should be somewhere close to this. If you are at a school that is going through flight instructors left and right, you can expect having different instructors. This turns out to be more money. Once again the reason I tell people to plan things out ahead of time.I will use an aircraft rate of $120 Per hour For a C-172 and $45 for the Instructor Since that is what I charge. You will find many different rates in different areas of the countries so just use my numbers as a guide for you. I have put 1.5 hours of solo time in here since your first and second solo should be close to this. If you are not ready to solo you will pick it up later on.17 Hours Dual Instruction @ $165 Per Hour1.5 Hours Solo @ $120.00 Per Hour5 Hours Ground Instruction @ $45 Per hour ( Flight Instructor )Total Dual Instruction $2805.00Total Solo Time $180.00Total Ground Instruction $225.00TOTAL $3210.00Now you want to remember this should be close with a dedicated flight instructor and flying on a regular basis. I would suggest 4 lessons per week. If you are not ready to solo, you should ask your instructor to move you forward. Most people have problems with landings so there is no reason not to move forward with the rest of the requirements because each flight you have to land. You will get the lightbulb to come on soon or later. Many times you will find that if you stop focusing on just landings you will start to get them nice and smooth.One other thing you want to remember is you are not the only person in the world who has problems in certain areas. Most students in general have the same problems and usually it is landings. Don’t let it bother you, you have been driving a car all your life and it takes a very long time to break the habits.Soloing is a great milestone but you want to remember that your main goal is to be a safe and confident pilot. I always ask students, would you rather solo in 10 hours or would you rather be prepared to handle any emergency that came up. You are dealing with a machine and sometimes no matter how well maintained they are, they are going to break.Your goal is to “FLY THE PLANE” and handle the emergency so you can make it to happy hour.Hope to see you in the skyAirfreddy
How to Capitalize on Benefits from Part 141 and Part 61 Helicopter Flight Training
March 11, 2010
There has long been a debate on the advantages of Part 141 versus Part 61 training. Student pilots are confused by the differences and are therefore unable to determine how to make the most of the benefits offered by each.
The following remains the same, regardless of whether your train under Part 141 or Part 61: 1)Written tests. 2)Oral exam in check ride. 3)Flight portion of the check ride. 4)License issued.
Measurement of success is the same at both types of schools: 1)Instructors make or break the school. Knowledgeable, experienced instructors are key. 2)Some flight schools have a high dropout ratio. Successful schools should have at least 90% of the students they train attain the certificates and ratings they signed up for. 3)Aircraft maintenance is important. Students should very seldom have flight lessons cancelled due to aircraft being grounded. 4)The school accident record should be zero or close to zero, indicating that the school places a high value on your safety.
On the surface, it looks like all helicopter flight schools are very similar. This is why it is so useful to understand the differences between Part 141 and Part 61. The two biggest differences are: 1)Part 141 training requires following an FAA approved Training Course Outline (TCO). Part 61 does not require a TCO be used at all. 2)The flight school itself and the Chief Flight Instructor have to meet stringent FAA requirements. Part 61 is not subject to these FAA requirements.
Let’s start with Part 61 helicopter training and flight schools. The majority of helicopter flight schools in the USA today are Part 61 flight schools. Many Part 61 helicopter flight schools start off with one certified flight instructor and one helicopter. The flight instructor offers one-on-one training to prospective students and teaches the student as he or she sees fit. If the instructor is good, more students join the school and the owner purchases additional helicopters and hires more instructors to meet the demand.
There are no FAA inspections required for a Part 61 helicopter flight school. The flight school is free to train their students using their own chosen methods. They are expected to follow the rules and regulations in the FAR/AIM for Part 61 flight schools and training, but are not subject to FAA inspections to confirm that they are doing this.
Part 141 training and flight schools have to meet very specific requirements and standards. The helicopter flight school itself is issued an Air Agency Certificate when it passes the FAA inspections. Facilities and aircraft that will be used for Part 141 training are inspected. The Chief Flight Instructor is required to take an annual check ride with the FAA.
On the training side, the flight school submits a separate and distinct Training Course Outline (TCO) to the FAA for each certificate and/or rating that they want to teach under Part 141. For example, a Private Pilot TCO would be submitted. This contains lesson plans for both Flight and Ground training. The flight school would have to submit another TCO for Instruments if they wanted to teach Instrument ratings under Part 141.
