When operating under Part 91, taking off with an iced windshield is not permitted. It does not differentiate between IFR and VFR operations.
§ 91.527 Operating in icing conditions.
(a) No pilot may take off an airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost under the wing in the area of the fuel tanks if authorized by the FAA.
Now in the case that the winshield is simply covered in condensation (not ice), I'm not so sure about that, though it'd be pretty stupid to takeoff without heating the windshield and pretty much zero visibility for no particular reason. In that particular video though, that's definitely ice.
Looking at this video on Youtube, I'm wondering if it is actually legal to take off with a windscreen iced like that? For VFR this is a no go, but what about IFR and under what conditions?
Is it legal for large, multi-crew, aircraft (such as the A380 or B747) to go VFR? I would guess it's legal just as any other aircraft. Is this ever done, like during training or test-flights? If it isn't legal, what's the limiting factor? I'm talking real VFR from take-off to landing, not an VFR-on-top IFR clearance. As I don't have a spare 747 sitting around waiting for me to take it out for an afternoon spin, I'm interested more in the general sense, is it legal anywhere, and are airlines taking advantage of it?
Is there a legal definition of a "cycle" on a jet engine? We must log the cycles, and some maintenance is determined by cycles. From my understanding, this is partially because of the thermal dynamics of an engine cooling and then reheating, and partially because full takeoff power is used. The "usual" time that you log a cycle is when an engine is started and the aircraft then takes off (using full rated takeoff power), but what about unusual situations like: Engine shutdown and restarted in flight Engine started, aircraft takes off, and then returns for a low pass or a touch and go
I remember back in the 90's that commercial planes would line up on the runway, stop, apply full power and then release the brake to take off. Now I've been on flight where they've literally rolled from the taxiway straight onto the runway and then powered up without stopping. Why has that changed? What were the reasons for the older style?
special departure frequency by tower. Once tower clears aircraft for take off and hands them off to departure controller they use "departure" frequency to read back instructions. It is typically...I enjoy tracking air traffic at my local KORD. I listen on LiveATC and use my private virtual radar setup to get "real-time" traffic info. I understand which instructions need to be read back by the pilots per this question however on more than one occasion I don't hear read back on critical vector info on departure, despite the visual confirmation of instruction (pilot making proper vector
that they consider the training to have been completed in March. So what happens if a year passes and recurrent training is due. I don't make it in February or March, but the company schedules me for recurrent training towards the end of April. Is it legal for me to fly in April before I go to recurrent training? At this point, I don't meet 135.343 (because I am no longer within the required 12 calendar... holder's operations. Before that though, 14 CFR 135.323 states: §135.323 - Training program: General. ... (b) Whenever a crewmember who is required to take recurrent training under
and basically above you that is descending into you, we are not in contact with them – they have shut their responder off.' And at that time it kind of led us to believe maybe someone was coming into us in Sarasota, they saw us take off, they just stayed high and are following us at this point. We had no idea what the capabilities of the terrorists were at that point." Does having the transponder on just... protect the president whilst in the air? I have heard of TFRs for "VIP in the area" reasons — is that for AF1? I am guessing that the aircraft identification is blocked, but wouldn't they still need
airliners happen on take off and landing, and there is no time to parachute. In order to get to a position where 100+ people can successfully jump out, you'd most likely need to descend some 20,000 ft... as well land. But what about in a light, single engine plane (think Cessna 172 or Piper Cherokee)? Engine failures in small aircraft, for example, seem to be more common, so you have more... out? It seems like a somewhat practical solution, yet I have never heard of anyone doing it. Why do pilots often try to find a road to land on or a lake to ditch in when trouble strikes instead
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
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?