texts: Why does a force on a propeller act 90° "ahead" due to gyroscopic precession?

texts:
This is a common explanation:

A tailwheel airplane is on the takeoff roll and the tail comes up, the
propeller disc rotates forward. That's akin to someone pushing on the
top of the disc. The force results 90 degrees ahead, or on the right
side, pushing the nose left.

I do not understand the term "90 degrees ahead".
In my mind, in this example, we are viewing the propeller spinning clockwise.  If a force is applied at the top (12 oclock), then the resulting gyroscopic force on the right (3 oclock) should be called 90 degrees after.  If the force is applied at 12 oclock, spines 90 degrees and then a resulting force at 3 oclock, why is that called before instead of after?


texts: Which type of jet leaves black trail at cruising altitude?

texts:
I was recently travelling to Morocco, and as I was sitting by the window, at some point mid-flight I noticed another jet travelling in opposite direction at our altitude. The reason I noticed it easily, was that it was leaving very dark, solid, nearly close to black colour trail. It definitely was at cruising altitude, as after that we were still flying for about 1.5 hours before landing. I just can guess that it was small-ish jet, as height of its body appeared nearly the same as diameter of the trail. I couldn't see much details any way, as it was about a mile from us.

Does the black trail indicates fuel inefficiency of an engine, and that could be on of the old military jets?


texts: Primary electric power on larger airplanes is provided as AC. What aspects of aircraft make AC a better choice than DC?


texts: What is the real difference between aerospace and aeronautical?

texts: I see people using these two words interchangeably. But I feel there is a huge difference between the both.


texts: Does a turboshaft's exhaust provide any thrust?

texts:
See the below figure. Does the exhaust gas coming out through the nozzle have any force?

If the exhaust gas has force then how is it controlled by the helicopter?


texts: May someone please suggest EHA design procedures for AFS?

texts: Are usual electro-hydraulic actuator designs for aileron control employable for aeroelastic flutter suppression? If not, where can I find design procedures for this specific case?


texts: How would an airfoil react if it was flown backwards?

texts:
Out of curiosity what would happen?

Would pressure on both top and bottom flip? or stay the same or act as a normal wing with less lift?

I'd assume it would still take longer to travel over the top than the bottom. Then conservation of energy takes effect and produces lift due to pressure, just wondering what negative effects happen?


texts: Why are the outboard Krueger Flaps retracted before the others on the B747?

texts:
In this video, I noticed that the outboard Krueger Flaps on this Boeing 747 were retracted while the middle and inner sets remained extended (refer to 3:22 - 3:30 in the video).  My questions are:

Why the staggered retraction?
Does each leading-edge flap configuration have its own unique setting on the pilot's flap-control lever?
On approach, are the leading-edge flaps extended in a reverse staggered order?

Please note that I have already reviewed the below Aviation SE questions (and their answers):

What are the benefits of using Krueger Flaps?
Is it possible to takeoff without flaps extended?
Is the A320 family allowed to take off with the flaps retracted?
If flaps are used on takeoff, when should they be retracted?

But I haven't found anything related to how flaps (leading- or trailing-edge) might be extended or retracted in a staggered fashion like this.


texts: Shouldn't the upwash on an airfoil increase the effective angle of attack?

texts:
From what I understand, induced drag comes from a reduction of the effective angle seen by the airfoil.

However, from wind tunnel smoke visualization, we can see that the streamlines at the leading  edges and stagnation point tend to "go upward'. Which is the opposite of what the effective relative wind is supposed to be and do.

Is this "upward tilt angle" of the streamlines, the result of suction from the upper surface minus the induced angle?

I've included two pictures:


texts: How common is it for airlines to fly unauthorised flight paths?

texts:
With the revelation that flight QZ8501 did not have permission to fly the route on the day it crashed, I'm wondering how common an occurrence this is.

Is it something that all airlines do every now and then and is actually not a serious thing? Just seems it would hardly be an oversight - as you'd think since they have to advertise tickets, they would've planned to take that route on that day months in advance. It should be a fairly straight forward thing to check whether they were authorised to fly then.


texts: What is this "Micro T-tail" on the F-102?

texts: I just noticed this unusual thing on the F-102 Delta Dagger. It looks like a micro T-tail. What is it actually, and what is its purpose?


texts: Why the pilot in command sits on the left?

texts:
Is it a rule?
Why left?
I mean why the pilot in common sits on the left?
What is the superiority of the left side?


texts: Can passenger plane do an aileron roll and fly upside down?

texts:
I've researched this topic and as far as I can tell any plane can fly upside down if it's already in this position. It just needs to be angled enough so that its wings are angled upwards. I believe Boeing 777 can do this although I can't find any video proof.

But my real question is whether Boeing 777 can do aileron roll. From my understanding plane needs to pitch upwards a bit to gain altitude and then start to roll sideways. While doing this it will loose all lift and starts falling downwards until it is upside down and gains lift again. What are the requirements for this? What is the minimum speed it needs to achieve before attempting the roll? Is Boeing 777 structurally sound to survive the attempt? I imagine it was not designed for this but is it possible?

And a bonus question: can you link me a video of any bigger sized plane doing that?


texts: Does a prone position for the pilot minimize g-force effects?

texts:
Knowing that the Wright Flyer was the first successful heavier-than-air powered aircraft, I'm fascinated by its operation requiring a prone position.

Searching further, I was surprised to find out that the recent EMG-5 motorglider also puts the pilot in a "prone" position.

My question:

Can someone expand on the alleged minimizing g-force effect of the prone pilot position. Why isn't it more common, especially in fighters?


texts: Why does manifold pressure increase when you turn on carb heat?

texts:
So everyone knows that carb heat decreases engine performance. Yet when we check the heat during run-up, the manifold pressure increases.

Why is that? Shouldn't adding carb heat cause the intake air to become hotter and therefore thinner, and cause the manifold pressure to decrease?


texts: Why are the throttles of aircraft such as the Twin Otter placed on the overhead panel?

texts:
Some aircraft such as the DHC-6 Twin Otter, have their throttles on the overhead panel:

Is there a reason that they are not on a center console between the pilot seats or mounted to the panel like on most airplanes?

It seems like it would be more comfortable for the pilot if he didn't have to reach up to change the power settings.


texts: Why don’t airports use jetways as an airlock to avoid having to repressurize the plane for every flight?

texts: Seems like it could save money perhaps. Has this been considered in the past?


texts: What does the phrase from the FAA, "clear to maneuver" mean?

texts: What, if anything, does the phrase, "clear to maneuver" mean if given by an FAA airspace controller?


texts: What is a metering frequency and why would an airport have it?

texts:
I just read a post from a pilot complaining about how he thought a metering frequency was useless.  It has something to do with being on the ground at an airport.

What is it, what purpose does it serve, and what causes an airport to adopt one?


texts: Is there really anything to be gained by placing the propeller at the top of the vertical stabiliser?

texts:
I am currently designing an electrically powered RC plane with one propeller. The wingspan is c. 2.5 m and the length c. 1.6 m.

Right now the plan is to put the propeller at the top of the VS where the HS is also situated. However, as I've advanced further with my design, it has become clear that it is hard in all possible ways, starting from the structural traits (foam covered with fibreglass) to fitting the 40 mm engine along with the elevator servos.

So, should I just move the propeller + engine down to the aft of the fuselage or is there something about the performance that this move might adversely affect?

E: As mentioned in the comments, moving the motor would affect the pitching moment characteristics of the A/C. "Luckily" I have the option of changing the battery placement within the fuselage to counter this effect so the pitching moment consideration is made void by this.


texts: How can V1 and VR (rotate) speeds be calculated?

texts:
I want to learn about how can the V1 and VR (rotate) speeds be calculated for take off. And which factors are affecting this calculation?

Basically it may depends on the aircraft weight, runway length, engine capacity and flap rates. But what is the other factors and what are the V1 and VR formulas. Is it possible to explain, e.g. for a Boeing 737 which is taking off from a 6,791 ft (2,070 m) runway in good weather conditions?


texts:
If the First Officer cannot take his role for some reason, and the company only has another Captain available, can two captains fly the airliner, assuming they routinely fly as captains for that company in the aircraft of that type? Can one of them simply take a FO role for that flight?

In other words, is the First Officer a separate certification that must be current?


texts: Is it common for aircraft tugs to work from under the aircraft?

texts:
I came across this photo showing a tug attached in a way I have never seen before. I assume it was used to allow the aircraft closer to the terminal.

Did this require special equipment or modifications to the aircraft?

Was it a common practice before terminals were redesigned to accommodate large aircraft and large tugs.

Source: wikipedia.org


texts:
I recently flew on an A320, and during takeoff when the aircraft was rotating, I heard a loud rattling noise. If I had to guess I would say it came from the gear below but I can't be sure. I was sitting slightly behind the wings. The noise stopped when we lifted off the runway.

Edit: The noise sounded a bit like a stick shaker, a loud vibration.


texts:
I'm not a pilot, just a bit of frequent flyer and moderate aviation enthusiast. I sometimes get on Flightaware and check on the flights I frequent and see the path that was taken and flight time. I noticed today on the track log that a ORD-GSO flight airspeed dropped below 100mph while lining up for the approach. I had never seen this before and was curious to how often this happens? Isn't this dangerously slow even for the short time?

https://flightaware.com/live/flight/ENY3619/history/20190517/1655Z/KORD/KGSO

Thanks!


texts: How were large pieces of the A300-600ST and the B747LCF transported?

texts:
I will present my reflection based on the Airbus A300-600ST Beluga and I suppose the reflection is the same with the Boeing B747LCF Dreamlifter:

The A300-600ST was built because its predecessor (the B377SGT Supper Guppy) was not large enough to transport future aircraft's large pieces. Those pieces are too large to be transported by train or by road.

