In As the Pro Flies, John R. Hoyt writes (pages 41-42):
Suppose we have to land in high, gusty winds. That's what happened to Pilot Z, who once landed his plane during such conditions with his flaps down. After the wheels were on the runway he relaxed, never realizing that a plane is not landed until the switches are cut. Because he still had airspeed and because full flaps lowered the take-off speed, a small gust of wind was all that he needed to begin flying again. The additional lift was enough to raise him 10 feet from the runway, and at that point he ran out of gust, a condition aptly described as dis-gusted. He would have dropped back on the runway, had not an alert co-pilot opened the throttles and saved both the day and the landing gear.
He goes on to state how much flap should be used in what conditions, and then he finishes with this:
Let us then raise the flaps in gusty or crosswinds as soon as the wheels touch down. To wait until it is time to taxi doesn't help slow the plane very much, and flaps do constitute a hazard in gusts. Besides, it is surprising how much a small pebble costs when it goes through a flap.
Is he right? Should flaps be raised immediately after touchdown in gusty conditions?
flaps down. After the wheels were on the runway he relaxed, never realizing that a plane is not landed until the switches are cut. Because he still had airspeed and because full flaps lowered... on to state how much flap should be used in what conditions, and then he finishes with this: Let us then raise the flaps in gusty or crosswinds as soon as the wheels touch down. To wait until it is time to taxi doesn't help slow the plane very much, and flaps do constitute a hazard in gusts. Besides, it is surprising how much a small pebble costs when it goes through a flap. Is he right
heading. He didn't complain, but I'm still not sure if that's what he wanted. A bit later I got a similar call (callsign) request QNE However, I was unfamiliar with that Q-code (as a private pilot in Europe you pretty much need to know QNH, QFE, QDM and QTE) and only later found out it means "pressure altitude". Q-codes suck. Anyway I said "Say again" and he came back and asked how many were...I recently had the opportunity to fly a PAR approach into Büchel Airbase in Germany. It was a ton of fun and I'll definitely try it again when I get the chance. However, as we were getting set up
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?
on a C182 that I wanted to rent in Florida and when I raised the flaps right after touchdown the instructor shouted "what the < beep > are you doing? You should never raise the flaps until you've...This question is about light, tricycle, single engine aircraft. I have made it a habit to raise the flaps right after touchdown (when the nosewheel is on the ground). My instructor used to do... of fiddling with the flaps lever (which is a something I don't even have to think about) My question is: Is it really a bad idea to raise the flaps that soon after landing? Or is it actually a good habit? (I
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 apparently I made it a little too wide because the GPS did not indicate I was 3 miles from the field until I was on final. At this point, I called the tower, reported I was on a 3 mile final and was given 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
On the question of Are pilots armed?, one thing this made me think is: for the few that are armed, are they allowed to bring their weapon into, for example, the UK? What is the procedure? Does the gun stay in the cockpit or does it need to be checked by security once on the ground? Presuming a pilot had to fire a gun over EU airspace, is he breaking the law?
I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my... plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume... would encounter if I need to change the tail number or model number of my checkride plane and listed hours therein, potentially long after IACRA submission?
Some light aircraft now have airframe parachutes. If a pilot does have to pull the chute on a Cirrus (for example), is the aircraft flyable or at least repairable after landing or is it a write-off? What G forces are involved in the impact? I realize that there are lots of possible variables here, but let's assume that the parachute deploys correctly and in plenty of time for a stabilized descent; touchdown is in 'ideal' conditions, i.e. on level, unobstructed ground; and impact forces are as described in the Cirrus CAPS guide: The airplane will assume its touchdown attitude to optimize
Why has someone not designed a landing wheel with a fin or fins on it so that the air will start the wheels turning before the wheels touch the ground? Wouldn't that preserve the tires longer from wear? Or would it make the control of the aircraft more dangerous in some circumstances, such as rain or snow, to have the wheels already turning when landing? If so, perhaps the fins could be manually or computer controlled for various weather conditions.
I know aircraft commonly have rotary actuators to extend and retract the flaps. I am not sure how many but I think I read two per flap on a 747. My question is what is the result if one actuator fails? I don't know if more then one needs to fail in order for a flap not to extend or retract. I am mostly wondering if could cause an aircraft turn-back because somebody told me it could. However... to landing that would be the other scenario and am not sure what the worst impact on a pilots ability to land would be (assuming one failed unit would prevent a flap extension?). Any experienced pilot