Don’t assume that a Part 141 helicopter flight school offers all their certificates and ratings under Part 141. Many only obtain FAA certification for Private, Instrument and Commercial certificates. It takes a lot of work for the flight school to create TCO’s and to teach under Part 141. The FAA requires that the flight school keep extensive student documentation for Part 141, including very detailed information on student progress. This is great for the student. It is time consuming for the flight school.
There are a few very large flight schools that only offer Part 141 training. They have set schedules for their classes and teach many students at the same time. They also have regimented flight schedules. These few very large flight schools often have a very high ratio of foreign versus domestic students. This is because SEVIS (Student Exchange Visitor Information System) requires that flight schools be FAA certified as a Part 141 flight school in order to apply for permission to train international students. The Veterans Association (VA) has the same Part 141 requirement for veterans to use their VA benefits.
Most Part 141 schools also offer Part 61 training for the same programs. For example, you may choose to do your Private Pilot under Part 141 or Part 61. Schools that offer both training methods provide the most flexibility to the student.
The student attending a Part 141 helicopter flight school gets all the benefits of attending a Part 141 school even if they choose to do some or all of their training under Part 61. This is due to the school being subject to random FAA inspections. They have to maintain their high standards at all times to retain their certification.
The disadvantage of Part 141 training is that the TCO has to be followed in the sequence written. Every student learns differently and some people prefer the flexibility of Part 61 training, which enables the student to cover materials in the sequence appropriate for him or herself.
This brings to light another advantage to a flight school that offers both Part 141 and Part 61 training. They will often use the TCO for your Part 61 training. This is great for the student pilot as you get the benefit of a structured Training Course Outline that is FAA certified, while at the same time being able to cover materials in the order that suits you best.
Another advantage to training at a school that offers both is that you can mix and match your training. For example, I did my Private Pilot under Part 61 as I wanted the flexibility to jump around in the curriculum. Flying instruments is very structured and is about learning procedures, so I choose to do my instrument training under Part 141. I found the structured approach and learning sequence worked really well for my Instrument training. I went back to Part 61 for my Commercial training.
Learning to fly a helicopter is fun, exciting and expensive. Learn all you can about your helicopter flight school and the programs they offer before making your final decision. Fly safe!
E-sky 4 Ch Flight Simulator Training Kit for Airplanes and Helicopters w/ USB Port
March 10, 2010
- Connect with USB port cable and no batteries is required
- High-performance, High-realism 3D graphics and 3D sound effects
- Full 3D collision detection with all objects on the landscape, Many new landscapes
- Separate channel- and keyboard mapping for helicopters and airplanes
- Designed for Windows 98, ME, 2000 , XP
Product Description
This is a revolutionary new Model Flight Simulator that allows the user to fly with the same type of transmitter used for regular flight. There are only a few Transmitter and Simulator combos on the Internet and none are equivilent to the ESKY FMS Simulator Package in value.
This new simulator gives you real world flying experiences from your PC.Its Interlink Controller plugs into a USB port on your computer.It looks and feels just like a real transmitter and has … More >>
E-sky 4 Ch Flight Simulator Training Kit for Airplanes and Helicopters w/ USB Port
Accelerated Flight Training, IFR, ILS, GPS, VOR, Commercial, Garmin G1000
March 9, 2010
Learn Accelerated Flight Training, IFR, ILS, GPS, VOR, Commercial in a Cessna Skyhawk with the Garmin G1000 with Flight Trainer Bill Fischer. www.aftcenter.com
Before Taking A Helicopter Flight Training
March 8, 2010
You always wanted to learn how to fly a helicopter right? Well, don’t just seat there in envy as you watch those normal people fly and enjoy flying. You have to take the first step to get yourself on the stick. You have to enroll on helicopter flight training. Don’t know how?
Here are the things you should know when you are considering enrolling for a helicopter flight training:
The cost.
Upon considering the idea of enrolling for helicopter flight training, the first question you should ask yourself is: Do I have the money? Since flight training involves expensive machine you have to pay to use, you need to make sure that you can maintain the cost. This is a long-term engagement so before you take flight training you have to make sure that you have enough resources up to the end. Meanwhile, there are flight training schools that offer financial assistance to trainees like you. You can search for this information on the training school site.
Finding and selecting flight training school that fits you.
Finding a flight training school may be easy. Here you should consider the cost, the proximity to your place, and the programs they offer. Selecting one involves more criteria.
When selecting a flight training school, it is not enough that you base it on the cost the program. Since you are the student and you are paying big time here, make sure that you check on the eligibility of the flight school you are considering. Weight the school on the criteria of maintenance capability, safety record, and pilot management. You should also talk to your possible flight instructor. Know if the instructor fits your personality. Remember that you will be spending many hours with each other so you better choose one who is fun to be with.
