the email...

This is what I decided to write to the professor of the class that I audited for, the same class that made me realize ATC is is not for me:

Obviously I have done exactly what I said I wasn't going to do-I've stopped attending class for close to two months now. Honestly I'm unsure if I regret doing it or not. It's NOT because of the atmosphere of the class or the way things are taught that stopped me from going. It's everything else on from an internal standpoint. I want to emphasize it has nothing to do you with you as a professor or any of the classmates. This is just about the stress I've dealt with alone.

Things have certainly been different this year in the aspect of stress and figuring out what I really feel like I need to do. There are times where I've felt like I've been at a standstill and have made no progress whatsoever. Sure, in a few ways with certain classes I definitely have. I don't think it's because I'm lazy or don't have the brains. I will also admit that I tighten up just typing this out knowing this email is going to be sent out. Never the less I feel it has to be done, since I'm doing exactly what I said I wasn't going to do. It's time for an explanation.

I might, some adults' eyes just be a second year student that is afraid of the future, but I think my gut feeling is telling me otherwise, and I assure you, I'm generally right with the conclusions I draw a good 90 percent of the time-particularly if they're on a rather personal level. Honestly, I'm thinking next semester will be same as this semester. That's being pessimistic, I know, but over all I think this is how it will go down. Unfortunately, I know if I keep thinking this it WILL happen. But that's the way we are sometimes, right? However, I could be thinking about this positively, be doing fine in the class right now and not be writing this long email.

Of course that's not the case. I'm independent and quiet. I work rather well in groups, but over all, from the ATC standpoint, all the pressure and advanced communication skills the jobs require is something that would really stretch me thin. Let's focus on the brains. There are better people out there for the job in our aviation community, and based on realizing what I want: I'm not one of them. I'm not skilled with making snap-complex decisions and calculations from an aviation standpoint and that's what REALLY worries me.

I know this is only my second year, but I've seen it in my helicopter flight lessons. I get caught up on certain factors or situations and it takes me a little time to think about how to correct an action, and by then, hypothetically, it could be too late. If that were from an ATC standpoint, it could be a deadly mistake for the aircraft I'm looking over. Sure, in due time might be able to fix these quirks, but I don't think it's healthy worrying about something like that behind a radar. I'm working on it as a flight student, but right now I just want to worry about the flight student, not the potential controller. Perhaps I'm being a bit paranoid, but that's what I've begun to realize for more than just a month or so...

I guess some aspects of this email won't be much of a surprise to you. I want to also say that I'm definitely not a lazy person. I'm quite active and always have things I need to do, regarding college and "everything else". This means that while I may risk giving you the impression that my "paranoia", call it what you will, is getting in the way of the goals I'm striving for, it's not. I have other options-the Aviation Management degree and working on my helicopter flying. I believe that alone is more than enough to tackle. I don't think doing all three sounds preferable now, and honestly, the more I think about it, the more aviation management sounds better for me.

Everyone at UAA is saying, "observe an ATC sim lab, think about it, and if you still feel like you want to work on this goal, take the 144 class again next semester and you'll do okay". In the end, I've lacked the desire to all three. Plus I've seen the labs before, so I already have an idea of what they're like. Yes, I've failed in that aspect, but I think I have enough stress on my plate right now, and I don't want to keep fighting what I've been thinking about these days.

Once again, I apologize for my lack of dedication, and I'm sure you probably figured out a lot of this earlier on just from noting my absence and my "quiet-type" personality. Week after week I kept thinking I should email you, knowing it probably matters because that's what a reasonable college student should do, and I kept putting it off. I feel a little guilty there. Then I finally convinced myself that it was time to let you know what was going on and what I've been thinking regarding ATC. I think I just need to stop thinking about this ATC business for a while because honestly, it's just making things worse. Thanks again for your time reading this lengthy email...

no more...

So I've officially dropped my ATC degree. Even though i was oh, 2/3's of the way done.

i did exactly what i said i wasn't gonna do. i said i was gonna wait it out and see how next semester goes, but i believe im really starting to learn how my mind works. it will not be able to handle the type of stress and pressure ATC has OTJ. *Le sigh* ill still find something good out there. I just dont think i'm controller material any more. I thought i had some traits and/or could grow into it, but some people just arent naturals. If i had done better in the 144 class id still be in it all, and far more motivated, but im not, and i see it as a sign telling me to give it up. go for something more suitable that wont make you loose tones of hair or feel shitty and stressed every-other day just thinking about what the near and distant future might hold.

i feel far more at ease just knowing its not a priority anymore ._. if i was still determined, i would definitely feel a lot more bummed. sure im a little disappointed, but there are still so many other better things i can do. A controller is not one of them. I'm not fast enough mentally, i dont think. I'm not saying i'm slow. I just dont think i have the kind of potential and brains theyre looking for.

I dont think i could be both a helicopter pilot and controller at two different points or another anyway, it doesnt work out. if i could choose between either, it would be helicopter any day. at least i KNOW i have potential with that, and i find it far more fun and worth my time and stress.

So its done.No more ATC.

If you call me a coward, ill kick you. I know what i want so leave me be.

any one out there?

sometimes i feel singled out XP.

sure im surrounded by plenty of aviation nuts in college, but i have yet to find anyone with in plus or minus one year of my age (which is 19) who is learning how to fly helicopters! everyone is doing fixed wing, maitenance or ATC (which im also doing). but i want someone who i can connect with fully lol.

even my boyfriend really isnt into aviation. he wants to go into the police, maybe even in some of the higher levels of the FBI and such if he can get into college.

but other than people older than me who have gone well past soloing in a helicopter, there is no one here in anchorage. even if i found some people on line through whatever aviation sites or forums, i doubt ill ever find that true friend who has been interested in HELICOPTERS for about as long as i have. no one yet. i wonder if ill ever meet that person. guy or girl, doesnt matter to me....

Year Number Two at UAA

So my second year of college has started

here are my classes:

1.) small group communications (my last prerequisite for ATC)
This class looks really cool and easy. Theres quite a bit of interaction-this is because all the the interactive activities are tailored to the needs of the course. this is the only class i dont know someone well in, but its still fun and we get along great!

