Aircrafts - Page 5 - Recent Questions, Troubleshooting & Support
Why do air traffic controllers make bank?
From a pilot perspective, the pilot is ultimately responsible for all operation of the aircraft. This includes following all the instructions of an air traffic controller who often gives their radio commands so fast a stenographer couldn't keep up with it. Often an unbelievable amount of stress, but we can always ask them to repeat slower - though they frequently get a little sarcastic when you ask. Controllers, on the other hand, are responsible for sometimes dozens of aircraft in their sectors and many of them are not talking to the controller. I can imagine an equally huge stress trying to keep the planes that are talking to a controller away from the ones who aren't talking to the controller. So I'd call it fairly even.
10/19/2017 12:30:45 AM •
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Answered
on Oct 19, 2017
Why do so many pilots violate the rules and procedures of the traffic pattern at non-controlled airports ?
The AIM is not regulatory so there is not really any absolute rules to go by. The AIM does give procedures which should be followed but some pilots do not. In many cases they make it harder for the rest of us who do follow the AIM procedures. I was watching a YouTube video yesterday where a group of "supposedly" accomplished pilots flew a C172 from DAB to CDK. These hotshots proceeded to fly a 10 mile straight in to Cedar Key, not even apparently looking for NORDO traffic, thus ruining the trip as far as I was concerned.
10/19/2017 12:23:20 AM •
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Answered
on Oct 19, 2017
Why don t helicopters have ejection seats?
because if you eject up you will get chopped up in the rotors. it is safer to autorotate and land the helicopter. if you land hard, all the parts that fall off are thrown away from you.
10/10/2017 9:39:21 PM •
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Answered
on Oct 10, 2017
Is there any advantage to passenger jets carrying fuel in sealed tanks in their wings?
As the wings are lifted by differences in air pressure and gravity acts on the fuselage, the extra fuel load in the wings won't really affect the curvature. Rather, this is for the large storage capacity (volume) of the wings, and the safer option that your fuel tanks are outboard, rather than crew / passengers sitting directly on top of a "belly" tank. In event of a fuel-fire or crash, there is still a chance of fire being extinguished, or fuel-laden wings breaking away in a major crash. The spread-out mass of the wings also adds to stability by increasing the inertia.
9/21/2017 12:01:08 AM •
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Answered
on Sep 21, 2017
Is VFR with night vision goggles at night dangerous for civilian pilots?
14 CFR 61.1 (b) (12) and (13) Definitions-Night vision goggles and operations. 14 CFR 61.31 (k) Additional training required for night vision goggle operations. 14 CFR 61.51 (k) Logging night vision goggle time. 14 CFR 61.57 (f) Night vision goggle operating experience. 14 CFR 61.57 (g) Night vision goggle proficiency check. 14 CFR 61.195 (k) Training for night vision goggle operations. 14 CFR 91.205 (h) Instrument and equipment requirements for night vision goggle operations.
4/23/2017 1:26:53 PM •
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Answered
on Apr 23, 2017
Are there many Asian American pilots in the US?
Airlines from the U.S. contract pilots based on their qualifications and the right to work in the U.S. It is ilegal to discriminate against race, ethnic background, veteran status.
4/23/2017 1:21:19 PM •
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Answered
on Apr 23, 2017
Is there an instrument that shows the angle BETWEEN you and a VOR radial on a Cessna?
160 is the final approach heading to runway 18. You notice that this approach does not align exactly with the runway, you make a slight right turn to land. 115deg is the outbound leg heading for a procedure turn and 295 is the return heading from the procedure turn, from which you would turn 160 on final and fly the 160 line to the missed approach point. DME is required for this approach so you would either need DME or a GPS that can supply distance information. To fly this full approach (from southerly directions) you would fly to the VOR, fly outbound at 3000' MSL on a 340 heading for about 7 miles then turn left to heading 115 for 1 minute then right turn to 295 and intercept the 340 radial, turn right to 160 and descend to 2300' by GRAMA and continue descending to 1220" at 1.6 DME from the VOR. From that point, if you have the proper visual cues you may descend below 1220' to land, if you can't see the runway environment from 1220 feet at 1.6 DME then you must stay at that altitude until you do see it or you reach the missed approach point at .3DME. There's a very real reason that an instrument rating is required for IFR flight. It takes a lot of training and practice to learn to do it right - and even then you may not have it all correct. (I may well have missed something on this approach but I haven't been IFR current in several years)
4/10/2017 1:53:27 PM •
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Answered
on Apr 10, 2017
Pilot Career Help?
Usually, once you have a private pilot certificate you would go for an instructor rating and work as a flight instructor to build flight time (while making money). Along the way you could also be working on your commercial, multi engine, and air transport pilot ratings and certificates. It takes time to get into the airlines, mostly because you need to build flight time and experience. Even when you first break into the airlines the pay is kind of pathetic, but it builds quickly over time.
4/10/2017 1:52:50 PM •
Aircrafts
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Answered
on Apr 10, 2017
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