Aviation and Marine Blog

stormsla90 asked:


Iam from INDIA I just planned to join aviation school in UNITED STATED. Does it have any disadvantage and can anyone tell about its disadvantages if there is any. I have decided to join AMERICAN SCHOOL OF AVIATION(california) OR ORLANDO FLIGHT TRAINING(florida).

Ian Gault asked:


The language for all aviators and air traffic control officers (ATCOs) who wish to operate internationally is English. The International Civil Aviation Organization (ICAO) has produced a creditable and expansive manual, which details future English-language communication requirements for aircraft operators. Those requirements come into effect on 5 March 2008.

The ICAO document, which details the English-language proficiency requirements is, to all intents and purposes, a Statement of Requirement. Training providers Worldwide, and the aviation industry as a whole, therefore need to adapt to meet the demand and the challenge faced by all concerned. The requirement is to raise standards in aviation communications globally, commonly referred to as Aviation English. However, there needs to be greater understanding that the term ‘Aviation English’ covers a considerably wider field of knowledge and expertise than many currently appreciate. The following is designed to provide some indication as to the degrees of enormity and complexity that the industry faces in contributing to, and in meeting the task of imposing safe English-language communication skills among aircraft operators World-wide.

Pilots and ATCOs are at the front line of aircraft operations. The extent of the training that these personnel have to endure to achieve full operational status is enormous. Training can extend to periods of up to 2 years in the case of pilots and tends to comprise one long, uninterrupted process. In the case of ATCOs, however, because of the different specialisations involved in that function and their varying degrees of complexity, training tends to be conducted in phases, as controllers’ progress through their individual career paths and gain experience in the different specialisations open to them. In both cases, training is ongoing, not only because of the degree of knowledge required, due to ever-changing working locations, but also because of the continual updating of the equipment in use, ongoing revisions to the rules and regulations, and also frequent changes in the air traffic operating environment.

Following a rigorous selection process, whereby only very small percentages of individuals actually have the aptitude to be successful pilots or ATCOs, there begins a learning process that is extensive in respect of the degree of fundamental knowledge required by aircraft operators in a wide range of fields. In addition to the many practical skills required to perform their respective roles, pilots and ATCOs require extensive knowledge of the following: meteorology; physics; geography; navigation; maps and charts; theory of flight; mechanics; aircraft construction; airframes and engines; electrics, electronics and avionics; instrumentation; hydraulics; rules of the air; aviation rules and regulations, both in the air and on the ground; and air traffic control regulations. Aircraft operators are also required to have a precise and unambiguous knowledge and understanding of the following: a vast range of aviation-related definitions, some straight-forward, others quite complex; a wide range of very precise and unambiguous phraseology, to cover all routine and non-routine situations; a plethora of aviation-specific abbreviations; and a vast array of aviation-related vocabulary, which most native speakers of English seldom use in everyday life. In addition, all aircraft operators require an appreciation of medicine, biology, and human performance limitations. Furthermore, all concerned with aircraft operations are required to undergo daily briefings, both oral and written, and have to read and fully understand numerous daily and periodical publications: for example, Flight Information Publications, which provide essential information and warnings related to flight safety, and Notices to Airmen, which provide information concerning daily changes within the aviation environment. Comprehending these documents would prove a significant challenge to any aircraft operator who is not a native speaker of English. In addition to speaking and listening skills in English, therefore, reading comprehension is a skill that should also be given emphasis in any Aviation English training syllabus.

To become a successful pilot or ATCO, one requires a very high degree of a particular type of aptitude, coupled with a supreme mental agility of many different kinds. However, it is important to note that the aptitude required to be a successful pilot, is very different to that required to be an effective and competent ATCO. Nevertheless, both professions require individuals to have the ability to be extremely calm under pressure, to multi-task both mentally and physically, and to assimilate information quickly and effectively and to act upon it correctly and decisively. At the end of their rigorous and lengthy process of training, and when they have achieved full operational status, these individuals possess a wealth of knowledge and have well-honed and acute mental and physical skills. However, even fully-trained and experienced, pilots and ATCOs are continually operating at the extremes of effective human capability, whereby everyday, decisions they make as individuals can, in many cases, mean the difference between life and death for others. Therefore, at any stage within this ongoing process of professional development, to expect an aircraft operator to repeat the entire very demanding and complex training process in a second language, is a daunting prospect. Indeed, it is hard to assimilate the degree of difficulty involved, because, yet another factor comes into play: that of an individual’s degree of aptitude as a linguist.

