texts: What does the "remote control" for a QF-4 look like?

texts:
As I understand it a QF-4 is a Phantom which is converted to a remotely controlled plane for use in weapons testing.

(Apparently in non-destructive runs, a pilot is still on board for safety, convenience etc, but in actual "really shoot down the QF-4" runs, it is flown as a remotely controlled plane.)

I'd be amazed to see what the remote operator station for a QF-4 looks like.

Is it just a ... RC unit?
Is it just an ordinary PC, perhaps? Fly by mouse/keyboard?
I'm wondering is there a video feed from the pilot viewpoint included with the telemetry?
Is it perhaps flown from another chase plane?
Is it "control control" (the remote operator uses something to actually move the control surfaces, i.e. exactly as actually when flying a plane) or is it "concept control" (you just tell it, go to this point, this altitude etc and the software does that).
Can you land it using the remote system?
Do the operators of these get a chance to make any training flights, or is it just too expensive? The only time you get to take off, get shot at, and perhaps land is during actual runs as a target?

Again, I'd love to see a photo of what the control system/bay/iPhone app whatever looks like!

Footnote.  I believe the QF-4 is retired?  Question applies to a QF-4 replacement!


texts: How do you control a 500mph model plane?

texts:
This video was posted as an answer to another question:

The plane is quite hard to even see due to traveling at a high speed in a tight loop. Is it actually being actively controlled around that loop, or is it just a question of getting the control surfaces to the right attitude then watching the wind accelerate it it round and round the loop?
I can see the wings have been painted in contrasting black and white against a bright orange body, but are there any other techniques or "tricks" to giving the pilot feedback from the plane's position and attitude?
(I'm aware that FPV exists, but it doesn't seem to be used for planes very much compared to drones, is that correct?)


texts: How to handle seeing someone online claiming to be a pilot or pilot in training, who one feels shouldn't be flying, in the EU?

texts:
Suppose that on some aviation-related Internet discussion forum, one comes across contributions from a user who claims to either be training for a pilot's license, or to have a pilot's license.

However, the nature of their contributions are such as to call into reasonable doubt whether that person should be flying at all, or at least flying without an instructor closely monitoring from the next seat over in the cockpit.

Not being a forum administrator, there is no way for the person seeing these contributions from being able to access detailed records of the user's activity, such as IP addresses they are browsing from or e-mail addresses associated with their account. However, it stands to reason that the forum records these details.

The user making the claims says to be within the EU, and for simplicity's sake let's assume that the user noticing the claims is within the EU, but the two are not necessarily within the same EU country, so it's not as easy as just contacting one's national authority and be done with it. The forum itself may be hosted outside of the EU, but with a worldwide audience.

If one wants to, for the sake of aviation safety, bring such a situation to the attention of the competent authorities to be looked into, then how would one go about doing so?

How does one determine which authorities to contact? For example, which country's authorities should be contacted initially, and how to locate the proper authority/authorities within that country?
Who (which function) at those authorities should/does one likely interact with? (Basically, if hypothetically calling their switchboard phone number, what to ask for?)
What information is likely to be needed in an initial report, so that one can compile it prior to contacting the authorities in question?


texts: Where to find comprehensive description of Special Use Airspaces (SUAs)?

texts:
Can you suggest me some document or website where I can learn about Special Use Airspaces?

My goal is to understand the following topics:

SUA definition
Types of SUAs
SUA pubblication
SUA creation and activation
Documents in which SUA geometry and time information are stored.

If you know some website, pdf or book where I can learn about SUA I would be very glad. Feel free to add to the answer also your suggestions and knowledge about what you know relative to SUAs (especially about where geometry and time infos are stored).

Note: I know wikipedia or eurocontrol have some definitions but they are too concise for me. I would like to get something quite detailed and complete.


texts: How do a helicopter's cyclic and collective transfer commands to the swash plate?

texts:
I understand the function of the cyclic and collective, and I am specifically wondering if anyone has a good image/video showing the mechanism of how the flight control "mixer" works! I can't seem to find many good illustrations of the mechanisms themselves, even a simple example.

Perhaps something like this but clearer, or something filmed in real life?

Edit: I circled the area in question in the picture below. Basically I understand how the cyclic and collective sticks move, and how the swash plate moves, but how do the stick movements move the swash plate actuators correctly?

I think I generally understand what is going on, and I understand what the swash plate is supposed to do, and which direction the swashplate actuators are supposed to move for a given maneuver. But what does this look like in real life? Is it typical to have just two actuators to the swash plate?
And in this system it seems like adjusting the collective would make the pilot's control column move? Is it common?

For example, I can understand in this picture that the cyclic stick can move forward and aft (circled in blue), which moves a control rod around a pivot, which lifts the forward actuator on the swash plate. I guess I am mostly confused as to how the collective plays in, and would like other diagrams or images to understand.

This is an image of a mirrored cyclic linkage as I understood it from @Pilothead:

Thanks!


texts:
A small private plane (Piper) crashed near where I live a few years ago. Both occupants were killed. The crash site is on the top of a ridge in dense forest. Reaching the site would require a hike of about a mile from the nearest road. The terrain is steep, heavily wooded, and crossing several creeks would be required. No vehicle can reach the site, not even ATVs.

I spent a number of years as an EMT with the fire department, so I know how the initial rescue goes and what happens to the human remains, but what happens to the wreckage and who takes care of it? The fire department certainly isn't going to invest the time and manpower it would require to haul that plane out of there.

In this example, you would have to use a helicopter to remove the wreckage. Even if you disassembled it on site, carrying it out would still be impractical (there's that engine to deal with, for one).

So for the investigators on a crash like this, do they travel to the site to inspect the plane, do they retrieve only key pieces, or do they just do without?

And to what extent does that depend on the size of the plane and number of victims? For example, do they leave the single-engine Piper where it is but haul out pieces of the 747 by helicopter?

Any info you'd like to add on salvage would be appreciated too. Crashed or not, a plane is likely to contain some valuable and undamaged electronics, engine parts, etc. Surely that stuff isn't just left for whoever wants it to salvage.


texts: When should I use "cross" and "pass" on radio telephony?

texts: Talking about "vertical" plan (altitudes, flight level) and "horizontal" plan (positions, way points), according to the standard phraseology FAA/ICAO, is there any difference, in the usage of, between TO CROSS and TO PASS?


texts: Can you accept a LAHSO on your private pilot checkride?

texts:
Suppose you're on your private pilot checkride and the tower gives you a land and hold short clearance.

Are you able to accept that clearance? I know you're expected to fly as if you were a private pilot, and you're allowed to carry the examiner even though they're not providing you dual instruction...

Are you allowed to accept a clearance on your private pilot checkride that you couldn't accept as a student but could as a private pilot?


texts: How does the efficiency of a fixed wing compare to a rotary wing?

texts:
Is fixed wing more efficient than rotary wing?

If yes, why is that?


texts: Are there standard ground-tether systems for unpowered aircraft?

texts:
Do grounding systems have any standards or conventions?  Is tethering specified in any way?

I can understand the engineering aspects of the question, but I am wondering about regulation or convention.

.....I have a suspicion that any kind of formal or experimental craft / flyer is probably not regulated, so long as it doesn't 'escape' and remain in the air while it drifts into a controlled airspace.

I've participated in many balloon flights, and have never seen anything specific with this, so I suspect the answer is too simple ('no') or that this question is otherwise not well formatted
this question may be too close to the history of experimental-craft
I would appreciate help with proposing tags for this question


texts: Why are predator drones being used over civilian California?

texts:
A couple of months back I was going on a road trip through California and stopped by a dry lake called El Mirage Lake. It's a very tacky area requiring a permit to enter.

My friend and I showed up near midnight and could hear a VERY low-flying aircraft. I happened to have a flashlight with a 800 m beam distance and using it we could clearly see a Predator drone less than 500 feet over the ground.

The drone was flying an autonomous rectangular course over the lake all night, but the next morning it had changed altitude and was flying a few thousand feet over the lake - high enough that it just looked like a normal airplane.

For 30 minutes or so there was a Cessna following behind it which was very strange... Would it be a human monitoring the drone for some reason?

Anyway, as a current civilian I feel like there's something wrong with military aircraft being used as surveillance over public area, not to mention it seems a little pointless. Why is the government (or at least state of California) using equipment like this for useless reasons?

I have a pretty bad photo of it using a telephoto lens that I can post later as proof that is was actually a Predator drone.


texts: What are the airflow patterns of a helicopter when operating in ground effect?

texts: When operating in the air cushion region of approximately 8 inches and below to the ground what pattern does the downward flow of air flow?


texts: What is the difference between "amended" and "revised" clearances?

texts: Reading the ICAO Phraseology Reference Guide I saw the term amendment applied to clearances, and I got a bit confused about how to differentiate it from a revised clearance. What does each one mean? Are there any examples?


texts: How does aspect ratio affect the stalling angle of the wing?

texts:
I have been trying to find a clear answer for this but haven't been able to do so. From what I understand this is linked to induced drag but I'm not able to link it.
Could someone shed some light on this ?


texts: Do nacelles around aircraft engines help in reducing the engine sound?

texts:
I know that the nacelles around the aircraft engines are actually a housing and are generally lightweight and have may components like inlet cowl, fan cowl, etc., but do they help in reducing the engine sound as well or are they just for housing?

Even if they help in reducing the sound, then how much % of sound has been reduced by them?

Is there any quantitative analysis available for that which can show that without housing engines were creating sound at X dB, and after nacelle and proper housing of all other components, the sound has been decreased to Y dB?


texts: What are some unique engineering challenges in designing large, widebody aircraft that do not apply to regional/corporate jets?

texts: In terms of appearance, the Embraer 170/190 series aircraft look similar to their larger counterparts.Jets of all sizes have similar ceilings, airspeeds, and life support needs. If Embraer (or any RJ maker) were motivated to do so, could these smaller airframes be scaled up / elongated to fit 300+ pax? What new challenges would be faced in designing a widebody?


texts: When should I use the global Reynolds number and when the local Reynolds number?

texts:
I know that for the wing, the Reynolds number is based on the MAC. This makes sense to me, as the boundary layer develops along the length of the wing.

However, what kind of Reynolds number needs to be used if there is a flap behind the main wing and there is flow pattern like this:

Source

Some of the air particles  will have streamed along the wing before hitting the flap, so I would say then you should use the wing Reynolds number.

