Preflight checklists often contain the item
However, if the rudder is tied to nose-wheel steering, is it even possible to check if the rudder is correctly connected (unless have a rear window and can see the rudder during taxi)?
Every plane I've ever flown with a linked nose gear, the rudder will make noise when it hits the stops. On top of that, the nose gear linkage is disconnected when you use more than a certain degree of deflection. If you push the pedals past that point and feel resistance, your rudder is working.
Every small airplane that I've flown that uses the rudder pedals for nose wheel steering uses bungee cords or springs so that they will stretch when pushing the pedals without the aircraft moving. This allows the pedals to move without requiring the nose wheel to do so as well, and you can check them in the normal manner.
Larger airplanes that use the rudder pedals for nose wheel steering have a method of turning the nose wheel steering on and off, so the check could be done before the steering is engaged. That being said, most larger aircraft do the control check during the taxi (that's when most airliners are doing it) and there is nobody out there to make sure that the rudder is actually moving the correct direction. In my airplane, the response for the flight controls is "free and self-centering" (since we have hydraulic flight controls) and we don't verify the actual direction of rudder movement. That's a maintenance function.
It depends on the construction of the aircraft, if you have a linked nosewheel you generally cannot check this in preflight. Once you start up and are taxiing you would have a look out the back and check. When turning left I check compass, di, turn/bank all showing the correct response and rudder left. Vice versa for turning right.
Preflight checklists often contain the item Flight controls: Free and correct However, if the rudder is tied to nose-wheel steering, is it even possible to check if the rudder is correctly connected (unless have a rear window and can see the rudder during taxi)?
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).
The alpha vane is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation. Is the vane static or dynamic i.e. does it rotate along its central axis? Given that it has a significant surface area, I think that it would either: Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation Measure the force being exerted on it via a force sensor embedded in the surface Is either of these correct? In short, how
When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned as it was simply impossible to stall. What happened is this: when the airspeed dropped well below the power off stall speed we simply started to sink slowly with a nose-high attitude at about 35 KIAS. This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instru...
What should a pilot do to perform a successful emergency water landing, also known as ditching of a big commercial jet? Is there any checklist, or best practices, like "elevate the nose" or "retract the landing gear", to make it safer? Are commercial Jets buoyant?
An autobrake is a type of automatic wheel-based hydraulic brake system for advanced airplanes. The autobrake is normally enabled during takeoff and landing procedures, when the aircraft's longitudinal deceleration system can be handled by the automated systems of the aircraft itself in order to keep the pilot free to perform other tasks - Wikipedia How does the aircraft "know" when is time to activate the autobrake systems on a rejected takeoff and landing? Does it apply full brake to all the aircraft's wheels? Is it really used by commercial jets?
Inspired by this question. My knowledge concerning helicopters is quite limited: what is auto-rotation? are there other "rotations" possible? in what do they differ?
Based on the reading I've been doing of FAA's Next Generation Air Traffic Control (NextGen) plans, I've been wondering if and how radar systems will continue to be used for ATC as NextGen rolls out? Questions include: Is it correct to assert that radar coverage will effectively become a less precise, backup only, data feed? I am suggesting this because my understanding (which could easily be incorrect) is that ADS-B will mandated for most (everyone?) and so aircraft will be actively reporting their precise position without the need for a radar track. Will existing radar coverage eventually
If I understand correctly, when a plane transitions from takeoff roll to being airborne, it is not something that happens "by itself" when the airspeed is high enough, but is caused by deliberate pilot input somehow. Which control surfaces are involved in causing the plane to lift off? Is it an ordinary nose-up movement of the elevators? That is, the elevators create negative lift that pushes... lift with unchanged attitude, such as a symmetric aileron movement, or an additional flaps extension? And then after the plane is airborne it is rotated to climbing attitude? The descriptions I can