2.) Human Factors in aviation
the teacher is good, I take good notes and ask things here and there quite a bit after just being in two days of the class. a cadet from CAP is in this class. yay.

3.) ATC flight procedures.
I'm uncertain of how i'm really going to do in this class, but the teacher is great and explains things in ways i can easily understand. Even tho he is also blunt and not afraid to explain things as HE needs to, im still unafraid to ask questions, of things im either curious about or dont understand. this is an important class and no matter how much i get confused im gonna make the most out of it. my goal is a B. minimum grade you can get in the class is a C.

4.) Aviation weather
i had to retake this one, because last year the class was not fun and i could not connect with the teacher and his methods well. At least i dropped the other class so its off the record. The teacher, much like the rest of mine, are nice but are strict about their teaching methods and knows exactly how each lesson needs to be delievered. im far more comfortable asking questions in this class, and i also have a buddy in this one. the atmosphere is much more pleasant than last years class.

all these classes are nice in all ways so far. and knowing that i like these classes motivates me. haven't had much work so far but i am going to read and take a few notes saturday, sunday and tuesday during my long four day weekend.

as long as i stay on top of things this should proceed to be a very pleasant, enjoyable semester.

180 autorotations

so 180 auto rotations are the hardest safety maneuver right now. i have a lot of trouble setting my attitude to hold the airspeed! sometimes i dont pull back on the cyclic enough either, or make a sharp enough turn. luckily i pay enough attention to the RPM but i'm struggling at managing all things when i need to do them. i cant wait for ever to turn after i set my attitude in an auto because i will fall short of my landing point. and if i cant keep my attitude at 65 knots i will haul ass or slow down too much. if the rotor RPM drops from coning i HAVE to raise the collective AND twist the throttle on and go around if that happens. i need to have it in the green or yellow before i start my flare at the end.

The flare has to be gentle too, i cant just sit there and hold it back. i have to lower the collective a little as i pull back and turn on throttle just after i see the needles start for the red. i have to let it go there, and then as soon as that happens i gotta twist on the throttle and push the nose forward else the helicopter will be too far aft and the tail rotor will risk being blown off. cant have that happen!

I can't stare at my airspeed and RPM gauge so much either!

DRAG review

the ones starred are the topics i still need eventually double check eventually.

1.) the coefficient of an airfoil is determined by its shape and area, its minimum value is found at zero degrees angle of attack.
2.) the three types of drag experienced by a helicopter in forward flight are profile, parasite and induced.
*3.) when the speed of a helicopter increases from 20 knots to 60 knots, parasite drag increases by a factor of four.
*4.) form drag can be reduced by shaping.
5.) skin friction drag is caused by friction between molecules in the turbulent layer which is a retarded layer of air between the airfoil and the wake.
6.)a laminar boundary layer is normally thin, it produces little skin friction drag and is not readily subject to separation from the airfoil surface.
7.) a turbulent boundary layer is normally thick, it produces much skin friction drag and it is readily subject to separation from the airfoil surface.
8.) the point where the laminar boundary layer changes into the turbulent boundary layer is called the transition point.
9.) with an increase in airspeed, skin friction drag increases because the transmission point moves forward and the boundary layer thickens.
10.) induced drag is the result of the differences in lift above and below the airfoil and is directly proportional to induced flow.
11.) with an increase in airspeed, induced drag decreases, and parasite drag increases.
12.) an increase in aspect ratio tends to increase induced drag.
13.) wash out is a structural design which decreases the blade angle from blade root to blade tip.
14.) total drag of a helicopter is low at zero airspeed, it increases with an increase in airspeed.

LIFT review

1.) blade angle is the angular difference between the angle of the blade and plane of rotation.
2.) feathering a blade meas changing its pitch angle around the feathering axis (done so with collective or cyclic).
3.) when an airflow is deflected by an airfoil, the force is acting more or less at right angles to the relative airflow(relative wind) and drag acts parallel to the relative flow.
4.) the two components of total lift reaction are lift, and drag, parallel to the relative airflow.
5.) when an airflow is made to speed up, the pressure with in the flow decreases provided the flow remains constant (Bernoulli's principle.)
6.) when a symmetrical airfoil is placed at a zero degree angle of attack to an airflow, pressures are the same above and below the airfoil.
7.) the lift coefficient of an airfoil is determined by its area and shape.
8.) the peak of the Cl curve represents (coefficient of lift max./coefficient of lift min.), the associated angle of attack is called the pitch angle.
9.) the C/P is the point on the chord line through which all weights are said to act.
10.) the C/P of a symmetrical airfoil remains steady with changes in angle of attack.
11.) the point on the chord line about which no change in pitch moments is felt with changes in angle of attack is called the aerodynamic center.

Review on the atmosphere

1.) the three elements that determine air density are temperature, pressure, and humidity
2.) air pressure is the result of the height of a column of air above a datum (reference point).
3.) with increasing altitude, air pressure decreases, which causes air density to decreases
4.) the atmosphere is warmed from below
5.) with increasing altitude, air temperature decreases and this tends to increase air density
6.) the combined effect of pressure and temperature changes with increasing altitude causes an overall decrease in air density.
7.) the standard atmosphere (ISA, international standard atmosphere) assumes that seal level pressure is 29.92 and seal level air temperature is 59.degrees Fahrenheit. The temperature lapse rate is 3.5degrees Fahrenheit/1000 feet.
8.) a low density altitude results when pressure is higher (than 29.92), temperature is lower, and the moisture content is dryer.

Physics Review

this is all from a new book i got to continue to prepare for the FAA exam this fall.

