Aircrafts - Recent Questions, Troubleshooting & Support

space has put an end to this type of spy aircraft and cost to operate is very expensive

Aircrafts | Answered on Sep 25, 2020

Impossible, im helicopter and private jet maintenance and operator staff, so pilots make a brifing in each other, weather, flight plan, fuel and weight balance, distance of cities also alternate heliports or airports.

Aircrafts | Answered on Sep 11, 2020

The pilot in command is responsible for all operations of the aircraft.

Aircrafts | Answered on May 07, 2020

There are some speed limits for certain types of airspace. Airliners are always in contact with air traffic control and in order to keep the required separation of aircraft sometimes the controllers will ask the pilot to maintain an airspeed. More than likely you experienced a slowdown while your plane was beginning an approach, During approach controllers have to maintain specific spacing between aircraft and often must slow them down behind slower aircraft. Your plane very likely was slowing down from approx 570 knots to 250 knots or less for the approach.

Aircrafts | Answered on Feb 04, 2020

Becoming a commercial pilot does not *require* a college degree. And many folks are out there crop dusting, performing aerial photography, even teaching flying - all without a higher degree (and some probably without a high school diploma). However, it is NOT the path I would recommend. The higher up the ranks you climb, the more likely any particular institution (whether airline or other) is to want one - even if it really is not directly related to your flying work. With lots of entry level applications, it is just an easy way to weed out the bottom tiers. This is especially true of the airlines.
Also, do not forget that every commercial pilot flies at the risk of their Class II or Class I (the latter required for ATP "airline" flying) medical. I highly recommend that all pilots have a "backup" life plan for the day when they are no longer able to fly commercially.
There are two traditional routes to flying - military and civilian. The military will pay for you to learn to fly, and it is an excellent opportunity and career. But, you have to be accepted by them - and that means good physical and mental condition. And they are most likely going to want to see that you are on at least a path towards a college degree (ROTC, for example). Of course, they are also going to want a long-term commitment from you as well.
Civilian is usually "pay your own way" - at least for the beginning. You can get a pilot's license by working the drive-thru window at McDonalds (to pay for flight school), but it's a tough way to do it. And merely having a license is not enough - you need lots of hours (preferably in jets) to get hired by the major airlines. So that's a lot of time at low wages and strange times - or pay for more of your own training.
Lastly, some airlines do offer ab initio training (training from the beginning), but that is usually foreign (non-US) airlines offering jobs for their own countrymen. Lots of applicants, for a relatively few slots.
Bottom line: Flying is a wonderful career, but like anything else worthwhile - it takes lots of time and effort. If it is something you want to pursue, then don't be afraid of working long hours at perhaps multiple jobs to earn enough money to start getting your license. And then more hours and strange times at relatively low wages to make it into the airlines.

Aircrafts | Answered on Oct 31, 2019

Start by creating a better impression and at least use a spell checker mistakes as simple as that on an aircraft could cause serious problems

Aircrafts | Answered on Oct 31, 2019

It is MD11 not MD10! And the MD11 is a totally different airplane hence its own type rating. 737's are the same type but pilots still need to attend upgrade school if moving up to the max 8 from say a -200.

Aircrafts | Answered on Oct 31, 2019

you have to pay to play, and have permission to fly over

Aircrafts | Answered on Aug 17, 2019

money its all about the money why discount when you can charge full price.

Aircrafts | Answered on Aug 17, 2019

Many colleges offer flight training. Two that come to mind are UND and University of Cincinnati but there are many others. You might look into that as most airlines want a degree also. Regional airlines pay is garbage but you get raises pretty quickly as your time builds.

Aircrafts | Answered on May 23, 2019

A true helicopter is one of the more complex flying machines, pound for pound, that there is. And it is much more difficult to fly than a conventional fixed wing aircraft (about six times the workload for the pilot). Having said that, I am going to assume that you are thinking along the lines of "Hey, wouldn't it be great to put some parts together and have my own little helicopter for flying around." And yes, it would.

Specifically, most folks putting together a homebuilt aircraft or helicopter based around an automotive engine seem to like the engines in Subaru Jettas and the like. However, if you can get something like an IO-360 from Lycoming or TCM (perhaps surplus, parted our from an old airplane), that will produce more power per pound. But I warn you, a helicopter takes a LOT more than just hooking an engine to a rotor.

Probably a lot more practical - look into some of the ultralights. If you really want a helicopter-like vehicle, consider a gyrocopter. A heck of a lot simpler to build. With an "pre-rotate" feature, they can almost take off from a standing start, and have a very short landing roll. Look into a magazine called "Kitplane" for some ideas, and join EAA (Experimental Aircraft Association). Good luck, and fly safe.

Aircrafts | Answered on Mar 02, 2019

The demand for pilots within the next 10 years will be extremely high globally. You are correct, not many train engineer schools out there but as far as difficulty each have their bulk share of responsibilities for safe operation.

Aircrafts | Answered on Feb 01, 2019

Oh please.

Aircrafts | Answered on Jan 27, 2019

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.

Aircrafts | Answered on Jan 17, 2019

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).

Aircrafts | Answered on Jan 17, 2019

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.

Aircrafts | Answered on Jan 17, 2019

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