The answer for How does wind affect the airspeed that I should fly for maximum range in an airplane? refer to a velocity/power-required curve. As far as I can tell, this curve can't be deduced from information in the flight manual. I suppose one could experiment and determine what power setting is required in order to maintain level flight at a bunch of airspeeds. (Or for a glider, record the sink rate, which is proportional to the negative of the power-required, at a bunch of airspeeds.) Would that be accurate enough? Are these curves available from the manufacturer?
This video shows a Hawker jet with the wing fluttering up and down like it's about to break. What can cause flutter like that? Can it actually cause a wing or stabilizer failure? How can flutter be prevented? What should be done if something like this happens?
How do I get permission to fly an airplane with a non-safety-related airworthiness issue, like being out of annual or having an inoperative radio in order to take it somewhere that it can be fixed?
If an airplane is already equipped for RVSM flight, how do we obtain a Letter of Authorization (LOA) for RVSM in order to actually fly in RVSM airspace?
If I'm watching an aircraft fly overhead and it becomes apparent to me that it is failing, what action can I take in response to this incident? For now I will leave this question generic as to location, but if it becomes necessary to narrow it down I am interested in the US specifically.
As an engineer I can explain in very technical terms exactly what makes an airplane fly, however, it isn't easily understood by non-technical people. How can I explain it to Grandma or a nine year old in a way that isn't really incorrect but is far less technical than what we learn as pilots?
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?
There are a number of different ways of taking off with a powerless hang glider, the most commonly used being either running down a hill or jumping off a cliff/platform. This is how I learned to hang glide and is the standard way of getting airborne for most hang gliders. However, I recently moved to the Houston, Texas which is extremely flat. As far as I can tell, there isn't a single hill tall enough to take off from within a 100 mile radius of where I live. How can I safely get airborne when I am on flat ground?
Runway 6 Circle Runway 1 Approach, cleared to land runway 1 If I fly the ILS (localizer and glideslope) until reaching circling minimums, especially in a category C or D airplane...If it were a beautiful sunny VFR day and you were cleared for a circling approach, can you begin the circle prior to the final approach fix/circling DH in order to maneuver visually to land? Here are two examples of situations where it would be very useful, and both are real life clearances that I have gotten multiple times: Example 1 - KASE Clearance: N1234, Cleared for the VOR/DME-C