Aircraft categories include:
I'm familiar with all of these except for weight-shift-control. What are they??
Basically, it's a powered hang glider.
Weight-shift control (WSC) aircraft means a powered aircraft with a framed pivoting wing and a fuselage controllable only in pitch and roll by the pilot’s ability to change the aircraft’s center of gravity (CG) with respect to the wing. Flight control of the aircraft depends on the wing’s ability to deform flexibly rather than on the use of control surfaces.
They're commonly called "trikes" and are literally big delta-wing hang gliders with a lot more structure and an engine. Check out a cockpit video of one in flight!
Aircraft categories include: Airplane Rotorcraft Glider Lighter than air Powered lift Powered parachute Weight-shift-control I'm familiar with all of these except for weight-shift-control. What are they??
Here are a few thoughts: 'Real' accidents happen much too seldom to be of any real measure, and they would have to be compensated for the number of passenger kilometers as well to be objective. Large airlines may have be involved in more accidents, but they have more aircraft. Many airlines low down on the reports had accidents many years ago. Avherald and the like may be good sources but emphasize that they don't report on all accidents. Different jurisdictions have different reporting requirements. What is a fair and unbiased method of measuring airline safety?
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss
This is what I know: $V_1$ is the takeoff airspeed after which the aircraft must take off, no matter what happens after $V_1$ has been reached. That's the easy part (I think). $V_R$ is the rotation airspeed Are there any other $V$-speeds? What I'm specifically curious about: Is $V_1$ related to runway length? Is there an absolute maximum $V_1$ for each aircraft type? If so, can it vary...? (this is the case for most light aircraft, but I guess the whole concept is not applicable in that case) What exactly is $V_2$? Is there a $V_3$? (and so on) Anything else worth knowing about $V$-speeds?
pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect...An aircraft's Aircraft Communications Addressing and Reporting System uses line of sight HF via ground stations or satellites to communicate with its base station. This system allows for three types of messages to be sent: Air Traffic Control Aeronautical Operational Control Airline Administrative Control Aeronautical operational control and airline administrative control messages
Inspired by this question. My knowledge concerning helicopters is quite limited: what is auto-rotation? are there other "rotations" possible? in what do they differ?
What should a pilot do to perform a successful emergency water landing, also known as ditching of a big commercial jet? Is there any checklist, or best practices, like "elevate the nose" or "retract the landing gear", to make it safer? Are commercial Jets buoyant?
will vary based on individual aircraft and location, as well as over time, but I'm looking for information that would help someone make the buy/rent decision. Prices can also vary geographically. I'm asking for the structure of the costs to start making a plan for cost analysis and diligence. For example, with an IFR aircraft, what costs are involved with keeping it current? ...It's easy to go online and look at prices of a Cessna 172, but what are some examples of how to breakdown the real world costs of ownership? how much other maintenance should you plan for? How
Following acceleration paramters are transmitted from Inertial Reference System (IRS) to Flight Control System (FCS) Flight Path Acceleration Along Track Acceleration Cross Track Acceleration Vertical Acceleration Unbiased Normal Acceleration Along Heading Acceleration Cross Heading Acceleration I only know acceleration based on the aircraft axis i.e lateral, longitudinal & Normal acceleration but what these acceleration paramters signifies?
So the answer in my mind is "of course pilots can fly circling approaches at non-towered airports" (seriously, I could swear that I've done it before, but then again I can't think of any specific examples....). That is, until I ran across this little tidbit in the Air Traffic Control Order while researching another question: 4-8-6. CIRCLING APPROACH a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers. So then the question becomes, why do they have circling minimums at non-towered airports?? No tower here. ATC