But, on the flap, also a new boundary layer will start. Particles coming through the gap will only see the flap, and will thus experience a flow with a lower Reynolds number (based on the flap length).

If I'm talking about flow phenomena on the flap, should I be using the global Reynolds number (based on the wing chord), or the local Reynolds number?


texts: What are the aerodynamic differences between the different types of slotted flaps?

texts: How do the different types of slotted flaps (Single, double, and triple as well as a non-slotted one just for comparison) differ aerodynamically? I read in Joe Sutter's book 747 that a double-slotted flap design for the 747 had 8 knots higher speed than a triple-slotted one. How does that work?


texts: Why must some 'dangerous items' be in check-in baggage?

texts:
What is the rationale behind forcing passengers to check in dangerous items?

What makes liquids and gels more dangerous in the cabin? Why would a lithium ion battery be less dangerous as check-in luggage? Wouldn't that even be more dangerous when you put lots of batteries in the cabin, since one could catch fire and spread to all other batteries where passengers are?


texts: What is this aircraft from "Devil Girl From Mars" (1954)?

texts:
This view is cropped from the opening seconds of the film Devil Girl From Mars. Within the film narrative, this one was supposedly carrying passengers over the Scottish Highlands in the then-present-day, which turns out to be 1954.

If you can help me with the type, I can find most of the other information I need by myself.  However, I would also be interested to know

(a) whether there is anything to be discovered from the barely-visible markings, and
(b) if it's possible to tell whether this shot represents a particular model of the type in question, and what that might say about the background of this specific machine (regardless of context in the film).


texts: What is the average cost/timeframe of obtaining a pilot job at a major passenger airline in the US?

texts:
Please note that I'm not asking about getting a certificate good enough for flying a wide-body passenger jet (see related question). Rather, I'm asking about getting from zero flying experience to an actual pilot/co-pilot job at a major US airline (AA/Delta/UA/Southwest).

Perhaps some regulatory organization maintains such a statistics? Or even the airlines themselves?

I'm well aware that people can have various career paths (from ex-military pilots to guys who paid for 10000 flights hours out of their pockets), but with 40,000+ pilots employed by major airlines there must be a statistically-significant median experience.


texts: How do you program circular flight plans in GPS?

texts:
In a recent Buzzfeed article about aerial surveillance, I have seen a map showing perfectly circular flight patterns. Given how precise the patterns are, I highly doubt that the aircraft were being hand-flown.

According to the article, the planes used for this kind of survey work are GA (among others, Cessna and Pilatus PC-12 are mentioned in the article).

I was wondering how would you get to fly such a pattern using a GA-grade autopilot?

I did some research and so far the only way I could find was selecting a circular pattern in a G1000 equipped with the "Search and Rescue" additional SD card. However in this case it seems you can only have a circle where the centre of the circumference corresponds to a known waypoint (See third last page in this PDF manual), so probably that method doesn't offer enough flexibility for the purpose of aerial surveillance (e.g. what if there are no waypoints over the area you need to survey?).

Another way I imagine you could achieve something similar to a perfect circle could be by carefully setting aileron/rudder trim I guess, but I doubt you could hold a stable pattern over time just by using trim controls, due to wind, turbulence etc.

Does anyone have more insight on how you could achieve a perfectly circular flight pattern while being able to arbitrarily place the centre of the circle in any geographical location?


texts:
When I Googled it seems it is not common to use Vortac like systems from UAVs as a backup to GNSS outages, like in manned aircraft. And also I haven't seen any equipment designed for just UAV platforms, it's all designed for in-cockpit use.

Why do UAVs not use ground-based navaids?


texts:
I am a pilot who loves the aviation experience. Can we build a full see through plane using material as strong as the current materials used to build the body of an aircraft. Is there research or work being done on this?
I think that aviation should see through the glasses of adventure travel. And, we should be able to see it all as we fly. Is this possible??
Thank you for your time and excitement,
jason


texts: Keeping the engine under the wings, doesn't hurt the lift as the airflow speed is higher under the wings?

texts:
To create a lift, the airflow speed on top of the wings should be higher than the airflow speed on the bottom of the wings.

But when you keep the engine on the bottom of the wings, wouldn't it hurt the lift as air flows faster on the bottom of the wings?


texts: Why is there a disparity in the conversion from runway visual range (RVR) to statute miles?

texts:
TBL 5-4-1 in the Aeronautical Information Manual (AIM) provides conversion from RVR to visibility in statute miles. I've reversed the first two columns from the AIM table to allow for comparison of the listed RVR to the actual distance in resulting from multiplying 5,280 by these fractions.

Why would there would be a difference of more than 100 feet? I understand that the RVR equipment may not be accurate enough to measure a value like 1,320, but why use 1,600 rather than 1,300 or 1,400?

Furthermore, the lack of RVR actually allows flight in lower true RVR for the 1600/quarter mile level. Let's say that the RVR was 1500 on an approach with mins of 1600. If suddenly the RVR equipment failed and a report 1/4 statute miles was substituted the approach would again be available. Usually the failure of a more precise piece of equipment substituted for a less precise calls for added margin of safety. Why the opposite approach here?

SM          RVR          ACTUAL
-           -            -
1/4         1600         1320
1/2         2400         2640
5/8         3200         3300
3/4         4000         3960
7/8         4500         4620
1           5000         5280
1 1/4       6000         6600


texts: What is static discharging noise and what is its effect on radio communications?

texts:
What is static electricity discharging noise ?
How does this phenomena affect radio communications ?
Does the discharging happen through lightning and are static discharger  fixed or are they removable - such as telescopic i mean ?


texts: Who inspects commercial aircraft seats for defects (and when)?

texts: Do inspections of aircraft seats occur only after passenger complaints, or do the major carriers conduct their own inspections at regular intervals?


texts: Since when black box is called "black box"?

texts:
In addition to this question. Is there any noted moment of time when "black box" name was first time used for calling actually orange-painted FDRs? Was there any other name ("orange box"?) before?

Or is it that they have been called "black boxes" ever since actual introduction to aircrafts?


texts: How much do the V-22 Osprey's wings weigh?

texts: I am trying to ascertain the weight of the V-22's entire wing assembly: right, left and center including both nacelles. But excluding the engines if possible.


texts: Why does Class D overlap class B around SeaTac? ...and other Seattle Bravo airspace strangeness

texts:
I noticed KBFI's class delta overlaps SeaTac's bravo by 500 to 700 feet. Does anyone know which tower the overlapping airspace belongs to? Does it classify as Bravo airspace and do you need to hear the magic "cleared into the bravo" phrase before entering the overlapping areas?

Bonus question: There is a tiny sliver of class D airspace surrounding the surface B of SeaTac on the western, southern and southeastern parts of the bravo that is surface. Anyone know if this belongs to SeaTac because there is no other field in the center of the area and if so, why on earth does a bravo airport also have a tiny section of class D surrounding it?


texts: How can we determine the maximum camber and thickness for airplane wings?

texts:
I want to know if there are any standard factors for determining maximum wing camber and thickness for heavy and light airplanes?

I'm using an optimization process to find the best wing shape to reach the best aerodynamics. E.g. in cruise mode to find the maximum lift-over-drag ratio, maybe choosing a thinner camber or thickness has a higher CL over CD ratio, but may lead to problems with structural limits.

Can anyone help me with some good references on the appropriate limits of changes in both maximum thickness and camber?


texts: Why are passenger and cargo airplane noses manufactured separately from fuselages and then put together?

texts: I was wondering why the fuselage of a passenger airplane is not built along with the nose? It might be difficult to build fuselage and wings together as one unit, but nose is a small part. Then why is it made separately?


texts: Why 1st and 2nd class but not fast or slow airplanes?

texts: Why do airlines separate passengers into 1st and 2nd class but do not offer fast or slow connections? Isn't the biggest cost the kerosene? And isn't the cost directly proportional to speed?


texts: What are the drawbacks of a liquid hydrogen jet engine?

texts: I am looking into building a jet aircraft utilizing liquid hydrogen as a fuel source. I have already built a few original design pulse jets, and I'm looking for a new project.  Cryogenic fuel jet engines look good, but I feel there may be drawbacks.


texts: Why doesn't the A320 pack flow indicate HI as it should?

texts:
When on ground with APU bleed on and both engines off I have noticed a number of times that the pack flow isn't at the HIGH setting why?

As per the FCOM it states that when APU bleed is on the PACK FLOW automatically goes to the HIGH position regardless of the PACK FLOW selector position. But a number of times I have noticed on the BLEED SD it doesn't indicate HI even though both PACKS are on why? Is there any reason for this or some system particularly I don't understand?


texts: Are there passenger flights with stops in the middle?

texts: Train and bus lines usually have a number of stops along the way where some passengers can get on and off, while the rest stay onboard and continue to their destinatiom. For sufficiently long routes, drivers may be swapped out in the middle of the line, and the bus can be refueled, while passengers stay inside and continue their journey after the stop. But on all the (non-direct) flights I have taken, everyone must get off on the first stop, and get onto a different plane with a different crew to get to their final destination. Why? Are there any commercial flights with at least one stop in the middle, where some but not all passengers get on and off, while everyone else stays on the plane? If yes, why are they so unusual? If no, why do they not exist?


texts: landing with east to west wind on runway 11/29

texts: i was wondering if anyone could help me out with this doubt i have. the kananga airport in dr congo has a single runway labelled 11/29. upon checking on google maps the number 11 is on the left end and the number 29 is on the right. if the wind is blowing east-west which of the two sides would i say i was landing on? i know planes land against the wind so i figured one would land from left to right , meaning one would land on runway 11. but after i read about runway numbering i got more confused because i understood that the number 11 should actually be on the right side rather than the left. can anyone help me understand why the runway  has an 11 on the left (which i understood should be west) and 29 on the right (supposedly east)? and if im correct to assume that with an east to west wind one should land from west to east meaning one would land on runway 11?? thanks a lot


texts: How is a stator like a diverging passage?

texts:
I've read in a lot of places that stators in an axial compressor are responsible for diffusing air and removing the radial velocity to make the flow parallel to the shaft. What I don't understand is how this is accomplished. One way I've heard it explained is this:

  With these fundamental points in mind, let us consider the energy transfer between the moving blades and the fluid. For this discussion, consider an axial-flow compressor with such a large ratio of hub diameter to tip diameter that the blades may be approximated by a linear cascade, that is, an infinite row of blades moving in a straight line, as at the top of figure 5.1. If we were to follow an element of fluid as it passed through the moving rotor, we would note changes in both its velocity and its pressure. The character of the changes is more easily seen by transforming to a coordinate system stationary in the rotor, where the flow seems steady, but from an angle as shown by the dashed vectors. If the blades are shaped to turn the flow toward the axis in this coordinate system (in the direction of blade motion), they form diverging passages which (for subsonic flow) result in rising pressure as the fluid passes through the cascade. When this pressure increase is carried back to the stationary coordinate system, as we see from equation 5.5, energy is added to the flow.