But the A300-600ST's pieces must have been transported to build the aircraft. Some of the A300-600ST's pieces must be larger than the pieces this aircraft is designed to transport. So I'm puzzled because I cannot figure out how large pieces of this heavy transporter were transported to its assembly site. The same reflection goes with the B747LCF.


texts: Can an Autogyro with wings survive a rotor mechanical failure? Will it be safer?

texts:
I'm not an expert but as I understand autogyro sustentation relies on the rotor. If the rotor breaks, the aircraft will fall as a rock to the ground... But If the autogyro was built as a tractor design and had wings as the first cierva autogyros did: Would it survive to a rotor destruction? In case of rotor breaking the pilot maybe has a chance to glide and do an emergency landing. Is it safe to build an autogyro with wings? Does it have an increased operational cost?
Note that having wings add the  incovenience of being afected more by the turbulences and wind.


texts: Why do some aircraft stay in airports for a long time?

texts: Some aircraft used in long-haul flights arrive at the airport daily at 10 am and stay there until 7 pm. Why do the airlines send their planes and make them stay in the airports for more than 9 hours every day?


texts:
I think the answer to this question is no, because I cannot find it in the PDF, but I'd like a more expert opinion.

The reason I'm asking is the assumption that if it was, its malfunction could have been remedied by switching to the redundant "side" (perhaps as in pilot/copilot systems redundancy), along with a correctly functioning angle-of-attack sensor (the one that didn't break).


texts: Why is the Piper PA-23 considered a bush-plane, while the Beech 95 Travel Air is not?

texts:
The Beech 95 Travel Air was developed as a direct competitor with the Piper PA-23. The Piper is considered a reasonably ok bush plane, yet the Beech 95 is not commonly seen as a bush plane (I don't think I've ever seen a Beech 95 on floats).

What difference makes that the one is suitable as a bush plane, while the other is not?

Beech 95 Travel Air

Piper PA-23


texts: Why do the engine nacelles on the P2V Neptune extend so far back?

texts:
I was studying a picture of a P2V Neptune seen from below, and what struck me was how far back the engine nacelles reach. Unfortunately, I can't find that original photo but this one shows what I'm talking about:

Image source
Unlike all the other piston-powered planes I've seen, the engine nacelles actually extend past (what I presume to be) the flap hinge line, ending behind the trailing edge of the wing. There is a noticeable gap in the nacelle to allow the rear part to rotate with the flap. Since the relatively flat radial engines don't even reach back to the leading edge, and the landing gear are situated far forward from the back of the nacelle, I don't see what advantage these elongated nacelles give. I doubt they help reduce drag, as they add surface area and don't end smoothly.


texts: Why don't stealth aircraft designs use podded engines?

texts: Normally, it seems all the stealth designs dont use podded engines like others. Is this just to avoid the radar cross-section?


texts: How is unusable fuel taken into account in weight and balance calculations?

texts: Unusable fuel is considered part of the empty weight for aircraft so when the aircraft is weighed the undrainable fuel is already included. Is there any time unusable fuel would be required to be listed either added or subtracted on a weight and balance form?


texts: Is the "glass nose" Tu-134 design for easier conversion to military use?

texts:
Early versions of the Tu-134 had a glass ('glazed') nose that is unusual for a passenger airliner. It was removed from the later versions.

Source: wikimedia.org

How probable is the hypothesis that this early design was for the easy conversion of Tu-134s into bomber? Glass noses are common in bombers.


texts: Why is the temperature of the cabin so low during a flight?

texts:
While I understand that at very high altitudes the ambient air temperature is extremely cold outside the aircraft (-56 F), it always bothers me that I find myself sneezing and genuinely uncomfortable once I'm about 30 minutes into my flight.

The question I am specifically asking is, why is the chosen temperature inside the cabin low as opposed to high? Surely it could be set a few degrees higher to a "warmer" temperature?


texts: Does the pilot still have final control authority on modern Boeing airplanes?

texts:
In this answer it is said that Boeing (contrary to Airbus) gives final authority to pilots, but the example is about a 747-100(SP). This answer states, that modern Boeings have have a lot of fly-by-wire systems too. After reading over 10 (I think) Aviation.SE questions about the B737Max and MCAS it got me wondering.

How much authority does the pilot have or can the pilot get in modern Boeing planes? (as in how much does fly-by-wire/other electronics involved ignore/adjust/overrule pilot input (or independent commands) in each mode or law.)
Is there a difference between models? (for example 747-8i vs 787)
And how do the laws switch on their on vs pilot forced?

Disclaimers:

I am not interested what you think is better or are used to, or design philosophy, or stick vs control column.
I appreciate data about 737NG too but consider it an "old" model.
I am interested in 777X too but unsure how much definitive data there is.

Correct me if I got my facts wrong and please be gentle, I am a noob.


texts: What are the biggest challenges for GA airports?

texts:
I'm doing a little research into General Aviation airports and wasn't able to find any airport management forums or the like to pose this question, so I'm hopeful someone here will have some helpful insights.  (Note: I did find a community associated with AAAE, but it didn't seem to have much of a community in it)

So I'm curious to hear from GA pilots, Airport Managers, and others on what the biggest daily challenges for GA Airports are?

I'm not talking about macro issues - federal/state/local funding, scarcity of land, governmental entities run wild (see Santa Monica Airport), etc - I'm interested in the daily operational issues of the local 5000' paved GA airport.

On the outside, these airports and FBOs see to be fairly straight forward enterprises, whether run by a municipality or privately operated.  But I imagine it's not that simple.

Note: I am a private pilot and aircraft owner, primarily looking to expand my knowledge of the business of aviation - particularly GA.  This question is intentionally broad, but I imagine will yield some fairly insightful specific answers.

Edit:

I'm primarily concerned with answers pertaining to the overall business success of an airport or FBO. I understand that this might yield answers with a number of variables, but should overall have the common theme of reasons for business success or failure of the operator which is a key component of the continued operation of the airport facility itself.


texts: Why are end-fire glideslopes less useable for low-minimum approaches than image-type glideslopes?

texts:
In this answer to an earlier question of mine regarding the predominance of image-type glideslopes (which bounce the lower glideslope beam off the ground rather than transmitting it directly up and out) over end-fire glideslopes (which use a separate antenna installation for the lower beam and don't need to bounce it off the ground), @UnrecognizedFallingObject pointed out something surprising about the differences between the capabilities of the two types of glideslope:

Note also that there are multiple flavors of image-type glideslope antenna (null reference, sideband reference, and capture effect), and some are more tolerant of poor site conditions than others. Furthermore, even though endfire glideslopes can work in situations where an image-type glideslope cannot, they have their own limitations as well. For instance, while well-sited image-type glideslopes can provide the tight tolerances required for a CAT IIIb ILS, end-fire antennas are limited to CAT II operations under ideal conditions, and systems designed for the most adverse sitings are apparently limited to CAT I usage.  [Emphasis added.]

Given that both an image-type and an end-fire glideslope transmit the upper glideslope beam in the same manner, and that an end-fire glideslope transmits the lower beam directly up and back along the approach path, while an image-type glideslope has to bounce it off the ground first, it seems that the end-fire glideslope should have the easier time avoiding distortion or interference, as the end-fire glideslope's lower beam

is not reliant on reflection from the ground, eliminating the potential for beam distortion from irregularities in the ground surface, and
spends much less time in close proximity to the ground (as it starts moving upwards as soon as it leaves the antenna, whereas an image-type glideslope's lower beam is transmitted downwards, descends to ground level, bounces, and only then starts moving upwards), greatly reducing the potential for interference from terrestrial sources like airport vehicles or local wildlife,

which would, at first glance, indicate that the end-fire glideslope should be more able to provide tight ILS-III tolerances than is the image-type glideslope.
Yet, apparently the opposite is the case (and, frustratingly, the FAA document linked in the abovequoted answer makes no mention of this problem) - why?


texts:
On an another question, an answer said:

  You don't need an engine to fly as airplanes are designed to glide without it.

I suspect this heavily depends on the type of the aircraft, so lets assume we are considering a small airplane.

How far could an airplane glide?
What governs the glideability of an airplane?
Is it possible, for an airplane with an engine/engines, to leverage this to save fuel while flying, or are they too heavy/otherwise unable to do this?


texts: Do airliners use light alloy wheels, like cars do?

texts:
Do large and small airliners - up to jumbos like the Boeing 747 and Airbus A380 -
 use light alloy wheels in their landing gear to reduce weight?

If not, why not? Are there reasons unrelated to weight? Do extreme temperatures and rapid temperature changes affect the material in a way that could pose a danger to the aircraft?


texts: I was wondering why winds can become gusty. I know that gusty winds tend to be related with frontal passage. Thanks : )


texts: Are there any mandatory announcements that a captain has to make?

texts: Are there any announcements that a captain of an aircraft must make that is reinforced by law or a rule? (This is concerning all countries)


texts: What does dashed blue lines overlay with thick faded blue lines mean in an aeronautical-chart?

texts: By looking at the dashed blue lines overlay with thick faded blue lines, can we say these are Class D airspace and Class E airspace above 1200' AGL?


texts: What is the average angle of attack of GA airplanes during takeoff?


texts: Based on PANS-OPS, what is the earliest turning point that can be used in a missed approach?

texts:
I am studying ICAO's PANS-OPS 8168 manual, and I have noticed conflicting guidelines regarding the permitted earliest turning point during a missed approach.

In section 6.2.1.1, it clearly states:

  6.2 Climb Gradient and MOC. 6.2.1 Initial Phase. 6.2.11. The initial phase begins at the earliest missed approach point (MAPt) and ends at the start of climb point
  (SOC). The manoeuvre during this phase requires the concentrated attention of the pilot, especially when establishing
  the climb and the changes in configuration, and it is assumed that guidance equipment is not utilized during these
  manoeuvres. No turns may be specified during this phase.

A few pages later, it also states:

  6.4.7 Turn Specified at the MAPt. Where the turn is specified at the MAPt, which means that the pilot is supposed to establish the aeroplane on a climbing
  path and then to turn, the OCA/H will be taken as the turn altitude/height and the turn initiation area will extend from
  the earliest MAPt to the SOC (see Figures I-4-6-10 and I-4-6-20).

However, in Figure I-4-6-10, a turn less than 15 degrees is depicted to begin immediately at MAPt, rather than at SOC. On the other hand, turns more than 15 degrees seem to begin at SOC as it is intended (Figure I-4-6-20).

Additionally, in section 6.4.5 (Turn initiated at a designated altitude height), it states:

  6.4.5.2.1.1 The point where the designated altitude/height is reached is not fixed. It depends on the climb
  performance of the aircraft and the point from which the missed approach is initiated. The aircraft may reach the
  designated turn altitude/height:

  a) as early as the earliest MAPt when the procedure prohibits turning before the MAPt or as early as the earliest
  FAF when no restrictions are provided

  b) after a climb using the minimum required gradient from the SOC to the point where it reaches the specified
  altitude height. This point is called the Turn Point (TP).

