Travel and Leisure Articles

The development of wholly digital aircraft control systems has to accommodate interfaces with the `real world’ which is analogue in nature. Microelectronic devices are used in different applications within a digital system.

Hybrid microcircuits and input/output (i/o) Application-Specific Integrated Circuits (ICs) are key technologies associated with interfacing to the analogue world. A/D and D/A devices undertake the conversion from analogue to digital and digital to analogue signals respectively. Processor and memory devices, together with digital ICs perform the digital processing tasks associated with the application.

Micro-electronic devices are produced from a series of masks that shield various parts of the semiconductor during various processing stages. The resolution of most technology is of the order of 1 - 3 microns (1 micron is 10-6 metres or 1 millionth of a metre, or one thousandth of a millimetre) so the physical attributes are very minute. Thus a device or die about 0.4 in square could have hundreds of thousands of transistors/gates to produce the functionality required of the chip. Devices are produced many at a time on a large circular semiconductor wafer, some devices at the periphery of the wafer will be incomplete and some of the remaining devices may be flawed and defective. However, the remainder of the good die may be trimmed to size, tested and mounted within the microelectronic devices package. The size of the die, complexity and maturity of the overall semiconductors process and the quality of the material will determine the number of good die yielded by the wafer and this yield will eventually reflect in the cost and availability of the particular device.

Micro-electronics devices are environmentally screened according to the severity of the intended application; usually three levels of screening are applied, in increasing levels of test severity:

Commercial grade, Industrial grade Aerospace military grade - also used in many cases for civil aerospace applications

There is little doubt that this screening technique has helped to improve the maturity of the manufacturing process and quality of the devices in the past. However, as an increasingly small proportion of devices overall are used for aerospace applications, full military screening is difficult to assure for all devices. There is a body of opinion that believes that screening is not beneficial, and adds only to the cost of the device. It is likely that avionics vendors will have to take more responsibility for the quality of devices used in their product in future. There is an increasing and accelerating trend for aerospace micro-electronics and aerospace hybrid microcircuits to be driven by the computer and telecommunications industries.

For those considering a new career in aviation during this economic downturn, they may want to consider that there is not a lot of hiring going on these days in that sector. Of course, the FAA is short of air traffic controllers and you could always start a little service business washing aircraft. If you would like to become self employed then you should consider something like this as at least one possible option.

Having been in the aircraft cleaning business some 27-years, I know all the questions start-up entrepreneurs ask about airplane washing. For instance; “How much business is there for detailing/polishing with the economy still so soft?”

Yes, good point, indeed demand has weakened significantly during the current recession and yes, general aviation has taken a hard hit. Worse many politicians and even our President are out attacking corporate jet use. This has cost at least 10,000 manufacturing jobs in the aviation sector and slowed the growth of general aviation to a negative growth rate.

If you are thinking about washing planes you must also consider the competition, so another frequently asked question is; “Who is your competition and how are your products and services superior to theirs?”

Most of our competition is people like you, some airports have folks that have been doing business for years, and they have a significant foothold. And there is a lot of politics at local airports. For instance in NJ there is a lot of payola, it’s quite disgusting, but that’s how they do it, so you have to play if you want that business.

So, let’s say you start your business and you want to increase sales, well, you might ask another common question; “How often do you recommend the aircraft be detailed?”

We don’t and it depends on the paint, where they park it; in or out doors and the region of the country. If an aircraft needs it, our teams slip a notice in the bill at the end of the month.

Please consider all these questions before you start your plane detailing business and think about what question you might have. Just like flying at night VFR, don’t start into something until you can see what is out there. Think on this.

Getting Started

For the energetic owner/operator, a good day’s work might be all that’s required, but be prepared for a physical workout that can range from mildly tiring to overall body fatigue and soreness (not to mention minor cuts from metal contact, etc.). The cost of cleaning materials is of minor consequence and usually less than $30 will cover the direct expenses. Many local detailing businesses may be hired to achieve the desired appearance for summer flying. However, many owners would rather do it themselves–both to save money, but also because taking care of your own personal airplane is one of the reasons men and women first decided to buy instead of rent! If this is you, then take the important obvious appearance items first and the less obvious after that.