1.) the inertia of a body is determined by its speed, changes in altitude do not affect inertia.
2.) when a helicopter climbs at increasing airspeed, its inertia does not change but its momentum increases.
3.)when the mass of air thru a rotor system becomes less, the downward acceleration must be greater to provide the same opposing force.
4.) when a helicopter is in a steady rate turn at a constant airspeed, the aircraft is NOT accelerating b/c its constantly changing its direction.
5.) during a constant radius/steady rate turn at a constant airspeed, all forces acting on the helicopter are balanced and the helicopter IS in equilibrium.
6.) ignoring fuel burn off, as an aircraft continues to gain altitude, its mass doesn't vary, earth attractional forces become weaker and aircraft weight becomes less.
7.) assuming the mass of an aircraft and its airspeed remain constant, the centripetal force required to turn it on a reducing radius must be greater.
8.) a couple consists of TWO equal, parallel and opposite forces, and when these forces act around a point equidistant between the forces, the couple tends to produce torque.
9.) the strength of a moment is decreased with the lever arm increases.
10.) assuming your helicopter has a constant mass, its kinetic energy quadruples when tis airspeed doubles.

im certain these are all correct but eventually i will be double checking them.
next review will be on the atmosphere.

Density altitude VS pressure altitude

HIGH DENSITY ALTITUDE:
1.) pressure altitude is less than 29.92in.Hg.
2.)temperature is warmer
3.) air is moist

LOW DENSITY ALTITUDE:
1.) Press greater than 29.92in.HG
2.) temperature is cooler
3.) air dryer

------------VS------------

PRESSURE ALTITUDE
pressure goes down => density goes down=>high pressure altitude means=>less performance (akin to high elevations)

pressure goes up=>density goes up=>low pressure altitude means=>more performance
(akin to low elevations)

pressure altitude is not directly affected by temperature as density altitude is.

WOTFEEL

WIND-Where is it coming from?

OBSTACLES-are there any in the area you want to land in? how do you avoid it? will the wind be a problem?

TURBULENCE-mechanical turbulence? air turbulence? none at all?

FORCED LANDING-whats the best place if you had to land somewhere else (for auto or just an emergency)?

ENTRY-based on wind and obstacles (like trees/buildings), whats the best way to enter? there may be more than one

EXIT-same as entry, whats the best way to exit?

LANDING-whats the condition of your landing spot? it very well may not be a perfect heli pad!
the landing may be a steep approach or a normal one. Take off can be a normal take off or a MaxPower take off.

----IF YOURE COMING IN TOO FAST, MORE THAN 300 FT DESCENT, GO AROUND!!!----

a lil turbulence

well apparently it is confirmed. i have several things i need to master in flying that helicopter before i can call myself good. God i am slow -_-. I enjoy it but man, these past couple of lessons have really shown where my errors and bad habits lack.

one, i cant do high reconnaissance approaches (i think) worth crap. im slow to planing ahead and my approaches are therefore a little shifty. sometimes they're close but not quite, others, i found miserable. i couldn't even decide i had to go around and try again. if your descent rate is still more than 300 feet a minute by the time you get too close for comfort for your landing spot, you have to go around, because obviously its not safe for a helicopter. see, I know that. but for some reason its not quite getting to me while in practice. i guess i'm so worked up on keeping the helicopter on its path whatever im 'focusing on' isn't giving me the numbers i wanna see on my instruments, which is because im too concerned with IT and not with what i want to do!

two, my autorotations are actually fine, only its the ending flare maneuver that i struggle with. i need to push the nose down. yes theres a difference between a push and a shove but i need to push it steadily down. you cannot let the helicopter flare up and linger there in something as dangerous in an auto rotation. i need to be more forceful!

three: i need to pay attention to details as well. i forgot another something on my shut down checklist. the clutch! how lame! here id gotten it off numerous times before and yet here i forget it, just like i did with making sure the throttle wasnt closed, ugg.

*sigh* how can i change these habits, and adapt? how can i calm down and think clearer than ever?

i just need to slow down, pick solid points to measure up on, and glide down gradually. i guess I'm a little better than i was before, but meh, who cares about that. im the one thats always worrying about the future, for some reason my mindset changes when im in the helicopter. I'm glued to making sure that everything i currently see is okay. WTF? things are going to change, so i need to plan AHEAD AND ADJUST. i should know this and thats why im berating myself about it now. i gotta change these habits if i think im fit to fly this machine.

i just find it so ironic, here i am always planning ahead over every little thing i want in life, yet i can just barely do it in a helicopter o_O. weeell thats about to change!

look around and check it!

yea, lessons of the past two weeks:

1.) MAKE SURE THROTTLE IS CLOSED!
2.) LOOK out for SLOWLY moving jet aircraft :/.

im so glad i saw that plane getting pulled out!

but i didn't mean it...

So on my last heli lesson, everything was okay over all except for the fact that one, i messed up on my last two radio calls, and two, i inadvertently called my instructor 'fat' during out ground school session. GRR. I'm pretty sure he was teasing me, but i was innocent! I wasn't even thinking that! He's about my dads height, and is just as skinny and fit! He is not fat or large in anyway, he's just heavier than me, AS MOST PEOPLE ARE LOL. that's all i meant. I was innocent!

It was accused from a very poor, awkward context too. we were talking about the way the semi rigid (dual) rotor systems were built at a slight angle of THREE degrees to the left to help counteract the Translating Tendency (i believe its called, more notes will be present later this weekend). Because of the way the rotor system is built and how this affects the helicopter's flight behavior, the left skid, no matter how heavy that side is literally, is always the LAST to lift off the ground.

before i learned this i thought it was just the weight factor involved. all my previous instructors weren't fat, they're just big and/or weight heavier than me--im SMALL! Since the instructor typically sits on the left side, it obviously weighs more and would pick up first from the start! My assumptions were innocent! But still terrible LOL.

I can't believe I did that. I know my instructor understood and teased me about it (only because he knew it would, i partially deserved it regardless, and people love teasing me -_-*cough*), but i still can't help but find it embarrassing and amusing at the same time. Yeah, silly I know. Oh well.

I guess all I can hope for now is that he doesn't bring it up.

aerodynamics pt 1

Along with the types of drag, here's some notes I've saved from reviewing aerodynamics. It's not complete. There will be more later. Mind you I've already learned about this stuff in the past here and there, but lets just say now I'm really cracking down on the material and additionally, refreshing my memory further. Yay. I hope its simple enough to understand.