In Figure I-4-6-11, one of the potential turning points is depicted near the MAPt, well before SOC.

All things considered, I can not figure out the earliest point where turning is allowed to be initiated, during a missed approach.

Could someone help me clarify this?


texts: Which kind of identification and authentication is used to secure an airplane?

texts: What does the pilot use? a password? my wife identifies and authenticates herself to her car every morning using her car keys. I don't see the pilot in movies use a similar key?! I don't expect the designers to leave an airplane open for any attacker to go to the cabinet and fly away.


texts:
Propeller-powered aircraft have a "problem" called P-Factor, where the descending blade of the prop is generating more lift (a.k.a. thrust) then the ascending blade due to a higher angle of attack when the angle of attack of the wings is high. (I hope I summed that up properly.)

How about helicopters? For this example let's say the blades turn counterclockwise when seen from the top.  When the helicopter is accelerated, the blades on the right side of the helicopter are faster then the ones on the left side.  Thus they should be generating more lift. The higher the speed, the higher the difference in lift on both sides would be.

What mechanism handles corrections that have to be made due to this lift difference? How does it work?


texts: What is the typical weight distribution ratio between nose gear and main gear?

texts:
On an airplane with tricycle gears, the main gear supports most of the weight and is therefore the strongest. The nose gear prevents the nose tipping down, since the center of gravity is forward of the main gear.

What is the typical ratio of weight distribution between the nose gear and all main gears?

For the purpose of the question, I'm mostly interested in airliners, although an answer comparing that with GA would be useful as well. I understand that the weight distribution varies with loading, so perhaps a range would do (e.g. on most airliners the max nose gear loading cannot exceed X:Y).


texts: What is the function of a skew sensor in an aircraft?

texts: I was trying to understand Slat and Flap control Unit and came across the term "skew sensor". Can anyone explain it to me?


texts: Would this be an accurate method of fuel consumption comparison?

texts:
I'm looking to compare the fuel consumption of regional jets in the US and the stated efficiency of the Bombardier CS100. At the moment, I'm considering using data from the Bureau of Transportation Statistics' Form 41 - T100D and T2. The T100D set provides the number of flights, distance, and aircraft type for each route and aircraft type. The T2 form provides overall fuel use by each aircraft type per airline.

I was considering plotting the average stage length for an aircraft type against the fuel used per seat nautical mile to arrive at a measure of efficiency as a function of stage length. I wanted to ask if this approach is methodologically accurate since I'm not entirely sure average stage lengths tell the entire story of how the aircraft is operated. If there are other models that could be more representative, could you point me in their direction?

My ultimate goal is to identify whether the CS100 could be more efficient than current jets. I've been looking at literature that estimates fuel use as a function of stage length and payload, but haven't had much success.

Thanks for your time.


texts: What is a Visual Climb Over Airport (VCOA) and how is it properly executed?

texts:
The takeoff minimums and (obstacle) departure procedures for the Asheville Regional Airport (KAVL) have special instructions due to the rising terrain in the vicinity of the airport. Instrument departures have special procedures to follow when departing IFR.

There are special procedures for visual climb which mention VCOA. There is no mention of VCOA in the Instrument Flying Handbook. Where is VCOA explained and what are the special considerations for pilots conducting this procedure?


texts: Under what conditions can a non-RVSM aircraft or pilot fly in RVSM airspace?

texts:
After purchasing an aircraft, it takes the FAA a long time to issue RVSM approval for the new owner.

During this time, under what conditions may an aircraft fly in RVSM airspace even though they aren't approved for it?

What is the process to get ATC approval for such flights?


texts: What is the average number of daily flights for all types of aircraft in use worldwide?

texts: I'd like to know how many flights occur on average every day worldwide. This includes all commercial passenger and cargo aircraft, all non-commercial aircraft, private aircraft and military aircraft. A flight consists of a planned take-off and landing.


texts: Two aircraft with same air speed, blank angle, but different mass, are the radius of turn the same?

texts: Two aircraft with same airspeed, blank angle, but different mass, are the radius of turn the same?


texts: Is a jet engine's shaft neutral in the direction of thrust?

texts:
I think I read somewhere that the forces on a jet engine shaft is neutral because the forces at the turbine and compressor cancel out. This means that the axial bearings don't have force on it in direction of thrust!?
Is this true? In that case I think the thrust will be zero because there's noting against which the pressure can push to produce thrust.


texts: What design feature prevents the fuselage skin from completely tearing off?

texts:
For an example, I am talking about the Southwest Airlines Flight 812 where there was a small tear in the fuselage section caused as a result of metal fatigue.

Why didn't the tear affect other sections of the fuselage?
Is there any specific design feature involved to prevent such a situation or is it just plain luck that it did not happen?


texts: Do helicopters carry radar equipment? Is so, where is it placed and what type is used?

texts:
Do helicopters carry radar equipment and if so, where is it? (e.g. in the nose section like a fixed-wing aircraft).

Also what type do they use? (e.g what type of radar would a maritime helicopter carry)


texts: Are Ground Crew Airline or Airport Personnel?

texts:
Are ground crews (baggage, tug operators, fuel, aircraft parking guides, etc.) hired by the airline or by the airport authority? I’ve always been curious.

What are the norms worldwide vs US? Small town Regional vs International Hub?


texts: What are these acceleration parameters produced by the Inertial Reference System?

texts:
Following acceleration parameters are transmitted from Inertial Reference System (IRS) to Flight Control System (FCS):

Flight Path Acceleration
Along Track Acceleration
Cross Track Acceleration
Vertical Acceleration
Unbiased Normal Acceleration
Along Heading Acceleration
Cross Heading Acceleration

I only know acceleration based on the aircraft axis i.e lateral, longitudinal & Normal acceleration but what these acceleration parameters signifies?


texts: Can the Airbus A380 safely fly with two engines out on the same wing?

texts:
I know twin-engine jets can safely take off and fly with one engine out (i.e. all thrust only on one side).  Of course quad-engine jets are also able to fly safely in case one engine is out.

But is the A380 designed to also fly safely in case two engines on the same wing are out?

Would the rudder be able to compensate the thrust imbalance?

I'm referring to an engine-out situation in flight, not during take off.  I would assume that the problems aggravate during take off since the rudder has less airflow to counter the imbalance.

Note: Two engines out on the same wing is not a very likely scenario, but it's not impossible.  For example, on Qantas 32, damage from the number 2 engine explosion impacted fuel and control lines of engine 1.


texts: Do any aircraft out there use negative lift?

texts: I think negative lift is where high pressure forms on the top of the wing instead of the bottom. I know that Indy cars use negative lift and some sports cars do, but do any aircraft exist that use negative lift and why do they use negative lift?


texts: Why do airplanes lift up their nose to climb?

texts:
Is it right that basically an airplane just needs to accelerate to climb?

Greater velocity of an airplane leads to greater lift - and since its weight remains constant (or even decreases) - a greater lift leads to a gain in altitude without the need to pitch. But why do airplanes climb by "pointing the nose up"? Is it to climb as fast as possible and to need less horizontal space?


texts: With a Pandememic grounding many to their residence.... How to maintain flight hours?

texts:
No matter your Country, is grounding affecting license requirements(Passenger, Cargo or even Private) and how are the hours being rectified. CNN actually posed a great question in this article and I am also curious to know if this has been addressed CNN: What happens when pilots don't get their flying hours?.
https://www.cnn.com/travel/article/pilots-recency-flying-hours/index.html


texts: What does the ATR72-600 MFD System display look like?

texts: I'm curious how MFD System display looks in real life in ATR72-600, especially electrical mode. I've found three different images showing it, but they seems to be ambiguous. Last one attached comes from FCOM, two others from other docs. Which one is closest to real life? Buses symbols should be as rounded corner rectangles or simple one? States (like "OFF", "SHED") should be out or inside rectangles? Maybe it depends on software version or some specal mode? Maybe someone has real life photos showing it? Any info is highly appreciated.


texts: Why does the B-2 have a smaller payload than other bombers of comparable size?

texts:
B-2 Spirit1

Payload
40,000 pounds (18,144 kilograms)
Wingspan
172 feet (52.12 meters)
Weight
160,000 pounds (72,575 kilograms)
Maximum takeoff weight
336,500 pounds (152,634 kilograms)
Range
approximately 6,000 nautical miles (9,600 kilometers)

B-52 Stratofortress2

Payload
70,000 pounds (31,500 kilograms)
Wingspan
185 feet (56.4 meters)
Weight
Approximately 185,000 pounds (83,250 kilograms)
Maximum takeoff weight
488,000 pounds (219,600 kilograms)
Range
8,800 miles (7,652 nautical miles)

B-1B Lancer3,4

Payload
75,000 pounds (34,019 kilograms)
Wingspan
137 feet (41.8 meters) extended forward, 79 feet (24.1 meters) swept aft
Weight
approximately 190,000 pounds (86,183 kilograms)
Maximum Takeoff Weight
477,000 pounds (216,634 kilograms)
Range
5,100 nmi (5,900 mi; 9,400 km)

The US Air Force web-site says:

  The revolutionary blending of low-observable technologies with high aerodynamic efficiency and large payload gives the B-2 important advantages over existing bombers.

But in comparison with the other bombers, including much older B-52, it appears to be less aerodynamically efficient and carries less payload.

Why does the B-2 carry a much smaller payload than the other bombers of comparable size? Does it signify, that B-2 has worse aerodynamic characteristics? If yes - what are causes of it?


texts: Why isn't aircraft structure inspection done by robots? Is there any known active research on the subject?

texts:
From my research I've found that (correct me if i am wrong):

Structure inspection (in B,C and D Checks) including (visual, thermography, ultrasonic inspections) looking for structure damage of different type of composit materials (like cracks, dis-bonding, delamination, water ingestion, holes, dents ... etc) in commercial airliners specially wide body aircraft takes alot of time, labor and cost.

So why isn't it done by robots which should be more time efficient, accurate and reliable? in a way that robots can do simple but mandatory inspection tasks allowing operators to focus on more skilled tasks (like engine work) reducing the overall plane down time !

Is there any robotic inspection systems exists that I didn't hear about?

