Se pare ca totul se invarte in jurul debitelor Bancorex, avalizate de BCR-Erste Bank, prin achizitii publice. Se pare ca totusi "cheia" este acest BCR Maestro 6761.6400.2743.0189 pe numele B****u M***i A****l, care reprezinta "pivotul" de tip Handbal FC Dinamo Bucuresti (ca un Cornel Durau) in afacerile cu combustibil pentru aviatzie in zborurile CIA investigate de "sertar" de o firma de re-asigurari (politia asigurarilor) numita DIICOT, la care mari inspectori au fost un fost avocat numit Joita Tanaase, Ilie Botosh... Cica pagube s-au strans pe conturile Omar Hayssam, in vanzarile facute de apa minerala Dorna si Borsec (cica redeventze petrolifere).
Se pare ca firma de investigatzie fraude de asigurari DIICOT face acte de nebuni cronici, transformand intreaga Romanie intr-un balamuc tip Poiana Mare, unde director fusese un anume detzinut politic numit Boiangiu Cornel, care zice-se elibera pacientzi care spargeau ambasade si fotocopiau documentatzie pentru Nord Koreeni sau Iranieni. Parteneri in jocurile gropii comune din Iasi ar mai fi niste profesori numitzi Tudor Udristoiu, sau niste medici curantzi numitzi Anca-Livia Chirita Ciobanu si Carmen Saptelei-Ciobanu, implicate in intimidare si incapacitare de martori!
sâmbătă, 14 aprilie 2012
vineri, 26 august 2011
CPL(H) prices
Commercial Pilot's License (Helicopter)
This is the Augusta 109 helicopter and is quite simply a fantastic machine. If you would like to fly one of these for a living you will need a Commercial Pilot's License.
Augusta 109
However, the route to CPL (H) is not an easy one and you have to be realistic about the costs involved. As you are probably aware, you now require the CPL written qualifications prior to instructing for remuneration, therefore the CPL (H) is very much your first priority. Do you have your PPL (H) yet and if so, in which helicopter types are you rated? Email and tell me!
The costs are provided as a rough guide only. Rates are normally discounted depending upon methods of payment and intended timescales etc.
Regarding job availability, this really depends upon the supply and demand for helicopter pilots at any given time.
I have been told recently that there is a shortage of pilots for the North Sea rigs, although I would not guarantee this to be the case. (There are many rumours put about within the industry!) When this happens, however, the required experience and hours generally reduces dramatically.
There will be a shortage of instructors within the next few years due to the CPL requirement, so this is one way that you may gain experience whilst being paid for it. You may even enjoy training and consider it as a career. Again job opportunities depend upon demand at the time. Instructors tend to be self-employed in the main and in some cases work for more than one training organisation. There may well be a vacancy with Great Dane Helicopters when the time comes but I would be very wary of any flight school that guarantees this to be the case. It is the oldest trick around for obtaining students so please be careful.
Dauphin Helicopter
Should you consider training with Great Dane Helicopters I would certainly come up with a financial package to help you, so don't pay too much attention to the prices quoted.
Jessica Garlick and friends There is a lot involved in obtaining a CPL (H) and it can be very frustrating at times, especially from the financial point of view, but it is also very rewarding. I wish you all the best with your plans. If I can be of any help at all I will. Please feel free to contact me anytime on Tel: 07770 993078 or via the office staff. Email Now!