The flight medical certificate.
One important paper you should have if you want to fly is the flight medical certificate. Without it, you can never fly. There are 3 kinds of flight medical certificate: first class medical that is required for an Airline Transport Pilot, second class medical that is required to fly commercial, and the third class medical for private flying.
It is very frustrating if you have finished the training but failed to acquire any of these medical certificates so be sure about that you obtain one before the training.
Do your homework and research on all these 3.
Guide to Private Pilot Training – Learn How to Fly the Easy Way – The Basics of Flight Training
March 8, 2010
When you look up to the sky and see that plane just gliding along amongst the clouds it looks easy doesn’t it? Well it is for a highly qualified trained pilot. It certainly something anyone can attain provided they are willing to put the time and effort into learning and qualifying at what it takes to become a pilot.
If you love to fly and really are thinking about becoming a pilot then put yourself to a mini test. Call around some of the local flight training school and see who offers an introductory flight. It will cost you about a ½ hour of your time and $50. Out of your budget but at least you will get a good idea if you want to pursue the idea of flying. It is like a try and see type test.
After your little test and you are even more adamant to become a Pilot then the next step is are you medically fit to do so? You may think you are but you need the confirmation of an aviation Doctor to put this in writing by way of a medical certificate. You will only come by this once you pass their medical examination successfully. This is a Class 1 if you are planning to become an airline pilot or a class 3 for recreational piloting. This is the medical certificate that the FAA insists on. Once this is completed, you are ready for the next step.
You also need to understand what privileges and restrictions apply to the various Pilot licenses. For example for the Private Pilot license, you will be allowed to fly for recreational purpose only. You can never accept money for the duties of a pilot with this license.
Obtaining your license as we said will require several commitments. First, you have to consider the time that will be involved. If you can allot time for at least one to two week consistently on a weekly basis for your lessons then you should be ok. Each lesson averages about 1 ½ hours each, so it is not demanding a horrendous amount of your time. You will also need to give serious thought to the cost as well, which could be anywhere between $4-$5000 depending on the economy. With price of fuel, escalating there will no doubt be a rise in flight tuitions. Its also help to count on a little extra for unforeseen expenses such as opting for extra flying time. This is in case you are having difficulty with some segments of your flying.
Sometimes individuals will enter a course with the bare minimum amount of money thinking that they will complete their course in half the time and safe some money. It does not work that way with flight training. It is mandatory that you spend a specified amount of hours on your training and there is no deviation or flexibility in this. If you have not completed the specified hours you will not even qualify to take the final test.
If you follow a consistent time schedule, you can complete your course somewhere between 3-6 months. Of course, this is dependant on how many lessons and flight time you complete in a week. Moving on from a Private Pilots license can take you into commercial flying and several other types of flying careers.
Flight Training In East Africa/Kenya/Tanzania/Uganda And The Rising Costs For Training And Tough Regulations
March 7, 2010
East Africa has Soroti in Uganda as one of the latest and old pilot training schools followed by East Africa School of Aviation based in Kenya for ,Air Controllers course, Flight Dispatch and operations course, Engineering ,Management courses in aviation. Kenya has emerged as one of the fastest pilot training area with Wilson Airport leading with over 5 flying schools and with the launching of Orly Airpark recently which will mainly provide private aircraft parking and training to decongest the Wilson Airport.
For your pilot training course you are advised to engage a consultant in aviation. There are many schools in Kenya but some do not advice professionally but they are only after money and it might take you over 3 years to complete your flying hence need to engage a consultant who has the knowledge and experience which school provides quality, effective and efficient service. The consultant will also assist you on a daily basis and engage the school on why they are not following the syllabus or taking too long for a certain course and this will put them on their toes to improve in there area of weakness. As a student is you complain there will be bad blood even lead to suspension and thus affecting you mentality which will ruin your career.
1. Examination Fees and Other Charges hiked by Kenya Civil Aviation Authority.
The Kenya Civil Aviation Authority propose to introduce a new “flight safety charge” of usd 2 per passenger on internal flights and kshs 50 on domestic flights. Stakeholders have warned repeatedly that it is better to collect one ‘commuted’ annual fee per aircraft rather than a little fee for each service. The annual fee for licenses are being virtually doubled, such as, Students Pilot License will go up from kshs 500 to kshs 1, 000, a CPL from kshs 2,700 to kshs 4,500, and a Type Rating from 900 to 2,000.