How beneficial to airlines would it be to have a robotic system that would assist operators in the inspection process (in terms of time and cost) ?


texts: What factors contribute to the poor off design performance of turbofans?

texts:
I am looking to understand why turbofans have a higher specific fuel consumption when ran at lower power settings and what can be done to improve it.

How much does the rpm of the various spools and load factor in? Which carries a greater weight in the efficiency? If the engine were at full speed (like a turboprop) but low load would the efficiency drop much? Perhaps a variable pitch fan is the best solution even as difficult as they are to make?

Would it make sense to use an electric motor as a torque fill or to increase the rpm of the compressors when at lower power settings? I have read about regenerative cycle engines which feed heat back into the combustor but these only seem to add a small amount of efficiency in practice.

Thank you.


texts: How to determine if pilots in crashes flew again?

texts:
I checked this post on Airliners.net , but the formatting is hard to read, and the information or hearsay may not be trustworthy. Also, I'm hoping for a more efficient, efficacious method, rather than researching each accident separately.

I'd wanted to be advised if pilots, suspected of (provable, veritable) pilot error, were still flying: Qantas Flight 1, American Airlines Flight 1420

Yet I'd be heartened and inspired by heroic or esteemed pilots, like those for United Airlines Flight 232.


texts: What's the point of intercepting an aircraft?

texts:
I know that it's possible for military aircraft to "intercept" a civilian or foreign aircraft (and I'm well aware of the US interception procedures), but why would they be  doing it in the first place?

What does it actually prevent from occurring?

They can't remotely control the aircraft, so is there anything that they can do once they intercept it?


texts: At a non-towered airport in the US, what should I do if I hear a medevac flight waiting to take off while I'm turning base?

texts:
I'm in the left downwind at my favorite non-towered airport. Just while I'm making the turn to base, I hear a radio call on CTAF: "Such-and-such Traffic, Medevac 123, holding short runway 31." They don't make any requests or say anything else; they merely announce that they're there, waiting for me to land and get clear.

Since they're a medevac flight, should I abort my approach and let them take off immediately, or is it fine if I simply land and vacate the runway as soon as practical?

If I abort the approach, what's the best way to do that, given that I'm on the base leg now? Continue past the runway and make an upwind leg? Just turn right and exit the pattern completely, and then come back once the medevac flight is out of the way?

And whatever the right thing to do is, what radio call should I make? I assume that there's something more standard than "Medevac 123, Diamond 456, I'm just gonna continue past the runway and make an upwind leg so that you can take off right away."

(This happened in a 2-seater I was riding in today. In this case, the pilot decided to simply land and get clear of the runway quickly.)


texts: What's that component between the engine and wing?

texts: It's on most commercial aircraft and large aircraft with turbofan engines... Is there a specific name for it? Does it serve any other functions apart from attaching to the wing and feeding the engine the essentials? Has there been any aviation incidents that involved something malfunctioning or breaking inside of it? Or some other interesting things about it? Just out of curiosity! Thanks! :)


texts: I'm hoping for some help in identifying the plane in these two photographs I found in my father's collection.


texts: Why do aircraft take this strange route into JFK?

texts:
Looking at FlightRadar24, I see there is a long line of aircraft heading into JFK, but that they seem to all be starting to head straight at it from over Pennsylvania (as can be seen in the image below, and at https://flightaware.com/live/flight/JBU1042/history/20170621/2301Z/KSAV/KJFK.
It's not just JBU1042, though (which looks like it's circling too?). A bunch of aircraft seem to be doing this. And not just ones coming from the western U.S. Many are coming from the south too.
It doesn't appear that way when I plug the route that FlightAware displays into something like SkyVector.


texts: Is it safe to mix different types of fuels in a jet engine?

texts:
Hypothetically, if:

one got stuck somewhere at a remote airport
the jet aircraft or airliner they are flying had a 1/3 tank full of the proper jet A1 fuel
there was a tanker at the airport with 1/3 gasoline or petrol and another with diesel (the one used in trucks and passenger cars)

Would filling up the tanks and mixing all three fuels be safe for the operation of the jet engine, given that jet engines can burn any fuel?

Would the pilots expect to cover as much distance if they needed all the fuel to reach their closest destination safely to refuel?


texts: Every job in every industry has some "pressure", "stress", or "burdens" for that job. Being a PPL feels free, but I'm paying for flying. Working as a pilot, I get paid for flying. BUT, before I decide I want to join this industry, what are the burdens that an airline pilot has to face routinely? Does it vary if you're working for a small regional airline vs major international airlines?


texts: Upon landing (uncontrolled field), can I exit the runway via a crossing runway?

texts: I understand at a controlled airfield it's a no no unless directed by atc to do so.


texts: Is there any legal way to fly an inline twin-engine aircraft with a single-engine certificate?

texts:
Is there any legal way to fly an inline twin-engine aircraft with only a single-engine endorsement? For example, if it's an ultralight or amateur built?

I understand Rutan's Defiant was an inline twin that could take off, fly and land with either the front engine, rear engine, or both.

I assume you can do this in a twin inline ultralight as there is no twin engine ultralight endorsement in USA or Canada.

I'm asking about the ultralight or amateur built categories in the USA or Canada, not the US LSA category as I understand they are single engine only.


texts: What is the physics of crosswind landings for large airplanes?

texts:
This always confuses me from a physics perspective. Upon touchdown, what is the effect of the wind on a large airplane/airliner (Boeing 737 and above)? Below are three cases I put together to make it easier to explain my confusion:

No decrab, the wind acts on the tall fin yawing to plane further into the wind at touchdown, but the pilot anticipates it and counters this by pushing the rudder downwind (video).

The pilot decrabs, overcooks it (rudder remains deflected), and the correction is rudder upwind initially (video). Based on the previous analysis, the wind would have helped to correct it.

You see in the video the second time they are facing upwind, the pilot lets the wind correct it before settling on rudder downwind like the previous example.

So I have two cases that say eventually it's rudder downwind, and this case in particular shows the yaw effect on the fin (with and without using the rudder).

What I normally read: the wind pushes the aircraft, and the correction is rudder upwind. This AOPA article for instance, shows a drawing with the wind force pushing a [small-er] plane downwind.

Apologies if I butchered the crosswind landings. To summarize:

When the wind acts on the tall fin upon touchdown, is there a yaw effect, or does the wind push the airplane downwind? And what is the rudder correction to be anticipated?


texts: Is rate of turn information (both Turn Coordinator and Turn Indicator) accurate only in balanced turns?

texts:
I was studying the difference between the TC and TI, and I thought I heard or read somewhere before that the turn rate information on the TC or TI are only accurate when the ball is in the middle.
Let's say I'm in a left turn and the TC shows I'm on the rate one mark, but the inclinometer is showing a slip (left ball).
A slip means I will need less bank or more rudder to be coordinated.
In this situation am I still getting a rate one turn despite being in an uncoordinated turn? And is there any difference here between the TC and TI?
My guess is the turn rate information is independent from the inclinometer, and so I am still turning at a standard rate but uncoordinated.
Is there any truth to the statement that the turn rate information is only accurate when the ball is in the middle?


texts: Why are the Antonov An-124 horizontal stabilisers directly behind the wings?

texts: With the wings being on the same plane as the horizontal stabilisers, turbulent air from the wings would interfere with the airflow over the elevators making them flutter. Surely putting the horizontal stabilisers on the vertical stabiliser would be more suitable?


texts: How does a flap load relief system work?

texts:
I recently read about flap load relief systems in some aircraft that attempt to prevent flap overspeeds by automatically retracting flaps under certain conditions.

Are these systems common on all large aircraft or are they specific to just a few?
How do they work (i.e. under what conditions will they retract flaps)?
Do they prevent the possibility of overspeeding flaps altogether, or do they just make it less likely to happen?


texts: Can I revalidate my EASA PPL outside the EU in a non-EASA aircraft?

texts:
I'm trying to re-validate my EASA PPL licence, registered with the Hungarian CAA. I asked the CAA but I did not get a clear answer.
I meet the criteria for re-validation based on experience, but it also requires minimally one hour refresher training with and EASA (FI) or (CFI). I can not travel to the EU due to COVID measures.
Can I fly outside of EU with an EASA FI for refreshing training on a non-EASA registered aircraft?


texts: How are the NEO LEAP-1A engines attached on the A320?

texts: How many bolts hold the NEO LEAP-1A engine to the pylon at the forward mount and at the aft mount?


texts: Declaring an emergency - protocols for commercial aircraft

texts:
I am researching for a book and would like to know how a commercial aircraft would signal that his aircraft has an emergency.  Not mechanical or violence, but possible biological contamination.

What is the protocol for such an event and what such dialog might exchange between the pilots and ATC?

Any advise would help.
Thanks!

Michael


texts: Are Transponder Mode A and C still in use?

texts: Are the ATC transponder Mode A and Mode C still in use (according to ICAO or FAA rules)?


texts: Are there any air navigation uses for the HF frequencies?

texts: I'm busy revising for a license conversion... Out of curiosity, does anyone know of a radio navigational aid that used the frequencies we call HF (2-25 MHz)?


texts: Seating distribution in passenger aircraft

texts:
Recently I was checking in to a flight and was asked if I'd like a window or aisle seat as usual and choose a window seat. I was then told that there are no more window seats available but I could get an aisle seat without someone sitting next to me and then just take that window seat. The plane was an ATR-72 so the rows were 2+2 seats.

I know about weight distribution to the front/back but I couldn't come up for a good reason to do this. What could be the reason for not giving me that apparently free window seat right away?


texts: Is there a general name for this type of airfoil? I'm having trouble finding any information on it so if anyone knows anything about it please let me know!


texts: What does the phrase “turnouts approved” mean?

texts: What does the (apparently nonstandard judging by its absence in the Pilot/Controller Glossary) phrase “turnouts approved” mean when given in the context of a takeoff clearance?


texts: Maximum Altitude/Minimum Range limits of ATC PSR

texts: I am trying to get an understanding of the ability of an air traffic control primary radar such as an ATCR-33 to track high flying targets (above 40,000 feet) at relatively close ranges (less than 15 nm horizontal distance from the radar).  An alternative way of asking the question is what is the maximum 'beam elevation' (I think that that is the correct term) for a radar like an ATCR-33?


texts: What does the "blue" callout mean in the cockpit of an Airbus?

texts:
So from watching many videos in the cockpit on YouTube I have noticed that pilots will say stuff like "Loc Blue" or "2500 Blue" but what does this 'blue' mean and are there any other colours?

