Aircrafts - Page 4 - Recent Questions, Troubleshooting & Support

Depends on aircraft and altitude.

Its a business deal. You could contract for a fixed minimum period of time.

when someone designs an viable option.

Yes. There are propeller driven airliners in service today, mostly on short routes.

I have never heard of that (although maybe you should suggest it to them). I am fairly active on COPA (Cirrus Owner and Pilot's Association), and I have never heard it mentioned. I will tell you this - the parachute works. It's an emergency device, and the plane is rarely salvageable, and you *may* even get banged up - but the impact under canopy is almost always survivable. And that is far better than the outcome for most IMC loss of control or aircraft control failure situations in conventional aircraft.

Your subject choices are apt. But just bear in mind that, what Airlines are looking for when they say they are looking for future pilots, is exactly that (and nothing more). E.g; if at some point during the multi-staged interview process, you are given/placed into a scenario that is not 'on a plane', for instance. you're asked to role-play the role of a boss of a furniture factory, a disgruntled customer had phoned in and complained to your staff(a manager) about the color of paint used on a chair.. how do you resolve the issue? Answer: YOU must take that scenario and make it plane/pilot related. So Boss=Pilot, staff(manager)=Hostess, customer=passenger, color of chair=brand of soda served.. And then you resolve THAT scenario, and follow up by going back to the furniture factory scenario. THAT is the type of candidate that will make it through to the simulator stage of pilot assessing #YoureWelcome

Terminal 5 has a basement. I would look there first.

Send me some money and I will tell you the answer. Things that are free are not free. It cost you and me, time in our lives, for you to ask this question. I just used up some of my free time doing this.

Your question does not make sense. You are mixing terms. Maybe I can help if I understand your question better.

As long as the plane is equipped for icing, which all airlines are, there is not really any added danger to flying in snow. Braking on landing may be affected if there's any accumulation but they keep close track on braking ability as each plane lands at the airport. Snow won't affect the way the plane flies as long as the wings are clear of snow on takeoff.

amid is Russian

no but the flight engineer moniters fuel and electrical use hydraulic levels and apu operation

Usually it is airspeed of the aircraft. Each aircraft has different airspeed requirements for operation the flaps or landing gear. Usually that speed is determined by the airframe manufacturers and the design of the flap system component. You could built it strong enough to handle any airspeed, but a plane can only carry so much weight. If you built everything to work without any limitations you might have an airplane too heavy to fly. Designing a plane is a balance between lifting capability and weight. Both of these are important design parameters.

probably not

no more than there gross weight

the l-1011 cost more money to buy it was a safer airplane though

Your question is a good one - but the answer is much more complicated that you would expect. Think about driving your car from point A to point B across a city. Lots of paths - some shorter than others, but the shortest path may not be the quickest. Or the quickest may involve a toll road - and you may or may not be in a hurry. The usual most important factor (for commercial operations, at least) is to save money, while still arriving on time. Airplanes in the air are subject to the winds aloft, which will generally be at different strengths AND DIRECTIONS at different altitudes. Most airplanes operate more efficiently at higher altitudes (up to limits), but at those higher altitudes the plane may face stiffer headwind. Further, it costs time and fuel to climb to those altitudes, and you will not regain coming down as much as it took going up. [Think of a bicycle on hilly terrain vs. level ground.] So what's the answer? Well, for most trips the pilot will consider all these factors. They are taught during training how to plan the flight in terms of time and fuel required, and to include in that especially the winds at different altitudes. Then they will pick the altitude, whatever that is, that maximizes the results that they consider most important.

Actually, there are. Tracor Aerospace (now part of BAE) has a contract to turn them into target drones (called QF-4's), so the numbers are dwindling. The US military officially announce the decommissioning of the F4's (although actually doing so is still a work in progress, and some may still be serviceable). But the rest are unmanned drones. There are some foreign countries still flying them, as far as I know. Parts are getting hard to find (especially engine "hot section" parts). Unfortunately, the US deliberately destroys those parts, so they cannot be used to keep other planes flying. Some of those planes still find a home, however, as "gate guards" it airports around the country.

Until relatively recently the answer would certainly have been yes. The Antonov AN-2 was still being produced until 2001, and many are still in service carrying passengers and freight. Sukhoi Su-29 (and others in that line) are still in production (as far as I know). These are aerobatic aircraft with radial engines, made in Russia, and prized for their performance. I believe the newer Su-31 also uses a radial engine.

The answer is a bit complex. To a degree, what you hear is correct - but it does not quite mean what you might otherwise think it means. Consider your first job (maybe while in high school), working the drive-thru at McDonalds. It's a honest job, but most folks (especially youngsters) don't intend to do it for the rest of their lives. The expectations are that you will change jobs a number of times (hopefully for better jobs with better pay) before you are finally established in a career. Pilots are in a similar situation. For many pilot jobs, especially with getting to the airlines, it is all about the hours. Those hours represent both experience (and some hours are better than other - twin engine hours are better than single, and jet is better than piston). But paying for the hours yourself is beyond the reach of most people. So pilots who want a career with the airlines usually have to start at the bottom. They scrape up enough money to get their commercial license and instructor rating, and start instructing - often in a rental plane older than they are, and for so little money that they too are working the drive-thru at McDonalds. They accumulate enough hours (and contacts) to start helping out with late night freight delivery (called being a freight dog). Maybe get some charter work. Than a full time charter job. Move up from there to a small regional carrier or one of the charter jet companies. Then finally, if they are lucky, to the majors. And yes, this means changing jobs several times. Now understand, some pilots love instructing and may do that for their entire time. But for most, instructing and hauling freight and the rest are just stepping stones to their "dream job." Once with a major carrier they typically stay with that carrier if at all possible. Within the carrier, the pay and job quality and other perks are determined to a large degree by seniority. Switch to another carrier and you may lose all that hard earned seniority. [Pilots generally hate mergers and acquisitions, since that may affect their seniority, without them having any choice in the matter.] So yes, a freshly licensed commercial pilot may indeed change jobs a number of times on the way up - but probably no worse than a lot of other career paths.