Costs of sitting examinations are being tripled. In the PPL, Air law will increase from 500/- to 1,500/- , Navigation from 500/- to 1,500/- , etc. All CPL Subjects are proposed to go up from 1,100/- to 3,000/- each.
Ethnic discrimination still remains a feature in conversion of CPLs “foreigners” will pay kshs 16,000/- for writing a conversion paper of their foreign CPL, while “Kenyans” pay only kshs 10,000/-.
ATPL conversion exams will cost foreigners kshs 32,000/- whereas Kenyans will pay kshs 16,000/-. While we have these variations, Kenya Civil Aviation Authority is supposed to be reminded that ICAO regulations states that all aviation fees and charges must be the same for everybody, foreign or indigenous.
There are consultants who can organize for ground classes for Engineers, Pilots for those who want to convert their licenses before they sit for the exams and it normally takes 4 weeks for South Africa & American trained students and for British 1month and 2 weeks in class to be able to pass the exams.
2. Uganda CAA Scuttles Student Training.
The Uganda Civil Aviation Authority has now instructed all the flying schools that no hours flown will be logged before having obtained the Student Pilots License. In Uganda the issuance of the Students Pilot License takes weeks and month with the loss of applications, the need for a separate “security” check and the obvious miscommunication and loss of documents possibilities between CAA and security body.
The new Uganda Civil Aviation Regulations apparently require this and the CAA is now enforcing it and disallowing any flight time done by students during their interminable wait for the SPL.This means that before a school can start flying with a student, if he wants to log that time, then there will be a delay of unknown duration while the application is processed. This basically kills off flight training in Uganda for all but the very patient.
Instructors feel that it certainly takes away any attraction of a trial lesson in that the student can no longer log this 30 minutes. And when all fired up and excited from the trial lesson they will now have to wait weeks or months to begin training .This will effectively reduce the number of people wanting to start training.
Flight schools are now struggling for survival in Uganda, despite the fact that there is a good demand and the airlines are crying out for new Ugandan pilots.
Though costs are being hiked for pilot training, it is also based on the value of the earnings after completion of the course. The highly paid pilot in general aviation first officer kshs,120,000=00 and airlines pay lowest kshs 300,000=00 and thus no need of alarm when the costs rises.
The History of Computer Based Flight Training
March 6, 2010
Computerized flight simulation turned into a reality in the early 1980’s when the first personal computer devices were developed along with console games. In such an early stage, computer based pilot training was an unimaginable thing.
David Clark headsets and communication solutions were totally out of scope, but in the mind of visionaries that eventually developed the first computer-based flight training systems.
Aviation supplies and vehicle intercom systems were incorporated too simulators to provide a virtual like experience in pilot training programs.
However, if we look back, aircraft supplies and flight simulation appeared almost at the same time: the early history of real flights. In the early days, it was more convenient to teach the pilots from the earth, but feeling as if they were in airborne.
Historic records talk about an aircraft that was mounted on a universal joint to provide a flight simulation: the Sanders Teacher. Later in 1910, another simulator aircraft was built, although there is no registry of its name.
Some stores where aviation supplies are available have pieces of aviation history hanging on their walls. Some David Clark headsets also feature part of such historic background, depicting modern headset accessories and original equipment of the days in the past.
Throughout the 20th century, different aircraft supplies were developed, followed by numerous flight simulators that were invented in those days, but particularly during World War II. Pilot training occurred in both airborne and on ground, including the times when the space era arrived.
It was not until the last decade of the century when computerized pilot training acquired real importance. The 8-bit flight simulator games were transformed into combat simulators in which a player was able to choose aviation supplies to configure the aircraft, but the flight simulation was just a game.
More and more developers began to create more computer based flight simulators, until they became computer based flight training with the turn of the century. Stores were David Clark headsets were available, began to display the innovative courses for pilot training that we know today.
In a computer based flight training program, students can learn about aircraft supplies or just take the pilot training course designed for learning at affordable price, but simulating all the situations that a real airplane will face while crossing the sky.
Realistic flight simulation training also includes all the aviation supplies that any student might need in a real flight, as well as David Clark Headsets to wear during the training, so the experience resemble the real situations in the air.
Multi Crew Training Course @ Flight Training Europe Jerez
March 5, 2010
MCC Training at Flight Training Europe Jerez in Boeing 737-NG sim. Takeoff and visual landing Innsbruck Austria.