These images are form this video at 3:43 and 4:25.


texts: Could the cabin crew open the lavatory door from outside when someone locked the door from the inside?

texts:
On a recent flight a passenger locked himself in the lavatory for almost the entire duration of the flight. It was only when the flight was in the final leg of descent that he could be persuaded to come out.
In similar situations, can the cabin crew open the door from the outside if it is locked from the inside?


texts: Do I understand the rules of logging cross-country time as a Safety Pilot correctly?

texts:
Let's say there is a private pilot ("primary pilot") practicing instrument training under the hood and a private pilot who is a Safety Pilot, and the flight involves a landing at an airport more than 50 nm away in VFR conditions.  I want to see if I have this right:

The primary pilot can log instrument time and cross country time, but not PIC time.
The Safety Pilot can log PIC time, but not cross country time or instrument time.
If flying a high-performance and complex airplane, both the primary pilot and Safety Pilot must have a complex and high-performance rating.
The symbiotic benefit of this system is that the primary pilot gets instrument time and the Safety Pilot gets PIC time, both at half price if they split the cost of flying.

According to FAA regulations, do I have this right?


texts: Can construction of an airport lead to more foggy weather?

texts:
The following paragraph is from Wikipedia "Airport" page with no citation.

  The construction of airports has been known to change local weather patterns. For example, because they often flatten out large areas, they can be susceptible to fog in areas where fog rarely forms. In addition, they generally replace trees and grass with pavement, they often change drainage patterns in agricultural areas, leading to more flooding, run-off and erosion in the surrounding land

Is that bold statement true?


texts: Do winglets really improve efficiency and reduce drag?

texts:
Below are some pictures of various fixed wing aircraft with winglets. It is widely accepted that these winglets will improve an airplane's performance by reducing drag and therefore improving fuel efficiency.

Here is an official video from Boeing showing the folding wing of B777x. According to Wikipedia, the wing's ratio increases from 9:1 to 10:1 which, in turn will improve efficiency up to 7%.

Here is also an official video of Boeing 737 Max that is being tested in Boeing's trans-sonic wind tunnel. In the video, it is claimed that the addition of the split winglet will reduce drag and improve fuel efficiency.

Airbus also said the claimed the same in regards to their A380. It has a claimed 4% efficiency improvement from the addition of a winglet.

But now, Boeing is developing a new airplane which with "foldable" wing, the 777x. The wing is "foldable" to accommodate taxiway width limitation of some airports. Clearly, it is not because of aerodynamics. But at the same time, Boeing claims that it will improve efficiency up to 7%.

Then my question is, if using a traditional winglet will increase the  aerodynamic as well as fuel efficiency, why does Boeing not implement this for the B777x?

Picture 1: Boeing 777x with folded wings.
Picture 2: Boeing 777x with straight wing.
Picture 3: Boeing 737 Max with Y-shape winglet.
Picture 4: Boeing 747-400 with bent-up winglet.
Picture 5: Airbus A380 with Y-shape winglet (like Boeing 737 Max).


texts: What is the difference between a service manual and a maintenance manual?

texts: What is the difference between service manual and maintenance manual? Because sometimes I found one, sometimes I found another, the content is similar but not the same. What are the differences and purpose of each document?


texts: What are these four little things between the horizontal and vertical stabilizer on the B737?

texts:
I was looking at some photos today and came across this one:

Image source

I noticed four little things in between the horizontal and vertical stabilizer. Could somebody explain me what those are?


texts: Presumably planes aren't completely empty of fuel when the land, so they don't start refueling from zero, is that right? Is it true that they must dump excess fuel before they land? How much? Presumably not all, in case there's a problem with the landing and they need to abort?


texts: What type of aircraft did these drop tanks come from?

texts:
I am trying to identify what type of plane my two recently acquired drop tanks came from. They measure 23" in diameter and about 12' long. Made of aluminum and "ALCOA" appears in raised letters on the rear end. Come apart into three pieces sealed by large o-ring style gaskets and have a metal rod that goes directly through the center of the three sections that screws together to hold the 3 sections together.

I looked all over the web as best I could and can't find anything that matches. Have two metal attachment points. No fins. Front more blunted. Rear more angular with small (5") removable tail cone that allows access to the main nut that allows the three sections to be separated (or mated and held snug). Fuel filler in front of attachment points. Very simple internal plumbing consisting of a fuel filter and a two short pieces of stainless tubing.

I believe they are at least 30 years old based on the story of the man I got them from.

I have embedded one picture of the tank, but there are more pictures available on the Ebay listing.


texts: How can one demonstrate/assure safety for LRU's, CBAs, SoC's and other integrated modules?

texts:
Does anybody have experience with getting complex modules that were designed by others for common use, approved for incorporation in an airborne system that is at DAL A, B, or C and thus requires FAA approval?  I am doing research on the topic of how optimal the current approval guidelines are.

The question is of interest for LRU's (Line Replaceable Units), CBA's (Ciruit Board Assemblies, SoC (System on a Chip sunits) and other integrated technology modules.

If anybody out there has interacted with a DER and either found the means of demonstrating compliance to be sensible and practical, or can point out either gaps where potential errors could have snuck through or places where the approval process is impractical, I would appreciate it a lot.


texts: What is this button (pressed during approach) on the Airbus A320?

texts:
I was watching a YouTube video of a cobalt air a320 landing and I seen as he was about 2000 ft AGL he pressed a button on his right hand side just beside the Navigation display. The button illuminated green and 10 seconds later he pressed it again to 'disengage' it.

Does anyone know what this could be and why it is used?


texts: Why are the call signs of some airlines completely different than their name?

texts:
The call sign of U.S. Airways is "Cactus", and that of British Airways is "Speedbird"; while for Malaysia Airlines is "Malaysia", Qantas is just simple "Qantas".

Why is it that the call signs of some airlines are so different from their names?


texts: Is a compressor blade slowing down the airflow or accelerating it?

texts: When a jet aircraft flies at maximum speed, are compressor blades actually a barrier to the air flow, or is the airflow accelerated by the compressor?


texts: What happened to the Fokker 100 revival project?

texts:
What happened to the Fokker 100 revival project by NG Aircraft?

They wanted to build a better Fokker 100 called the Fokker 120NG/Fokker 130 in 2010-2014 which originally should be completed this year.


texts: Landing currency day and night on same ride?

texts: Assume you know when sunset was on a particular day you decided to fly (e.g. 8:30 local time). If you took off at 8pm, repeated 3+ landings in the pattern, then left the pattern for about half an hour, returned into the pattern at home airfield, did 3+ more landings to full stop at night...did you achieve the objective of landing currency for both day and night, and if so how do you normally log the landings?


texts: What is the maximum height of USAF fighter pilot?

texts:
In response to this comment:

  Three days later I happened to meet a commercial pilot at school who has flown
  F4s during Vietnam. He gave me the worst news of my life. My 6'3" ass was too
  tall to ever fly a fighter.

Is this actually true? A cursory search seems to contradict what he was
told:

  To become a Jet fighter Navigator, you have to have [...] a vertical standing
  height of between 64 inches (5 foot 4 inches) and 77 inches (6 foot 5 inches)
  tall.

It would appear his height is within range. Was he told wrong or am I missing
something?


texts: Which external instruments are visible on the A350's nose section?

texts:
Most pictures of airliner's nose sections show small dark tube- or fin-shaped instruments sticking out of the fuselage below the cockpit windows.

For example this Airbus A350 shows them well:

Source: Airliners.net

Other airliners (737, A380, 787) carry similar instruments at the front.

I'm sure Google would be able to tell me if only I knew how to correctly phrase my question, but...

These instruments sticking out of the fuselage, what purpose do they serve?


texts: Do airplanes have a maximum headwind gust component when landing?

texts:
An aircraft POH generally gives a maximum demonstrated crosswind component but I have not seen any indication with regards to maximum gust component.

I understand that one is supposed to increase the approach speed by half the gust component but I'm not sure if there is a limit to the gust component above which operation becomes unsafe.

Example: imagine a GA aircraft with a typical takeoff speed of 60 kts, approach speed of 70 kts. Runway is 27, wind is 270 degrees at 20 kts. What would be the maximum gust speed along the runway to operate in safe conditions?

Note: this other question is similar but focuses on crosswind component.


texts: Do some flying techniques wear aircraft out quicker than others?

texts:
In the 2012 film Flight, the cause of the mechanical failure is a sort of worm-screw that controls the rear tailplane. And I believe that in real life failures in those devices have been implicated in one or more crashes, with people shocked that there were no fail-safe mechanisms.

Do airline pilots feel or have a responsibility not to subject a machine to extreme mechanical stresses? Or is the assumption that nothing they can really do has not been foreseen by the designers?

Do some individual flying techniques, used by pilots, wear aircraft out quicker than others?

Full context:

This 2012 film, with Denzel Washington, aired last night on UK TV.

I think I have seen bits of it before... this time around for various reasons I also missed a small part of it.

If you haven't seen the film this question might not be of interest.  If you have, and you're interested in flying, you probably remember it: it involves a "hero pilot" implausibly "inverting" a commercial airliner which is plummetting downwards, and eventually doing a crash landing where most people walk out alive.

One of the main "themes" of the film is that the pilot, played by Denzel Washington, is a "maverick": he is an alcoholic and cocaine-snorter, etc. He is drunk when he gets on the plane, and drinks more during the flight.

The thing that I'd like to ask about is this: the cause of the mechanical failure is a sort of worm-screw which controls the rear tail plane... and I believe that in real life failures in these devices have been implicated in one or more crashes, with people shocked that there was no failsafe mechanism, etc.

But another aspect of the film is the very "dramatic" take-off: the plane takes off in a very bad storm, and "Denzel" takes the plane through some very macho manoeuvres in order to get out of the "bad air" and find some "good air".  The passengers are terrified and the plane is rolling all over the place, while the co-pilot is saying that the plane is flying too fast.

The "investigation" sequence of the film, which is the bulk of it, never seems to pose the question about the advisability of "macho" flying techniques and the possibly culpability of a pilot when taking a plane to its mechanical "limits".  The clear position of the film is that the aircraft was simply "bad" (and recommended maintenance procedures hadn't been followed, etc. etc.).