A Logical Next Step

The most noticeable parts of the airplane are those in which a passenger might approach and then enter the main cabin door. That side of the aircraft must look appealing! If the airplane is really coated with dust and the effects of not having been flown regularly during winter, the airplane should either be sprayed off with an available water hose or alternately wiped down with a wet, though soft towel first. Air drying always works but toweling the airplane’s upper wing and fuselage sides brings instant results. The windows must be cleaned (inside and out) with a high quality cleaner which will both safely remove light dust or grime and then polish the plastic surface to a shine (however, care should always be taken to clean windows in an up and down motion–never swirling, which can scratch!). This first step may only take an hour to achieve and is a good starting point towards taking off for that famous $100 hamburger at a distant airport restaurant as a reward.

The Inside Counts

The airplane’s interior must eventually be cleaned and vacuumed to be enjoyed on those longer, overnight trips taken by private plane during the summer month’s ahead. Commercial household agents can be used as long as no flammable materials are introduced into the carpet or upholstery. Again, the airplane’s windows may be cleaned and special attention given to removing fingerprint grime common to areas of the moldings surrounding windows and door frames.

The Hard Part

The next step is probably the one most owners like the least: cleaning the belly (on single-engined airplanes) or beneath engine cowling and wing to the rear of each of a twin’s engines. The right cleaning materials can help take the effort out of removing oil, grease, and exhaust stains, although there’s no sugar-coating the physical effort and awkward body positions it usually takes to effectively remove the offending by products of combustion engines. This step doesn’t have to be done the first time out and no casual observer stoops down to look at a plane’s belly or landing gear for cleanliness. Wait for another day or weekend if the washing and cleaning of the painted surfaces was more than enough for that effort!

For Lasting Protection

Finally, protecting the airplane’s surface is important for both the plane’s appearance and for safeguarding the durability of the paint. A glossy airplane can be the most memorable image a guest takes away from an outing but almost the most physical demanding! Therefore, take the advice given earlier in this article and only polish or wax the side of the airplane that is used to enter the airplane; do the other half the next day or weekend. These steps will ensure the desired appearance and utility of every airplane put into increased usage for the summer months ahead.

In studying the Concorde crash the investigators determined it was caused by debris on the runway, which had fallen off a Continental Airlines Aircraft, which went down the same runway prior to the Concorde. Some thought the crash was an International Terrorist Attack. Had the debris, which had fallen off been known it could have been picked up prior to the Concorde’s take off roll.

In fact debris on run ways is common, I have seen stuff on runways myself during takeoff rolls, usually it is something minor and in a light aircraft you are not going very fast so a slight bit of steering for someone on the ball and the problem is solved. The Concorde however takes off at 180 knots or at least that day it tried. It hit the debris and it popped a tire and that tire shredded and sent pieces into the bottom of the wing and fuel tank along with a little of the debris. The aircraft on fire took off and then immediately crashed.

A young man, only twelve years old has come up with a little gadget, which will prevent this from ever happening again. It is a small real-time video camera, which runs along the runway on a track and videos the aircraft as it lands or takes off. It can also be sent solo to inspect the runway from afar, such as a room in the control tower or ground control workstation. The British Airport Authority (BAA) is interested in possibly developing this concept. Interesting as a 12-year old came up with it. Incidentally today NASA announced a spherical device to fly around the ISS-International Space Station to check for damage from space debris. Had this been available it could have inspected the Space Shuttle prior to its return and prevented the accident by way of video preflight.

The young man’s device is said to be able to spot even a single nut on the runway, which could be picked up by a tire or sucked into a jet engine. This is an awesome idea and I would hope the US Military would put them on the catapults so when it returns it video tapes the deck. The young man developed the concept in the “Young Engineers for Britain” contest. This shows why it is important to get ideas from everywhere and how contests spur on innovation. In the United States we have constant robotic contests and we all know about Robot Wars. The young man wants is counting on becoming a mechanical engineer if he ever grows up and I think he will make a damn good one.

If you are considering starting a new business in the aircraft industry, then perhaps you might consider something simple that requires very little capital to get into. Washing aircraft can be a rewarding business and it’s a much higher end business than most types of cleaning service companies. The pay is pretty good too.

Of course, before you start you’ll have to determine your market mix. That is to say what types of customers you’ll have and which type of clients you are going to go after. Having been in the aircraft cleaning business for almost 3-decades, I thought I might help you out on this topic. So, one question you might ask, which is a common question for airplane cleaning companies would be;

“Are most of the Aircraft Customers corporate owners/operators or the owners of the single/multi-engine aircraft I see?”

This pretty much depends on the type of airport, for instance at a large International airport it might be airlines, government aircraft, and corporate, with only a few non-turbine singles. At small general aviation airports, the market mix will be more single and twin privately owned aircraft, some helicopters, flight schools, flying clubs, charter and just a few corporate jets. See that point?