CPL (H) Training Requirements and Cost Breakdown
Description
Hrs/Qty
Cost/hr Unit
Sub total
VAT
Total
Section total
PPL COURSE
PPL 45 hour dual instruction
45
£220.00
£9,900.00
£1,732.50
£11,632.50
Written exams
7
£30.00
£210.00
£36.75
£246.75
RT oral test training and exam
1
£80.00
£80.00
£14.00
£94.00
Books and equipment
1
£160.00
£160.00
£0.00
£160.00
PPL flight test
1
£150.00
£150.00
£26.25
£176.25
Helicopter hire for flight test
2
£175.00
£350.00
£61.25
£411.25
CAA PPL license fee
1
£200.00
£200.00
£0.00
£200.00
Class 1 medical
1
£450.00
£450.00
£0.00
£450.00
£13,370.75
HOURS BUILDING
Min 110 hours self fly hire
110
£175.00
£19,250.00
£3,368.75
£22,618.75
£22,618.75
CPL THEORY COSTS
Bristol Ground School fee
1
£1,900.00
£1,900.00
£332.50
£2,232.50
CAA written exams
13
£37.00
£481.00
£0.00
£481.00
£2,713.50
CPL MODULAR FLIGHT COURSE
30 hour dual instruction
30
£220.00
£6,600.00
£1,155.00
£7,755.00
CPL flight test
1
£550.00
£550.00
£0.00
£550.00
Helicopter hire for flight test
2
£175.00
£350.00
£61.25
£411.25
CAA CPL license fee
1
£350.00
£350.00
£0.00
£350.00
£9,066.25
Location FlyZone Services Finance CompanyProfile Gifts PPL(H)
Home Links
Privacy Statement
All your information is kept CONFIDENTIAL. Great Dane Helicopters ™ and
ASGARD FILMS ™ - do not sell, trade, or exchange your information with any organisation.
web site copyright ASGARD FILMS ™ MMII
This is the Augusta 109 helicopter and is quite simply a fantastic machine. If you would like to fly one of these for a living you will need a Commercial Pilot's License.
Augusta 109
However, the route to CPL (H) is not an easy one and you have to be realistic about the costs involved. As you are probably aware, you now require the CPL written qualifications prior to instructing for remuneration, therefore the CPL (H) is very much your first priority. Do you have your PPL (H) yet and if so, in which helicopter types are you rated? Email and tell me!
The costs are provided as a rough guide only. Rates are normally discounted depending upon methods of payment and intended timescales etc.
Regarding job availability, this really depends upon the supply and demand for helicopter pilots at any given time.
I have been told recently that there is a shortage of pilots for the North Sea rigs, although I would not guarantee this to be the case. (There are many rumours put about within the industry!) When this happens, however, the required experience and hours generally reduces dramatically.
There will be a shortage of instructors within the next few years due to the CPL requirement, so this is one way that you may gain experience whilst being paid for it. You may even enjoy training and consider it as a career. Again job opportunities depend upon demand at the time. Instructors tend to be self-employed in the main and in some cases work for more than one training organisation. There may well be a vacancy with Great Dane Helicopters when the time comes but I would be very wary of any flight school that guarantees this to be the case. It is the oldest trick around for obtaining students so please be careful.
Dauphin Helicopter
Should you consider training with Great Dane Helicopters I would certainly come up with a financial package to help you, so don't pay too much attention to the prices quoted.
Jessica Garlick and friends There is a lot involved in obtaining a CPL (H) and it can be very frustrating at times, especially from the financial point of view, but it is also very rewarding. I wish you all the best with your plans. If I can be of any help at all I will. Please feel free to contact me anytime on Tel: 07770 993078 or via the office staff. Email Now!
CPL (H) Training Requirements and Cost Breakdown
Description
Hrs/Qty
Cost/hr Unit
Sub total
VAT
Total
Section total
PPL COURSE
PPL 45 hour dual instruction
45
£220.00
£9,900.00
£1,732.50
£11,632.50
Written exams
7
£30.00
£210.00
£36.75
£246.75
RT oral test training and exam
1
£80.00
£80.00
£14.00
£94.00
Books and equipment
1
£160.00
£160.00
£0.00
£160.00
PPL flight test
1
£150.00
£150.00
£26.25
£176.25
Helicopter hire for flight test
2
£175.00
£350.00
£61.25
£411.25
CAA PPL license fee
1
£200.00
£200.00
£0.00
£200.00
Class 1 medical
1
£450.00
£450.00
£0.00
£450.00
£13,370.75
HOURS BUILDING
Min 110 hours self fly hire
110
£175.00
£19,250.00
£3,368.75
£22,618.75
£22,618.75
CPL THEORY COSTS
Bristol Ground School fee
1
£1,900.00
£1,900.00
£332.50
£2,232.50
CAA written exams
13
£37.00
£481.00
£0.00
£481.00
£2,713.50
CPL MODULAR FLIGHT COURSE
30 hour dual instruction
30
£220.00
£6,600.00
£1,155.00
£7,755.00
CPL flight test
1
£550.00
£550.00
£0.00
£550.00
Helicopter hire for flight test
2
£175.00
£350.00
£61.25
£411.25
CAA CPL license fee
1
£350.00
£350.00
£0.00
£350.00
£9,066.25
Location FlyZone Services Finance CompanyProfile Gifts PPL(H)
Home Links
Privacy Statement
All your information is kept CONFIDENTIAL. Great Dane Helicopters ™ and
ASGARD FILMS ™ - do not sell, trade, or exchange your information with any organisation.