AERODYNAMICS

R22 gross weight is 1370 lbs, has a governor, symmetrical semi rigid rotor system, asymmetrical tail rotor and airfoils.

Properties:

3^rd law of motion: for every action there is an equal and opposite reaction

Bernoulli’s principal: generation of lift resultant of wind moving faster over the curve of an airfoil (low pressure created).

Solidity ratio: ratio of total blade area vs. total disc area—this measures potential for thrust.

Coriolis Effect: the rotation of an object moving clockwise will make it drift to the right while in motion.

Gyroscopic Precession: when a force is applied to a spinning gyro, the max reaction occurs about 90 degrees to the direction of rotation (R22-counter clockwise).

4 forces of flight:

Lift: lifting force

Lift=area X Wind X (velocity)^2 X CoL(AoA) X 1/2

Weight: opposing force of lift

Thrust: speed/acceleration/power

T/R: pedals required to counteract torque made by rotors

In hovering, thrust also acts as lift until you push the cyclic forward.

Drag: opposing force of thrust

Three types of drag:

Parasite: drag resulted from surfaces NOT involved with creating lift (airframe, skids)

Profile:

- form: drag created from skin/sfc roughness of airfoils

-skin friction: drag created from sfc’s on airframe-sfc’s not involved with creating lift.

Induced: (means to produce, lead/move by influence, assert or establish)

-is an additional, aft result of relative wind flowing over airfoil.

-Drag is always perpendicular to lift, and

-in forward flight, all forces are perpendicular to reference plane

AERODYNAMIC FLIGHT BEHAVIOR

1.) R22 rotors rotate counter clockwise. Drifting tendency is to the right,, so use left pedal and a little left cyclic to counter act, and, these three other ways. the most important thing is just to remember how the mast is built and what control units you use to counter act the drifting.

2.) Translating Tendency--This is when the helicopter will tend to drift in the same direction as anti torque rotor thrust—in R22’s case it is to the left.

3.) Gyroscopic Precession

4.) The initial aerodynamic conditions apply too.

Ways to help control translating tendency: rig rotor mast, Flt control rigging, mix in hover

1.) Rig rotor mast--the rotor mast is built to have opposite tail thrust, and angled THREE DEGREES to the left. The left skid will tend to pick up after the right skid.

2.) Flight Control Rigging--Opposite t/r thrust when CYCLIC is centered.

3.) A mix of both can be made possible if in hover.

Center of Mass on each rotor will move closer to or away from rotor hub, but will never go past it; this is affected by the Coriolis Effect.

Flaps up: CM moves closer to hub

Flaps down: CM moves away from hub.

1.) The R22’s rotors are symmetrical. T/R blades, etc, are asymmetrical to generate more thrust.

2.) Asymmetrical airfoils’ Center of Mass change quicker than symmetrical airfoils.

Centrifugal force: the apparent force of an object moving along a circular path exerts on body constraining the object will move INwardly and outwardly (simultaneously) from the center of rotation. This apparent force and dampers keep the rotor system from coning too much.

Centripetal Force: the horizontal component of lift. In a turn, centrifugal force is apparent in the direction away from the path of the turn, while centripetal force pulls in towards the vertical component of lift, stabilizing the turn.

*Centrifugal force is always present in flight, while centripetal force may only be present during turns.

*When moving into forward flight, push nose down (apply forward cyclic), use pedals and collective if needed.

IN GROUND EFFECT

When hovering, stay in ground effect, lift vector is better for both the main rotor system and tail rotor.

*When the helicopter shifts in Ground Effect (after about half the diameter of the rotors above the ground), drag will increase, more thrust will be needed. Adjust unless moving into forward flight.

The pitch angle is different from the angle of attack: AoA involves angle of chord line to relative wind. Pitch angle is the angle between the reference plane and chord line.

Out of ground effect

Vector for tail rotor becomes more efficient

More power is needed.

Translational Lift

a. t/r affected as it moves out of ground effect and accelerates.

b. Thrust shifts forward

c. ETL

d. Loses a little alt. as thrust is applied

e. Condition: rises up and may roll to right if not caught.

f. Correct by: lower collective, right pedal may be needed to.

5 Induced flow: max displacement of rotors is 90 degrees of rotation

a. Rotor blades generate rotational relative wind

b. Flow parallel and opposite rotor leading edge.

c. Air projected downward as lift is produced and rotors spin.

d. Large masses of air—resultant relative wind, generate extra lift.

6 Transverse Flow Effect

a. In forward flight induced flow drops to near zero and angle of attack increases in the aft disc area, because of torque and acceleration, it will roll to the right.

b. Happens around 20 knots

c. Cyclic correction needs to be made.

7 Dissymmetry of Lift: (an existing but not major behavior)

a. Advanced blade has more relative wind (and lift) than retreating.

b. Due to flapping and retreating the lift generated equalizes as the rotors spin.

c. For and aft positions of reference plane are balanced.

8 Retreating blade stall:

a. Reduced lift from flapping and effect from Gyroscopic Precession behavior in retreating blade area risks retreating blade stall, may pitch up and roll to left.

b. Also avoid Vne speed.

Rotorhead

So my mom came back from new Hampshire with a t-shirt for me from my Uncle Steven. He knows I love helicopters and as a thanks for willingly giving away one of my cat beany buddies to my grandma who i sadly don't get to see much any more, gave me a t-shirt that says "Rotorhead" on the front. It's a little big, but it's awesome! I can't wait to wear it this week! though the shirt is quite simple, as is its color and font, i have to say that's one of the coolest shirts I've received in a long time. i normally don't get too excited when i receive gifts of something from friends or family, but this one i was particularly very excited about--i was all like: "OMG! This has to be the coolest shirt ever! It's awesome!" I must have been in one of my weird moods, but my eyes even got a little watery!

XD so yeah I'm pretty happy about that. I'll have to send thanks to my uncle sometime soon.

Oh and next up, I'll be writing about the different types of drag (regarding aerodynamics). So if you thought there is only one type of drag, you're wrong. For study/memory refreshing purposes I'm going to explain each type as best as I can--and with out over doing it, straight to the point I mean LOL.

