Looking around on the internet you can still find a lot of aged aircraft such as the 727,737-200,a300/310, DC9/MD8X and DC-10 that are still being used as freighters or in "poorer" airlines.
I suppose a lot of pilots that were certified on these aircraft are getting older and retiring. Would it make sense for a younger guy to get certified for these airplanes rather than running for a newer aircraft certifications where the competition would be harsher in order to pursue a career?
I suppose that these aircraft will still have service time left as converted freighters thus extending the retirement dates further on in time.
It doesn't really make sense to "go and get" a type rating for any large aircraft. A type rating on a 727 would be very expensive for most people, when the airline that needs pilots will likely train you when you're hired. If the bulk of people that have the rating are gone, and the airline needs pilots, it will either have to be very patient when searching for pilots, or it will train new pilots.
Looking around on the internet you can still find a lot of aged aircraft such as the 727,737-200,a300/310, DC9/MD8X and DC-10 that are still being used as freighters or in "poorer" airlines. I suppose a lot of pilots that were certified on these aircraft are getting older and retiring. Would it make sense for a younger guy to get certified for these airplanes rather than running for a newer aircraft certifications where the competition would be harsher in order to pursue a career? I suppose that these aircraft will still have service time left as converted freighters thus extending
Suppose that an aircraft is in an exigency or emergency solely related to aviation (ie not a medical situation). Moreover, suppose that some airline passenger believes that he/she can help... critical time surveying the control panel, but didn't apprehend the problem in time. I am dejected to imagine that a passenger might've straightaway discerned the discrepancy between their yoke.... Inherent in this question is the presumption that airline passengers would avail, and they may not, but here's a real-life instantiation. According to the Mayday episode on Air France Flight 447
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
I know that to be allowed to fly an aircraft as to be certified by an agency and that this one is not the same for European or American (for instance) aircrafts. What are the different steps that an aircraft designed to fly in Europe has to go through in order to be certified? Proof on the paper of some features? Ground tests (which one)? Flight tests (which one)?
Are there any LSA aircraft that are IFR certified? A LSA would be the perfect private commuter plane for an instrument rated private pilot. If not, what are the most cost effective airplanes that are IFR certified? Is there anything cheaper than a C172? Just to be clear: I am asking about aircraft that are IFR certified, meaning that they can be flown IFR in IMC conditions. I am also aware that there is a huge difference between different countries with regard to aircraft certification so my question is mainly about the U.S.
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).
Per FAR 91.307: Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds... So if I'm flying aerobatics solo, I'm not required to have a parachute. But if I have a passenger, both are required to have one. What is the rationale for that? I suppose that in something like a Super Decathlon, where the pilot must exit the plane before the passenger, it would be senseless to have one for the passenger but not the pilot. But is there anything more to this?
I know aircraft commonly have rotary actuators to extend and retract the flaps. I am not sure how many but I think I read two per flap on a 747. My question is what is the result if one actuator fails? I don't know if more then one needs to fail in order for a flap not to extend or retract. I am mostly wondering if could cause an aircraft turn-back because somebody told me it could. However that does not seem right to me. I thought the flaps are extended before take-off so that worst case scenario prior to flight is a minor flight delay to replace it. I suppose if it failed just prior
Here in Idaho we have a lot of mountains and desert areas where if I had to make an emergency landing or crashed it may take a very long time to find me. In that case I can see the benefit to opening a flight plan. But in areas where I'm flying over most or all populated areas, someone would see the crash well before they would start looking for me. In that case, are there other reasons to file and open a flight plan?
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 flaps down. After the wheels were on the runway he relaxed, never realizing that a plane is not landed until the switches are cut. Because he still had airspeed and because full flaps lowered..., a condition aptly described as dis-gusted. He would have dropped back on the runway, had not an alert co-pilot opened the throttles and saved both the day and the landing gear. He goes