web site copyright ASGARD FILMS ™ MMII
ATPL modules
010 Air Law
021 Airframe, Systems, Engines and Electronics
022 Instrumentation
031 Mass & Balance
032 Performance
033 Flight Planning and Monitoring
040 Human Performance and Limitations
050 Meteorology
061 General Navigation
062 Radio Navigation
070 Operational Procedures
081 Principles of Flight
091 VFR Communication
092 IFR Communication
BR_021 Bride - Airframe and Systems
BR_031 Bridge - Instrumentation
BR_033 Bridge - Performance
BR_070 Bridge - Flight Planning
BR_081 Bridge - Principles of Flight
BR_Comp Bridge - Composite Exam
021 Airframe, Systems, Engines and Electronics
022 Instrumentation
031 Mass & Balance
032 Performance
033 Flight Planning and Monitoring
040 Human Performance and Limitations
050 Meteorology
061 General Navigation
062 Radio Navigation
070 Operational Procedures
081 Principles of Flight
091 VFR Communication
092 IFR Communication
BR_021 Bride - Airframe and Systems
BR_031 Bridge - Instrumentation
BR_033 Bridge - Performance
BR_070 Bridge - Flight Planning
BR_081 Bridge - Principles of Flight
BR_Comp Bridge - Composite Exam
vineri, 12 august 2011
Bonanza autopilot - Garmin GFC-700
Garmin GC 700 / GFC 700
Part Number: 010-GFC700-00
Fully integrated with the G1000® glass flight deck, the GFC 700 is an advanced, AHRS-based automatic flight control system that provides flight director, autopilot, yaw damper, automatic and manual electric trim capabilities and brings a high level of digital sophistication to general aviation flight control. Designed from its inception to fly on turbine aircraft — and incorporating the top-level safety and performance features found in this class of aircraft — the GFC 700’s scalable architecture enables Garmin to offer exceptional flight automation, precision and value on a wide spectrum of GA aircraft.
A fully digital, dual-channel flight control system capable of using the breadth of data available in the G1000 system, the GFC 700 offers inherent advantages in safety, redundancy and reliability — while optimizing performance over the airspeed envelope. Providing crisp flight maneuvering in response to Garmin’s solid-state MEMS-based Attitude and Heading Reference System (AHRS) data, the GFC 700 is built to inspire confidence while ensuring optimum smoothness and comfort. Sophisticated servo motors linked to the airplane’s control surfaces apply the control forces based upon the GFC 700’s commands. These servos have the power to control the airplane crisply, yet their control forces and speeds are digitally limited to avoid an unsafe upset. The difference is especially noticeable when flying in turbulence, as Garmin’s quick-responding autopilot is able to track the intended flight path with high accuracy, precision, and fluidity. Also, on approaches, the digitally controlled servo motors move fast enough to allow smooth flight even with gear or flap extensions. Garmin uses brushless motors in its servos for not only better reliability, but inherent safety, allowing smooth flight even with gear or flap extension. Plus, the system’s dual-channel digital self-monitoring technology provides an extra margin of security: If the two channels don’t agree, the autopilot will promptly disconnect in a “fail-passive” state, while alerting the pilot to take control.