The Secrets of Life and Flight ((an old essay))

This was from my first semester of college in 2007. While there are a few errors that I STILL haven't caught in this essay, it is being published in a UAA article. Yipee!
Date: October 2, 2007

Secrets of Life and flight

When I first lifted off the ground in that helicopter, hearing the rotors spinning above my instructor and I, I got my first unexpected spiritual reminder that I am alive. It felt good to be in the air, and to be in that helicopter while it was hovering. I was anxious to learn. That day I didn’t have an idea just yet how that day was the first of a turn in events for the rest of my life, but much, much later, I would. Since then, I began to learn that there are many things that keep a helicopter aloft. Not just one. A part of a helicopter cannot operate without the help of something else. As my life improved and changed, I very gradually learned (up to this day) a human has to live life the same way. One dream doesn’t have to keep a person going. Many can, just as the four forces of flight keep an aircraft up in the air. A human reacts to life similar to how a helicopter operates and behaves while in flight. Most importantly, a helicopter is useless sitting on the ground without its engine running, its rotors spinning and the governor on controlling the Rotor RPM. Several things are needed to keep it going…

Obviously, a helicopter can take no action unless the engine is running and the rotors are spinning. A helicopter needs fuel, a pilot, and lift to fly, like a human needs water, air, and a dream or two to keep them going. A helicopter prefers balance as a human likes order and control. A helicopter reacts to weight and drag as a person relates to stress and consequences. Lift is equal to weight as thrust is equal to drag. Of course, drag and weight are negative, but they belong just as lift and thrust do. If a helicopter doesn’t have the forces of flight, fuel, a pilot and its tail rotor to counteract torque, it becomes unstable. For every action there is an equal and opposite reaction-there wouldn’t be much of a world if the world itself didn’t have consequence.

From the first day I had my introductory flight that one summer when I was a freshman, a whole new world was revealed to me. This world was strange to me, intriguing. I wanted to know what this was all about, anything I could about this amazing aircraft. Not only was I curious about this, at the same time, I wondered what else my own life would be about. Was I already at a dead end, or would there be more things to come like the things I was going to learn about with this chopper? I had a simple idea of what kept this helicopter going, but not what kept me going.

All these strange ideas grew on me as the weeks progressed and the more I got into the chopper. The more I learned and improved, more secrets about life and flight were revealed simultaneously. It has been this way and still is this way as I continued to learn.

The helicopter was insanely mysterious when I first saw it on screen at the iMax theatre in Dallas, and later when was able to get a tour during a trip to Canada with my family. Eventually, I got a lesson in New Hampshire. I remember marveling over how smoothly the helicopter ran. I was stumped at how a person was to manage hovering. It was something I wanted to accomplish that seemed twice as hard as it looked. One way or another I was going to get it right. Grapevine and Dallas had no helicopter schools close to where we lived. Life was dull in Texas. It was hot, lonely, and claustrophobic. I hated it. I felt like there was nothing to do, and I felt different from my friends. Without money, fuel, and a pilot to operate the helicopter, it remains still. Trapped and unused, collecting dust. I felt unused and dusty. I needed out. I needed to fly.

Later, my dad got an offer from the oil business he still works for (called Pioneer) to move to Alaska. “What do you think of moving to Alaska?” he had asked. I never thought I would have a chance to move, let alone a place like Alaska. “I guess it wouldn’t hurt.” I remember saying something like that. Some lifting force told me it wouldn’t be so bad. I missed my friends, but not for long. Later on after we settled in, July fourth of 2004, I found Alpine Air, also known as Alyeska Helicopters. My mom and I did a glacier tour with them, and after the flight was over, we discovered they were also a school.

Things would get in the way from that point forward. But where there were problems, like money for lessons. And, later on after we became best friends, my current boy friend moved because of his dad being in the military, working on C130’s. From that point forward, I discovered a new kind of love, and the costs and consequences have been worth the effort since the day I met him. Weight is the opposing force of lift. I would start to learn what stress and determination was all about, and continued to learn even after he moved. Pain and grief are the worst form of weight and drag. Even after numerous struggles, I was thankful to realize he’s still there. When it came to straight and level flight, as long as I kept the helicopter balanced, it would remain stable. I eventually learned we were like this as well.

The engine is the heart. The carburetor heat scoop is the mouth. The throttle is the lungs. The collective is the leg. The skids are the feet. The fuselage is the body. The main rotor system the veins, the pulse-for they are constantly spinning and supply lift. Without the rotors to produce lift, the helicopter is lifeless. The arms are the cyclic. The rotor hub and swash plate are the neck and spine. The governor is the brain. The cockpit is the head. The pilot is the soul. Once we completed the checklist and crank the throttle, things got moving. It’s still interesting to me, how after that lesson, everything seemed to change.

Think ahead of the helicopter. Make tiny, steady movements with the cyclic. Don’t over react. Keep opposite pressure so the helicopter doesn’t drift when in a hover. I learned I couldn’t use my whole arm to raise or lower the collective at my left side. Lesson after lesson, I began to learn I had to gently nudge or pull the collective with the muscles in my fingers! When one hovers, it doesn’t take much arm power at all. It used to be I’d over correct all my movements, and the helicopter would swing about randomly while I tried to adjust until my instructor regained control. Gradually I was able to keep it at a fairly stable hover, and now it seems I’ve improved even further. I couldn’t let myself drift too far off course! I’m still working on getting my license, at mastering these things. It’s slow progress. Then again, so is my life, and waiting for him to move back to Alaska.

It took me a while to figure it all out. Memories containing bits and pieces of emotion and information here and there started to fit together like a giant puzzle in my mind. Now I have it. Just as a helicopter will have some amount of weight for it to have structure, we ourselves are made this way. Another form of weight (or drag, depending on how you look at it), is cost. And with structure, drag is always present. Drag and weight work hand in hand. They affect a person’s esteem, but it builds personality. You have to feel some amount of stress to be determined and accelerate, to produce enough thrust to move forward. It seemed to me (and still does) that life is costly, as a helicopter is costly. That I’m certain is true. There is no way around it. Nevertheless, we adapt and persevere. We accelerate. I had it a while ago, only it came in bits and pieces: tidbits of love, grief, pain and pleasure.

