Many larger airports (class Bravos) have a landing fee. What's the process for assessing and collecting the fees?
Example scenario: I offer to take a friend up for a scenic flight. He lives very close to a moderately busy class B airport while my home airport and FBO is over an hour away from him. I offer to fly into the class B airport to pick him up and then drop him off at the end of the flight.
Well, the short version is that there really isn't a standard (and this applies to small as well as large airports).
In short, call ahead to the FBO that you will be using and ask them what the fees are and whether or not any of them can be waived. They are used to this question and will have the information handy for you.
Many larger airports (class Bravos) have a landing fee. What's the process for assessing and collecting the fees? How do these landing fees work with general aviation aircraft? Where can I find out what the fee will be? Is it published? How will I be charged the fee? (Pay before leaving the airport, bill sent to my home, etc.) Is the landing fee a flat rate or is it calculated based on aircraft... for a scenic flight. He lives very close to a moderately busy class B airport while my home airport and FBO is over an hour away from him. I offer to fly into the class B airport to pick him up
Here's the scenario: I was a student pilot on inbound for landing at my home airport on my final solo cross country flight I needed before doing a checkride. At roughly 8 miles out to the north west... with the runway on final and get a feeling for how the winds were blowing since the ATIS reported them as being variable in direction. That said, what I ended up doing was making a wide base, except... clearance to land. After landing, I still had no idea I had done anything incorrectly as the controller made no indication to me. A few hours after I landed, my CFI sent me a text message asking me how
assume the following: A380 or (modern) B747 in typical 3-class configuration Full occupancy 12 hours flight time (or more) Here are the cost position I can think of right now: Fuel Aircraft amortisation In-flight crew salaries Ground crew salaries (boarding crew, aircraft preparation and cleaning, luggage loading, etc.) Catering Various insurances Airport fees (landing tax, etc.) Overflight fees Administrative cost (managing/issuing tickets, etc.) What am I missing? What would be the absolute (and relative) cost budget for each of these? Bonus question: in airline operations
I was looking through my virtual radar logs one of the days and found this "glitchy" ADS-B behavior. I am almost 100% sure that this is not due to my antenna or setup since two independent different radars confirmed this weird behavior from FlightRadar24. Also A/C before and after this one did not exhibit this behavior. Does anybody have any thoughts as to what may be happening??? Why...: UPDATE: This seems to be related to THIS aircraft. The explanations given (GPS->INS->GPS switching) still applies in my opinion, but wanted to give another screen shot. Here it is today (3/30/2014
Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else? I read that Mode C altitude is based on pressure altitude, i.e., set to 29.92" ... but presumably that's adjusted at the ATC facility based on the current pressure before being used for altitude enforcement. This begs the question, what would stop one (hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude? So to summarize: How are airspace violations detected: What data input is used? If Mode C reading
For fun I want to build a flight simulator at home. What are my options from most basic toy environment to more realistic set-up. Great if you can give for each solution a basic indication of cost (software / hardware), and if appropriate the space needed.
I am searching some airports databases and I find some airports with the same IATA code with different ICAO codes. Is it mistake in the database? Is it OK? For example: Beaufort MCAS - Merritt Field (ICAO KNBC IATA BFT) Beaufort County Airport (ICAO KARW IATA BFT) Edit: Another example; Paamiut Airport (ICAO BGPT IATA JFR ) Paamiut Heliport (ICAO BGFH IATA JFR ) Another example with 40 km between them: Desierto de Atacama (IATA: CPO – ICAO: SCAT) Chamonate (IATA: CPO – ICAO: SCHA)
In Rickenbacher's autobiography he tells of his flight across the Atlantic in a B-17 after WWII. They ended up running out of gas as I recall, making a water landing in the middle of the ocean. They were stranded for about a month before being rescued. In the early post-WWII era, how was it that they were able to find him at all? What factors contributed?
What does ATC do when there is an emergency? This could be a tower or an ARTCC being evacuated or otherwise unusable. How do they decide whether to close the airport/airspace? What do they do with the traffic, whether they do or don't close? On this related question, it turned out that Newark closed because of smoke in the tower. Another user posted an interesting anecdote about another tower being evacuated, so I thought it warranted a question.
reduced on the pilot. Does trimming do anything other than reduce pilot workload? Also: Do modern aircraft still follow this concept of trim to reduce pilot's continuous force on the flight controls? Apart from pilot workload and fuel efficiency (I know that trimming an aircraft can produce drag), what other benefits does trim offer? Without trim tabs, how is trimming accomplished? ...I know that historically pilots used to trim an aircraft to relieve continuous application of force during climb/cruise/descent, and at that trim tabs existed on control surfaces (elevator, ailerons