Maximizing Performance and Capability
Using pre-stored airspeed limit data from the aircraft’s flight manual, along with autopilot gains that are scheduled to optimize performance, the Garmin GFC 700 offers excellent stability and control — delivering precise lateral and vertical navigation guidance for all phases of flight. The autopilot has the ability to maintain attitude, altitude, airspeed, vertical speed, and heading — in addition to flying VNAV descent profiles, automated Takeoff/Go-Around procedures, and more. Pilots will appreciate the positive, consistent trim response that’s afforded by airspeed-scheduled automatic trim control. Moreover, on climbs and descents, the system’s advanced software modeling ensures smooth roundouts and vertical intercepts to capture preselected altitude, while automatic nav-to-nav captures help streamline enroute and approach transitions in busy terminal areas.
Cruise speed control, emergency descent protection, and more: The list of advanced modes and features available on the GFC 700 is truly impressive. Every component has been engineered to work seamlessly together. So, the GFC 700 can provide more usable input to the pilot while maximizing performance, enhancing safety, and reducing workload in the cockpit. Better still, the system is fully enabled for wide area augmentation system (WAAS) guidance capability, enabling it to fly fully coupled GPS-only LPV approaches into runways not served by ILS or other ground-based electronic approach aids. With WAAS guidance, the GFC 700 can automatically fly any WAAS procedure published in the navigation database, including holds, procedure turns, arcs and missed approaches. So, pilots can count on having all the help they need in those critical phases of flight.
High-end Features. Simple Operation. Outstanding Value.
If an autopilot doesn’t make flying easier, safer, more consistent, more enjoyable and, ultimately, more professional — then, by our definition, it’s not a great value at any price. The Garmin GFC 700 is a great system — and a great value. Its capabilities are state-of-the-art. Yet, its operation is simple and straightforward. Control of the GFC700 has a consistent approach across airplane types, but, in some cases the control keys are integrated on the bezel of the panel-mounted flight display — while on others, a separate GMC (Garmin mode controller) unit is positioned on the cockpit glareshield, panel or console. No separate steps are necessary to arm a mode on the system: When the pilot enters a desired target altitude, the entry also arms the autopilot and flight director to capture the altitude when it is reached. On an approach, the pilot simply selects the approach mode, and it will automatically arm the system to intercept without changing from heading mode until the approach course is captured. Mode annunciations are clearly presented atop the primary flight display, using color-coding to differentiate between active modes and those selected for use upon capture. The flight director command bars are always in view when the autopilot is doing the flying — and may also be used for visual guidance when pilots are hand-flying as well.
Aircraft Manufacturers who choose the G1000/GFC700 can specify aircraft — specific functions like those just mentioned — and special features that integrate with the FMS. In addition, these manufacturers can take advantage of new “cutting edge” technological features without changing avionics.
Other GFC 700 elements and features worth noting include:
Over-speed protection: With the autopilot engaged, this feature causes the aircraft to pitch up and slow down if the maximum speed limit is exceeded.
Dual Flight Director Command Bars on select aircraft primary flight displays (PFDs): If one set fails, the backup command bars will automatically replace them.
Flight Level Change(FLC) mode: Maintains constant airspeed while climbing or descending to a pre-selected altitude — and will sacrifice the commanded speed (if needed) to avoid flying away from the selected altitude.
Enroute VNAV capture and tracking: Fly vertical profiles with ease.
Yaw damper rudder trim: : In installations with a yaw damper mode, the system provides rudder control to avoid Dutch-roll oscillations and to coordinate turns when banking. automatic rudder control to avoid Dutch-roll oscillations and to coordinate turns when banking — even for airframes that don’t have a mechanical rudder trim system.
Emergency descent mode: On select airframes, if the aircraft pressurization system fails or exceeds safe cabin altitude limits, the GFC 700 will automatically pitch down and follow the maximum safe airspeed to an OEM-specified altitude, where it will then level off to prevent the pilot from losing control due to hypoxia.
See It. Fly It. Love It.
The Garmin GFC 700: For safety, performance and value, it’s the system that sets the standard in GA flight control.
NOTE: GFC 700 implementation and features will vary by aircraft model; check the aircraft flight manual for model-specific functionality.
