These are calculations which I use to know when to descend and the Rate:
Multiply the ALT of feet to lose by 3 and $Groundspeed\div2\times10$ will give you your required rate of descent for a 3° glide slope. For example:
How do I calculate without using tangents for degrees, other than 3: 2,5; 4; 5 ...?
In my last question I got it wrong, even though through math the answer was correct.
These are calculations which I use to know when to descend and the Rate: Multiply the ALT of feet to lose by 3 and $Groundspeed\div2\times10$ will give you your required rate of descent for a 3° glide slope. For example: FL350 to FL100 => 25,000 ft down $25\times3=75$, so start at 75 nm GS = 320 kts => $320\div2\times10=1,600$ => -1,600 fpm is your desired rate of descent. How do I calculate without using tangents for degrees, other than 3: 2,5; 4; 5 ...? In my last question I got it wrong, even though through math the answer was correct.
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 weight or some other factor? I've heard that the landing fee is generally waived if you buy a few gallons of (overpriced) gas at an FBO, is that true? Example scenario: I offer to take a friend up
I enjoy tracking air traffic at my local KORD. I listen on LiveATC and use my private virtual radar setup to get "real-time" traffic info. I understand which instructions need to be read back by the pilots per this question however on more than one occasion I don't hear read back on critical vector info on departure, despite the visual confirmation of instruction (pilot making proper vector... instruction acknowledgement? (Other than read back?) Is it possible that the reply is somehow on a different frequency? Is this just a problem with LiveATC? (One theory is that A/C leaves receiver coverage area
I've heard three methods you should use in a multi-engine aircraft when engine-out, each recommending a different amount of bank: Wings level, hold aileron to maintain roll and correct using rudder. Ball centred, ailerons flush and correct using rudder. 5 degrees bank angle, hold aileron to maintain roll and correct using rudder. Which one of these will result in the highest climb rate, and are there any advantages to other methods which don't give the best climb rate?
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... 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?
upwards (duh!), but even after the captain comes on the PA with "we have now reached our cruise altitude", the aisle continues to point a few degrees upward. Usually it's only at "we're starting our descent into XYZ" that the body returns to a more or less horizontal pitch. Why is this? I have some hypotheses, but don't know which, if any, of them hold truth. It's just how the aerodynamics happen.... Passenger jets are deliberately designed such that they never need to pitch lower than horizontal in a routine descent, lest passengers might panic and think they're nosediving to their death. (Also unlikely
There are two sides I've heard when taking off in a Cessna 182 or other small airplane with a normally aspirated engine driving a constant speed propeller: As soon as your wheels are off..." as to when you should perform this power reduction (inches off the ground or 700-1,000 feet), and if so, have there been actual studies that say why one way is better than the other, or is this one...), but on the flip side, I've heard that if an engine is going to do something funky, it's probably going to happen when you do a power reduction, or otherwise do something. I personally want all the power I
for ATC to issue a descend via clearance, though I could be wrong about the second part. Some charts say "VERTICAL NAVIGATION PLANNING INFORMATION" before the expected altitude, so my assumption is that these altitudes are strictly for planning purposes and allow a top of descent to be calculated. My questions are: When you enter the STAR in the the FMS, will it pre-populate the expected altitude... were at JHAWK 15,000ft landing south, and Kansas City Center or Approach told you to "descend at your discretion, maintain 8000", would you (or the FMS) make any attempt to cross RUGBB at 12,000 even
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)
Note before reading further that I'm asking this question purely on theoretical grounds, though you are more than welcome to talk about practical aspects as well. Now, my question. It's common... that is just impossible, no matter what? For the purposes of this question, we shall assume the following: there is only one runway, so a reciprocal turn is required (we shall assume 210 degrees) the aircraft has a flaps up stall speed at MTOW of 75 knots the aircraft has a best glide ratio of 1:12 at 100 knots Alternatively, if you have any other information that is more akin to a real aircraft