Ask A Pilot... - Travel (28) - Nairaland
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| Re: Ask A Pilot... by Nobody: 1:21pm On Sep 23, 2017 |
Impressive and massive amount of intelligence on here. I have read the whole thread in a matter of hours and I can say it was worth every second. Kudos to Mr Boeing and the rest. I'm quite familiar with some of the things here even though women are looked down upon in fields like these I have a question tho... 1.) Do commercial airlines allow for inverted flight under whatever conditions? If yes, is any airliner like the Boeing "family" capable of inverted flight? If no, Do we have pilots that have ever done that against the rules? What warranted such action? 2.) On the issue of G forces, are there such training for existing and aspiring airline pilots. Or is such training only for military service pilots? |
| Re: Ask A Pilot... by okikiosibodu(m): 2:32pm On Sep 23, 2017 |
Copied �AVIATION CORNER� _SUMMARY CHECKLIST_ *TOPIC* : _PERFORMANCE & NAVIGATION_ *SUB-TOPIC*: _AIRPLANE PERFORMANCE_ *PART B* : _WEIGHT & BALANCE_ •The maximum weight may be divided into categories such as maximum ramp weight, maximum takeoff weight, and maximum landing weight. •When performing calculations, the empty weight, moment, and center of gravity information is obtained from the individual aircraft's weight and balance records. •The pilot's operating handbook provides tables and/or graphs to help find the moment of occupants, baggage and fuel. •An overloaded airplane will have diminished performance. It will have a longer takeoff roll, lower angle and rate of climb, higher stall speed, reduced range and cruise speed, and a longer landing roll than a properly loaded airplane. •Moving the CG forward increases stability, due to the increased tail-down force required for trimmed flight. •The airplane will also stall at a higher speed, due to the increased wing loading. •If the CG is located ahead of the established CG range, the elevator may not have sufficient force to raise the nose for landing. •If an airplane is flown with the CG aft of the CG range, it will be less stable in pitch. •It will be difficult to control, and if a stall or spin is entered, it may be impossible to recover. •Even when an airplane is loaded within CG limits, its handling characteristics will vary with the location of the CG. *—> NEXT SUMMARY CHECKLIST* : _PILOTAGE & DEAD RECKONING_ *�AVIATION CORNER�* |
| Re: Ask A Pilot... by Nobody: 2:38pm On Sep 23, 2017 |
Plasmbob1: 1) Commercial airline pilots do not perform inverted flight because of a) Passenger comfort b) Commercial aircrafts auto pilot systems won't allow the aircraft exceed it's flight envelop especially the Airbus family where the pilot is just there to do checks and balances while the autopilot do most of the work. 2) During initial flight training civilian pilots undergo spin test maneuvers which amasses a considerable amount of G-forces, but military pilots are subjected to high G-forces during advance training due to the fact that they fly most times @ supersonic speed. 1 Like 1 Share |
| Re: Ask A Pilot... by okikiosibodu(m): 3:23pm On Sep 25, 2017 |
�AVIATION CORNER� _SUMMARY CHECKLIST_ *TOPIC* : _PERFORMANCE & NAVIGATION_ *PART A* : _PILOTAGE & DEAD RECKONING_ •Pilotage is flying by reference to landmarks. Sectional charts provide the largest scale and most detailed representation of visual landmarks for most cross-country flights. •The best checkpoints are those that cannot be mistaken for any other nearby features. •Select checkpoints that present a number of features to create a unique combination or a distinctive pattern. •Highlighting your course line on the chart will make it easier to follow. •Maintaining a constant awareness of your position will reduce your chance of becoming lost. •Pure dead reckoning is navigating by time, speed, distance, and direction calculations, without reference to visual landmarks. •A navigation plotter combines a protractor, straightedge, and distance scales for various charts *—> TO BE CONTINUED* *�AVIATION CORNER�* |
| Re: Ask A Pilot... by okikiosibodu(m): 3:45pm On Sep 25, 2017 |
Very curious.. Landing or taking off?