The Garmin G1000 integrates all primary flight, navigation, communication, terrain, traffic, weather, engine instrumentation, and crew-alerting system data and presents the composite information in brilliant, sunlight-readable color on two 10.4-inch, high-definition displays. Following are some of the standard system components and features of the G1000 on the Beechcraft Bonanza G36:
The primary flight display (PFD) replaces many of the traditional cockpit instruments and presents this information in an integrated fashion on a large-format display, and the multi-function display (MFD) puts all aircraft-systems monitoring and flight-planning functions at the pilot’s fingertips
Integrated solid-state Attitude and Heading Reference System, which can align while in motion, including in-flight dynamic restarts
Integrated digital air-data computer
Integrated engine-monitoring display
Integrated three-axis automatic flight control system
Integrated Mode S transponder with Traffic Information Service
Dual integrated radio modules that provide WAAS-upgradeable IFR oceanic-approved GPS; VHF navigation with ILS; and VHF communication with 16-watt transceivers and 8.33-kHz channel spacing
Integrated Class-B Terrain Awareness and Warning System (TAWS) with worldwide terrain and obstacle database
Integrated satellite weather datalink and digital-quality audio via XM Satellite Radio
Integrated digital audio control system
Integrated design with reversionary capabilities, allowing all flight- critical data to transfer seamlessly to a single display for added safety during flight
Part Number: 010-GFC700-00
Fully integrated with the G1000® glass flight deck, the GFC 700 is an advanced, AHRS-based automatic flight control system that provides flight director, autopilot, yaw damper, automatic and manual electric trim capabilities and brings a high level of digital sophistication to general aviation flight control. Designed from its inception to fly on turbine aircraft — and incorporating the top-level safety and performance features found in this class of aircraft — the GFC 700’s scalable architecture enables Garmin to offer exceptional flight automation, precision and value on a wide spectrum of GA aircraft.
A fully digital, dual-channel flight control system capable of using the breadth of data available in the G1000 system, the GFC 700 offers inherent advantages in safety, redundancy and reliability — while optimizing performance over the airspeed envelope. Providing crisp flight maneuvering in response to Garmin’s solid-state MEMS-based Attitude and Heading Reference System (AHRS) data, the GFC 700 is built to inspire confidence while ensuring optimum smoothness and comfort. Sophisticated servo motors linked to the airplane’s control surfaces apply the control forces based upon the GFC 700’s commands. These servos have the power to control the airplane crisply, yet their control forces and speeds are digitally limited to avoid an unsafe upset. The difference is especially noticeable when flying in turbulence, as Garmin’s quick-responding autopilot is able to track the intended flight path with high accuracy, precision, and fluidity. Also, on approaches, the digitally controlled servo motors move fast enough to allow smooth flight even with gear or flap extensions. Garmin uses brushless motors in its servos for not only better reliability, but inherent safety, allowing smooth flight even with gear or flap extension. Plus, the system’s dual-channel digital self-monitoring technology provides an extra margin of security: If the two channels don’t agree, the autopilot will promptly disconnect in a “fail-passive” state, while alerting the pilot to take control.
Maximizing Performance and Capability
Using pre-stored airspeed limit data from the aircraft’s flight manual, along with autopilot gains that are scheduled to optimize performance, the Garmin GFC 700 offers excellent stability and control — delivering precise lateral and vertical navigation guidance for all phases of flight. The autopilot has the ability to maintain attitude, altitude, airspeed, vertical speed, and heading — in addition to flying VNAV descent profiles, automated Takeoff/Go-Around procedures, and more. Pilots will appreciate the positive, consistent trim response that’s afforded by airspeed-scheduled automatic trim control. Moreover, on climbs and descents, the system’s advanced software modeling ensures smooth roundouts and vertical intercepts to capture preselected altitude, while automatic nav-to-nav captures help streamline enroute and approach transitions in busy terminal areas.
