Are control inputs different during autorotation?

Do any (heavy) helicopters have power-assisted controls? If so are those difficult to handle in the event of total power failure? How is the input during autorotation different from the input for the same attitude under power? E.g., during a given glide and flare to land are the rotor blade angles of attack and swashplate orientation identical to when the rotors are powered? Yes and yes. A certification requirement of helicopters with powered controls is that they have a manual reversion so that control can be maintained in the event o . . . [More]

Are control inputs different during autorotation?

Do any (heavy) helicopters have power-assisted controls? If so are those difficult to handle in the event of total power failure? How is the input during autorotation different from the input for the same attitude under power? E.g., during a given glide and flare to land are the rotor blade angles of attack and swashplate orientation identical to when the rotors are powered? Yes and yes. A certification requirement of helicopters with powered controls is that they have a manual reversion so that control can be maintained in the event o . . . [More]

Do pilots still not need additional simulator training to fly the 737 MAX?

Boeing added the MCAS system to the 737 MAX so pilots didn't have to go through expensive simulator training to get used to the changed flight profile caused by the engine redesign. Do pilots still not need that additional training now that the software has hopefully been fixed and the plane is cleared to fly again? One of the conditions for allowing the 737 MAX to operate again, was additional simulator training for all pilots. In principle, each aviation authority can make their own rules, but the 4 big western authorities worked to . . . [More]

Do pilots still not need additional simulator training to fly the 737 MAX?

Boeing added the MCAS system to the 737 MAX so pilots didn't have to go through expensive simulator training to get used to the changed flight profile caused by the engine redesign. Do pilots still not need that additional training now that the software has hopefully been fixed and the plane is cleared to fly again? One of the conditions for allowing the 737 MAX to operate again, was additional simulator training for all pilots. In principle, each aviation authority can make their own rules, but the 4 big western authorities worked to . . . [More]

How practical is mid-air cargo transfer?

Mid-air refueling is now commonplace and I have even heard that passenger transfer in mid-air has been possible for stunts.(https://www.quora.com/Could-you-transfer-from-one-aircraft-to-another-mid-flight). What is the practicality of mid-air cargo transfer? Question from user Peter Chikov at aviation.stackexchange.com. Answer: It's technically feasible to do this, there are mid-air capture systems already, developed to snag payloads returning from space (film, samples, etc) which are descending by parachute. There are fixed win . . . [More]

How practical is mid-air cargo transfer?

Mid-air refueling is now commonplace and I have even heard that passenger transfer in mid-air has been possible for stunts.(https://www.quora.com/Could-you-transfer-from-one-aircraft-to-another-mid-flight). What is the practicality of mid-air cargo transfer? Question from user Peter Chikov at aviation.stackexchange.com. Answer: It's technically feasible to do this, there are mid-air capture systems already, developed to snag payloads returning from space (film, samples, etc) which are descending by parachute. There are fixed win . . . [More]

Why arent aircraft cabins pressurized to sea level pressure?

  Although aircraft cabins are pressurized, cabin air pressure at cruising altitude is lower than air pressure at sea level. At typical cruising altitudes in the range 11 000–12 200 m (36 000–40 000 feet), air pressure in the cabin is equivalent to the outside air pressure at 1800–2400 m (6000–8000 feet) above sea level. Why aren't cabins completely pressurized, but instead to 6000-8000', seeing that many passengers wouldn't have to endure sometimes painful popping in the ears? Question An . . . [More]

Why arent aircraft cabins pressurized to sea level pressure?

  Although aircraft cabins are pressurized, cabin air pressure at cruising altitude is lower than air pressure at sea level. At typical cruising altitudes in the range 11 000–12 200 m (36 000–40 000 feet), air pressure in the cabin is equivalent to the outside air pressure at 1800–2400 m (6000–8000 feet) above sea level. Why aren't cabins completely pressurized, but instead to 6000-8000', seeing that many passengers wouldn't have to endure sometimes painful popping in the ears? Question An . . . [More]

XFLR5 vs AVL vs DATCOM vs OpenVSP

I am working on a model airplane and am coputing some of the data using software.I have already computed the general stuff using XFLR5 and AVL. My question is, is there any point for me to do the same in DATCOM and OpenVSP? To rephrase my question: Will they offer me more results / results for other different conditions? Or will I get pretty much the same stuff I got in the former two programs?Or maybe this question will be better: What is difference between those programs? What more do they offer over eachother?Thanks and have a great day!.Que . . . [More]

XFLR5 vs AVL vs DATCOM vs OpenVSP

I am working on a model airplane and am coputing some of the data using software.I have already computed the general stuff using XFLR5 and AVL. My question is, is there any point for me to do the same in DATCOM and OpenVSP? To rephrase my question: Will they offer me more results / results for other different conditions? Or will I get pretty much the same stuff I got in the former two programs?Or maybe this question will be better: What is difference between those programs? What more do they offer over eachother?Thanks and have a great day!.Que . . . [More]

