As a follow up to "What is the measurement system used in the aviation industry?" which specified about measurement units during operations, another question that comes to my mind is: are there differences used in tools for maintenance and repairs for aircraft produced in different countries?
Although things have been standardized these days, in the automotive industry you still get differences in the types of tools that are required for repairs. For example, the old British cars such as Land Rover or MG used imperial spanners until not long ago (3/8, 5/16 etc) whereas other cars used more common metric spanners.
Does this apply also to aircraft? An example that comes into my mind would be the Avro RJ series.
According to a friend of mine that has worked as an aircraft mechanic for the last 30 years or so, it depends on the manufacturer. For example:
As a follow up to "What is the measurement system used in the aviation industry?" which specified about measurement units during operations, another question that comes to my mind is: are there differences used in tools for maintenance and repairs for aircraft produced in different countries? Although things have been standardized these days, in the automotive industry you still get differences... common metric spanners. Does this apply also to aircraft? An example that comes into my mind would be the Avro RJ series.
Is there a particular reason for which thrust vectoring is not used in airliners as with military aircraft besides weight and complexity factors? I understand that on military aircraft maneuverability is a core component but, by implementing this technique also on commercial airliners, wouldn't there be any benefit? For example one thing that comes into my mind would be reduction of stress on the tail of an aircraft at high speed/high altitude turns, thus reducing maybe maintenance. Another option would be increased safety, whereas if maneuverability would be compromised by loss of the tail
This is a followup to What is the measurement system used in the aviation industry? and related to this question from History. I can understand the arguments as to why adoption of SI units would not make sense for the general population, but aviation is a specialised business. All professionals are highly trained, and would (should) be well versed in both systems anyways, so the transition would... are the historical factors that lead up to the adoption of imperial units in the industry? Why are they still being used when widely accepted scientific standards exist?
, and the certificate, when exercising those privileges. I can't find that wording or anything like it relating to my radio operator's certificate in the CARS, the Radiocommunications Regulations...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
Inspired by a discussion in chat. Most GA piston singles are powered by either Lycoming or Continental engines. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots?
My only detailed experience with carburetors is in aircraft. I'm pretty familiar with the principles behind float-type carbs, but I recently saw a schematic for a "downdraft carburetor" with a choke valve. This got me curious, so I did a little research and found that what I'm used to is an "updraft carburetor", and that (according to wikipedia) they fell out of fashion in the automotive industry in the 1930s. Why is the updraft carburetor design so prevalent in aviation? Does an updraft carb actually have a choke valve? Images below to provide a little context for those of us who
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).
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss
Can my training in a Sport aircraft with a Sport instructor be used to fulfill the requirements to become a Private Pilot? As an example, assume I've started my training to be a Sport Pilot, but decided I'd rather be a Private Pilot.
the pilots get in? Is there some sort of manhole under the aircraft that can be opened to get inside with a sliding staircase or similar? Living in Africa, I have been to a couple of airstrips where these aircraft do land. Obviously all the airports had stairs but since we cope with some strange situations over here, the question came into my mind. What is the alternative should something go wrong...I see that big planes (for example B737, A319 etc and up) always need a staircase or a boarding tunnel in order for crew or passengers to enter the cabin since the position of the entry door is quite