Cruise speed control, emergency descent protection, and more: The list of advanced modes and features available on the GFC 700 is truly impressive. Every component has been engineered to work seamlessly together. So, the GFC 700 can provide more usable input to the pilot while maximizing performance, enhancing safety, and reducing workload in the cockpit. Better still, the system is fully enabled for wide area augmentation system (WAAS) guidance capability, enabling it to fly fully coupled GPS-only LPV approaches into runways not served by ILS or other ground-based electronic approach aids. With WAAS guidance, the GFC 700 can automatically fly any WAAS procedure published in the navigation database, including holds, procedure turns, arcs and missed approaches. So, pilots can count on having all the help they need in those critical phases of flight.
High-end Features. Simple Operation. Outstanding Value.
If an autopilot doesn’t make flying easier, safer, more consistent, more enjoyable and, ultimately, more professional — then, by our definition, it’s not a great value at any price. The Garmin GFC 700 is a great system — and a great value. Its capabilities are state-of-the-art. Yet, its operation is simple and straightforward. Control of the GFC700 has a consistent approach across airplane types, but, in some cases the control keys are integrated on the bezel of the panel-mounted flight display — while on others, a separate GMC (Garmin mode controller) unit is positioned on the cockpit glareshield, panel or console. No separate steps are necessary to arm a mode on the system: When the pilot enters a desired target altitude, the entry also arms the autopilot and flight director to capture the altitude when it is reached. On an approach, the pilot simply selects the approach mode, and it will automatically arm the system to intercept without changing from heading mode until the approach course is captured. Mode annunciations are clearly presented atop the primary flight display, using color-coding to differentiate between active modes and those selected for use upon capture. The flight director command bars are always in view when the autopilot is doing the flying — and may also be used for visual guidance when pilots are hand-flying as well.
Aircraft Manufacturers who choose the G1000/GFC700 can specify aircraft — specific functions like those just mentioned — and special features that integrate with the FMS. In addition, these manufacturers can take advantage of new “cutting edge” technological features without changing avionics.
Other GFC 700 elements and features worth noting include:
Over-speed protection: With the autopilot engaged, this feature causes the aircraft to pitch up and slow down if the maximum speed limit is exceeded.
Dual Flight Director Command Bars on select aircraft primary flight displays (PFDs): If one set fails, the backup command bars will automatically replace them.
Flight Level Change(FLC) mode: Maintains constant airspeed while climbing or descending to a pre-selected altitude — and will sacrifice the commanded speed (if needed) to avoid flying away from the selected altitude.
Enroute VNAV capture and tracking: Fly vertical profiles with ease.
Yaw damper rudder trim: : In installations with a yaw damper mode, the system provides rudder control to avoid Dutch-roll oscillations and to coordinate turns when banking. automatic rudder control to avoid Dutch-roll oscillations and to coordinate turns when banking — even for airframes that don’t have a mechanical rudder trim system.
Emergency descent mode: On select airframes, if the aircraft pressurization system fails or exceeds safe cabin altitude limits, the GFC 700 will automatically pitch down and follow the maximum safe airspeed to an OEM-specified altitude, where it will then level off to prevent the pilot from losing control due to hypoxia.
See It. Fly It. Love It.
The Garmin GFC 700: For safety, performance and value, it’s the system that sets the standard in GA flight control.
NOTE: GFC 700 implementation and features will vary by aircraft model; check the aircraft flight manual for model-specific functionality.