In states like New Jersey for instance, there are many more jets the closer you get to NYC, those airports are packed with corporate. When we get into airport community developments, airparks, it’s mostly all single and twin engine puddle jumpers.

In Sun Shine States like California, Arizona and Florida there are an abundance of single engine private planes and although you cannot charge much to wash them, you can sure make a lot of money in volume. Perhaps these are things you might consider?

The former Soviet Union has a history of producing large helicopters capable of lifting heavy loads. The vastness of the country coupled with a large number of inaccessible areas required a reliable form of transportation capable of operating in harsh environments. The MIL Helicopter Corporation responded and has built some of the most capable heavy lift and cargo helicopters in the world.

The predecessor to the MI-26, the MI-6 Hook, had its start in 1954 when the Soviet OKB (Experimental Design Bureau) placed a requirement for a helicopter that was able to carry a payload of 25,000 pounds a distance of 150 miles. The helicopter would be particularly useful for operations in Siberia where harsh conditions prevented ground transport vehicles from being effectively used. The military would also be able to use the helicopter to lift artillery pieces, troops, and other large heavy loads.

When the MI-6 entered production it was powered by two Soloviev D-25V turbo shaft engines rated at 5,550 SHP (shaft horsepower) each. The hook had a huge five bladed rotor system that had a diameter of almost 115 ft. The crew consisted of five people. Two pilots, a navigator, a flight engineer, and a radio operator. The helicopter had two doors on either side of the flight deck that could be jettisoned in an emergency and the windows on the pilots’ sides were bulged so they could see the rear of the helicopter. The MI-6 also carried an APU (auxiliary power unit), a small turbine engine used to provide power to the ship when the main engines were not in operation. The MI-6 was able to operate day or night in all weather. The MI-6 was also used as a civilian airliner, a fire fighting aircraft, and recovered Soyuz space capsules. It had a range of 370 miles and a max speed of 190 mph.

Out of the success with the MI-6 came the MI-26 Halo. The MI-26 had its maiden flight in 1977 and went into full-scale production in 1981. When looking at the two aircraft you can see the influence that the MI-6 had on the design of the MI-26. Though only slightly heavier than the MI-6, the Halo can lift 44,000 pounds. It’s powered by two Lotarev D-136 turbo shaft engines rated at 11,550 SHP each. The MI-26 is the only helicopter to use an eight bladed rotor system. The rotors are made from fiberglass and have titanium tips and have a diameter of 105 ft. To aid in maintenance the aircraft features built in handholds and footholds, which help when operating in austere conditions. The MI-26, like the MI-6, has an APU to provide power when the main engines are not operating. For comparison the load and lift capabilities of the MI-26 are on par with that of the U.S. built C-130 Hercules transport plane.

The aircraft is loaded from the rear thorough clamshell doors and a fold down loading ramp. The Halo has a maximum speed of 180 mph and an operational range of 320 nautical miles without using auxiliary fuel tanks.

The MI-26 is presently used in a number of different roles including medevac, flying crane/construction, fuel tanker, and aerial fire fighting. The MI-26 has a crew of five. Two pilots, a navigator, a flight engineer, and a loadmaster.

The MI-26 continues the tradition of MIL Helicopter of building some of the largest and most powerful helicopters on earth.

So many people postpone their dream to fly because of lack of time or money. If you knew that for few thousand dollars, few months and a lot of fun you could have your own ultralight airplane, would you still postpone?

Building an ultralight trike yourself is one of the most exciting, yet pretty achievable things you can do to achieve your dream. If you think you need a master’s degree in engineering and construction genius, you are wrong. People like me and you build ultralight trikes every day. And yes, they fly on them!

So how do you go?

Purchase Construction Plans

You can purchase plans online even in download able format. The prices rare exceed few hundreds (and often are under $100), but the plans contain everything you need.

Preferably, get plans with full size drawings to you can avoid inaccuracies in resizing. Make sure that the plans contain a complete list of materials and sources so you an save time looking around.

You can also use a partial kit

Some companies offer partial trial kits. This is an excellent way to gain some experience and expertise and later decide if you want to purchase the kit or just continue building only by the plans. The trial kits of course are much cheaper than the complete ones and take less time to be built. Most companies also provide free phone support.

What kind of airplane to build?

This article is called “How To Build An Ultralight Trike” because I believe the ultralight trikes are the best beginning for starters. They are much simpler and faster to complete than the fixed wing airplanes. Finally, the kits and the materials for them are much cheaper.