When assessing the operational and international requirement within the aviation community for precise and accurate communications in English, both in the air and on the ground, there are several factors to be considered: the vast array of different communications and means of communication in use; the skills necessary to communicate effectively, by which ever means; and the difficulties faced by non-native speakers of English, who require to perfect those communication skills, with all their inherent complexities, in a second language. Those concerned face an extremely difficult and daunting task.

arjun_sharma asked:


summarise the procedures neccessary for both embarkation and disembarkation of passengers and also describe the documentation to be carried on domestic and international flights.

Chris Narfundle asked:


The Federal Aviation Administrator has an office of Policy, Planning and Environment that attempts to create strategic policy and to plan for the future. It analyzes the economic impact of noise reduction recommendations and develops goals, priorities and policies for the future of aviation.

One of the tools it provides is a kit allowing local government entities to determine the noise compatibility of a proposed airport. Organizations interested in airport noise can also access the information.

Aviation noise can come from multiple sources both in the ground and in the air, and it doesn’t affect only the residents near an airport. Pilots’ exposure to the noise of flight became an issue with the introduction of flight by the Wright Brothers. Noise is, of course, a product of the aircraft equipment: powerplants, transmission systems, jet efflux, propellers, rotors, hydraulic and electrical systems, communications systems and so on.

Besides the obvious mechanical noise, other noise is caused by the aerodynamic interaction between the ambient air layer and the surface of the aircraft. While these sounds allow a pilot to know immediately if his engine is functioning well, they can also create so much noise that inhabitants of the cockpit have to raise their voices to be heard. This level of sound is dangerous to communication and dangerous to the crew’s sense of hearing.

During takeoff, planes can produce noises higher than 100 decibels at ground level. With airports in the city, these planes may be flying close to homes, therefore creating sounds even louder than 100 decibels, a level loud enough to make conversation difficult.

Two broadly defined types of airframe noise are: Bluff Body Noise and Edge Noise. Mechanical noise comes mostly from the jet engines during takeoff and climb to altitude. However, during landing, the airframe is typically noisier. During takeoff, the jet noise is joined by fan noise from the engines. Because of the way the noise is formed, even a minor reduction in the exhaust velocity can result in lower fan noises.

Although annoyance is the primary factor of concern regarding aviation noise, loss of hearing has become another significant concern. Recent studies have shown the noise to be linked to other diseases as well. What’s more, noise can cause fatigue and irritability, as well as a decrease in performance. Noise becomes a distraction, and when noises, or distractions, are going on in peoples’ brains, it is impossible for them to concentrate and be effective. Other subjective effects of aviations noise are: startle responses, loss of appetite, headache, vertigo, nausea and impaired concentration.

While some have questioned the veracity of the link between aviation noise exposure and hearing loss, studies have shown and verifiable connection. Any sounds louder than those in a normal conversation can damage the cochlea and the fine hairs in the cochlea that convert the sound waves into auditory nerve signals.

Zip Aviation asked:


Zip Aviation has taken delivery of its first Bell Helicopter 206L Long Ranger and plans to use the helicopter for charter service from

Manhattan’s West 30th Street Heliport. This will be the first time for a Bell helicopter to

be flown from the 30th St. Heliport.

Itai Shoshani, owner of Zip Aviation stated, “We are very excited about the opportunities

of operating out of this heliport and know we have the right product for the market. Each206L has a great cabin area, smooth ride and excellent visibility. This Bell helicopterallows realization of what I envision for my company; an All American state-of-the-art

product.”

“The 206L, like all Bell products, is a very dependable helicopter and on that is well

suited for this type of operations. Our customer’s know they can count on the 206 to

perform flight after flight”, said Bob Fitzpatrick, Senior Vice President for Marketing and

Sales at Bell.