Source: Aircraft Engines and Gas Turbines (2nd Edition) by Jack L. Kerrebrock)

Can someone explain in more detail how a stator is like a diverging passage (diffuser?) as Kerrebrock proposes?

An explanation I would propose (but would appreciate confirmation for) is that there is a pressure gradient along the axial flow due to the rotor/stator's generating lift giving them a suction side upstream and a pressure side downstream. This pressure gradient would cause the flow to slow down (and hence increase pressure). Right?


texts: How could so many drones establish contact with ATC?

texts:
India has brought out best set of drone regulations on the basis of No Permission No Take-off (NPNT).
But how can the ATC establish contact with so many  drones that will be unpredictably asking for take off.
Also how can they be monitered through a controlled airspace? Will it be miNiaturr ADSBs fixed or something else?


texts: What is the difference between a flow and a checklist?

texts:
Use of checklists is a 'special emphasis area' during FAA private and commercial checkrides but there are a lot of comments in pilot forums about using flows instead, often - but not always - in the context of airline operations.

What is a flow, and what is the difference between a flow and a checklist? When should a pilot prefer one or the other? Or are they used together?


texts: What G forces does a pilot perceive in a "1 G" barrel roll?

texts: This is a follow on to an earlier discussion about pilot perception of G forces compared with actual aerodynamic loads on an airframe.  Years ago, the Boeing 707 prototype famously did not one, but two 1G barrel rolls to impress potential buyers. I would imagine the expert pilot just kept the airframe at 1G positive load through the entire maneuver, which would put him weightless at the top of the roll (plane inverted).  Is this what actually happened?  How is this done?


texts: Aircraft use transponders to communicate to ATC their position and status. Some squawk codes are reserved, such as 7700 (emergency), 7600 (communication failure), 7500 (hijacking), 1202 (glider), 1200 (VFR), etc. One of these, 7777, is apparently used for "military interception." What does this mean in the United States? Under what circumstances would it be used on a civilian / military aircraft?


texts: Where are the locations of the elevators or horizontal stabilizers in a Concorde?

texts: I don't find the horizontal stabilizers or the elevators of a Concorde at the tail section like other aircrafts. Are they fitted beside the ailerons in the wings?


texts: How to calculate power required to drive an isolated fan of a TurboFan engine?

texts:
If I isolate the fan from a TurboFan jet engine (specifically GE90) and power it electrically with a motor,

how much power is required for the electrical source to drive the fan to give the same amount of thrust as a regular GE90?
in a regular GE90, what is the thrust produced by the fan alone (excluding the thrust from the combustion of fuel)?


texts: Under what circumstances does a flying club need to do 100-hour inspections?

texts:
I am part of a not-for-profit 501(c)7 flying club that owns a handful of airplanes. These airplanes may be used only by the club members. Members pay monthly membership dues; and pay for Tach time to use the airplanes.

Are our aircraft subject to the requirement of 100-hour inspections?

Possible contributing factors:

Some members are flight instructors, who offer flight instruction in these airplanes.
The students (Receiving dual instruction) may or may not be members themeselves.
A club rule says that only approved club flight instructors may offer instruction in club aircraft.

Does one of these bullet points trigger a requirement for 100-hour inspections?

The relevant FAR is 91.409, which says in part "no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection".

If we required student pilots to become members of the club prior to receiving any instruction, would we no longer be subject to requiring 100-hour inspections?


texts: Would it be a good idea to use dihedral on a biplane?

texts: My engineering class uses model plane kits to build "frankenflyers" which use parts from multiple model planes to make one plane that will carry a maximum load (pennies). I was wondering what the best configuration would be. We have three wings and three bodies. I was thinking we should use a biplane for added lift, but I couldn't find much on dihedral wings being used on a biplane. Open to criticism and ideas.


texts: How do airlines pay air crews for an aborted flight, in general?

texts:
I was watching this Swiss Air video. It's a flight from Zurich to Shanghai. Shortly after take off they have high engine oil temp in engine 3 and end up shutting it down. They declare a pan-pan-pan, dump fuel and return to Zurich. It's pretty uneventful, engine shut down aside.

Now, as I understand it, an air crew's pay begins upon push-back, and ends at gate arrival. At the very end the PIC states that for the passengers, Swiss Air has another plane which will be departing in two hours, but with a new crew. Assuming this crew gets no other flights for the day, did they just get only 1 - 1.5 hours pay for the day?

NOTE: even though this is a Swiss Air flight, I am not concentrating on that one airline. I'm curious if there are general rules for flight pay that all/most airlines follow.


texts: How long is the training to get a Boeing 777 rating if one has a 737-200 rating?

texts:
I was wondering if anyone knows how long the training for a 777 takes if one already holds a 737-200 rating.
I've looked it up online and didn't find an adequate answer.
According to this site, the course for 777 PIC initial certification takes 21 days (48 h) and the course for 777 PIC recurrent certification takes 4 days (16 h), but there's no mention of anything regarding previous ratings.
Here, someone says they think that to go from the 737NG to the 777 would only take 3/4 sim sessions, and someone else says that the course to go from 737NG to 777 is shorter than the course to go from 737-200 to 777.

Does anyone know how many days the "conversion" course would take?

Am I correct to assume one doesn't have to take the full 777 initial certification course if one holds a current 737-200 rating?

And what if the 737-200 rating is no longer valid... does one have to take the full 777 initial certification course?

Thanks a lot


texts: Are these two objects in cockpit of Antonov - AN 225 Mriya fans for air? What is their purpose?

texts:
In the above image, we can see two black objects that look like ceiling fans. This is just a reference image, but I am pretty sure that I have also seen small table fans mounted in cockpits of large cargo as well as high altitude flying planes with direction facing pilots in one documentary aired on tv.
Are they fans? and what is the purpose of their direction towards front glass in the pressurized air-conditioned cockpit?
Note - This question is not about FANS


texts: Is my company EASA 147 approved? How to get an EASA licence?

texts:
I am a bit stuck with my career and just need some advice.

I am currently a technician at Trans Maldivian Airways (Twin Otter). I would like to work in an airline in the future. Is this organization EASA 147 approved?

If so, what are the necessary steps I should take to get the license? If not what should I do? I did not do any basic training and I am completing modules conducted by SR Techniques.


texts:
I know that the F-16 (F-16I and Block 50/52/60 models) have conformal fuel tanks standard now on top of the wing/fuselage area.  The Silent Eagle model of the F-15E proposed by Boeing for South Korea, and other F-15E customers had them added.  The F-18E (Superhornet) has demoed a set recently.

But on older aircraft, how common were conformal fuel tanks?  Or have they always been drop tanks before?


texts: Could someone please explain what is thermal oxidation of the carbon brakes?

texts:
In my company SOP after landing we don’t switch on the brake fans immediately after the HOT annunciation comes on on the BRAKE FANS push button. Instead we are told to wait for a period of 5 mins after landing to allow for thermal equalisation of the brakes and to prevent oxidation of brake surface hotspots.

What exactly does this mean?


texts: How much thrust was provided by a typical Meredith Effect radiator?

texts: The Meredith Effect was used on some aircraft to provide more thrust by channeling air through the radiator such that the air is expanded, heated and then compressed through a constriction, generating thrust.  How much thrust could such an installment generate?  How much net thrust, after accounting for drag, does such an installation generate?


texts: Are there any situations where it's beneficial to disable altitude reporting in TCAS?

texts:
Having altitude reporting enabled persistently seems like a pretty common-sense thing to do -- it enables RA in addition to TA, the benefits of which are fairly obvious. That said, most of the common transponders installed in GA and commercial aircraft have either the option to explicitly turn on (typically on GA) or to explicitly turn off (typically on commercial) altitude reporting.

Are there any normal or abnormal flight conditions which would make it impractical, unsafe, or impossible to have altitude reporting turned off?


texts: What is this flat plate sticking out of the tail of Learjet 24D?

texts:
What is this protrusion on the tail of Learjet 24D (shown just above the avro museum logo) and what is its function?

Learjet 24D Tail closeup

Zoomed out image of the Learjet tail

Source: images were taken by yours truly


texts: Was destruction of SR-71-related tools really extraordinary?

texts:
While reading about Lockheed SR-71 on Wikipedia I was baffled by a piece of information regarding Robert McNamara's order to destroy tools used to create Blackbirds, which took place in 1968 (at the beginning of SR-71's service), to prevent them from falling into anyone's hands.

While post-production cleanup of tools by planes manufacturers seems like a normal process (why waste space, resources, taxes, etc.), it appears that creation of any parts was impossible.
Although destruction of tools doesn't sound like a good idea to secure the technology (I somehow doubt the govt gave up on know-how and general knowledge - as for what can happen B-2's history can be a notable example), I'm still wondering:

Were all the tools indeed destroyed? If so, how were the planes maintained for all those years?
Were in said order any remarks regarding destruction of knowledge?
Why weren't the tools reconstructed after a few years?
That order sounds like a really bad idea - was there any legitimate reason for it?


texts: Why does this NOTAM make me think GPS is unavailable?

texts:
First: I'm not a real pilot. I used an on-line flight planning tool, and in the brief was the following "GPS NOTAM":

GPS 11/032 ZSE NAV (CHLK GPS 15-15) GPS (INCLUDING WAAS, GBAS, AND
        ADSB)MAY NOT BE AVAILABLE WITHIN A 476NM RADIUS CENTERED AT
        360822N1173846W (BTY214059) FL400-UNL DECREASING IN AREA WITH A
        DECREASE IN ALTITUDE DEFINED AS:
        432NM RADIUS AT FL250,
        375NM RADIUS AT 10000FT,
        340NM RADIUS AT 4000FT AGL,
        253NM RADIUS AT 50FT AGL.
        DLY 2130-2230
        1511172130-1511182230

I must admit I don't understand most of this, but it seems like GPS is unavailable in what seems to be a huge inverted cone of space. What's going on here?


texts: What are the physical laws for upscaling an RC model to 1:1?

texts:
What are the laws of physics for upscaling an RC model from a smaller to larger scale or even to a full sized 1:1 aircraft? I guess the basic thing may be lift/weight ratio which was nicely described here:

  ... when you scale an airfoil up, the lift it produces increases with
  its area, which grows with the second power of size, but its weight
  increases with volume, which grows with the third power of size.

