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?
Perhaps trivial, but your landing weight will be higher than during a standard run sans skydivers, which will have an impact on stall speed, landing distance etc.
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?
airliners happen on take off and landing, and there is no time to parachute. In order to get to a position where 100+ people can successfully jump out, you'd most likely need to descend some 20,000 ft 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... 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
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?
I've never seen a 727's aft stairs open, but presumably, based on an Wikipedia image and common sense, they do reach the ground when the aircraft is on the ground. Furthermore, (as I understand... during landing, they would impact the ground during landing and, given the pitch, do more than scrape the ground and cause damage to the aircraft. However, DB Cooper's jump left the aft stairs open, and (as far as I can tell) it seems that the landing was uneventful besides the stress of having a hijacker potentially on board (although it's quite understandable if no one made any record of it, given
to synchronize a jump where temporarily for 0.5s they are airborne in relation to the plane. (NOTE: If idea of so many heavy passengers is troublesome to you, assume this is a cargo carrier with spring loaded "widgets" that have ability to be programmed to "jump" at once.) Questions: Can flight dynamics be affected due to the jump at ANY phase of the flight? What % of the typical (cargo/passanger) plane weight is the actual cargo (excluding fuel)? Does the location of the "jumping" cargo matter? Tail vs. Cockpit What happens if all pax/cargo suddenly jumped to tail or cockpit section
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... specifically for [II.A.2.] Total time in this make/model and/or approved FFS or FTD (Hrs.) Furthermore, according to the IACRA FAQ ("I'm a Designated Examiner. I noticed a mistake when reviewing the IACRA... 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
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?
In aeroelasticity, there are three main phenomena that one should take care of: divergence, aileron reversal and flutter. Each of them has an associated speed at which the phenomenon might start to occur. During wind-tunnel tests it is possible to increase the flutter speed to have access to the divergence speed first by using some small masses smartly placed on the wing. This is due to the fact that usually flutter speed is smaller than divergence speed. Is it always the case for aircraft (without additional masses on the wing)? If not do you have any example? If yes do you have
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
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...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