Aircrafts - Popular Questions, Answers, Tips & Manuals

To link the Futaba FF6 T6X with the GWR-8M receiver, you need to follow these steps:

1. Turn off the transmitter and the receiver.
2. Connect the GWR-8M receiver to the servos and the battery.
3. Turn on the transmitter and set it to PPM mode.
4. Press and hold the Link button on the GWR-8M receiver.
5. Turn on the receiver while still holding the Link button.
6. Wait for the LED on the GWR-8M receiver to turn solid, indicating that the binding process is complete.
7. Release the Link button and turn off the receiver and transmitter.
8. Turn on the transmitter and then turn on the receiver to confirm the link has been established.

Once the link is established, you should be able to control the servos using the Futaba FF6 T6X transmitter. If you encounter any issues, refer to the user manual for both the transmitter and receiver for troubleshooting tips.

Oh please.

give the flight number and destination....then only possible to recall'

Really depends who you think your audience is. Lay people may just want to know how a plane flys or why certain things happen on commercial flights. Pilots may want to learn about skills/ratings they havent acquired yet, recent incidents.

Most headset and aircraft mics have noise cancelling because between engine and wind noise it would be difficult to understand the pilot without it. To use the noise cancelling mic it must be very near the lips

here ya go... http://www.explainthatstuff.com/jetengine.html tis physics.

The pilot of the aircraft with the compressor stalls was calling "mayday mayday mayday" then explaining his problem. The response was the tower acknowledging the mayday call and telling the pilot that he's cleared for any runway that he needs.

They could. Lindbergh flew across the Atlantic without autopilot.

He would be stretching himself too thin to do it all at once. Airport police chief would require all his time spent on the ground, so being a pilot is possible, it would be impractical.

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.

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.

its all about relative motion and being part of the earth atmosphere system, the plane is matched in speed with the earth. its the same reason we dont fly away when we jump up.

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

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. :))

It's difficult to make broad generalizations about the attitudes and beliefs of all F-14 Tomcat pilots, as individuals may have had different experiences and perspectives. However, it is true that the F-14 Tomcat was a highly capable fighter jet and was widely regarded as one of the most dominant and effective planes of its time. Many F-14 pilots were proud of their aircraft and their training, and saw themselves as part of an elite group of aviators. The plane's advanced technology, long range, and sophisticated weapons systems made it well-suited for a variety of combat scenarios, and the pilots who flew it often pushed the plane to its limits. That said, it's important to note that all branches of the military have highly trained and skilled pilots, and there is a great deal of respect and admiration across the various services. While there may have been some friendly competition or rivalry between different types of planes or units, it is not accurate to say that one group of pilots is inherently better or more skilled than another. Each branch and each aircraft has its own unique strengths and capabilities, and all serve an important role in the defense of the country.

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).

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.

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.

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

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.