The above means the lift/weight ratio is worse for bigger vehicles which I guess makes them fly worse (less range, higher fuel consumption).

Are there any more laws to be taken into account for such upscaling? I mean in terms of aerodynamics or power source (battery/fuel) etc. Does the air behave differently with scale? Do different laws apply for different aircraft types (plane, helicopter, quadcopter etc.)?


texts: Are control inputs different during autorotation?

texts:
My understanding is that during power-off autorotation the main rotor is still coupled to the tail rotor, and the flight controls execute the same functions as during power-on flight.  Two questions:

Do any (heavy) helicopters have power-assisted controls?  If so are those difficult to handle in the event of total power failure?
How is the input during autorotation different from the input for the same attitude under power?  E.g., during a given glide and flare to land are the rotor blade angles of attack and swashplate orientation identical to when the a rotors are powered?


texts: Is there a practical use of streaming data received from meteorological sensors installed on aircraft?

texts:
I am not the practitioner in the field of aviation, and my knowledge is mainly theoretical. Therefore I would be happy to get a feedback from practitioners on the following topic: I was reading about the use of aircraft as meteorological sensors. I wonder how this streaming sensor data is currently used by pilots? Is it validated for logical consistency?

Moreover, I was thinking about possible applicability of such data, and in my opinion it could be used by Air Traffic Controllers for enabling/disabling airspace sectors for free routing (direct flight). Does it make sense from a practical point of view? This data could be shared via System Wide Information Management among different aviation stakeholders.


texts: Why do compressors constrict flow if this decreases pressure?

texts:
An axial compressor (and a ramjet intake, for that matter) is commonly depicted as decreasing the volume of air travelling through as we move closer to the combustion chamber. In axial compressors, either the rotor shaft / cone diameter expands the further along we go (Fig. 1), or the compressor housing squeezes in towards the shaft (Fig. 2).

Intuitively, this makes sense—if a gas is forced into a smaller volume, then it must have a higher pressure. Yet, doesn't the Venturi effect play a role here, as well? Shouldn't the static pressure decrease when the flow is constricted, as it is in these compressors? If so, why are they designed this way? Why not have the compressor diffuse air by increasing the volume instead?


texts: How do the A320 flight controls reconfiguration laws work?

texts: Can someone explain in simple terms the reconfiguration laws? I have hard time understanding ELAC, SEC, FAC Priorities in FCTL Architecture Diagram.


texts: To what degree is CHAYKA radio navigation publically available?

texts:
With most of the Loran-C network in Europe shut off in Europe since 2015, public positioning services seems limited to satellite navigation (GPS/GLONASS/Galileo).
However, to what degree is the equivalent CHAYKA hyperbolic navigation network still usable? I'm having trouble finding information more recent than a decade old, making it possible that the system is no longer available.


texts:
I've learned about Phase 1, Phase 2, and Phase 3 electrical systems. But recently I've faced an issue about replacement of Phase 3 Common Display System (CDS) Display Units (DUs) with new Phase 3A CDS DUs.

My question is what does it mean actually regarding Phase 3A? And what are the differences between Phase 3 and Phase 3A?


texts: What is the proper air strip closure procedure with the FAA?

texts: I own a grass airstrip that was registered for me by a good friend.  I want to sell my land and the guy that registered it is dying and can't help me.  What do I need to do to have this airstrip closed?


texts: What exactly do fighter jets and its pilots do during their peace time sorties?

texts: I am located very near to a base with a Sukhoi 30 squadron in India. The Indian Air Force jets keep doing these sorties every day and night. I have always wondered what exactly do these jets do during their sorties. I thought it was always about training. But I found out that the basic training for these pilots happen elsewhere. So what exactly happens on a normal day with these trained pilots and their jets?


texts: Why runway 13L/31R of JFK Airport does not mention any Threshold Crossing Glide Path Height for its reciprocal end?

texts:
I am studying FAA's airports legacy file and its corresponding layout data. I noticed that runway 13L/31R of JFK Airport lacks a Threshold Crossing Glide Path Height, as one can also confirm from this site. Is there any "standard" value that one can apply here? Neither the official aforementioned legacy file nor any relevant website mention a Visual Glide Path Angle either.
In comparison, runway's base end mentions both a Threshold Crossing Glide Path Height (74' AGL) and a Visual Glide Path Angle (3.00 degrees).

I would be grateful if someone could point me in the right direction.


texts:
Wikipedia mentions,

  ZZZZ is a pseudo-code, used in flight plans for aerodromes with no ICAO code assigned.

How pilot actually file this flight plan? Is there anything special to do when file for ZZZZ.


texts: Are pilots legally required to verbally declare an emergency to invoke §91.3(b)'s deviation authorization?

texts:
Related:Do you have to explain what your emergency is?

I am aware that pilots are required to declare an emergency and inform ATC of as much information as possible during IFR flight due to this rule:

  §91.183    IFR communications.

  Unless otherwise authorized by ATC, the
  pilot in command of each aircraft operated under IFR in controlled
  airspace must ensure that a continuous watch is maintained on the
  appropriate frequency and must report the following as soon as
  possible—

  (a) The time and altitude of passing each designated reporting point,
  or the reporting points specified by ATC, except that while the
  aircraft is under radar control, only the passing of those reporting
  points specifically requested by ATC need be reported;

  (b) Any unforecast weather conditions encountered; and

  (c) Any other information relating to the safety of flight.

Is there any rule that requires the declaration of a VFR emergency for it to be legally valid for the purpose of rule deviation?

My assumption is no because a 2-way radio is not even required in all locations.


texts: Is a license required to transmit in the designated aviation band?

texts: Is an FCC license required for people to operate a radio in the aviation band?


texts: Why are aerial taxis multirotored, instead of a single rotor?

texts:
source -- image shows Volocopter's design

I find that in the designs of aerial taxis, particularly in Volocopter's design, the design consists of a system of multirotors.

What is the main reason for not substituting this bunch of rotors with fewer bigger blades (helicopter)? As far as I know, a helicopter is energy efficient for horizontal displacement, and the multirotor is at hovering. Does a quadrotor taxi provide any other dynamics advantage?


texts: Is Bell eVTOL Nexus the only tilt ducted rotor aircraft among the major aircraft manufatures' eVTOL?

texts: I saw some of multicopters have ducted rotor structure but only Bell Nexus has ducted rotor among tilt rotor eVTOL aircraft. Is this just because It is really challenging to control during transition from hover mode to cruise mode?


texts:
Ok, I'm a wartime aviation enthusiast who loves, in particular, 3rd-5th generation fighters. I have held an avid interest in them for years, but I've always wondered whether or not I could own one myself. Obviously, it would cost a lot of money to own a fighter aircraft, and the aircraft would come with a lot of restrictions. But, my question is this: Is it possible to own the F-14 Tomcat (demilitarized/used) as an airliner/civilian pilot?
Although I am young right now, I plan to become an airliner pilot and eventually purchase a small plane (single engine turboprop) for myself. After all that, which I assume will take anywhere between 30-40 years, I would like to know if it would be possible to purchase and own an F-14. It is my all time favorite fighter for many reasons, the main one being its variable sweep wings. Assuming that I can acquire the proper training and equipment to utilize its true speed and maneuverability, would it be possible (in roughly 30-40 years) to purchase and fly an F-14 at its full potential, disregarding the costs to own and maintain it.


texts: How is US Class B airspace enforced in Canada?

texts:
Detroit, MI is the center of Class B airspace, however a good portion of that airspace within the inverted wedding cake is in Canada.  What are the mechanisms that allow US to define Class B airspace force and effect in Canada?

The VFR Terminal chart for reference:
https://aeronav.faa.gov/content/aeronav/tac_files/PDFs/Detroit_TAC_91_P.pdf


texts: Could I Legally Fly a Paramotor as a Commuter Method

texts:
I get permission from company security to fly into work using my paramotor (I don’t have one, but would like to get one).

We have six offices around the city. The city has two airports: one major international to the northwest of downtown and one smaller regional in the middle of downtown.

Would I be legally allowed to fly OVER the city (avoiding the downtown skyline) to make a direct route to my destination office for the day? What are regulations regarding paramotor flight in a metro area?


texts: What action should the pilot take when a TCAS RA (Resolution Advisory) provides opposite guidance to ATC instructions?

texts:
If a TCAS Resolution Advisory (RA) specifies a "Climb," but in response to the same potential traffic threat, ATC issues instructions to "Descend"
what course of action should the pilot/crew take?


texts: Is low pressure compressor air used to cool turbine blades?

texts:
This photo shows LP cooling air is being used to cool turbine blades. the question is, is it possible to use LP air to cool the turbine blades?

would you please guys explain why do they use LP air with HP air to cool the turbine blades?


texts: What is the make and the model of this seaplane?


texts: How accurate is the inflight location information?

texts:
I'm wondering how accurate the location information displayed on the in-flight entertainment system is. As I recall, it always shows quite direct routes, such as this:

However, I'm wondering how accurate this information is. I can image that because of ATC the route will not be as smooth as displayed above. Does it simply show a predetermined route as function of time?

More towards a specific case, would the people onboard the Malaysia Airlines MH370 be able to see the changed course of the aircraft?


texts: What is the inner dashed line on this helicopter chart?

texts: Inside the delta for KSGR is another blue dashed circle. What is this?


texts: Why do winglets reduce maneuverability (of fighter jets)?

texts:
In this answer Ethan makes the following statement concerning winglets on fighter jets:

  [Winglets] reduce maneuverability which is why you don't see a winglet on a fighter jet

I could image that adding more weight at the end of the wings increases inertia, reducing maneuverability, but I'm not sure if this is the only reason.

