Aircrafts - Page 2 - Recent Questions, Troubleshooting & Support

Oh please.

Not sure that statement is always true, but: o Turboprops are generally less expensive, which means that they have a wider market of potential buyers. Look at aircraft like King Airs and TBM and Pilatus - all used as corporate aircraft, but also often owner flown and within the reach of the non-corporate buyer. o Turboprops are typically much less expensive to operate. The fuel burn is much MUCH less. The insurance is much less, and that insurance usually does not require a two-person flight crew. Basically, pure jets (Citations and on up) usually go faster, go higher (out of weather), and cost more to own and operate.

The DC10 was an excellent aircraft, with a long and successful service history. They are still flying in many countries, and in the US you see lots of them with the freight haulers. There were, unfortunately, a few (very few) high profile crashes - which is probably what you refer to. The infamous "engine drop" issue was bad maintenance - not a problem with the aircraft design. And the Sioux City crash (pilot Al Haynes) was caused by a truly unlikely event that simply proves that even low odds can happen. [An uncontained blade failure on the #2 engine ejected "just right" (or just wrong) and cut the one small spot where all the control surface hydraulic lines came briefly together.] The reason that DC10's are no longer in primary service is attributable to two things: 1. Older fuel hungry engines (3 of them), compared to the more fuel efficient twin engine design. And the changes to ETOPS regulations that now allow twin engine airliners to fly trans-ocean. 2. Certification of the aircraft with a three-person crew, in stead of the cheaper two-person flight crew common now. [The freight haulers get around this by cross training the loadmaster (only needed on the ground) to also be the flight engineer (only needed in the air).

Gliders (soaring aircraft) are designed to produce high lift at minimal airspeeds, with minimal drag. That is, for all airplanes there is a lift/drag curve that dictates the speed that produces the maximum lift for the minimum drag. Sailplanes have only the thrust given them by gravity, to produce the most wing lift. Add to that whatever updraft they can find, and that's what's keeping them aloft. To achieve this, they typically have long wings with a lot of what is called "wetted area" - the area affected by the airflow. Consider also that a major component of drag is a function of the velocity, and you discover that, just like in a car, it takes a LOT more power (thrust) to go 100 mph than 50 mph. The LSA speed limit is a legal one. I am not aware of any country that imposes a speed limit on sailplanes (other than that pertaining to the airspace that they are in). But generally sailplanes are not going to give you high performance speeds. And what does give you speed limits on sailplanes is going to be Vne (the never exceed speed), determined by the structural strength of the wings. I think you will find that the indicated airspeed (IAS) for most sailplanes is relatively low.

Yep.

I recently browsed a forum where this was debated by the FE believers vs normal OE people. (Obloid Earth). The FE'ers simply believe that photos, videos etc are hoaxes. :))

How much fuel would that be in pounds? Remember that the plane will need to get into the air, if it is too heavy it wont be able to takeoff. Also what if something happens that requires the plane to come back and land?

Not true. High marks will give you your choice of what you want to fly. So if you want to fly the F-22 make sure you get to the top 1% of your class. Same goes if you want to fly say the KC-135.

About as good as winning the lottery.

About $1mil.

• FAA Multi-Engine Airline Transport Certificate or Restricted Multi-Engine Airline Pilot Certificate
• 2500+ hours of total time minimum.
• If Military: >1000 hrs. Total Time. Turbine and PIC are flexible.
• 1500 turbine (jet) flight time min.
• 500 PIC turbine (jet) flight time min.
• Current FAA Class 1 Medical Certificate
• FCC Radio License
• No restrictions on International Travel
• Current US Passport
• Ability to pass a 10-year security background check and pre-employment **** and Alcohol test

Those are the minimum requirements for kalitta. As you can see with 6500TT & 4000+ CRJ time you meet the requirements. It all really comes down to the interview and the impression you leave with the interviewer. I'm with United and it was not so easy to get with them. But once you're in its good.

https://www.faaflightschools.com/missouri/

FGO to the RAF recruitment office and they will explain everything but you are still very young and reading your piece I think maybe very na?ve You cannot in this world just pick out the bits of jobs you want to do and expect company's RAF etc to tailor make jobs for you especially as you only want to use the RAF to save money!

Americans are more paranoid than the UK and also more likely to enter into conflict so they need to keep upgrading. Also as you may be aware Americans are obsessed with guns and killing why do you think so many children get slaughtered in their school;s As well as which the UK spends money on social care and the4 NHS Americans don't look after their poor they would rather have a "bigger gun"

I suspect that the idea of max climb plus glide is not a new one, and that, if it really were cost-effective on fuel, we would know about it.

James, There are navigation and softwares inside the cockpit so pilot can find easily as well as air traffic controllers will guide them so they can easily land there.... with regards, jaijith

From a pilot's point of view, every aircraft comes from the factory with a checklist of things to look at specifically before every flight to ensure airworthiness. It's generally called a walk-around inspection, checking flight controls for security and condition, tire condition, engine for obvious problems. propeller, fuel and oil quantities. and many other things. The walk around also includes checking to ensure all required paperwork is there including weight and balance, airworthiness certificate, aircraft registration, operator's manual. etc. I would also check the log book to verify the transponder check was done within the past 24 months and the annual or 100 hour inspection is current. From an A&P mechanic point of view much the same applies, however I would look much closer at the maintenance logs for engine and airframe.

Michele, Airbus 321 can't fly between LHR to JFK. Aircraft range is 5950km and the air distance between LHR and JFK is 8,112 km.. with regards. jaijith

Hacksaw

Spend your life actually living and learning how to really fly and stop wasting valuable time on video games. It will change your life. It did mine.