Support your answer 1 Like
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| Re: Ask A Pilot... by kingreign(m): 5:15pm On Sep 25, 2017 |
okikiosibodu:Taking off, no spoilers deployed, rather the flaps are pointed at an angle down to increase lift. 3 Likes |
| Re: Ask A Pilot... by okikiosibodu(m): 3:24pm On Sep 26, 2017 |
kingreign:You right bro. The angle of attack is also quite high for landing but ideal for a good climb 3 Likes |
| Re: Ask A Pilot... by okikiosibodu(m): 3:25pm On Sep 26, 2017 |
�AVIATION CORNER� _SUMMARY CHECKLIST_ *TOPIC* : _PERFORMANCE & NAVIGATION_ *PART A* : _PILOTAGE & DEAD RECKONING_ •Navigation logs help keep track of headings, times, distances, and fuel consumption during dead reckoning flights. •The true course must be corrected for magnetic variation, wind drift, and compass deviation to arrive at the compass heading. •The VFR cruising altitude rule dictates cruising altitudes above 3,000 feet AGL. •Required VFR fuel reserves are 30 minutes for daytime flights and 45 minutes for night flights. K •A VFR flight plan is a request that a search be started if your flight does not arrive at your stated destination. •If you become lost, climb, communicate, confess, comply, and conserve. �Remember the 5Cs *—>* *NEXT SUMMARY CHECKLIST:* *TOPIC* : _PERFORMANCE & NAVIGATION_ *SUB-TOPIC* : _NAVIGATION_ *PART B:* _VOR NAVIGATION_ *�AVIATION CORNER�* |
| Re: Ask A Pilot... by kingreign(m): 3:42pm On Sep 26, 2017 |
okikiosibodu: Reason why I don't consider the angle of attack is this; if the plane is landing or taking off at that angle, a tail strike would occur. The only reason why taking off at that angle is feasible are: 1. Test certification of the jet 2. Climbing high cos a tall obstacle is in front. |
| Re: Ask A Pilot... by okikiosibodu(m): 11:00am On Sep 27, 2017 |
Copied �AVIATION CORNER� _SUMMARY CHECKLIST_ *TOPIC* : _PERFORMANCE & NAVIGATION_ *SUB-TOPIC* : _NAVIGATION_ *PART B:* _VOR NAVIGATION_ • *VORs* only provide course guidance while *VOR/DMEs* and *VORTACs* also provide distance information. •There are three classes of VORs with different coverage areas — terminal, low altitude, and high altitude. •VOR radials and courses derived from radials are oriented to magnetic north and are depicted on most aeronautical charts using compass roses. •Before using a VOR for navigation, always identify the station using the Morse code or voice identifier. •To determine your location after tuning and identifying a VOR station, turn the course selector or OBS knob until the CDI needle centers with a FROM indication and read the radial next to course index. •To determine your course to a VOR station, turn the course selector or OBS knob until the CDI needle centers with a TO indication, and read the magnetic course on the course index. •The indications of a VOR receiver are not directly affected by aircraft heading. •To avoid reverse sensing, always set the VOR indicator to generally agree with your intended course. *—>* *TO BE CONTINUED* *�AVIATION CORNER�* |
| Re: Ask A Pilot... by okikiosibodu(m): 7:53pm On Sep 29, 2017 |
How Does Pilot Control The Plane From Cockpit.  you wouldn’t get very far on a flight without pilots: They’re the people who put all that sophisticated equipment to work. On commercial airlines, there are always at least two pilots, and on many flights, there are three. All airline pilots have had extensive training and flying experience, often as part of military service. The road from the first training flight to the airline cockpit is a long and difficult one, but for many pilots, this is the only way to go. To learn more about this career path, check out How Becoming an Airline Pilot Works. On an airliner, the pilot in command is called the captain. The captain, who generally sits on the left side of the cockpit, is ultimately responsible for everything that happens on the flight. This includes making major command decisions, leading the crew team, managing emergencies and handling particularly troublesome passengers. The captain also flies the plane for much of the trip, but generally trades off with the first officer at some point. The first officer, the second in command, sits on the right side of the cockpit. He or she has all of the same controls as the captain, and has had the same level of training. The primary reason for having two pilots on every flight is safety. Obviously, if something happens to the captain, a plane must have another pilot who can step in. Additionally, the first officer provides a second opinion on piloting decisions, keeping pilot error to a minimum. Most airliners built before 1980 have a cockpit position for a flight engineer, also called the second officer. Typically, flight engineers are fully trained pilots, but on an ordinary trip, they don’t fly the plane. Instead, they monitor the airplane’s instruments and calculate figures such as ideal takeoff and landing speed, power settings and fuel management. In newer airliners, most of this work is done by computerized systems, eliminating the need for the flight-engineer position. In the future, it will be phased out entirely. All three pilots in the flight crew have equal levels of training, but they usually have varying degrees of seniority. At most airlines, the career track is based almost completely on length of service. To become a captain, you have to rise through the ranks and wait until it’s your turn and