The Garmin G1000 integrates all primary flight, navigation, communication, terrain, traffic, weather, engine instrumentation, and crew-alerting system data and presents the composite information in brilliant, sunlight-readable color on two 10.4-inch, high-definition displays. Following are some of the standard system components and features of the G1000 on the Beechcraft Bonanza G36:
The primary flight display (PFD) replaces many of the traditional cockpit instruments and presents this information in an integrated fashion on a large-format display, and the multi-function display (MFD) puts all aircraft-systems monitoring and flight-planning functions at the pilot’s fingertips
Integrated solid-state Attitude and Heading Reference System, which can align while in motion, including in-flight dynamic restarts
Integrated digital air-data computer
Integrated engine-monitoring display
Integrated three-axis automatic flight control system
Integrated Mode S transponder with Traffic Information Service
Dual integrated radio modules that provide WAAS-upgradeable IFR oceanic-approved GPS; VHF navigation with ILS; and VHF communication with 16-watt transceivers and 8.33-kHz channel spacing
Integrated Class-B Terrain Awareness and Warning System (TAWS) with worldwide terrain and obstacle database
Integrated satellite weather datalink and digital-quality audio via XM Satellite Radio
Integrated digital audio control system
Integrated design with reversionary capabilities, allowing all flight- critical data to transfer seamlessly to a single display for added safety during flight
Basic Autopilot functions
Cobham S-Tec
System Fifty Five X: features and functions
• Case contained, radio stack mount
• GPSS (GPS Roll Steering)
• Heading preselect & hold*
• Altitude hold with optional altitude trim
• Course intercept capability
• NAV mode
• Dual mode-HDG/NAV & HDG/APR
• VOR/LOC/GS/REV/GPS coupling with 3 gain levels
• Selectable coupling gains
• VOR/LOC/GS/REV/GPS course deviation
and NAV flag warning
• Digital vertical speed command
• Pitch trim annunciation
• Control wheel steering
Options
• DG/HSI compatible
• Single cue flight director interface compatible
• SA 200 Altitude Selector w/encoding altimeter
• ST-360 Altitude Selector/Alerter
• Remote annunciator
• Automatic or manual electric trim (where STC’d)
• Yaw Damper (where STC’d)
System Fifty Five X: features and functions
• Case contained, radio stack mount
• GPSS (GPS Roll Steering)
• Heading preselect & hold*
• Altitude hold with optional altitude trim
• Course intercept capability
• NAV mode
• Dual mode-HDG/NAV & HDG/APR
• VOR/LOC/GS/REV/GPS coupling with 3 gain levels
• Selectable coupling gains
• VOR/LOC/GS/REV/GPS course deviation
and NAV flag warning
• Digital vertical speed command
• Pitch trim annunciation
• Control wheel steering
Options
• DG/HSI compatible
• Single cue flight director interface compatible
• SA 200 Altitude Selector w/encoding altimeter
• ST-360 Altitude Selector/Alerter
• Remote annunciator
• Automatic or manual electric trim (where STC’d)
• Yaw Damper (where STC’d)
marți, 9 august 2011
Aircraft Speeds
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS : Knots Calibrated Airspeed is the indicated airspeed
expressed in knots corrected for position and instrument
error. Knots calibrated airspeed is equal to KTAS in standard
atmosphere at sea level.
KIAS : Knots Indicated Airspeed is the speed shown on the
airspeed indicator and expressed in knots.
KTAS : Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.
VA : Maneuvering Speed is the maximum speed at which full or
abrupt control movements may be used.
VFE : Maximum Flap Extended Speed is the highest speed
permissiblewithwing flaps in a prescribed extended position.
VLE : MaximumLanding Gear Extended Speed is themaximum
speed at which an airplane can be safely flown with the
landing gear extended.
VLO : MaximumLandingGearOperating Speed is themaximum
speed at which the landing gear can be safely extended or
retracted.
VMO : Maximum Operating Speed is the speed limit that may not
be deliberately exceeded in normal flight operations.
VR : Rotation Speed is the speed at which rotation is initiated
during takeoff to achieve takeoff safety speed at screen
height.
VSO : Stalling Speed or the minimum steady flight speed at
which the airplane is controllable in the landing configuration.
VS1 : Stalling Speed or the minimum steady flight speed
obtained in a specific configuration.
Vx : Best Angle of Climb Speed is the airspeed which delivers
the greatest gain of altitude in the shortest possible horizontal
distance.
VY : Best Rate of Climb Speed is the airspeed which delivers the
greatest gain in altitude in the shortest possible time.
KCAS : Knots Calibrated Airspeed is the indicated airspeed
expressed in knots corrected for position and instrument
error. Knots calibrated airspeed is equal to KTAS in standard
atmosphere at sea level.
KIAS : Knots Indicated Airspeed is the speed shown on the
airspeed indicator and expressed in knots.
KTAS : Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.
VA : Maneuvering Speed is the maximum speed at which full or
abrupt control movements may be used.
VFE : Maximum Flap Extended Speed is the highest speed
permissiblewithwing flaps in a prescribed extended position.