Do pilots flying commercial airliners feel or have a responsibility not to subject a machine to extreme mechanical stresses, as far as is humanly possible, or is the assumption that nothing they can really do has not been foreseen by the designers?  Do some individual flying techniques, used by commercial pilots of passenger aircraft, wear aircraft out quicker than others?


texts:
Four months ago I travelled to US (my 3rd time visit) from India. I always have that aerophobia just before and during flying but it has grown exponentially when the American Airlines flight took-off from UK (connecting flight) that shook a lot on runway and making lot of noise from inside (probably the cabinet doors). This made me very scare because I never had such experience and after it tookoff into the air it was shaking a lot and moving slightly up and down, may be because of heavy wind. I was so scared and thinking there could be something wrong. My BP raised when I saw lady sitting next to me. While I was trying to stay calm and act like normal, looking at her facial expressions it gave me strong feeling that something is wrong and I was watching outside from the window and then flight took a sudden turn to the left which I felt like the plan going to crash and again that body language of women sitting next to me multiplied my anxiety.

It took me nearly one hour for me to settle down. I drunk 4 pegs of whisky and went to semi-sleep for around 6 hours. Every time plane shook I said to my self "If flight crashes, I am not going to get injuries or handicapped, I will only die". I could not forget this experience even after I reached home in US, for nearly 1 month I use to get nervous about thinking of flying back. I even avoided Dallas-Vegas-Dallas trip by flight by convincing my friends that it would be fun.

I managed to settle my self only after I half-travelled back to India and said "Nothings gonna happen, thousands of flights fly everyday".

Are there any techniques people adopt for controlling this fear? While travelling back I noticed a crew member closed her eyes at the time of takeoff and landing. Does it help anyway? Was that bad experience for sitting on the last second row?


texts: Is a VOR usable on the ground when it's located at a higher elevation than the receiver?

texts:
According to the AIM 1-1-8, a VOR can be usable at an altitude below the altitude where the VOR is. But the figure only shows the VOR service volume down to zero feet AGL:

Where I fly, the VOR is at a higher elevation than the airport. Can I consider that the VOR is reliable to use in this situation? I would appreciate any references.


texts:
On the airbus A320 Evacuation Control Panel, what is CAPT & PURS. On some takeoffs it is selected and on other takeoffs it is not selected. What does this stand for and what is it? What does it do?

Here is a graphical representation:


texts: What is the typical angle of attack aircraft fly at and at what angle of attack do they stall?

texts: At what angles of attack do aircraft typically fly at? How much of a margin is there before aircraft stall due to an increase of an angle attack due to factors such as gusts or rotation of the wing section due to deformation?


texts: What powers the air-conditioning on commercial planes?

texts: How is the air conditioning system on airliners powered? I expect that the air conditioning is powered by the APU powers, but I wonder if there are other power sources used like the main engines?


texts: Why do aircraft fly over land rather than over the Adriatic Sea?

texts: When flying from central Europe to Greece or Egypt, I've noticed the plane often follows down the eastern coastline of the Adriatic Sea, instead of flying in the middle on a path I imagine would put less noise on the ground. Why is this the case? Closeness of emergency landing airports?


texts:
I was recently reading about the MiG-29 and its many upgrades, one of which (MiG-29M) was to smokeless engines.

What makes a smokeless jet engine? Is it just the fuel, or something about the way the engine works itself?

I've observed smokey engines were more common in the past and I'm wondering why that is too. Were they just easier to build for some reason?


texts:
I live next to HTDA Julius Nyerere International Airport and I do occasionally see Airborne debris, mostly plastic bags flying around at 1000 or more feet.

How dangerous can this be?


texts: How much force is produced by control surfaces?

texts:
Context:

For some context, I'm a game developer and I'm building a flight sim game. My goal is to have realistic -- not arcade -- physics. The game is in Unity. Unity handles the actual application of the forces -- I just calculate the numbers.

The forces applied to the plane are:

$F_T = \text{Thrust}$ applied to both engines directed forward relative to the plane
$F_L = \text{Lift}$ applied to the center of lift directed perpendicular to velocity
$F_{RR} = \text{Rolling Resistance}$ applied to the center of mass and directed opposite to velocity
$F_W = \text{Weight}$ applied down at the center of mass
$F_{AR} = \text{Air Resistance}$ applied to the center of mass and directed opposite to velocity

The center of mass is positioned slightly forward of the rear landing gear. The center of lift is slightly behind and above the center of mass.

I use a constant thrust directed forward relative to the plane, a constant weight force directed down (world), lift calculated with the below equations directed perpendicular to velocity, and drag directed opposite to velocity. I also have a down force provided by the elevators.

My plane is loosely based on an A320 using a wide variety of figures found online. The mass is $72,000 kg$, wing span is about $35m$, wing area is about $122m$, engine thrust is $110,000N$ each, rolling friction coefficient is $0.04$. The lift coefficient is taken from a table graphed against angle of attack. It looks something like the Cessna graph shown here. The drag coefficient is calculated based on the lift coefficient (formula shown here).

Here is a screenshot of the plane and the forces. Pretent it's an A320 -- it's just a placeholder for now. At the time of the screenshot the plane was travelling at $150kn$.

Issue:

When I apply full throttle to the engines, the plane accelerates as normal. However, upon reaching a typical airliner rotation speed of $150kn$, precisely nothing happens. The plane doesn't lift off the ground until reaching almost $300kn$ where $F_L$ finally overcomes $F_W$. The way I see it, there are two possible causes. First is that my lift maths is wrong, and second is the force provided by the elevators is wrong. I calculated lift as shown here in my other question.

This begs the question, how much force do the control surfaces provide? In particular, the elevators. I know the horizontal stabilizer acts essentially as an upside down wing where the elevators act like flaps/spoilers. I tried using the same lift equation but the force was much to high and the plane would spin uncontrollably on the spot. I also tried calculating (estimating) by hand the torque required to overcome the torque lift of the wing due to the center of lift being behind the center of mass, and then a bit extra to make the torques unbalanced causing rotation. However this was not enough force.

Similarly, how do I calculate how much force is provided by the ailerons, flaps and spoilers -- how do I model this mathematically? Does it just modify the coefficients of lift/drag or do I apply a whole new force?


texts: Is it easier to take off against the wind or with it?

texts: I was wondering if it would be better to take off into the wind because then you would need less overall acceleration to takeoff, or with the wind behind you - thereby making it easier for the plane to fly when it's in the air?


texts: Are the vortex generators on the Cessna Caravan necessary and sufficient for safety of flight?

texts:
I've been doing some reading about the C208B (Cessna Caravan) in prep for my new job flying cargo; I came across this article which (as far as I can tell) is a transcription of litigation surrounding the caravan crash in Dillingham, AK 2001*.

In it there is an interesting discussion of the design integrity of the Caravan's horizontal tail: specifically, are the installed tail vortex generators necessary (or even sufficient) to maintain safe, level, and controlled flight within a reasonable envelope of flight conditions?

Cessna 208 Caravan tail with vortex generators right ahead of the hinge line (picture source)

I'm no aerodynamicist, so please correct any mistakes in my reasoning:

When center of pressure, $C_p$, is forward of the center of gravity, $C_g$, then there necessitates an up-force on the horizontal tail in order to maintain level flight.

From the POH (pdf pg. 29) the aft $C_g$ limit of a stock 208B is 40.33% MAC aft the leading edge; whereas $C_p$ is typically located about 25% MAC aft the leading edge. This would presumably generate a significant nose-up moment and demand proportional upforce on the horizontal tail surface. At higher AOAs the $C_p$ would be even farther forward of the $C_g$ and, as the above article discusses - in specific such flight configurations its possible that the tail is actually in the downwash of the wings, which could disturb airflow across the tail and therein fail to meet such demands.

So, the questions I have are:

(1) How typical is it that aft-$C_g$ limits are behind the $C_p$, such as in the 208? Wouldn't this imply longitudinal static instability?

(2) How do engineers typically design tails to maintain necessary up-forces in such cases? Are vortex generators viable solutions or are they, perhaps, after-thought band-aids to remedy an inadequately designed tail? Does anyone have more published references about the caravan's tail specfically?


texts: What would cause an aircraft (j3 piper cub) to slide backwards when going into a stall?

texts: Fifty years ago, I took lessons at an uncontrolled airport and this happened to me, fortunately my instructor took over and as cool as a cucumber corrected the situation. His detailing of what he was doing fell on deaf ears.


texts: How are backlit aircraft panels (for simulators) made?

texts:
I'm wondering by which method this sort of aircraft panel that enabling backlighting are made? What is the process? I've gathered they are acrylic but how is the gray paint selectively removed?

pic http://www.simparts.de/WebRoot/Store/Shops/15465782/4B72/6E37/0BF8/50E9/641B/C0A8/28BA/29AA/A320-OHP-009-5.jpg


texts: Why does each fan blade have a different mass and frequency?

texts:
From a documentary (at 16:39) on building a Rolls-Royce jet engine:

  ... no two finished blades are exactly alike, and with twenty in each fan, it will only spin smoothly if the blades are perfectly balanced, so every one is precisely measured and weighed then rung like a bell. Each blade has a different mass and different frequency ...

Is it hard to develop blades of identical mass, or are there other reasons for the different masses and frequencies?


texts: Can you get cheaper insurance with more experience?

texts: I was exploring renters insurance on the AOPA insurance website and noticed that while you get a 10% discount for having no claims, there seems to be no difference in price between a private pilot with 50 hours and an ATP pilot with 5000.  Why is it not the case that more experience yields cheaper insurance?  Is this normal for aviation insurance?


texts: Contribution of wing vertical location to roll stability

texts: Recently, I was reading about the factors that contribute to roll stability of an aircraft and came across a point stating that the wing's vertical location (Distance of wing from CG) contributes to the roll stability of the aircraft. I cannot comprehend this statement completely and even if it did, How much of an effect does it truly cause when compared to having features like a wing dihedral? Any information and explanations would really help me understand this concept.


texts: Why do wings of passenger jet go dark during a flight?

texts:
Why do certain areas on passenger jet wings go dark during a flight? This effect is observed on high altitude where temperature is low. When airplane descends, wings return to their initial color.