How much time is it going to take?

For someone with skillful hands building an ultralight trike from scratch will take 1500 - 2000 hours. Count 2500 if you are not that good in working with tools.

If you want to do things faster, just purchase a kit. With a good kit you’ll build your ultralight trike for 250 - 300 hours.

Just don’t let bias to keep you away from your dream. Building an ultralight airplane yourself is not only possible, it is fun.

A career flying military helicopters offers excitement, challenge, and adventure. Military helicopter missions include transporting troops and equipment, anti-submarine warfare, troop helicopter escort, anti-armor, reconnaissance, and inserting/extracting special operations personnel.

The US Army is the largest operator of helicopters within the US military. A career as an Army Aviator will give you access to some of the most advanced helicopters in the world. Army aviators fly AH-64 Apache attack helicopters, AH-1 Cobra attack helicopters, CH-47 Chinook heavy lift helicopters, UH-60 Black Hawk utility helicopters, OH-47 Kiowa scout/light attack helicopters and the MH-6/AH-6 Loach special operations helicopters.

The US Navy uses helicopters for a wide variety of missions. Pilots who fly SH-60 Sea Hawks track submarines. MH-53 Sea Stallion pilots detect and clear mines in advance of ship traffic. Navy helicopter pilots who fly CH-46 Sea Knights specialize in transporting personnel and equipment.

The US Marine Corps uses the helicopter extensively. In fact the Marines invented and developed vertical envelopment warfare (using helicopters to rapidly move troops to key tactical and strategic positions). The AH-1Z Cobra is used to provide support to Marines on the ground. The CH-46 Sea Knight is used for tactical assaults and the CH-53E Super Sea Stallion is used for heavy lift. The Marines also fly a modernized version of the UH-1 Huey, a helicopter made famous during the Vietnam War, on utility and VIP missions.

The US Air force uses HH-60 Blackhawks for combat search and rescue and MH-53E Super Stallions for deep insertions and extractions of special operations troops.

Though not technically a member of the US armed forces, Coast Guard Aviators have a strong history of flying and fighting alongside the US military in times of conflict. The Coast Guard’s primary roles are homeland security, law enforcement and search and rescue. They fly three types of helicopters. The HH-65 Dauphin is a short-range rescue helicopter. The HH-60 Jay Hawk is a medium/long range rescue helicopter and the MH-68 Stingray is an armed interdiction aircraft.

Military helicopter pilots have very rewarding careers. They fly with and support some of the best people this nation has to offer. The road to a career as a military helicopter pilot isn’t easy but it’s certainly within reach of anyone who has the commitment and the desire to succeed.

(Continued from Part IV)

Next to the door at the bottom of the tower was the intercom. This didn’t faze me in the least. Long ago, I learned a neat trick in New York City where almost everyone lived in apartment buildings with an intercom system. All I had to do was press the button and simultaneously pull on the door handle until the person upstairs buzzed me in. I did it again that morning.

Closing the heavy vault-like door behind me, I saw before me a long, winding staircase that forever spiraled upward. The steps were muddy and the walls were murky brown, giving off a dark, ominous feel to it. I was immediately transported to a windowless medieval castle from the Middle Ages. Taking a deep breath, I began the long ascend.

A slender 5′ 8″ man with a fast receding hairline was waiting for me at the top. Clipped to the pocket of his polyester shirt was a government-issued badge with a badly outdated photo. He had looked a lot younger with gobs of hair back then. Glancing beneath the photo, it read, “Shift Supervisor.” He was alone - the others would probably be arriving shortly.

Although uncertain and somewhat apprehensive at having been summoned to the tower, I bravely offered my hand to thank him for the light gun landing.

To my surprise, he laughed heartily and said, “No problem. Very happy to help.” In a split-second, the energy in the air seemed to shift from negative to positive. Maybe I wasn’t in trouble after all. But I still I wasn’t sure.

Then I noticed a huge red welt across his forehead. Curious and concerned, I decided to ask him about it.

“Sir, what happened to your forehead?”

With an air of self-depreciating humor, he said, “You know how it took forever to give you the green light?”

“Oh yes!”

“Well, see that table over there in the corner? I had to climb on it to get the light gun off the ceiling. The problem was, I didn’t know how to unlatch it. When I finally figured it out, the darn thing came crashing down on me!”

“Suddenly feeling sorry for him, I stammered, “Oh my gosh, I didn’t mean to put you through all that trouble sir!”