Commercial operation certificate requirement outside air transportation

My question is about whether I need a part 121/125/135 certificate to perform commercial operation that is not air transportation.14 CFR 119.1 (a) says that part 119 applies to air carrier or commercial operator. According to the definitions in 1.1, both involve carriage of persons or property.So what happens, for example, if I post an ad to fly over your house in figure eight for you to enjoy for $200 an hour. In this case I'm getting compensated, I'm holding out for this operation, but it does not involve carriage of persons or property. . . . [More]

Commercial operation certificate requirement outside air transportation

My question is about whether I need a part 121/125/135 certificate to perform commercial operation that is not air transportation.14 CFR 119.1 (a) says that part 119 applies to air carrier or commercial operator. According to the definitions in 1.1, both involve carriage of persons or property.So what happens, for example, if I post an ad to fly over your house in figure eight for you to enjoy for $200 an hour. In this case I'm getting compensated, I'm holding out for this operation, but it does not involve carriage of persons or property. . . . [More]

How were MH370 debrises found in different and far locations?

After the start of the search for missing Boeing 777 several debrises were found in several locations (Réunion island, Mozabique, Mauritius, South Africa, Madagascar, and Tanzania). All the debrises were positively linked to a Boeing 777 plane and thus, to the MH370 flight. My question is that how does a single plane have several debrises in such far distances? Was it flying and losing its parts in the duration of its flying? Also, the debris found in South Africa was found in its southern coast. Does it mean it was the plane . . . [More]

How were MH370 debrises found in different and far locations?

After the start of the search for missing Boeing 777 several debrises were found in several locations (Réunion island, Mozabique, Mauritius, South Africa, Madagascar, and Tanzania). All the debrises were positively linked to a Boeing 777 plane and thus, to the MH370 flight. My question is that how does a single plane have several debrises in such far distances? Was it flying and losing its parts in the duration of its flying? Also, the debris found in South Africa was found in its southern coast. Does it mean it was the plane . . . [More]

How dangerous is flying in a single-engine plane?

Some people consider flying small planes very dangerous. Just how dangerous is it to fly in a light single-engine plane?. For example, how does the fatality rate compare to driving a car, riding a motorcycle?. Question from user xpda at aviation.stackexchange.com. Answer: I get this question a lot from people who are apprehensive about flying with a private pilot. I'm afraid I won't be reducing these fears in any way. Let's review some general statistics during 2008. Note, these stats aren't specific to li . . . [More]

How dangerous is flying in a single-engine plane?

Some people consider flying small planes very dangerous. Just how dangerous is it to fly in a light single-engine plane?. For example, how does the fatality rate compare to driving a car, riding a motorcycle?. Question from user xpda at aviation.stackexchange.com. Answer: I get this question a lot from people who are apprehensive about flying with a private pilot. I'm afraid I won't be reducing these fears in any way. Let's review some general statistics during 2008. Note, these stats aren't specific to li . . . [More]

The First Helicopter

The first helicopter is generally credited to Igor Sikorsky, a Russian-American aviation pioneer. Sikorsky designed and built the Vought-Sikorsky VS-300, which is considered the world's first practical helicopter. Here are some key details about the first helicopter: Design: The Vought-Sikorsky VS-300 was a single-engine, single-rotor helicopter. It had a coaxial rotor configuration, which means it had two rotors mounted one above the other on the same mast. The upper rotor provided lift and the lower rotor acted as an anti-torq . . . [More]

The First Helicopter

The first helicopter is generally credited to Igor Sikorsky, a Russian-American aviation pioneer. Sikorsky designed and built the Vought-Sikorsky VS-300, which is considered the world's first practical helicopter. Here are some key details about the first helicopter: Design: The Vought-Sikorsky VS-300 was a single-engine, single-rotor helicopter. It had a coaxial rotor configuration, which means it had two rotors mounted one above the other on the same mast. The upper rotor provided lift and the lower rotor acted as an anti-torq . . . [More]

The First Airplane

The first successful powered and controlled airplane was the Wright Flyer, designed and built by the Wright brothers, Orville and Wilbur Wright. On December 17, 1903, in Kitty Hawk, North Carolina, the Wright brothers made their historic flight, marking a significant milestone in aviation history. Here are some key details about the first airplane: Design: The Wright Flyer was a biplane, meaning it had two main wings stacked one above the other. The wings had a significant dihedral angle, which means they sloped upward from the center toward . . . [More]

The First Airplane

The first successful powered and controlled airplane was the Wright Flyer, designed and built by the Wright brothers, Orville and Wilbur Wright. On December 17, 1903, in Kitty Hawk, North Carolina, the Wright brothers made their historic flight, marking a significant milestone in aviation history. Here are some key details about the first airplane: Design: The Wright Flyer was a biplane, meaning it had two main wings stacked one above the other. The wings had a significant dihedral angle, which means they sloped upward from the center toward . . . [More]