I'm pretty sure that there are no aircraft equipped with a brake on its nose wheel, however two of my colleagues think there might have been. Are there? Aircraft with retractable gear of course have devices to stop the wheels from spinning when retracted, but I'm asking about brakes used to stop or slow down the aircraft. Please don't consider aircraft with a tail wheel, gliders, experimental aircraft, or aircraft used for flight testing (certified aircraft only).
In a flight database that I'm working with on a project, there is a column of data called "flightCategory" with values "C", "G", "T", etc. Any idea what those actually mean? From what I understand, the database is from FAA. But I'm not 100% sure.
Another question lists the aircraft that are exempt from the EASA CPDLC rule. Is there a similar exemption for aircraft operating in the North Atlantic?
I'm very interested to learn if there are (m)any (major) (commercial) airports that have runways further away from the terminal(s) than Schiphol's Polderbaan. Which airport is "in the lead" in this respect? The northern end of the Polderbaan, the last runway to be constructed, is 7 km (4.3 mi) north of the control tower, causing taxi times of up to 20 minutes to the terminal. [...] Newest runway, opened 2003. Located to reduce the noise impact on the surrounding population; aircraft have a lengthy 15-minute taxi to and from the Terminal. Wikipedia
and that's why I don't hear reply, however on approach side much bigger distances are heard in my area) Thank you I did verify that indeed the aircraft that I don't hear read back from receives... different from standard departure frequency. The only thing that is not clear is if there is any rhyme or reason for which aircraft gets this special departure frequency and which doesn't. As pointed out in the question for some reason mostly it is "big" aircraft that gets this preferential treatment, but I am not 100% sure why.
Are there any considerations to take into account when flying around supersonic aircraft? I know that wake turbulence from large aircraft can pose a threat to smaller planes. Is the same true of the shock waves generated by planes in supersonic flight? For instance, do fighter pilots need to be aware of the shock waves caused by other fighter planes in the vicinity?
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.
Does time logged in these foreign-registered aircraft (cross country, etc) count towards US certificates or ratings? Or is it flight experience that should be excluded from an 8710?
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane... to linearize the equations and then apply control theory to it. For example, how are the left and right hand sides of eq. 4.70 from pp. 164 of the following book book is derived? I will appreciate a simple explanation of the above case. Edit: I am attaching two screen shots of two sets of equations from two sources. Links to the books are included below. Both sources state
Primary target: An aircraft not reporting mode-C, the only thing the controller has is the return on the radar. When a controller reports a primary target as traffic to other aircraft, the controller does not have the altitude of the target. Given this, I conclude that ATC radar does not have the altitude (angle-up) to the target, and only provides azimuth. So then without the altitude, how does the radar-system know where to put the target laterally on the screen? Example, a radar picks up a target that is 10 miles from the station. If the target is 0 AGL, the proper position would be 10