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.
Pyongyang airport has a runway that at the sight of it is a good distance away from the main terminal. The old runway is 3.5 kilometres, so I think you might be looking at a similar distance here.
It's a question of definition though, I think the Amsterdam measurement is as the crow flies rather than taxiway.
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
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... 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
wait a bit longer, but knowing myself, if I hadn't thought about it ahead of time I'd probably switch right away. The only reason I can think of for saying it this way is if 27 R is not an active...I've never had the opportunity to fly into a controlled airport with parallel runways, so I've never actually faced the situation. But, in the interest of being ahead of it, when would it be prudent to switch to ground frequency with this clearance (assume I just landed)? N12345, right on E, cross 27 R, contact ground .9 Should I call ground (or switch frequency, so I no longer hear
to another airport that is within 25 nautical miles from the airport where the student pilot normally receives training The student must be endorsed with something along the lines of: I certify that (First name, MI, Last name) has received the required training of section 61.93(b)(1). I have determined that he/she is proficient to practice solo takeoffs and landings at (airport name... (b) Authorization to perform certain solo flights and cross-country flights. A student pilot must obtain an endorsement from an authorized instructor to make solo flights from the airport where
Why is it that black boxes don't float? From what I gather the answer is: So they will not float away from a water crash site. The ping can be heard underwater with sonar. Finding the ping, finds the site. But why not have two black boxes one that floats and one that stays with the aircraft? That way if a plane is lost at sea, if we find the black box floating, we could use the data to find the other black box and the crash site. Plus the benefits of having a redundancy are enormous.
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 club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each... 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
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...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
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review...-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility of local fines/sanctions, are the remarks in the Airport/Facility Directory "regulatory" such as to require compliance, or are they advisory where compliance is encouraged but not mandatory?
This comes from a flight simulator experiment ages ago in the Boeing 737.... I'm on the runway. I engage the heading switch, followed by the altitude and thrust. The aircraft lifts off, although hardly in a clean rotation. Now I'm wondering: While it did work in the flight simulator, will the autopilot follow these commands in real life as well if I repeated this in a business or commercial jet? Is there anything stopping the autopilot from engaging a specified altitude or from following instructions which are utter nonsense?
Is there a Canadian law or regulation which requires me to have my Radiotelephone Operator's Restricted Certificate (Aeronautical) on-board the aircraft with me? This is what I've found so far... service only where the person holds an appropriate radio operator certificate [...] However, I can't find a regulation saying I need the piece of paper with me. An example of the wording Canada uses in its regulations to say that you need to actually have the document with you is at CARS 401.03 (1)(d) (regarding pilot licences): the person can produce the permit, licence or rating