When I learned to fly helicopters, I of course spent significant time learning about and practicing autorotations.
The CFI at my school, who had around 15,000 hrs (that's right, fifteen thousand!) said a few times that practice, knowledge and currency are vital — but as long as you got the entry right (following which you can fly to the ground) and executed at least a decent attempt at the flare and cushion, you would survive. Is this a correct take on the survivability of an autorotation? Do fatalities arise primarily from errors during the autorotation entry or flare?
While you might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest and no post-crash fire.
If the pilot flubs the flare and landing, the result is frequently survivable. The reason is that even a flubbed autorotation will reduce the vertical speed.
Student and instructor walked away from this one:
might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest...When I learned to fly helicopters, I of course spent significant time learning about and practicing autorotations. The CFI at my school, who had around 15,000 hrs (that's right, fifteen thousand!) said a few times that practice, knowledge and currency are vital — but as long as you got the entry right (following which you can fly to the ground) and executed at least a decent attempt
With the new Boeing 787 where Boeing has provided the capability to swap engine types if the aircraft goes to a new operator quite quickly, I'm wondering if there are any interchangeable flightdecks? Say that you might have a legacy 737 for southwest, but an entirely different cockpit layout (containing the same capabilities) for a company which operates Boeing 787s as well, since the similarities would make training easier. I know a similar project was done on the DC-10s becoming MD-10s, as well as some Saudi MD-90s to be similar to MD-11, but both of these were long-time consuming
to switch to ground frequency with this clearance (assume I just landed)? N12345, right on E, cross 27 R, contact ground .9 Should I call ground (or switch frequency, so I no longer hear the tower) before or after crossing 27 R? My by-the-book assumption would be immediately, as there's no "then" or "after crossing" or similar, but somehow that feels wrong. I suppose normally it doesn't... wait a bit longer, but knowing myself, if I hadn't thought about it ahead of time I'd probably switch right away. The only reason I can think of for saying it this way is if 27 R is not an active
). The takeoffs and landings at (airport name) are subject to the following conditions: (List any applicable conditions or limitations.) Emphasis on the word TO, in (1). I interpret this as "You must be endorsed to fly solo TO another airport for takeoffs and landings." However, my instructor, and it would seem the majority of the instructors at my school interpret it as "You must be endorsed to fly solo... to another airport that is within 25 nautical miles from the airport where the student pilot normally receives training The student must be endorsed with something along the lines of: I certify
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot to actually be working or engaged. Assuming that my MEL allows me to defer the autopilot and still fly, can I fly in RVSM airspace? Some people however say that if you are in RVSM airspace that the autopilot must be working and engaged. Right or wrong?
I have a question regarding this Missed Approach Procedure Im in my final approach segment and reach DME 1.1 and the runway is not in sight so I start my Missed approach, how should it be executed? Since I have to hold I'd start a tear drop entry turning to heading 125° and then left turn intercepting 275° course inbound. This option sounds viable to me I first do a right 360° as charted (???) and going to the VOR and then starting probably a parallel entry into the hold. This doesn't sound viable to me Textual description is also clear about that 360° If it 1.) why would they chart
from fiction, but I'm wondering: Would there be any hints now in retrospective to suggest they were being followed? Their transponder was off of course, but I'm wondering if for instance there might be some radio interference or static from such as large aircraft behind them? Are there every any issues when refueling aircraft do this sort of thing? What is the resolution of radar? Would one...I just finished reading an interesting post where the author suggests that the missing Malaysian Airlines flight 370 could have 'hidden' under the cover of Singapore Airlines flight 68 to fly
to receive a minimum number of continued training hours? Do I have to fly a minimum number of hours? For instance, say I had enough money/time to go out and start the process of getting a private pilot certificate tomorrow, but I didn't plan to make use of it in the foreseeable future, would it cost me more in time and money than if I waited until I had plans to use it? This is assuming I live... the certificate from expiring, or (c) that I would have to commit to a certain number of hours (instructed or solo) per year to keep the certificate.
You are asked to fly a 91 owner trip to a destination. A 135 trip comes up after your owner flight. Does your 135 duty time start when company asked you to fly the 91 owner flight?