Perhaps there is some aerodynamic phenomenon at play as well?


texts: How does an engine driven vacuum pump used in gyroscopic instrument work?

texts: In general aviation light airplanes (C152,C172,PA28..) how does the engine driven vacuum pump work?How is it made? and if the filter of one of the gyro instrument is clogged would the vacuum indication still in the green arc? (The latest question bother me the most!)


texts: How is the FPA (flight-path-angle) computed?

texts: How is FPA computed by the Auto-pilot to follow the  desired FPA? One part is clearly VS, is the other part IAS or Ground speed? Where does Ground speed come from?


texts: What exactly happens to kinetic energy in the turbulent layer on an aerofoil?

texts:
Sources I've read contains contradicting information.
As far as I know, when the laminar airflow breaks up, it becomes a thicker and draggy layer, causing a layer of what essentially is slowed air; this would suggest a reduction in kinetic energy, however some books have stated that it is actually an increase.....?
This makes what seems to be a simple concept to be hard to grasp, personally I see it as a reduction in KE, but the books say otherwise. So if anyone knows what happens to KE in a turbulent layer, that'd be greatly appreciated.


texts: Why is the horizontal stabilizer root interface designed this way?

texts:
Most large aircraft have a similar design for their trimmable horizontal stabilizer: they connect to the tail cone on a flattened area which allows them to be rotated within some range:

From left to right: A319 (source), A320 (source, B787 (source)

But the THS of the A330 is different, it looks like a frog eye... What is the purpose of this flexible wall?

Source


texts: In the US, are inside loops permitted while flying a US- registered DG-1000S sailplane in the "utility" category?

texts:
Are inside loops are permitted while flying a US-registered DG-1000S sailplane in the US in the utility category?

FAR 91.1 seems highly relevant:

  §91.9   Civil aircraft flight manual, marking, and placard
  requirements.

  (a) Except as provided in paragraph (d) of this section, no person may
  operate a civil aircraft without complying with the operating
  limitations specified in the approved Airplane or Rotorcraft Flight
  Manual, markings, and placards, or as otherwise prescribed by the
  certificating authority of the country of registry.

More information: the English version of the factory-produced flight manual for the German-made DG-1000S glider (may be downloaded here) states the following--

  2.6 Approved manoeuvres Category „Utility“: The glider is certified for normal gliding in the "Utility" category. Simple aerobatics are
  approved but only without waterballast and with the weight of the rear
  pilot compensated by ballast in the ballast box in the fin see section
  6.8.7.

  The following aerobatic manoeuvres are approved with all spans:

  Spins

  Chandelle

  Inside loop

  Turn

  Lazy Eight

  Recommended entry speeds see section 4.5.8.1.

The manual then goes on to describe additional maneuvers allowed when flown at a lower weight limit, in the "aerobatic" category:

  In addition to the manoeuvres in category „Utility“ the following manoeuvres are approved:

  Inverted flight

  half flick roll from normal to inverted flight with half loop

  half loop and half roll

  half flick roll from inverted to normal flight

  half roll and half loop

  slow roll

Before answering, you may wish to  consider the significance of the last quoted phrase in FAR 91.9, "or as otherwise prescribed by the certificating authority of the country of registry".  A "yes" answer to the basic question implies that this phrase in FAR 91.9 does not somehow prohibit looping a US-registered example of this glider in the US.


texts:
As far as I know, we're to fly-over a RNAV fix if such is drawn surrounded by a circle. But, in non RNAV procedures, how do I know that I must fly-over a fix?

E.g.:Taking this chart into account:

For instance, 14.5 KLO (IF). If my inbound course is 242º, can I break that course before D14.5 to join the final course 155º, or should I first reach 14.5 (overshoot then) and go catch the 155º?

Thank you vm


texts: Is the twin vs quad engine industry preference really challenged?

texts:
This question relates to this article at Leeham, essentially this article challenges the concept that twin engined airliners are more efficient than quad engined. However the article fails to show the data and prove the arguments. My question is asked to those who are able to confirm the arguments of the article. I will describe my argumentation and formulate the specific answer at the end.

Essentially, in the industry it is preferred to use twin engines vs quad engines based on the following arguments:

Twin engines have less maintenance cost (2 vs 4).
Less aerodynamic interference and weight.
Less cost (4 enginers are more expensive including systems for the same power)
However less bypass ratio for twin engines and overdimensioning due to compliance with the take-off certification at engine failure.

Netly, twin engines win against quad engines except in the past for ETOPS certification.

Ok, previous statement is my understanding of the trade-off between twin and quad. The article argues (using always seat mile costs) the following:

Little efficiency between B777-200ER and A340-300 / A380-800.
4 CFMs engines or A380-800 4 engines have less maintenance costs than B777-200ER 2 engines. Fleet of CFM is higher as well.
Argues that B777-200ER requires more powerfull engines. This argument does not contribute, as finally is an efficiency driver and the important is the first argument.
Previous comparisons are not valid to previous low bypass engines.
Article is not introducing airplane cost in the comparison (important for capital costs)

So, my explicit questions are the following:

Can somebody demonstrate with evidences that the efficiency of B777-300ER is lower or higher than A340-300 or A380-800?
Can somebody demonstrate with evidences that the maintenance cost of the engines of B777-300ER is lower or higher than A340-300 or A380-800?
Can somebody support further my arguments or support the article?


texts: Why do Boeing aircraft have serrated engine nacelles, but Airbus does not?

texts: Why do Boeing's new generation of jets (787, 747-8, 777X, 737MAX) have serrated engine nacelles whilst Airbus' latest (A350, A320neo etc) do not? I understand that Boeing's nacelles reduce turbulence and therefore noise. If this is the case, it would make sense for Airbus to utilise them as well, but it doesn't. So my question is, is this a patent thing or has Airbus found other ways to do the same thing?


texts: Why can military aircraft descend below the DA / MDA during an instrument approach?

texts:
According to §91.175(c)

  Except as provided §91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless—

So why are military aircraft exempt from this restriction?


texts: How much does a 3 day cabin crew recurrent training cost?

texts: Airlines are getting rid of instructors. How are they carrying out recurrent training and how much does it cost the crew?


texts: What is the maximal acceptable delay between pilot's input and flight control surface actuation?

texts:
While I was watching a cockpit video of an A330 landing in which the pilot was frenetically moving its sidestick,  I wander what was the reaction time of this flight by wire system. Indeed, the time for transmiting the signal from the sidestick to flight computer, the time for computer  to  interpret all its inputs (pilot's  input, probes,...) and to decide to act on flight control surfaces, the aircraft's reaction is not instantaneous.

Then, I realize that whatever the transmission system, there are delay between pilot's input and air control surfaces movement (material's elasticity, time for hydraulic fluid to transmit pressure, other mechanism I can't imagine).

Thus my question is: is there a maximal delay between pilot's input and flight control surface deflection to certify an aircraft?

If needed, for the FBW system, a direct law can be considered (no complex computation as flight control surface movement is proportional to input)

If needed, the question can be restricted to airliners flying under FAA and EASA jurisdictions.

EDIT: given the first feedback (comments, edits, answer), I want to highlight this question is not restricted to fly-by-wire (transmitting pilot's input through mechanical links may also induce delay)

EDIT: I think I didn't emphasize enough that this question is only about delay between pilot's input and control surface reaction. I understand that this delay is negligible compared to all other delay, but this is the one the question focus on.


texts: Some turboprop aircraft, for example DHC 6 Twin Otter have “intake deflectors” which should be engaged when taking off from or landing on unpaved surface to prevent foreign object damage. But how does it actually work?


texts: Can small airplanes be towed (or carried) as cargo to be dropped at some other location by air?

texts: Is there any present technology where a large plane can carry a small plane (or multiple small planes) and drop it midair where the small plane deploys itself? This would be very good from defense point of view, where small fighter jets with limited range could be dropped off by large airplanes with very long range.


texts: Can I fly a STAR (standard terminal arrival route) if I can't maintain the minimum speed for it?

texts:
I fly a single-engine airplane not capable of more than 120 KIAS. I'd love to fly a STAR (standard terminal arrival route) into my local airport (US), but want to make sure I fully understand the STAR procedure.
Most of these STARS I'm looking at flying are RNAV stars with "expect" altitudes, which I understand fully, but have published speed segments of around 250 to 210kts. It's my understanding that if I'm cleared for the arrival "cleared the Tops 5" I'm to follow published speeds and lateral guidance and the altitudes I'm given.
Is there ever a case I could fly a STAR and not have to follow published speeds or is it implied when flying the STAR? If my understanding is correct, I wouldn't be able to fly a STAR with published speeds if I can't meet them?
Could I file for a STAR in my flight plan and not get whacked with a pilot deviation if I'm cleared for the arrival and can't meet the speeds. I would think I couldn't fly them if I can't meet the speeds, but want to make sure I'm not missing something.


texts: What aircraft broke the most [total] world records?

texts:
In the early 1930's aircraft were breaking records each week because the performance needed was quite low. As technology advanced the performance needed to break a record also became higher. Which causes us to ask if it was easier to break records early in the century, or later with the aid of technology.

Howard Hughes built many airplanes specifically for breaking records, yet even today the Russian and American fighter manufactures often strip down their latest fighter prototype and set new world records.

Addendum: There seems to be some confusion over what the question is asking... "most" means "total" as "aeroalias" has supplied below. The basis for the question was a YouTube video that stated the F4 Phantom had broken the most records of any aircraft, but the video was circa 1980 without specifics and it seemed there was a high probability that other aircraft had superseded it. (I would have guessed some aircraft in the 30's, therefore my keen interest in the answer)

At this point "aeroalias" is right on track...

So, what aircraft broke the most (total) world records?


texts: Why don't turbofan engines have shrouds affixed to the fan blades?

texts: For a turbofan to be efficient the gap between the blades and the shroud has to be extremely small. Why don't we just attach the shroud directly to the blades and let it spin as one? Would that decrease the efficiency of the fan or is it just not structurally sound?


texts: Why didn't the Boeing 757 share the 767 fuselage?

texts:
(Flight) Early 767 design was a trijet.

The numbers-built for the 757 and 767 is +1,000 each. They are both equally successful.