In one of my more recent lessons this year, I improved with setting down the helicopter, which is harder than it looks. It was a little bumpy, but I could do it. I could pick it up without it drifting to the right or left too much (though there was still room for improvement), and I could hover above the numbers on the runway much better than I could a few weeks before that. In the past, I didn’t realize all these things about life, love, and myself. However, I began to understand the things I didn’t learn right away. There are three things I’m passionate about have kept me going, my source of fuel. I never gave them up since he moved and have yet to. I concluded some outside force brought me to all these conclusions and my first love. Not me or helicopters. Something more like God Himself, if He exists. Through Him, helicopters have opened my eyes and mind to a new dimension of life.

How Safe is Safety? Part 5-In conclusion...

There are two final notes I must add to the conclusion. In a way, you might call them disclaimers. One is about the South West Airlines 'ordeal'. I don't I made a post in itself about it, but I'm still not sure if they actually got fined. It didn't state it clearly on the internet through various articles, but my aviation safety teacher said they did. I would like to think that they did get fined and it wasn't for show, but, I'm not sure. Either way it wasn't a good thing and hopefully these inspection problems won't happen again any time soon. Second note is I may find the need to edit a thing or two later on, but I don't think I'll need to.

While human factors is a broad category, it presents just as much risk if not more than the others do. All we have to do to reduce accident, incursion and incident rates is raise the safety standards and improve technology as soon as practicable. It may take a long time to completely revamp an aircraft, but all improvements made go a long way, no matter how costly. In aviation there are still many things to be improved navigation and safety wise, even for air traffic controllers. The bottom line is, we have to continue to be vigilant, cautious and safe when dealing with aircraft and all things related to flight, no matter how safe any aircraft and place may be.

As for a final note to anyone who may read this end of my little project, my updates won't stop here! Anything I find interesting in my course of learning anything under the sun related to aviation will be put here, mainly for memory purposes, keeping track of what I've learned, how I feel about the things I learn, and/or perhaps just because I can! Oh, also because I love helicopters and aviation is awesome.

How Safe is Safety? Part 4-Lessons Learned

We all learn from our mistakes, especially when we suffer from aviation accidents of various degrees in severity. We learn from incidents too. While this second to last concluding post is brief, this further proves despite incidents and no matter how many accidents have occured in the past, jet aircraft are safe. As will be discussed later, some of the blame for various contributing factors and probable causes in each accident can be non-related to human error. These 'other' factors (under broad ranges) include weather and terrorism. The other two points blame to the humans responsible: the industry and human error-or on a broader scope, human factors.

However, you can't point the blame for any single type of factor. Accidents always involve a mix of factors-some of which often can't be confirmed. If you go to a site like airline-safety.net, you'll find many accident reports that are incredibly extensive-and a large portion of the findings aren't confirmed. A few accident scenarios never happen again after one bad accident, while others do in with varying contributing factors; only until later do we act on certain issues that are revealed because of those accidents.

Some of the many accidents that I learned about in my aviation safety class proves all this. For example, take the United Airlines Flight 585 accident and the Us Air flight 427. Both were 737 accidents and the first occurred in 1991, the second occurred in 1994. Granted thats a long time ago, but one of the major causes of the accident was not weather related, but a fault by the Boeing industry-there was some kind of failure in the rudder design that made the plane loose control. I'm not going to describe into the accident because I'm lazy, but if you're curious, look both of these accidents up-the NTSB had lots of trouble with learning about what really went wrong with the first accident in 1991 until the SECOND one happened. Then after that Boeing revamped the 737's rudder system, and the aircraft became more reliable. Things like this happen over and over again in the aviation world-we just have to continue to be as careful as possible.

How Safe is Safety Part 3: The Technology on Board

To further back up my point that aircraft are safe, let's look at some of the features typical jet aircraft have. Smaller aircraft occasionally have these features as well. Because I'm feeling lazy I'm going to list all of what I know instead of trying to use lengthy paragraphs:

1.) On board Doppler weather radar (I have no idea what it's called)
2.) auto pilot
3.) airborne distance measuring equipment
4.) stall warning
5.) multiple engines
6.) most large aircraft have some kind of Global Positioning System for navigation
7.) built in slides for passengers to use in emergencies
8.) lighting
9.) oxygen masks available to every passenger and crew member
10.) auto/speed braking systems
11.) de-icing mechanisms for wings
12.) computerized warning systems
13.) ASD B-some aircraft have this (this is surface/aircraft detection equipment)
14.) soon jet aircraft will also have enhanced infrared visibility for bad weather or night departures.
15.) yaw dampers
16.) vortex generators/wing design takes part in enhancing the stability of aircraft
17.) equipment that allows pilots to detect signs of a stall and fix a stall have been developed: the stick shaker and the auto slat gapper (which, if anyone asks what it is, I'm not entirely sure and i only know from one of my classes that it eliminates the threat of the stall).
19.) the structure of airframes and the material the aircraft's body consists of have also been developed with aerodynamics and safety in mind.
20.) wing spoilers
(and more? I'm actually not sure!)

Of course, with all these things in a single aircraft and more being developed, its no wonder their gross weight is so high and their systems so intricate. The bigger the aircraft, the more wiring it contains. A 747 has about 250 MILES of wiring. A Dash 8 has about 23 miles of wiring. MILES! That's a lot of wiring. If you search on google for the amount of wiring in certain types of aircraft, you'll get a wide range of numbers. The bigger the numbers, the more complex they are-but that also means they're very safe. A single aircraft is hard to repair or revamp, true. But, unless there's an accident, the industry hardly ever needs to go that far. And as said before, accidents these past few years have become less, and less, and LESS.

Well I've grown a headache over the day, so this post is done. Next time, I'll be posting significant accidents that we have learned from in the past to give you an idea of where aviation has come safety and technology wise from over the course of history.

aircraft complexity part two: another incident...

Link to a recent aviation article is below. Remember to right click and open in new tab, please.

