"Spatted undercarriage" refers to streamlined fairings on fixed landing gear. They're also known as "wheel pants", although when it comes to comparisons with clothing "spats" is certainly more accurate, as they only cover the top of the wheel, not the entire gear leg.
The term is semi-common in the US, but I've mostly heard (and used) "wheel pants" when talking about landing gear fairings.
The landing gear should be down in order to qualify as a stabilized approach. Other than that, what are the guidelines on when to deploy landing gear on approach?
The Socata TB-family wikipage lists the TB-9 and TB-10 as having "spatted undercarriage". What does that mean? From the pictures it appears to be a normal tricycle-gear-setup so I assume it's not referring to the layout of the landing gear.
What is the black pod starboard of the front landing gear on this F-16-I? At first I thought that it was a laser finder, but upon closer inspection it seems to resemble some type of short cannon. What might it be?
Is it just my imagination, or is it a fact that many large airliners actually touch down "crabbed" on difficult crosswind landings? Here's what I mean: http://www.youtube.com/watch?v=OtnL4KYVtDE (watch at 01:10) Or this: Is the main landing gear specifically designed to allow this? Is it recommended or discouraged by the manufacturer?
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...). The airframe, seats and landing gear are all designed to absorb the impact energy.
I've noticed that on almost all aircraft (Boeing, Airbus etc.) the nose gear rotates forwards for retraction. However, on a some aircraft, in particular a few Russian models, the opposite is used: the nose gear is rotated towards the rear for stowage: (this includes the Tu154, Tu134) Is there any logic behind this decision? I imagined it was better to place it folding forwards, such that the gear was assisted into place by the air, especially for manual free fall. Looking at pictures of the TU-154 with its gear down, there seems to be plenty of space forward.
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..., 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
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?
When moving to and from the runway, does a large passenger aircraft turn by changing the thrust difference on its side engines, or by turning the front landing gear to a different angle? If it is by turning the front landing gear, through what device does the pilot control the angle?
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).