But why didn't the 757 feature a slightly shorter 767 fuselage to cut down on production cost, especially after ETOPS and the selection of twin-jet design for both?

After all, the 767 isn't terribly wide, it seats 7 in a row compared to 6 for the Boeing 757. Counting the aisles that's a 7:9 ratio. And their 2-class seating capacity overlaps across the variants.

A 757 with a slightly shorter 767 fuselage could have just had a lower certified MTOW and reduced fuel carrying capacity and it would have met its mission. The long 757-300 always seemed out of place for me.

(Own work based on Wikipedia) 2-class seating across variants.


texts: I am looking for aclad sheet metal  P/N 22024T3   2MM, 1.2MM AND 1.6MM 1 SQM each. Anyone could help me locate those? I sent requestes to MROs etc, most do not recognize the P/N which is taken from the AIRBUS A320 AMM.  Help, anyonme. I would porefer to find it in Europe if possible.


texts: What is this "Supersonic French" aircraft?

texts:
To celebrate Bastille Day, Ubisoft released the below (2D) in-game charm for their game, Tom Clancy's Rainbow Six Siege.

Despite frantic searching on Wikipedia, I cannot for the life of me figure out what aircraft the charm is based on, or if indeed a real-world equivalent exists at all. At first it looked like a Rafale, but the vertical stabilizer does not seem to fit any that I could find an image of.
It's not a question of life and death, but I would very much be interested in what aircraft is actually portrayed here.


texts: When should the half bank mode of an autopilot be used?

texts: Half bank can make turns more comfortable for passengers, but ATC expects turns to be at standard rate much (most?) of the time.  When is it permissible to use half bank?


texts: Why does wing bending cause wingtip twisting?

texts:
(semanticscholar.org)

When aft swept wings bend/flex, the outer wing is twisted leading edge (LE) down (this reduces wave drag), the reverse (LE up) is true for forward swept wings.

I've searched the site and googled it, but I wasn't able to arrive at an explanation (Wikipedia also remarks on the fact, but does not explain the causes).


texts: Can you help me identifying an A-4 Skyhawk-like jet?

texts:
I'm having trouble identifying a jet and am hoping someone can provide some help.  Here is the best picture I've been able to capture.

The closest similar jet I've been able to find is the A-4 Skyhawk, which shares many of its features, but even in looking through the variants, I can't find an exact match.

The next two pictures aren't as clear, but they show the profile and wing shape, respectively.

There are three features I've noticed which set it apart from the A-4 variants I've found.

Wing shape - It's very curvy, almost Concorde-like.
Vertical stabilizer - The forward section of the top of the vertical stabilizer is very sharp, whereas on the A-4's I've seen, this is curved.
Antennae - There are two antennae; one swept-back antenna directly behind the cockpit and a vertical antenna farther back where the vertical stabilizer begins.

I appreciate any guidance you can provide.  Thank you.


texts: Why does propeller slip (efficiency) change during the flight (fixed-pitch)?

texts:
I was wondering how the efficiency of a fixed-pitch propeller changes during different stages of flight and why it does so. I suppose when we are talking about propeller efficiency we are actually talking about propeller slip. So my follow up question is what causes propeller slip to
change, what conditions make a propeller lose efficiency. I am aware that it has to do with Pitch, but I can't figure out why efficiency changes throughout the flight. THANKS


texts: Why not use the yoke to control yaw, as well as pitch and roll?

texts:
(Inspired by this question about rudder hand control on joystick-equipped aircraft.)

Most civilian fixed-wing aircraft (post-1987 Airbus airliners being the primary exceptions) use a yoke (essentially a steering wheel mounted on a vertical column that can swing back and forward) to control pitch (pushing the yoke forward pitches the nose down; pulling the yoke back pitches the nose up) and roll (rotating the yoke clockwise rolls the aircraft to the right; rotating the yoke counterclockwise rolls the aircraft to the left), but control yaw via a separate set of rudder pedals (pushing on the left-foot pedal yaws the nose to the left; pushing on the right-foot pedal yaws the nose to the right).

If the yoke were used to control yaw as well as pitch and roll, this would allow the pilot to make coordinated turns using just their hands, rather than having to remember to push with one of their feet at the same time, and would eliminate the risk of accidentally applying the brakes when steering on the ground.

A couple of possible ways for yoke-based rudder control suggest themselves; one would be to tilt the column from side to side (tilting the column left would yaw the nose to the left; tilting the column right would yaw the nose to the right), while another would be to push one of the yoke's horns forward while pulling the other back, rotating the yoke about its vertical axis (pushing the left horn forward and pulling the right horn back would yaw the nose to the right; pulling the left horn back and pushing the right horn forward would yaw the nose to the left).

Here's an illustration of what I've in mind:

Why don't any aircraft use the yoke to control all three axes, rather than just pitch and roll?


texts: Does ground clutter exist over the ocean?

texts:
Ground clutter is a radar term that basically means a bunch of noise, or cluttered returns, that occurs when you point the radar down at the ground (like for a radar patrolling aircraft). The terrain reflects radar and you get a big blur.

Today, ground clutter is not a problem because we have great computers that can filter out the static ground returns, and only show the moving returns. However, I want to ask if ground clutter needs to be filtered when over the ocean.

The ocean is pretty flat, but always has at least some small waves. Do small waves produce any ground clutter? In other words, does ground clutter exist over the ocean during calm seas?


texts: Is there anything extra required to spin a Cessna 172 in the Utility category?

texts:
I'm trying to find a suitable aircraft to get my spin endorsement for my CFI rating but am running into trouble with most aerobatic aircraft due to my height (too tall).

My last thought is that I could use a 172 in the utility category (I already know I fit in one and can have full control authority - I can get my legs under the dash to reach the pedals and my knees don't block the yoke).

It looks like 14 CFR 91.307(d) says I wouldn't need a parachute since I'm doing this with a flight instructor for training for a certificate.

In Section 2 of the 1978 Cessna 172N POH under the heading Utility Category (page 2-7), it says

  This airplane is not designed for purely aerobatic flight. However,
  in the acquisition of various certificates such as commercial pilot
  and flight instructor, certain maneuvers are required by the FAA. All
  of these maneuvers are permitted in this airplane when operated in the
  utility category.

Provided I am operating the aircraft in the Utility category (CG within limits and Weight 2000 lbs. or less), is there any reason I couldn't use a Cessna 172 to obtain my spin endorsement?

(I know that the gyro in the Attitude Indicator can tumble - I'm not sure how to get around that if I can't cage it - but is it really harmful? I've heard this is one of those perpetual aviation myths - that it doesn't really cause damage, it just takes time to reset)


texts: Are all student pilots required to have a TSA background check or just non-US Citizens?

texts:
I know that non-US Citizens have to go through approval with the TSA before beginning flight training, however could one avoid that fee by waiting until after getting Citizenship to start flight training?

I am a Resident Alien and currently considering starting flight school, I'm just wondering if waiting until I apply for Citizenship in 2021 is worth doing or if I could start now.

My fear is that I am already 30 and would like to eventually get a position as a Part 135 pilot. I am worried that I am already too old to be making such a change and thus adding time would just be making the situation more hopeless than it may already be.


texts: How can planes with the same stall speed and power-to-weight ratio have such different takeoff field length, climb rate, glide ratio, etc?

texts:
I am interested in better understanding the performance differences between different planes that seem to be similar in many important ways but that differ greatly in performance.

For example, take single engine turboprops A, B, and C that all have a regulation stall speed minimum of 61 knots, and that all have similar power to weight ratios at takeoff. Turboprop A has a takeoff field length of 1,200', B is 1,600', C is 2,400'. If they all have the same stall speed (and a similar lift-to-weight ratio, I would think) and similar power to weight ratios, shouldn't they have similar takeoff field length requirements?

Lancair Evolution

550hp at takeoff (750hp in flight)
4,550 lbs MTOW
max speed ~295 knots
1,200' field length
~10:1 glide ratio

Epic E1000

960hp at takeoff (1200hp in flight)
7,500 lbs MTOW
~330 knots max speed
1,600' field length
~17:1 glide ratio

Daher TBM 900*

850hp
7,400 lbs MTOW
~330 knots max speed
2,400' field length
*65 kts stall speed http://www.flyingmag.com/pilot-reports/turboprops/tbm-850-even-faster

If these planes have the same stall speed (and therefore, my intuition would think, similar ratios of lift to weight and drag), and have similar ratios of power-to-weight, how can they have such different field length requirements and glide ratios?

EDIT: UPDATED INFO

Stall speed is as defined by the FAA for Part 23 aircraft certification. Here's a link to how the FAA requires the stall speed to be validated.

Wikipedia defines this Vs0 speed as:

  Stall speed or minimum flight speed in landing configuration.


texts: How to reduce altitude in a passenger jet without gaining forward speed in an emergency?

texts: Assume the pilot is flying too fast and high for an emergency landing. What movement of the control surfaces must they apply to land the aircraft safely on the runway? I heard this type of manuever is also used in gliders and light aircraft


texts: Can you identify this aircraft photographed during solar eclipse 8/21/2017?

texts:
The following sequence of shots was taken about 9.5 minutes before the start of the eclipse, 1:12pm EST.

Shooting in burst mode off of a tripod - all 3 shots taken within 1 second. Burst mode is 14 frames per second, so it's reasonable to assume that these 3 photos were taken 1/14sec apart.

Exif:
Camera: Canon EOS1DX
Lens: Sigma 150-600mm Contemporary.
1/8000s, f/29, ISO 100, focal length 600mm. No filter.

First image: the aircraft is seen above the sun - no contrails.
Second image: completely different trajectory and a contrail (?)
3rd image: the aircraft is gone.

Zoomed in:


texts: Why are light aircraft engines so noisy?

texts:
I live near an airport where students spend a lot of time flying circuits. During the base leg, pilots can be heard reducing engine revs prior to the final left/right turn to line up with the runway.

I've often wondered why in this day and age light aircraft engines are not made quieter; the technology seems to be stuck in the 1960's.

Can engines be made quieter or is it so prohibitively expensive/bureaucratic to get an engine through certification that aircraft builders just use off the shelf engines?

