In the US, there's a TFR everywhere a designated VIP (US president or vice president) is going to be. When (most?) foreign VIPs visit the US, I don't think there are TFRs in place for them (unless the location coincides with our VIPs).
Are there TFRs (or international equivilents) in other countries when the US VIPs are there?
In the US, there's a TFR everywhere a designated VIP (US president or vice president) is going to be. When (most?) foreign VIPs visit the US, I don't think there are TFRs in place for them (unless the location coincides with our VIPs). Are there TFRs (or international equivilents) in other countries when the US VIPs are there?
After answering this question on History.SE, I started to wonder if it would be possible to find out even more detail about the plane now that its serial number is known. I have no idea what kind of flight records the US Army Air Corps kept, however. I know most flight logs today are kept by pilot, but I imagine there would be some way to trace what pilots flew a particular plane. I have no idea... about where the plane flew, and maybe (if I'm lucky) who flew it when and for what purpose.
In the US, the FFDO programme trains and permits pilots to carry a firearm in the cockpit. Do any other countries have a similar programme?
When flying a domestic US flight, an alternate airport is not required unless the weather is below specific minimums at the destination. What are the rules when on an international flight plan and leaving or returning to the US? In larger airplanes, carrying the extra fuel required to fly to an alternate (which costs money) is a little silly when there isn't a cloud in the sky and there are multiple airports in the vicinity of your destination that can be easily reached with your already required 45 minute IFR reserve. We should always have a plan for when things go wrong, but if it can
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 to taxi doesn't help slow the plane very much, and flaps do constitute a hazard in gusts. Besides, it is surprising how much a small pebble costs when it goes through a flap. Is he right
Does Russia still use the normative (Russian) brake friction when reporting Snowtams for their airports? What about former Soviet (CIS) countries?
It seems that you would use full power for takeoffs, but when I have heard of airline pilots using less than full power on takeooff. Wouldn't it be safer to use full throttle?
During visual flight conditions, when you see another aircraft in your path, you should strive to avoid hitting it. In shipping there are standard international rules about which way boats should turn in order to avoid each other. Are there similar rules in aviation?
The use of the phrase "going around" is specified by ICAO Doc 4444 as the phrase to use when we're aborting the landing and heading for another lap in the traffic pattern if we're on a visual or VFR approach, or the appropriate missed approach procedure if we're on an instrument approach However, in the US, I often hear the pilot saying "going missed" when breaking off an instrument approach. Is this standard phraseology in the US, or another one of those non-standard phrases which have gained footing? The 7110.65 only mentions the instruction "go around" (which incidentally is analogous
KORD airport for instance charges domestic vs international arrivals differently. I could see that this may have something to do with imports/taxes/tariffs etc, but why are the landing fees measured in \$ per 1,000lbs?