VLE : MaximumLanding Gear Extended Speed is themaximum
speed at which an airplane can be safely flown with the
landing gear extended.
VLO : MaximumLandingGearOperating Speed is themaximum
speed at which the landing gear can be safely extended or
retracted.
VMO : Maximum Operating Speed is the speed limit that may not
be deliberately exceeded in normal flight operations.
VR : Rotation Speed is the speed at which rotation is initiated
during takeoff to achieve takeoff safety speed at screen
height.
VSO : Stalling Speed or the minimum steady flight speed at
which the airplane is controllable in the landing configuration.
VS1 : Stalling Speed or the minimum steady flight speed
obtained in a specific configuration.
Vx : Best Angle of Climb Speed is the airspeed which delivers
the greatest gain of altitude in the shortest possible horizontal
distance.
VY : Best Rate of Climb Speed is the airspeed which delivers the
greatest gain in altitude in the shortest possible time.
marți, 17 august 2010
Socata
SOCATA
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SOCATA
Type Private
Industry Aerospace
Founded 1911
Headquarters Tarbes, France
Products Fixed-wing aircraft and aircraft structures
Parent DAHER (majority)
EADS (minority)
Website http://www.daher.com/cms/aerospace/
SOCATA (also DAHER-SOCATA, formerly EADS Socata) is a producer of general aviation aircraft propelled by piston engines and turboprops, including small personal or training aircraft as well as small business planes, as well as the production of aircraft structures for other manufacturers such as Airbus, Dassault, Embraer, Eurocopter and Lockheed Martin. The company headquarter is currently located in Tarbes, France.
Contents [hide]
1 History
2 Products
3 References
4 External links
[edit] History
The history of Socata goes back to 1911 when the aircraft manufacturer Morane-Saulnier was founded. In 1966, Morane-Saulnier changed name to SOCATA (which is an abbreviation for Societe de Construction d'Avions de Tourisme et d'Affaires, French for "Company for the construction of aircraft for tourism and business") when the company was bought by Sud Aviation to produce small aircraft. In 2000 Socata became a wholly owned subsidiary of EADS.
On 27 June 2008, EADS announced its intention to sell a controlling interest in EADS Socata to DAHER.[1] On 3 November 2008, EADS and DAHER announced that they had reached an agreement for DAHER to acquire a 70% of Socata.[2] On 7 January 2009, DAHER confirmed its acquisition of a majority 70% stake in SOCATA.[3]
[edit] Products
EADS Socata TB 10 Tobago GT owned by Martinair flying school
EADS Socata TBM 850 at the Paris Air Show 2007Aircraft currently being produced by Socata
TBM 850
Aircraft produced by Socata in the past
Rallye series
ST 10 Diplomate
TB 30 Epsilon
TB 9 Tampico GT
TB 10 Tobago GT
TB 200 Tobago XL GT
TB 20 Trinidad GT
TB 21 Trinidad TC GT
TBM 700
Aircraft that never entered production
TB 31 Omega
TB 360 Tangara
Daher-Socata recently drew up plans to produce a 10-seat twin-engined jet,[4] but in August 2010 announced that launch would be postponed until 2011 at the earliest.[5]
[edit] References
^ Forbes / Thomson Financial News (2008), EADS to complete partial Socata sale to Daher within days, article retrieved July 2, 2008.
^ "Final agreement between EADS and the Daher group for Daher to take a majority interest in EADS Socata". EADS. http://www.eads.net/1024/en/pressdb/pressdb/EADS/20081103_eads_socata_daher.html. Retrieved 2008-11-04.
^ DAHER Group Confirms Signature of SOCATA Takeover Deal with EADS
^ "Daher seeks majority investor for new Socata jet, due 2010". http://www.flightglobal.com/articles/2009/04/22/325421/daher-seeks-majority-investor-for-new-socata-jet-due.html. Retrieved 2010-08-16.
^ "Oshkosh: Daher-Socata jet launch pushed back until at least 2011". http://www.flightglobal.com/articles/2010/08/11/345968/oshkosh-daher-socata-jet-launch-pushed-back-until-at-least.html. Retrieved 2010-08-16.
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