What's the quietest light pilot trainer out there (and don't say glider, thank you!)?


texts: What effect would an air-to-air GPS jamming system have?

texts:
I just noticed an interesting AIC: NOTIFICATION OF GPS JAMMING EXERCISE – HEBRIDES RANGES DURING PERIOD 21 JULY - 1 AUGUST 2014.

PDF available on Eurocontrol (official) or Scribd (mirror).

The Ministry of Defence is planning a GPS jamming exercise:

  Jamming will occur across the 24 MHz bands centred around 1227.60 MHz and 1575.42 MHz. A Falcon 20 aircraft will be equipped with 2 high power jamming pods (1kw), one for each
  GPS frequency.

What effect would this have on a plane entering the jammed airspace?

Related: Can a GPS signal sent to a plane be spoofed?


texts: What is the function of activating an individual elevator on the B-1B Lancer?

texts:
This B-1B Lancer's picture I captured from this Youtube video. The control axes is from Wikipedia.

As we know, the three "conventional" axes are as follows:

Roll axis controlled by aileron,
Pitch axis controlled by elevators (both at the same time),
Yaw axis controlled by rudder.

Then my questions are:

What is exactly that purpose (the single elevator activation), and
How it work? Is there new axis of it?


texts: Why can we not use full throttle in a C172 when cruising at lower altitudes?

texts:
My flight training manual (FTM) says that at low altitudes we throttle back our trainers in order to not exceed recommended power settings.
But why is that? Is the air close to sea level just too dense for the standard Cessna 172 engine? And at 8000 feet it's just thin enough for us to cruise at full throttle?


texts: Are there examples (current or historical) of commercial aircraft seating arrangments beyond the standard today?

texts:
Excluding various first-class seating arrangements, are there any examples in history or today, of an airline that has implemented a non-standard seating arrangement?

For instance, most military transport aircraft contain just rows with passengers' shoulders inline with the bow and aft. Are there any examples of where a commercial airline has tried this arrangement -or any other type?

An extreme example would be an airline like a subway car (everyone standing up, just hanging on to something).


texts:
At night, some jet aircraft like Mirage 2000 leave a trail of discs behind in their jet, these are also known as Mach rings or Mach diamonds.

How are they formed and what atmospheric conditions govern their formation?


texts: What's that pipe at the exhaust of this engines?

texts:
On my last vacation, I took lots of photos from landing aircraft, and here are two showing the engine of two B737:

What is that pipe on the cone of the exhaust for?

I also saw them on other, larger aircraft.
Often, the exhaust looks like a large, black hole where you don't see anything inside. Maybe, those engines have such pipes, too, but you can't see them.

My guess is it's for cooling of the shaft or similar, as the exhaust gases should create a vacuum in the pipe.


texts: What does it mean to "lock on" to a DME ground station?

texts:
I was just reading about the working of the DME the other day and then I read a para which said:

  The aircraft interrogator "locks on" to the DME ground station once it
  recognizes a particular pulse sequence having the same spacing as the
  original interrogation sequence

Can anybody please elaborate on the above statement? I just want to know what is "lock on" and how does an aircraft interrogator lock on to a DME ground station?


texts: Why is "clearway minus stopway" used in V1 adjustments?

texts:
Illustrations and/or satellite imagery to explain the difference between clearway and stopway and explaining how they are used by turbine aircraft would be great.

From B787 FCOM.


texts: Why is carburetor heat unnecessary at full throttle?

texts:
Questions like How does aircraft design affect carburetor ice? show how carburetor mount point affects the relative passive heating of the carburetor by the engine, but I've never learned why full power eliminates the need for carb heat.

Looking at how Wikipedia depicts carb ice:

Regardless of the carb's mount point on the engine, high throttle wouldn't get rid of the ice on the throttle valve, heat generated by high throttle doesn't affect the temperature of the air flowing in.

Further, when the throttle is full open, there is a greater airflow speed across the neck of the carb and hence a greater temperature drop.

So, what explains why high throttle eliminates the need for carb heat in Lycoming/Continental engines?

Thanks!


texts: Do modern aircraft automatically manage the deceleration to Vref?

texts: Typically in most aircraft, the pilot manually reduces the speed gradually until reaching the landing zone/flare zone. Modern aircraft have FMC. Does the FMC automatically manage the speed gradually from a Vapp speed to Vref speed as calculated by an FMC in Autothrust mode?


texts:
When Canadians realized that it was a mistake to abandon their jet fighter program, why didn't they revive it?

Why wasn't Avro Arrow program revived ever?


texts: What's the best way to get started flying?

texts: I'm considering flying.  I'd like to find out what is the best way to start.


texts:
Now that we have jet engines and all, is there still a use for propeller based flight (besides helicopters)?

Most airlines nowadays don't use propellers, right?


texts: Categories of aircraft (A,B,C,D): Is it possible for an airplane to move into a different category?

texts:
Categories are defined for the Vat (Speed at threshold) which is Vso multiplied by 1.3, or Vsldg multiplied by 1.23 .
Since these speeds are related to the weight of the aircraft is it possible for an aircraft to start the flight in one category but then move into another one?


texts: Does ATC react to pilot position reports?

texts:
Following previous questions on position reporting:

When do pilots have to submit position reports?
What are pilot position reports?

Does Air Traffic Control somehow react to pilots submitting position reports, are they acknowledged or even repeated by ATC?

What is the exact phraseology of such an acknowledgement / confirmation (voice, CPDLC, and ADS-C)?

Edit & Update: The background of this question is commercial oceanic operations. As pointed out in the answers, there are multiple different position reports. This question mainly focuses on oceanic position reports via voice & CPDLC.


texts: Are electronic copies of aircraft logbooks acceptable for reconstruction?

texts:
This question about a pilot losing the logbook for an aircraft got me thinking about acceptable means to reconstruct logbooks. Reconstructing the logbooks is not a trivial process (or a cheap one). Aircraft logbooks can be lost, misplaced, or destroyed for many different reasons.

There is a big focus on electronic flight bags (EFB's) with electronic logbooks, some sites dedicated to providing electronic logbook services for pilots, but nothing about the airframe/engine logs themselves.

So the question is, would the FAA and potential buyers accept electronic copies of the airframe/engine logbooks as legal record equal in value to the paper copies?

Edit
I'm curious if digitizing old records (scanning) is acceptable for electronic records. The AC for digital records has a lot of emphasis on digital signing by the original signatory, but isn't so clear on the use of a scanned copy of a signature being an acceptable backup for paper records.


texts: Why are some parked aircraft angled away from the taxiway center line?

texts:
With all the aircraft parking going on these days images like this one have made me wonder why the aircraft aren't just parked nose-to-tail:

I realize that rotating the longitudinal axis can help in cases where you move the nose of one aircraft past the tail of the next aircraft. But most of the time the aircraft in the image above are far enough apart for that to be a benefit.

Here's what seems to be a more efficient example:

One thought is that it might be due to prevailing winds on the airfield? Or is this just specific to the A380 or the location?


texts: Is it possible to design a GA plane with a 5' -10' wing span?

texts:
We see sparrows with 6" wing span land on a dime, yet it seems there no GA planes you can buy or build from a kit with short bodies, short wing spans,
something with a 20' landing/takeoff roll, something with folding wings you can drive out of your garage, take off from your driveway ( if you live in a non built up area) and land almost anywhere at 20mph.

It seems like GA is dying, but I think a lot more people would be interested in flying if GA planes were way more useful.

Yes, there was the BD5 which was nice and small, not STOL though, the Alaskan bush pilots are taking off/landing in 10' ( yeah!!) in their super cubs, a standard Zenith 701 STOL which can take off in 25' with a good headwind, but all have large spans

Using the Cri Cri as an example

Cri Cri Monoplane: , I think it has a span of 15’ and a chord of 2’ for a wing area of 30 ft2.
Cri Cri biplane: Now imagine  converting it into a biplane with a span of 1/2 or 7.5’, same chord.
Cri chi triplane: Now take the Cri Cri monoplane and reduce the span to 1/3, or 5', same chord.

Why can't we have planes with 5-10' wing spans.

Is it impossible to design roll stability into a plane with such a short wing span?

Is there any other reason, like 50% effectiveness, etc. at low span due to span wise flow, instead of chord wise flow, etc.

Looking at Selig's work on multi element racing car wings, their spans are only 5', with a cl of up to 4.5!!  He does mention they need huge end plates to avoid span wise flow.


texts: What are the requirements for a small jet type rating in the UK?

texts:
Just out of curiosity, how would one go about getting a type rating for a small, twoish seater jet (for example the Viperjet Mk2) in the UK?

I've had a brief look but cannot find anywhere that offers such a thing.


texts: Is it possible to order or purchase a hardcopy of an NTSB report?

texts:
I am an independent researcher working closely with several NTSB aviation accident reports and would prefer a printed hard-copy. I realize I can print out all of the relevant sections of each report but was curious as to whether hard-copies are published by NTSB?
*Edit: I am working on a museum display which would include the presentation of a hard-copy of a report. The specific packaging by NTSB would be valuable to me in this context.


texts: Why did Airbus skip a few numbers when developing the A380?

texts: So at the time the A350 didn't exist so I will list the aircraft not including the A350. So it goes A300, A310, A318, A319, A320, A320, A321, A330, A340 then it skips to the A380. So why did Airbus skip a few numbers?


texts: Do I need to be 'current' or hold a medical to become a Basic Ground Instructor?

texts:
I want to become an aviation ground instructor BGI.
I hold a commercial, multi, instrument and F/E pilot certificate but haven’t flown in a long time.

Do I need to be “ current” to become a BGI?
Do I need an FAA medical?


texts: Would an aviation engineering background be helpful for a Flight Data Monitoring Analyst?

texts:
I am working now in the aviation sector and I am technical administrator for planning aircraft maintenance events. Recently I search for new opportunities and found "Flight Data Monitoring Analyst"? Could someone tell me should I have an aviation engineering background to qualify this job?

In their job description, candidates need to have bachelor degree and experience working in the aviation sector.


texts: Why is ram air not used for air conditioning in airplanes?

texts:
If the ram air is used for air conditioning, the airplane doesn't need a heat exchanger, cooling fan and cool the bleed air from compressor. So why do modern planes use bleed air cooled by ram air?
My guess would be mass of the air. The compressed air has more mass in small volume.


texts: Why does only the right outboard aileron on the A320/340 float up when the aircraft is in the emergency electrical configuration?

texts: When the A320/340's RAT is powering the aircraft's systems, the aircraft goes into its emergency electrical configuration; one of the effects of this is that the right outboard aileron becomes unpowered, and floats up.  Why does only the right outboard aileron go into the upfloat position?


texts: Can I pilot a plane while having a chronic mental health condition?

texts:
I want to claim to have flown, it is a dream of mine.