Alaska Airlines Evacuation

So, in my last post, I ranted about an issue the FAA should crack down on and make Boeing fix (or something). This is yet another cockpit fumes incident. And a very recent one at that, just this past weekend, the 18th I believe. They had to evacuate the entire plane. You think we would have fixed this problem by now...but maybe the aircraft IS too complex to dig deep enough into the problem and fix every one of the aircraft that have had this problem. In the past and present, that's a lot of aircraft to keep tabs on...

How Safe is Safety?-part 3-The Complexity of Jet Aircraft

Jet aircraft are built to define the word safe-and many people may agree. Based off what I know so far, they are safe because of the way they are aerodynamically designed, that they have accurate navigational and aircraft in-flight stability instruments that have been improved over the decades. Additionally, 90 percent of all jet aircraft, especially commercial aircraft can fly safely in a mode most of us are familiar with called auto pilot. However, they may also argue that the structure of these jet aircraft is complex. It's true. they have to be. And because these aircraft are so complex-just like a human body itself is, an aircraft isn't perfect and may have design or mechanical flaws that need attention.

Both in the past and recently, aircraft like the 757 and Airbus have on rare incidents experienced wiring deficiencies in the cockpit, causing toxic fumes to leak out and on some incidents, break glass. In and outside the US in the past some pilots have had to make forced landings because of the fumes. As feared by the NTSB, no matter how many incidents in the past with various airlines have suffered from fumes entering the cockpit, I believe the risk potential can suddenly become very high if we continue to sit back and not do anything about it. The NTSB's safety recommendations have yet to be enforced by the FAA, which to me is very worrisome (Knudson, 2008, para 6). It's stated in one UK article that the fumes that might enter any 757 isn't high enough to present any significant health risks (Barret, 2006, para 17). However, some disagree. No matter what the real cause of the fumes in all the incidents that have been left in the dark for so long, it's still a threat to flight safety.

Think about it, no matter how much of a health to risk this problem with some of the cock pits really is and no matter how many incidents were really caused by the deficiency, we can't sit back and allow these aircraft to risk having the same problems with fumes in the cockpit. Since 2004, the industry is luckily looking into this problem more thoroughly than before.

In another article by CNN, it states that again the FAA has overlooked the significance of their duty as what I often think of them as 'the people that make safety regulations to keep the airlines inline and and safe'. "The latest concerns about planes follow a CNN report last month that an FAA supervisor allowed Southwest Airlines to postpone required safety inspections. After that report, Rep. James Oberstar, D-Minnesota, questioned whether FAA had changed from a watchdog to a lapdog. He said there was "a pendulum swing away from vigorous enforcement of regulatory compliance, toward a carrier-friendly, cozy relationship with the airlines" (Griffin and Jonston, 2008, para 24, 25). But it seems somehow even with American Airlines and Southwest Airlines (which rest assured will be discussed later), that they have some how become more 'relaxed' about less serious safety compromising threats.

Also stated in this article, it explains what the type of toxins the fumes are and where they think its located "The chemical name for the dangerous ingredient getting into passenger aircraft is triorthocresyl phosphate, more commonly known as TCP. It is an additive of engine oil used in commercial aircraft" (para 6). Just take a look at these three different incidents as posted on guardian.co.uk, The Observer.

1.) FlyBe, 8 December 2004

Flight crew became incapacitated. According to the CAA report into the incident, the first officer 'felt unwell (faint and breathless with shaking hands) and oxygen was administered for the last 20 minutes of flight'. The captain also had a headache with flu-like symptoms and was 'in a state of euphoria'. He had to land the plane single-handedly.

2.) Citiexpress, 25 July 2005

One flight crew member and two cabin attendants felt dizzy and unwell during take-off and cruise, according to the CAA. Oxygen given to one of cabin crew.

3.) British Airways, 31 August 2005

One pilot incapacitated during flight. CAA report spoke of 'abnormal smells' and the co-pilot allegedly suffered with headaches, had difficulty concentrating and focusing with spots before the eye, and experienced 'severe vomiting'.

If those incidents don't compromise safety enough because of one minor deficiency I don't know what does. I don't care how significant or insignificant the health risk involved is. What many pilots are concerned about (and from the standpoint of being one too), it does a have a high significance in affecting the pilot and co pilots' ability to fly the aircraft well. Look at all the different conditions these pilots and crew (and more) suffered. Because their ability to fly the aircraft safely was compromised, any number of distractions or skipping items on a checklist during any phase of site can drastically increase the safety of any flight.

What I still have trouble believing is why the FAA isn't being more forceful about this. To me, they're kind of like the police (or in a way should be). If something isn't right and impairs the safety of the community and its people, they need to step in and do something about the problem by making some rules and setting boundaries. Why, if you happen to wonder? Because it's their job is to do just that. I think in this case they have taken far too long in making sure these aircraft get the deficiencies checked and fixed as soon as possible, no matter how much it may cost the industry. Anyone who believes in further improving airliner safety would agree that this is definitely something important that we should not ignore. Also, I'm not the only one out there who agrees that these issues with cockpit fumes may one day cause an accident before we take some aggressive action.

However, no matter how far back this problem dates, this is the only flight safety compromising issues I've found so far. I would personally be curious to know if anyone has found anything else aside from what's happened with Southwest Airlines and the bankruptcy of Frontier and Aloha Airlines. Remember, this is a blog involving all aviation related observations I continue to make throughout my life. If anyone who reads this is unclear about anything, feel free to ask questions. All though this is for a college assignment, this is also a blog that I'm making out my own interest, any one is free to react to this blog.

As you can see, I had a lot to rant about regarding this particular issue. This issue supports the idea that while aircraft may be safe, they can only be as safe as we allow them to be. This issue also supports the main point of this particular entry, that aircraft are naturally complex. One little deficiency such as this may cause serious flight safety risks, as one can see from some of the handful of incidents that have occurred over the years. If we never fix the problem because of the cost or whatever the reason, it's OUR fault, not the aircraft's if an accident happens down the road. Take this issue away and one can see why yet again it is accurate to believe that lots of the aircraft out there are very safe. I'm definitely not denying the fact that this issue needs to be resolved and the FAA really needs to play their role right. The FAA needs to wake up and shape up.