“Not a problem at all. Please enjoy your breakfast downstairs. When you’re ready for takeoff, you will use Runway 32 on the other side. Just call us like you did this morning and we’ll take care of you. “

Glad that I really wasn’t getting a verbal reprimand for my mid-morning adventure, I enthusiastically replied, “Well, thank you sir, I’ll do just that!”

Going down the narrow staircase was a tad trickier than coming up. It was much steeper than it first looked - it seemed to spiral straight down into the abyss.

It was a relief to finally push the heavy door open and step outside into the bright sunlight. Wiping the sweat off my forehead, I found the restaurant next door. It was moderately busy but there were plenty of tables to choose from. I took one by the window with a full view of the airport.

A perky waitress quickly appeared out of thin air, magically extracted a pen from the back of her head, dabbed it on the tip her tongue and took my order. I decided to splurge and ordered a ham and cheese omelet with extra bacon, whole wheat toast and coffee. After downing two cups of coffee and mopping the plate clean, I paid the bill and went back out to the plane.

While conducting the pre-takeoff inspection, I kept glancing up at the tower to see if my new-found friend was watching. He wasn’t. Perhaps he was busy tending to traffic.

Finished with the preflight, I climbed in the aircraft, pressed the start button and the engine roared to life. Switching on the radios, I put in a call for permission to taxi. A flashing green light came right away. I couldn’t tell if it was from the same controller or not.

Upon arriving at the run-up area, the plane was turned around to face the tower so that when it came time to request permission for takeoff, I could see the light signal without having to crane my neck like Linda Blair in “The Exorcist.”

In a matter of minutes, I was ready to go.

“Jackson Tower, Piper 455H, request takeoff clearance, Runway 32.”

A moment later, huge, gigantic blinders that covered the entire southeast side of the tower rose up majestically. It was like watching the curtains go up at a Broadway show.

They had a surprise in store for me. Rather than getting a solid green light like I expected, I received a flashing green signal instead. It took a second to realize they were giving me clearance to taxi to the runway and hold for release.

I soon understood why. A corporate jet was taking off from an adjacent runway. As if in a trance, I sat awestruck in the middle of Runway 32 and watched the sleek jet climb two thousand feet a minute while its landing gear folded gracefully underneath. It had a hypnotic affect on me.

After it was a mere speck in the sky, I snapped back to reality and turned to focus at the tower.

As soon my eyes adjusted, a solid green light appeared. My heart leapt with joy.

Thrusting the throttles wide open for maximum take-off power, the Piper Archer rose effortlessly into the pretty blue sky. When the plane reached a thousand feet, I put her in a gentle climbing turn to the right - the direction of my home airport.

As we climbed, I reached for the radio one last time and bid farewell to the controller. In my imagination, he was smiling back at me.

When I got back home, I learned it was a good thing I did not try to fly home the night before. Apparently, someone had a gear-up landing accident, causing my home airport to shut down for several hours. Imagine the consequences had I not listened to my intuition and made my first maiden night flight!

Food for thought: Have fun, be adventurous and be sure to act on your intuition, for it may safe your life. Helen Keller once said, “Life is either a great adventure or nothing.”

When the Orient appeals to you more than anything else combined with top of the line modernity and urban sprawl, Japan is the place to be.

Japan is rich in culture in history with the sights and sounds of mixed identities where the old culture meets with modern science and innovation..

A visit to Japan though would cost you. Finding cheap airline tickets to Tokyo, Japan would solve the problem of too much money going to be spent for a visit to Japan. It may take you a while, but eventually you’ll reach your goal and get cheap airline tickets to Tokyo, Japan.

The first place to look for cheap airline tickets to Tokyo, Japan is, of course, the internet where huge sources of information are at your fingertips. Here, you can find all the information on cheap airline tickets to Tokyo, Japan. All it takes is a lot of patience… and browsing.

The really cheap airline tickets to Tokyo, Japan, though may be found easily on the airline company’s own website. You only need to do a little comparative analysis of different companies that could offer you cheap airline tickets to Tokyo, Japan in no time! However, some internet websites offer you an instant analysis so you need not do a lot of work. But you also need to check on the reliability of this statistics.

Definitely though most of these sites have access to different airline companies. So the results are pretty accurate and you can get the cheap airline tickets to Tokyo, Japan you are looking for…CONTINUE [http://airline-ticket-guide.useful-tips.com/12/how-to-get-cheap-airline-tickets-to-london]