My medical condition disqualifies me from being a pilot. I have one of the following ADHD/OCD/depression/mania/bipolar. Is there a way I can fly as a copilot without a pilot's license?

I want something preferably cheap and not a simulator.


texts: Why the lift and drag coefficients for the simulations differ from the experimental value?

texts:
I am doing CFD simulations for NACA Airfoil 2415 using K-Omega SST model on ANSYS fluent. I am using an tetrahedral unstructured mesh with 20 Inflation layers on the wall. I have been comparing my result with the experimental data found in NACA 460 report. What I notice is that the values which I get using simulations are higher in comparison to the experimental data. The Reynolds number for which I am simulating is 3 million. Any reasons why the difference is?

https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930091108.pdf


texts:
I acknowledge my very limited understanding of flight mechanics, but at first sight something tells me that the CG of the Suntoucher solar aircraft concept lies too far before the main wing and the forewing is too small to attain satisfactory stability and maneuverability.
This geometry is not OK at all.
Question:
Did I miss anything?

The Suntoucher Solar Aircraft concept:

References:

wordlessTech
designboom


texts: Can I attach a camera to the outside of my aircraft in the USA?

texts:
I've been watching a lot of videos shot with mini cameras (like a GoPro) from outside the aircraft. Some look like they're mounted on or under wings, others from underneath the aircraft. This looks cool, I want to do it!

I know the FAA is pretty strict on unapproved modifications to aircraft and I've heard that attaching cameras can conflict with this. What should I know before I attempt to attach a camera to the outside of my aircraft?


texts: Could airliners' wings be thinner if no fuel were stored in them?

texts: I ask this question because wings are pretty thin overall, but I am curious if you could make them more thin.


texts: Will VR make large professional simulators obsolete?

texts:
I believe that with the new breed of low latency VR displays such as the Oculus Rift, as well as associated control peripherals, the days of the large simulator are numbered. Crews can train together from different locations and each can be on their own moving chair, much cheaper to actuate than a full-hydraulics cockpit.

Will VR based solutions replace simulators with physical displays for FAA certification purposes?


texts: What would it take to bring a more efficient lifting-body airplane design (possibly a BWB) to commercial market?

texts:
I know that the MAIN reason Boeing and Airbus are held back on this is the development costs. It costs a lot to even develop a slightly new design, let alone mass manufacturing it. But that's the thing: the plane needs to be manufacturable before anything else. Also, the two persisting problems associated with BWBs (cabin pressurization and low-speed control) must be solved. What are the other things that will need to be done to make this a reality? I'm starting to get bored of the classic TAW.

My question is different in the sense that it asks for ways to actually make it happen, as I'm a firm believer that it can be done.


texts: Can I use a personally owned aircraft in the EU for PPL flight training?

texts:
Can I use my own C152 to gain my PPL (EASA) with a qualified instructor?
Is this a considered a commercial flight?
Can you define a 'training flight'?
Is hour building a commercial flight?
If I use my private 152 how about insurance?


texts:
In a Swiss001 video, he said that the Twin Otter was a general aviation (GA) plane. But then in another video, he said that the Twin Otter was an airliner. Obviously, he's not a credible source, but it does make me wonder: Can airliners be GA aircraft planes at the same time?

(I mean, some airlines do operate King Airs to remote destinations)


texts:
Given that a stall results from the airflow over the top of the wing separating from the wing at high angles of attack, would it be possible to prevent, or at least ameliorate, a stall by deflecting the airflow downwards into the "dead zone" behind the wing using a curved/angled vane located just above the leading edge of the wing?

A rough illustration of what I'm thinking about:


texts: On a small/micro jet engine, can the turbine blades and vanes be made out of ceramic?

texts:
I am researching on how to make a small jet engine, and trying to figure out the materials for rotor and stator blades just after the combustion chamber so that they can hold up to the temperatures they will encounter.

I'm looking for cast repeatable shaped blades and trying to figure out what kind of forge or kiln to use.

My questions:

Should the blades vanes be nickel alloys or can they be ceramic so that dilatation won't make them interfere with adjacent parts?
Will the ceramic be too brittle?


texts: Which are the largest planes to have operated on an aircraft carrier?

texts:
In 1963, the C-130 was tested by the US Navy for air carrier operations. Have there been any other comparable or larger aircraft that have landed and taken off from the deck of an aircraft carrier?

By large, I am referring to two parameters: wingspan and weight.


texts: Are there any real life instances of aircraft aborting a takeoff or landing to avoid a vehicle?

texts:
I came across a fake video of an A380 closely avoiding a fuel truck. More details at Snopes including a link to the YouTube video.

While this video is not real, I'm interested in finding out if it's a realistic situation and if there are any real instances where accidents have been avoided because crew decided to abort takeoff or landing as a result of an unexpected runway intrusion as seen in the video.


texts: What is this seaplane shown in this photo?

texts:
I searched up into a seaplane page and found a particular seaplane photo that I have never seen before. While the other images showing other seaplanes do have the name, the description of this seaplane image, however, does not show its name. I also couldn't even see the registration on its hull.
So, is this seaplane possibly manufactured by Cessna? If not, then does anybody know what the name is?


texts: Can a non-A&P fabricate and install his own hydraulic lines?

texts: As a non-A&P, am I allowed to fabricate and install hydraulic fluid lines as part of preventive maintenance on an aircraft?


texts: When will I hear the sonic boom from a plane flying towards me?

texts:
When does a person first hear a plane, flying faster than the speed of sound, as it flies directly overhead? Yes, I know there is a sonic boom and I also know the plane will produce sound as it flies away from that person. But what about the sound that the plane produces as it's flying towards the person? Will the sound be different from the sound heard after the plane has passed?

My dad and I have discussed this and looked at a partial explanation on Youtube, but there wasn't anything - as far as we could find - on the sound produced when the plane was coming towards a person.


texts: Why doesn't a radar-equipped Tower say "radar contact"?

texts:
Most/all of the control towers in my area have radar displays, and I know from visits that it shows all the same things as in TRACON miles away--even aircraft on the ground.  I hear them occasionally tell both VFR and IFR folks to reset incorrect codes, so they're clearly looking at (and presumably using) the radar display, even in VMC.

So why don't they say "radar contact" like TRACON does?  It seems a little odd that you get a squawk from Clearance Delivery, and Tower checks the literal radar contact on their screen to make sure you got it right, but then you don't hear "radar contact" until talking to Departure.

Also, some busy airports will assign squawk codes to inbound VFR aircraft coming in directly rather than via Approach, but they don't say "radar contact" then either.  This seems even weirder since in that case nobody else ever will--yet you're obviously a radar contact on their screen, otherwise what was the point of giving you the code?


texts: How are Hurricane Hunter planes able to withstand G's as high as 6-7 G in turbulence if the plane is only rated for G loads much lower than that?

texts:
I found some conflicting reports on the G limit of the WP-3 Orion, but most sources say the G limit is 2.5 or 3 positive G, which would bring the ultimate load up to 3.7-4.5 G (as there is a 50% safety factor). Similar to the ultimate G loading on today's airliners. The WP-3 Orion is a modernized version of a commercial airliner called the Lockheed Electra. According to the Wikipedia article on the WP-3 Orion, they are not specially strengthened for flying into hurricanes.
There are reports of the WP-3 Orion experiencing G loadings well beyond the ultimate load with little to no damage during turbulence when it penetrated the eyewall, why is this?
https://noaahrd.wordpress.com/2014/09/15/25th-anniversary-of-a-hairy-hop-into-hurricane-hugo/
https://slate.com/technology/2014/08/interview-with-rookie-hurricane-hunter-joseph-patton.html


texts: Where are the fuel tanks located in an Antonov An-225?

texts:
Does anyone have answer for where the fuel tanks are located on the Antonov An-225?
(photo attached for explanation if anyone could)
Would love to know how many tanks are on the aircraft and how the system works.
*Please let me know if I've colored right sections on the wings indicating the fuel tanks positions.. if not, let me know which ones to modify.
Really appreciate your help!


texts: Can I land a helicopter by controlling only power, not angle of attack?

texts: With full RPM on my rotor system, can I land my helicopter using only the throttle? That is, by just reducing power rather than reducing the blades' angle of attack?


texts: Why would ATC issue a takeoff clearance and also tell the same aircraft to maintain visual separation at the same time?

texts:
I heard this from the Phoenix Sky Harbor airport tower years ago on a sunny and hot day.

Is it because the controller is able to take off aircraft more quickly by putting the responsibility on pilots to maintain separation, rather than use the standard separation requirement if ATC does it?


texts: Why did the Solar Impulse flight take so long?

texts:
The Solar Impulse just made big news for flying from Japan to Hawaii on a solar-powered plane in five days.

But five days seems really long. Let's do the math on that. The distance from Japan to Hawaii is about $6,611 km$, so $6,611 km/5 days/24 hours = 55km/h$

So it was flying an average of $55km/h$? That seems too slow to maintain lift.


texts: How does an inexperienced pilot handle G-Forces?

texts:
After reading this question and the linked article, I had some more questions about G-Forces on pilots.

The article says:

  The average, fit aviator has about a 3g "naked" limit, which comes
  from automatic tightening of blood vessels forcing blood to the brain.

I'm a private pilot, with no training with G-forces.  I'm average fitness (maybe even a little below average).

For the big 40th Birthday, I went to the Sky Combat Ace experience, doing simulated dog-fights in Extra 330LCs.

The instructors said that both my brother and I pulled in excess of 7G. (with no G-suits or anything beyond some grunting).

I'm not so sure I believe that now.  Were they blowing smoke to give us a fun experience?
Or could I have credibly pulled 7G for 10-20 seconds without prior experience?


texts: What is the maximum (unloaded) range of the Beluga XL?

texts: Airbus states that the range of the Beluga XL is 4000 km at maximum payload. Does anyone have a figure (or estimate) for it's maximum range with no payload?