As per subject are the effects created by turbulence on the aircraft different when the aircraft is banking or in level flight? By logic I'd say yes but would like some technical and practical explanation.
When in level flight I can imagine that the aircraft is moved laterally or vertically. What happens when these forces are applied from turbulence when the banking?
What are the consequences of turbulence having the aircraft banked, for example, on the lift produced by the wings?
Turbulence affects aircraft in the same way whether it is banked or not. The difference however would be the end result of the turbulence.
For example, if an aircraft were to encounter turbulence strong enough to roll the aircraft 20 degrees to the right, the end results would be a 20 degree bank if starting from level, but 45 degrees of bank if they were already in a 25 degree banked turn. If this were to happen it puts them closer to their stall speed because of the higher bank angle, and if they were already going slow and the airplane is at a low altitude, it could be a problem.
Fortunately, most turbulence strong enough to cause this while at low altitude is caused by the wake turbulence of other aircraft or microbursts, and we have pretty good procedures in place to keep it from being a problem these days. If they aren't at a low altitude it matters even less because there is altitude for the aircraft to recover even if it does get into an unusual attitude.
As per subject are the effects created by turbulence on the aircraft different when the aircraft is banking or in level flight? By logic I'd say yes but would like some technical and practical explanation. When in level flight I can imagine that the aircraft is moved laterally or vertically. What happens when these forces are applied from turbulence when the banking? What are the consequences of turbulence having the aircraft banked, for example, on the lift produced by the wings?
I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between 0/360 - 179, and when we fly between 180 - 359 we fly in an even flight level. But what should you do in other countries? Where I can find those rules? I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet. Where can I find this information?
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?
Sorry for the slightly strange question, but Ryanair (Europe's Largest Low Cost Carrier) decided that seat back pockets took too much effort and got rid of them, and it appears the sick bags in the process. So the question comes up... What happens when Ryanair flights encounter turbulence? I can hardly imagine the Flight Attendants handing out bags ad-hoc when it's sufficiently shaky to cause motion sickness among the passengers.
According to FAA rules, controllers are required to hold aircraft 2 or 3 minutes for wake turbulence under certain conditions. When is that wake turbulence hold required, and when are pilots allowed to waive it? What is the correct way to request a waiver?
Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter... actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so... ground level. Although I don't see any obstructions that high during this segment of the approach, as far as I know instrument approaches are supposed to guarantee a 500 ft obstacle clearance, do
WWII. They didn't have flight control computers back then, and the only control complaints I recall them having is that early versions had a tendency to flip over backwards when approaching stall speeds, well, that and the ground effects were pretty strong. But, no mentions of going into flat spins when going into hard maneuvers (that I recall). So how do they control that Y axis on flying wings...How do flying wings, like the B-2 Stealth bomber, actually keep themselves from yawing out of control without a vertical stabilizer? For the record, I assume this has to be a simple mechanics
have to inform them when I actually start down? AIM 5-3-3. Additional Reports a. The following reports should be made to ATC or FSS facilities without a specific ATC request: 1. At all times. (a) When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level. ... An Example - Say that a pilot is flying at flight level 340 100 NM from Wilmington VOR and gets the following clearance: ATC: N1234, cross Wilmington VOR at flight level 240 Pilot: Cross Wilmington VOR at flight level 240, N1234 or ATC: N1234
and then maintain straight and level for a good 3 to 5 minutes once you got past 12,000 (so people have oxygen to breathe when they jump). And if you can descend and maintain level flight, you might as well land. But what about in a light, single engine plane (think Cessna 172 or Piper Cherokee)? Engine failures in small aircraft, for example, seem to be more common, so you have more... out? It seems like a somewhat practical solution, yet I have never heard of anyone doing it. Why do pilots often try to find a road to land on or a lake to ditch in when trouble strikes instead
Piloting an aircraft, if skydivers cannot jump on a flight, what should I take care of when landing? Are there any special recommendations which should be taken into account?