Wing during a flight on high altitude.

The same wing before landing.

I've noticed this effect in several flights on different aircrafts. It is clear that these areas are covered with other coating, but what is the purpose of this?


texts: Is there a planned ADS-B update that would allow ATC to view an aircraft's traffic coverage?

texts:
ADS-B allows a plane to broadcast its GPS location to other planes and ground stations used by ATC.

The range is 200nm for A/A and 180nm for A/G (source).

Same SSR coverage issues would still impact oceanic areas.

But what if a train of planes (crossing the Atlantic for example) communicated what they see to each other, until the one closest to a ground station relayed all that information to an ATC facility? Is it being planned as a future update?


texts: What instruments are used to indicate aircraft attitude in acrobatic airplanes?

texts: As aerobatic airplanes don’t use gyroscopic instruments such as attitude indicators, what instruments are used to indicate the aircraft’s attitude in flight?


texts: What is the maximum allowed difference between two altimeters for flying in RVSM airspace?

texts: What is the allowable altitude difference reading between two altimeters while flying inside RVSM airspace?


texts: Is it possible for Mig 21 at corner speed to extend the flaps to minimize the turn radius? Or this is not an option?

texts: The corner speed is around 330knots if you want to turn better than the enemy is possible to lower the flaps?


texts:
The alpha vane (also called AoA vane) is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation.

Is the vane static or dynamic i.e. does it rotate along its central axis?

Given that it has a significant surface area, I think that it would either:

Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation
Measure the force being exerted on it via a force sensor embedded in the surface

Is either of these correct?

In short, how does an alpha vane work?


texts: Is there similar result between simulation and reality?

texts: While designing an aircraft and analyzing it using simulation software, one result comes out. Is what occurs on the aircraft in reality similar to the result as given in a simulation?


texts: Should I use rudder to recover from power-on stalls?

texts: I was executing a power-on stall, and upon stalling the nose dropped and the plane rolled hard right.  I promptly applied left rudder and released yoke backpressure to recover, and the plane recovered normally.  However, my instructor told me that I should not use rudder when recovering from a power-on stall, even when the plane rolls one way or the the other.  This confused me, because a DPE had told me not to use ailerons when recovering from a power-on stall if the plane rolls one way or other other, so I'm not sure how I'm supposed to level the plane if I can't use either rudder or aileron.  Also, I had thought the roll was the beginning of a spin, but my instructor told me that it was not and that we were nowhere near a spin.  Can someone clarify the use of rudder (or aileron) on recovery from a power-on stall?  And if I'm in a situation where my plane is stalled and I'm rolling hard one direction, if that's not a spin, can someone please clarify what a spin is?


texts: How much does a D-check cost compared to a new aircraft?

texts:
As I understand from those videos, a D-check basically consists in disassembling the whole aircraft, inspecting every little piece, and then reassembling it. For me, the last part seems to be more or less the job of aircraft builders, and thus its costs may be comparable to the lasts steps of building an aircraft. Thus the cost of a few D-checks may be the same as building an aircraft.

Counted in D-checks cost, how many D-checks does a newly built aircraft cost?

Let's focus on airliners. If needed, the question may be narrowed down to best sellers (lets say B737 and A320).


texts: Is there any information about the Boeing 787 L/N 6 (ex-Mexican Air Force One)?

texts:
That Boeing 787 (L/N 6; N787ZA then  XC-MEX) is (was) the Mexican Air Force One, and recently there has been some turmoil about if this is was acquired under lease or if it was a full purchase.

I was roaming around but I did not find any info about the bidding process.

Is there any info about it?

This plane is supposed to be in auction, but I doubt it can if its leased, in any case it can be transferred, but since its a VIP transport I highly doubt any airline or operator would be interested in it.

By the way it is in storage in San Bernardino, California.


texts: What's the difference between Free-Flight and Free-Route?

texts:
I have been reading documents about the concepts of Free-Flight and Free-Route that are being implemented (or being simulated to be implemented in the future) in Europe since 2012 by the initiative Single European Sky, that aims to provide a safer and more efficient airspace.

I have noticed that the concept is similar but it is treated differently, and I am wondering what's the main difference between these two concepts. Also, is it a safe concept? (It involves more possible conflicts in the airspace, if not carefully implemented).


texts: How is the total drag variation with velocity related to altitude?

texts: Here in the question given I am confused how to relate the altitude with the given plot of total drag and velocity.


texts: Who is responsible for getting approval of cabin layout?

texts:
There are many aircrafts. There are many layouts. Even same aircraft model can have many layouts. Emirates offer in-flight shower while other airlines do not. Toilets locations may differ from different airlines. Seat pitches can be widely different for competing budget airlines etc.

Who is responsible for getting all these layouts certified? Is there any guidelines or regulations about it?

Edit: there are aircrafts in every continent I know of. Any jurisdiction is fine. Best if you can compare between their differences. Just general idea of your familiar is good enough.


texts: Why evacuate wing at the front side after water landing?

texts:
When looking at the following Transavia B737 safety cards, I noticed that after a water landing, passengers who evacuate via the overwing exits should leave the wing at the front, while during evacuations on land they should leave via the rear side of the wing.

It is clear for me why normal evacuations need to go via the rear side of the wing, but why does a water evacuation need to happen via the front side?

Does it have to do with the center of gravity position, in an attempt to keep it is far forward as possible so that the tail doesn't sink? Because in the second picture the rear exits are prohibited from use too.

(images cut pictures at this source)


texts: Why would it not be OK to replace a map light bulb with an LED?

texts: In the question about if it's OK to change your own map light, why did JScarry say "don't you dare replace [your map light] with an LED"? Or was he kidding?


texts: Can flight crew book tickets for themselves, on the same flight?

texts: Is it possible that flight crew book a ticket for themselves, for say utilizing their rest time better (like Emirates offers mid air shower to first class passengers, but not to crew)?


texts:
Generally, Carpet Plots are constructed to find out an optimal design which will satisfy all the performance needs and is least in weight & cost.

I want to know how to construct a carpet plot? I have seen lines of constant weight in many carpet plots with T/W and W/S in the Y and X-axis respectively. But, I don't know how they constructed that constant weight line.

If there are some good references for constructing these types of sizing plots, please let me know.


texts: I read that ADS-B is required by the year 2020. What does this mean? What is ADS-B used for, and who needs it?


texts: How do aviation GPS navigation systems report GPS accuracy?

texts:
While looking over a tutorial on how to operate the Garmin GNS430, I couldn't find any info on how the device would report a degraded or low accuracy signal. What are the accuracy requirements for aviation GPS navigation systems and how are they required to alert a user in the case of a reduced accuracy situation?

I'm not specifically asking about RAIM here, as I believe that is mostly designed to identify a malfunctioning satellite or compromised signal. An example scenario would be some atmospheric condition that reduces positional accuracy to 1/4 mile or less.


texts: Can I use cellular data to receive in-flight weather on my iPad?

texts: I would like to use an iPad for preflight planning. Can I also use the iPad to check weather while I'm en route?


texts: Is it better to begin the gear down before landing checklist abeam the touchdown point or midfield?

texts:
For complex aircraft, I had always been taught to begin the before landing checklist, or the gear down before landing checklist, abeam the touchdown point, which for me is normally the thousand foot markers. However, I recently heard a DPE say to begin the checklist at midfield.

Which is the appropriate method? There could be many opinions offered on this; however, opinions aside, what might be the considerations that would lead to beginning the checklist sooner? Is there a prescribed point to begin the checklist that I have overlooked, for example in the Practical Test Standards or elsewhere?


texts: Why is there no "reverse sensing" on a horizontal situation indicator (HSI)?

texts: When we use this awesome instrument for navigation (not only for ILS/LOC), it is said that there is no reverse sensing (except for back course thing). I kind of understand why pilots are confused when we use conventional VOR, and now I want to know why there is no reverse sensing? How does it work? Can anyone help me out?


texts: Does the Airfoil Tools Cd/Alpha Curve include both induced and parasite drag?

texts:
I'm looking at Cd / Alpha for the SD7062 Profile:

http://airfoiltools.com/airfoil/details?airfoil=sd7062-il

Wondering if it includes both induced and parasite drag. How does one tell?


texts: Are crossing restrictions on an ILS/LOC approach mandatory when flying on the glideslope?

texts:
Some "ILS or LOC" approaches have crossing restrictions that are shown before and/or after the final approach fix/glideslope intercept.

Are these restrictions for the LOC only approach, or do they also apply when tracking the glideslope?

As an example, KSFO ILS 28L and KSFO ILS 19L (see below) both have crossing restrictions before and after glideslope intercept.

For the fixes after intercept though, notice that NEPIC does not have a '*' next to the crossing restriction (which means "LOC only") while ROGGE does:


texts: What to do if carbon monoxide is present?

texts:
Most small, single engine aircraft are fitted with non audible carbon monoxide detectors that turn black if it is present.

Carbon monoxide can incapacitate in mere seconds (and kill in minutes) depending on the ppm.

If you are cruising at 12,000 feet, that is not enough time to land.

So what should you do if you see a carbon monoxide warning (and begin to feel the effects of it)?


texts: Why didn’t Boeing ramp 737NG production back up in response to the 737 MAX groundings?

texts:
The predecessor of the currently-grounded 737 MAX is the 737 Next Generation (737NG), produced from 1997 through 2019.  The NG family (comprising the 737-600, -700, -800, and -900) is extremely similar to the MAX, with the main differences between the two families being the engines and mountings thereof (the 737NG uses the GE/SNECMA / GE/SAFRAN / CFM International CFM56 engine, housed in distinctive hamster-pouch nacelles, while the 737 MAX uses the Franco-American consortium’s newer, larger LEAP engine and mounts it in bog-standard round nacelles which are located further forward and higher above the ground than those of the NG1), the landing gear (the NG uses the same short-legged landing gear dating all the way back to the 737-100 in 1967,2 while the MAX’s landing gear is longer than that of all prior 737s3), and parts of the flight-control system (the MAX’s larger, more-forwardly engines cause it to handle slightly differently than the NG at very high angles of attack, so its pitch trim system was modified to introduce additional nose-down trim at high attack angles in order to make the MAX handle more like the NG and thereby ease cross-training of pilots; unfortunately, the modified trim system proved susceptible to inducing an uncontrollable nose-down trim runaway in the presence of certain sensor failures, which is why the MAX is currently grounded).

