Aircrafts - Answered Questions & Fixed Issues

This is not a question, it is a statement! Ask questions by all means, that is why we are here.

The type rating is required in aircraft that need additional training. It is a safety of flight issue not a for hire issue.

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.

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.

Getting your aircraft pilot's license takes work (and money), but it is well within the reach of anyone of normal intelligence and physical ability. I've known college students who basically collected pop bottles for the deposit, and picked up part time work on weekends, and managed to get an hour or two of training every month or so. Took them a couple of years to get their license, but they managed it. For a normal category license, you are looking at about 40 to 60 hours of flight training (actual time in the plane). Not all of that requires an instructor. Once you "solo," you will be allowed to fly by yourself (with the instructor's approval). Often the training aircraft will be older and very basic planes - but that's just fine. It's the basics that you are learning. It takes lots of practice, and there is a lot of book learning (weather, regulations, principles of flight) as well. But you can do it if you want to. Most things that are really valuable take work.

If you're a citizen of the US, Try www.FaaSafety.gov.Or try www.wikiHow.com "Start Free Online Pilot Training with FAA Safety.gov"

They could. Lindbergh flew across the Atlantic without autopilot.

If you are flying level you climb. If it's a propeller plane and you don't add rudder to counter "P factor" you may also turn a bit.

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

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

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

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.

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.

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?