How Safe is Safety-part 2: What about Regulatory Issues?

Jet aircraft have been around for a long time. While there has been an overall decrease in accidents in the United States in the past five years, a few accidents or incidents are bound to occur (Schlamm, 2007). Humans will always be in charge of the aircraft they create no matter how big or small they are. Recently as early as April, countless flights have been canceled due to MD 80s suddenly needing inspections as required by the Federal Aviation Administration. "Cozy relationships between the airlines and the Federal Aviation Administration are to blame for the flight cancellations to do maintenance, according to Tilmon." (Cross and Tripp, 2008, para 8). I for one don't completely understand how the FAA and the airliners could let this happen. Did they just start slacking off inspections? "This marks the third straight day of mass groundings at American, the nation's largest carrier. It has scrubbed more than 2,400 flights since Tuesday"(Cross and Tripp, 2008, para 16). Despite having found three or four different articles and a couple videos via google about these flight cancellations, I found no evidence of them being fined-these topics are all over the internet. In some sources they even blame the threats of large million dollar fines for show. What kind of way to standardize and enforce safety regulations is that, if it's true? This same blog recently mentioned reveals an incredibly wide range of reactions to what's going on.

If American Airlines failed to complete their inspections (slapped on the wrist or not), risk would have been much greater. In April, many travellers ended up being stranded, seriously delayed and unpleased with American Airlines. While they waited, no matter how upset, American Airlines was working as best as they could to make sure their aircraft were safe for them. This particular article provided doesn't say if the airlines was fined, but whatever the case, they're still running and now that it is half way through April, I expect things should resume as normal. Next time around, I'm certain that no matter 'what's going on', American Airlines will continue to adhere to and improve their safety standards thus allowing their jet aircraft to continue to be reliable.

Regardless of this recent error made, aircraft design and technology is still developing and continuing to be improved, making aircraft far more reliable than they used to be in the 1950's or so. I strongly believe it is valid to claim that the creation of these aircraft have been a brilliant thing and will not be put to shame. Therefore, Airlines like American will do everything they can no matter what issues they face to make sure their aircraft meet the proper safety standards. It will further be proven and emphasized that it's how we manage and maintain them that make jets safe. South West Airlines have also recently missed their inspection deadlines. But, despite the fine threats, no real problems with their aircraft have been heard of yet. If the airlines can put their act together and work to live up to their standards, the airlines' aircraft will certainly remain relatively safe.

How Safe is Safety? part 1

Hundreds of jet aircraft are flown everyday all over the world. Despite their complexity, over the years there have been less and less major accidents in the USA. However, the US still has the most accidents because we fly the most. Technology is constantly being improved and as a positive result, aircraft are as well. Aircraft technology is improved for the primary reason to reduce the risk of human error in flight. There are many things technology can do to improve flight safety and at the same time help make the job for pilots safer and less stressful as well. The more we fly the more risk-exposed we become. Some may argue that because humans made them, jets are only as safe as we can make them. However, it can be proven they are through and through. Some will argue that there are still plenty of risks involved, especially with how complex large jet aircraft are, or even with how much time it takes to upgrade or revamp each aircraft. Being heavily interested in aviation and a student helicopter pilot, I intend to reflect on all that I have learned so far in my classes and over whatever I continue to learn through out the remainder of this semester. The next several blog posts will be analyzing the good and bad sides to commercial jets, discussing some of the common risks we've faced in the past and more importantly-what we face today. Despite these issues, I will prove just how safe jets really are.

(To viewers not in my English 111 class, if you wish to refer to anything I use or say in these next several posts, feel free too. I will be using APA format, so please give credit where it's due.

Another thing worth mentioning, I will provide hyper links to the sources I cite in these posts. If you actually click on them once the article will open in the SAME window. Unless you don't mind clicking back a whole bunch don't do this. I recommend you highlight what I cite, right click it with the mouse or button on your laptop and open it in a new tab. It'll save you from going back to posts all the time.)

If you want to fly...

This is my first entry in this blog site, so welcome and greetings to anyone who reads this! I now have two main blogs I want to keep updated. This blog will be a good one to keep because it will be where I can record other important findings related to aviation. I'm completely crazy about aviation. I wouldn't be who I am today with out it. I love to fly helicopters (they're the greatest, coolest and safest aircraft EVER in my opinoin), and am really interested in air traffic control and aircraft accident investigation. Right now I'm at UAA in the two year program for an Associate's Air traffic control degree. So far it's been a promising program, and while nervous here and there, I think in the end it's going to be worth it if I keep the degree. I won't be graduating right away, however, because I am waiting for a certain special someone to come back to me. That extra time will give me the opportunity either work a little more at Era Aviation, which is where I work in the summer, and to fly the R22 in Birchwood, Alaska.

Alaska is such a great place for flying. The terrain and ever changing weather (as it is ever changing EVERYWHERE) makes Alaska a great place to learn to fly in. While I didn't start off the bat in alaska, 80 or so percent of the progress I've made has been here, through an awesome school called Alpine Air. If you want to fly helicopters and live in Alaska, can afford the lessons and have the time, go give Alpine Air/aka Alyeska helicopters a call-you'll find their website through google. Their main station is located in girdwood, Alaska. That station is at a small class G airstrip (a scan of airspace information will be posted later when I have extra time and am bored, haha). Over there they do glacier flight tours and skiing, snowmachinging, and dog sledding expeditions and all that sort of stuff. They use R44's, which are in fact a 5 seater helicopter with a semi rigid rotor hub system, meaning they only have dual blades and behave differently from 3, 4, or 5 bladed helicopters.

In Birchwood, they use both the R44 and a smaller helicopter by the same maker called an R22 for student instruction. The lessons are expensive, but if you can manage it, it's worth it. While helicopters are a lot slower than fixed wing aircraft, they most certainly have plenty of advantages over them, which shall be listed in a fair bit of detail eventually in the next post when I have time later.

So if you're interested in all this stuff and other things related to everything in aviation under the sun, keep checking in, I'll be sure to post more regardless.