When the MAX was grounded in mid-March 2019, the NG was still in large-scale production, although the assembly lines were ramping down in preparation for a switch to producing the MAX and only the MAX; it would not have been particularly difficult to ramp production back up to full scale, enabling Boeing to continue producing, selling,4 and delivering airworthy 737s for the duration of the MAX’s grounding.  Boeing, however, did not do this, and instead continued to taper off NG production (finally ending it entirely at the end of 2019), while continuing to build and accumulate undeliverable MAXes until being forced to put production on hold in January 2020 for want of space to put them (thus marking the first time in the half-century-plus history of the 737 that production has ever stopped completely).

Why didn’t Boeing reincrease 737NG production in response to the MAX’s woes, rather than shutting it down completely and leaving the company with no deliverable 737s?

1: Which is part of the reason why the MAX, despite its larger engines, does not require hamster-pouch nacelles.

2: Which is the reason why the NG does require hamster-pouch nacelles (as did the 737 Classic before it), as the ground clearance beneath the wings (designed for the 737 Original and its slim Pratt & Whitney JT8Ds) would be too small to safely mount the CFM56 otherwise.  Even with the hamster-pouch nacelles (the pouches of which contain the engine accessories, moved from the bottom of the engine to the sides), SNECMA still had to shrink the diameter of the engine’s fan in order to get an acceptable amount of ground clearance, which is why the CFM56s used on the 737 Classic and NG are slightly smaller and less efficient (due to the decrease in bypass ratio resulting from the shrunken fan) than those used on the KC-135R/T, DC-8-70, and A319/20/21ceo.

3: Which is the other part of the reason why the MAX, despite its larger engines, does not require hamster-pouch nacelles.

4: Possibly, although not necessarily, involving offering MAX customers the opportunity to switch their orders to NGs, potentially along with other incentives to sweeten the deal (such as refunding them the difference between the prices of an NG and a MAX, or slightly more [thus turning an undeliverable MAX order into a discounted, but deliverable, NG order], and/or giving them a discount on future purchases of Boeing aircraft).


texts: Does a flight cycle require a minimum duration?

texts:
For medium/long-haul pressurized airliners that are used on short routes.

How is a cycle calculated?

Wouldn't the short flights impact the maintenance schedule due to the frequency of pressurization cycles?


texts: Does my 1st class medical give me 2nd and 3rd class medical privileges after it expires?

texts:
If a 35 year-old pilot were issued a 1st class medical on January 15, 2012, am I correct that that pilot would be able to exercise privileges requiring a 1st class medical until January 15, 2013? Or would they extend until January 31, 2013? The chart in 14 CFR 61.23 mentions something about it expiring on the last day, but I can't find that exact language anywhere but in the header row of the reference table.

Additionally, after the 1st class medical certificate expires, does it not afford the pilot the privileges of a 2nd class medical for the 60 months listed in 14 CFR 61.23? I'm looking for the part of the FAR that explains how medical certificates of a higher class afford the privileges of a lower class after their original designation period expires.


texts: Why would 2 aircraft fitted with the P&W PT6 Engine have different top speed?

texts:
Why can the Quest Kodiac and Cessna Caravan not exceed 200 knots?

PT6 from Pratt and Whitney in other implementations like Epic E1000 and Pilatus PC12 can cruise at over 300 knots.

The Kodiac and Caravan are advertised at only ~180 knots. Why is there such a difference?

Is the fixed landing gear the problem for such a limitation on speed?


texts: Do you need "Travel Visas" for "Cross-Intercountry" flights?

texts:
Now, everyone knows basic "Cross-Country" plannings that every pilot did through their PPL careers
But what about "cross-intercountry" planning ?
Now, lets say you have an C208B Grand Caravan Amphibian and you will go to the London International from the Atatürk airport through great circle route
You will need to stop for some "basic check" and fuel refills across the way
From different countries
But what is needed to land these airpots ? Do you need visas or something like that or you simply make an flight plan and inform the airports one by one ?
Or what if your engine goes dead and you need an emergency landing and you must stay at a random country for a few days or weeks ?
Or best of all, you land at an airport for an refill and take some souvenirs, would that be legal ? (If its too broad, answer for the laws of the countries on the great circle route)
Duplicate ?
My question addresses what would happen if the C208BGCA failed and what would happen if I had to stay in a country for a week or take some souvenirs there


texts: What is the legal situation if a passenger dies in mid-flight?

texts:
Reading this question, a new one came to my mind. That question is explaining how an airline behaves in that unfortunate situation. However, what are the legal consequences?

Concretely I would like to understand the following situations?:

Only a doctor can certify the death of a person. If no doctor is present in the flight (or all doctors have been dragged off due to overbooking), how is the death certified? On the ground I guess.
Can the passengers leave the airplane or they will need to wait until the authorities get inside?
Which country will be liable for any potential criminal investigation (if applicable)


texts: How can I calculate takeoff distance in a generic way?

texts:
I want to build a generic performance app.

For many of the aircraft the only available method is using the takeoff charts manually (I'm not referring to the more simple-to-calc short field charts but to the charts which consider also the wind components).

Is there a way to convert these charts into numbers that allow me to calculate the output once certain parameters (weight, OAT, PA) are entered? Is this data available somewhere?
Or do pilots do it with chart and pencil for every flight?

(Not a pilot myself.)

example of takeoff chart :


texts: Why are some fuel-injected engines started with the mixture at idle cut-off?

texts:
The POH for a C172N with a carbureted Lycoming O-320 says:

  STARTING ENGINE

  Mixture -- RICH
  Carburetor Heat -- COLD
  Master Switch -- ON
  Prime -- AS REQUIRED
  Throttle -- OPEN 1/8 INCH
  Propeller Area -- CLEAR
  Ignition Switch -- START

The POH for a C172S with a fuel-injected Lycoming IO-360 says:

  STARTING ENGINE (With Battery)

  Throttle -- OPEN 1/4 INCH.
  Mixture -- IDLE CUTOFF.
  Propeller Area -- CLEAR.
  Master Switch -- ON.

  [Beacon and priming steps omitted]
  Ignition Switch -- START (release when engine starts).
  Mixture -- ADVANCE smoothly to RICH when engine starts.

Why is the fuel-injected engine started at idle cut-off?


texts: Why does the co-pilot sometimes keep a hand on the throttle as well as the pilot?

texts:
In this YouTube video of a takeoff and landing in a Dash-8, you can see the pilot, while landing, keeps his right hand on the throttle levers.

The co-pilot keeps his left hand at the base of the throttle levers during this time. This happens at 3:38 in the video. I assume this is to ensure both pilot and co-pilot agree when lowering the throttle? I'm just guessing, though.

Why is this, and are there other similar events that happen during a flight?


texts: How does FlightAware correlate flights to Part 91 flight plan data?

texts:
I'm looking at some flights in FlightAware. With the scheduled air carrier flights, their call-sign can be crossreferenced with a flight schedule database to determine the origin and destination. How are they populating the origin and destination fields on small Part 91 IFR flights being conducted by a Cessna 172?

Do they have some sort of access to the Aeronautical Message Handling System (AMHS) or Aeronautical Fixed Telecommunications Network (AFTN). If not, how else could they be receiving this data?

In reference to the possible duplicate question, it's unclear to me if the term "flight data" in the context of that thread is in reference to the near real-time (NRT) flight track flight data, or a more robust data set which includes the details of a flight's route,  as filed and/or cleared.

Normally that type of flight plan routing data is transmitted over the AFTN/AMHS. It would be very very interesting if the FAA is integrating AMHS flight plan FAA data into the ADS-B/SSR flight track data.

Whilst I doubt know for sure, I’m relatively certain the flight plan routing data is integrated with track data by air traffic management (ATM) system and available to ATC personnel. What I need a better understanding of is how and at what point that integration occurs.

Is it an automated process occurring upstream or is it entered manually by the ATC personnel? If it's automated then is it AFTN/AMHS data or another source? If FlightAware is receiving this data, is it included as a single feed our do they have a separate feed? If the flight is scheduled, assuming the majority of origin/destination information results from callsign/ flight schedule cross-referencing, if either sources routing information conflicts with the other, which has primacy?

I concur that I understand the 5 minute FAA track feed delay was eliminated, but I don’t have a source to confirm.


texts: How much water is carried for jet engine water injection?

texts:
An answer on a related question stated that water injection was used on some of the early jet planes, for example Boeing 707 and Boeing 747-100/200.

I presume the water is stored in some tank. How much water is typically carried for this? And given the water flow rate, what is the usual water injection time available before water runs out?


texts: What is P-Factor in Propeller Aerodynamics?

texts:
What is the P-Factor when we're talking about a Propeller Aerodynamics ?

Thanks


texts: Does a glider pilot with a PC canopy need to protect himself from UV radiation?

texts: I and several of my glider pilot friends are developing skin cancers.  I am looking for information about the risk.  Canopy tints or polymer types that provide protection would be important to know.


texts: Are there any contemporary advantages in favor of wing warping?

texts:
The early Wright Flyer famously used wing warping for its roll control surfaces. This technology was soon abandoned in favor of ailerons and by the end of the biplane era, was not used anymore. I assume a good part of this was the greater amount of control that rigid control surfaces allowed.

There appear to be some experimental supersonic aircraft that are using wing warping (or wing morphing) technology. What is the perceived advantage of this new generation of wing warping technology, what are barriers to its adoption, and how practicable is it for it to trickle down to general aviation?


texts: What is the difference between an APU and an ATS?

texts:
Is there a big difference between what an Auxiliary Power Unit (APU) and an Air Turbine Starter (ATS) system actually does?

My understanding is that an APU provides power for the electrical systems of the aircraft and pneumatic pressure for air-conditioning and starting the main jet engines. An ATS provides starting power (compressed air) to a gas turbine engine.

Is the only difference that the APU also generates electricity for on-board electrical systems?
Would you ever have an APU and an ATS on the same aircraft? What are the use-cases for each product if they are mutually exclusive?


texts: What does the extending the flaps do (or any high lift device) to the Rate-Of-Descent of an airplane?

texts: I know that deploying flaps will increase both drag and lift, thus increasing L/D ratio. But how exactly does that correlate with the increase/decrease of the rate-of-descent?