Zip Aviation has been operating in the New York area for 15 years and has built a

reputation as the premier charter company, specializing in discreet charter service and

aerial photography. “Many of our clients are celebrities, the rest are just treated like

one”, Shoshani added.

Zip Aviation has two more 206L’s on order and plans to use them in a similar manner.

For more information please contact Zip Aviation at 1.866.ZIPOVER (947.6837) or at

www.zipover.com .

Ramoose asked:


I need to create a heavier than air model airplane for my highschool aviation class. I need to spendnomore than $10 and it needs to be able to fly. If you have any suggestions please please help! thanks

Steven Shen asked:


I am currently very interested in ROTC and becoming an aviation officer after. I was wondering the minimum height for an army pilot since i am currently 5′4″ 145lb. I am hoping that i will meet the requirements since although i havent taken the ASVAB or the AFAST. I am confident that i will be able to meet the standards for those tests.

shoogaplumm asked:


my husbands an enlisted marine and his MOS is Aviation Ordnance.
he told me that theres very little chance of him not being deployed and that his Staff Sargent from when he was still in school told him and the other marines that were in training that theres never been some in AO injured or killed while deployed.
does anybody know if thats true?
i think he just said it to make me feel better but hopefully not..
also, what exactly do most AO marines do over seas?
all hes told me is that he’ll be in the back of the base and he’ll be loading bombs on planes, and fixing guns like he does here.

if anybody has any info about AO please tell me.
i’m really curious about it.
thank you all.
and please dont mistake me being curious for being unsupportive.
i’m behind him 100million percent!
he just doesn’t like talking about what he would do if he left and everything and i’ve been wondering about it so i decided to you uyahoo answers instead of making him talk about things he doesn’t like thinking about.

again, thank you all and god bless our troops everywhere =]

Roger Green asked:


Aviator Sunglasses are becoming ever so popular with the younger vibrant people. Young adults love the 70s appeal they can get from wearing aviator style sunglasses. Growing up in the 80s, Top Gun, Tom Cruise, and Aviator Sunglasses was the big hype, but aviator sunglasses were actually brought about in the late 1930s. Aviator Sunglasses are worn by men and women. Men typically wear Police Aviator Sunglasses, Polarized Aviator Sunglasses, and Latest Trend Sunglasses while women like Celebrity Aviator Sunglasses and Latest Trend Aviator Sunglasses. Aviator Sunglasses are popular with law enforcement, pilots and are very popular with men in the military. Aviator Sunglasses are made to be light and sturdy. Aviator Sunglasses come with the recognizable oval polycarbonate lenses made in various colors. Polycarbonate lenses that are made of plastic make for a much lighter pair of sunglasses, which enables you to wear sunglasses for a longer period of time without feeling uncomfortable. The silver mirrored police lens is one of the more popular colors, with the gun colored lens following right behind. Others colors offered in Aviator Style Sunglasses are charcoal, brown, blue/gray and smoke colored lenses. Lenses are usually UV 400 maximum protection to protect your eyes from UVA & UVB rays. Most Aviator Style Sunglasses have nickel frames and spring temples, but Aviator Sunglasses can also be found with high

quality poly frames in different colors. Poly frames make for really light sunglasses.

Aviator Sunglasses were made to completely cover all areas of your eyes shielding your eyes from UV rays and/or protecting your eyes from wind and debris. Although Aviator Sunglasses have a practical reason for wearing they are more chosen as many people’s choices because of the fashion statement they make. Wearing Aviator Sunglasses makes you feel like somebody. These sunglasses give off a vibe that you may have a little bit of a dangerous side to you and give you a very intriguing look. Be sure to check them out at Superflysunglasses.com!

dVille asked:


Or because he is a millionaire.

All the TV stations that I have seen…Net worK, CNN, MSNBC and other show as caption under their visual reports thus:

Steve Fosset…Millionaire…….. Not space pioneer.

If I were him I would be insulted by that because I think he favors more about his space accomplishments than he does about the money.

But I confess we live in a money world …Glory be damned.