a position opens up. Seniority also dictates the sorts of planes a pilot flies, as well as his or her schedule. Pilots who are relatively new to the airline will fly reserve, meaning they do not have a set flying schedule. A reserve pilot may have “on call” duty for 12 hours or longer at a stretch. In this time, the pilot has to be packed and ready to fly, because the flight scheduler might page them at any moment. If a pilot is called in, he or she reports to the airport immediately for a flight assignment (for many airlines, the pilot must be ready to go within an hour of being paged). Reserve pilots are called up when the scheduled pilot becomes ill or can’t make the flight for some other reason. The life of the reserve pilot is largely unpredictable: Pilots might spend several days on reserve and never get paged, or they might get paged every day. And when they report for duty, they could be flying over to the next state or they might be putting in a three-day trip to another part of the world. With this hectic schedule, it’s no wonder flights are occasionally delayed while waiting around for crew members to arrive. 2 Likes |
| Re: Ask A Pilot... by okikiosibodu(m): 11:36am On Oct 06, 2017 |
Copied *�AVIATION CORNER�* _SUMMARY CHECKLIST_ *TOPIC* : _FLYING CROSS COUNTRY_ *PART A* : _THE FLIGHT PLANNING PROCESS_ •You can decide to change, delay, or cancel a portion or all of your flight at any point during the flight planning process. •For detailed planning, you should use sectional and VFR Terminal Area charts. •You should calculate an approximate no-wind time enroute in order to provide the weather briefer with estimated times of arrival at airports along your route. •As part of your preflight activities, you should always conduct a personal evaluation of your fitness to fly. •Prior to every flight, you should perform a walkaround inspection using a written checklist to ensure that all necessary items are checked in a logical sequence *THE END* *�AVIATION CORNER�* |
| Re: Ask A Pilot... by Zipporah9: 10:07pm On Oct 06, 2017 |
bxboss:I would apply directly to a flight school if I were you. Aerocadet is a student recruitment agency. As with all agents, they're only after the commission they get off your payments to the flight training provider. I will not share my experience with them here, but you can inbox me privately. |
| Re: Ask A Pilot... by Nobody: 12:42am On Oct 07, 2017 |
Zipporah9:Thanks for the reply, I've sent u a PM. Since Aerocadet is working with Aviation College for pikit training I checked the price Aerocadet and Aviation College quoted so as to make sure I'm not paying extra, and the fees was the same. |
| Re: Ask A Pilot... by Zipporah9: 3:18pm On Oct 07, 2017 |
bxboss: For some reason I can't access my inbox so I sent you an email. Yes, fees quoted are the same, however, you will be required to pay 5% of your tuition plus $1750 to secure a spot on the internship programme and $500 enrolment fee to process your admission. They will send you a strongly worded agreement before you proceed. Going by this agreement, you stand to lose your deposit if you do not attend the course. As agents they receive a commission from the school not you. All I am saying is that you are careful. Like I said, I will not be sharing my experience publicly but I can assure you it hasn't been as fantastic as you see described on their website. 1 Like |
| Re: Ask A Pilot... by Nobody: 10:00pm On Oct 07, 2017 |
Zipporah9:I'm grateful. I've replied your mail |
| Re: Ask A Pilot... by M14A1: 2:22am On Oct 28, 2017 |
okikiosibodu:. |
| Re: Ask A Pilot... by okikiosibodu(m): 8:24pm On Oct 28, 2017 |
M14A1:It is taking off. The spoilers (used to reduce lift) are not deployed but the flaps are deployed (to enhance lift). The angle of attack (inclination) is also not ideal for landing, but quite typical for a take off. The plane is taking off |
| Re: Ask A Pilot... by Nobody: 3:38pm On Oct 29, 2017 |
. |
| Re: Ask A Pilot... by Nobody: 12:48pm On Nov 01, 2017 |
Being a pilot is a deadly job but these guys are really enjoying the extremes of technology.  I have a question.. I was checking up on the meaning of an aerodynamic stall and I read that a stall(which happens when an aeroplane wing(S) can not generate enough lift to fly the plane usually at low speeds) also happens at very high speeds I.e when the aircraft over speeds? Please how true is this? And any physical explanation? Please keep it simple ooh. |
| Re: Ask A Pilot... by Nobody: 1:22pm On Nov 05, 2017 |
In jet aircraft an overspeed results when the axial compressor exceeds its maximal operating rotational speed. This often leads to the mechanical failure of turbine blades, flameout and complete destruction of the engine. And in some cases can lead to structural damage. Stall basically is when the airflow over the wings breaks, causing loss of lift this usually is as a result of high angle of attack i.e when then angle of attack exceeds it's critical point. |
| Re: Ask A Pilot... by okikiosibodu(m): 8:59pm On Nov 25, 2017 |
Don't let the thread stall.... Keep her airborne.
A quick one..... Is this Helicopter taking off or landing? Support you ans
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| Re: Ask A Pilot... by okikiosibodu(m): 10:20pm On Dec 04, 2017 |
ThrowBackThursday: Meet 'Lebombo', Africa's first Boeing 747. This 747-200 was delivered brand new to South African Airways on 22 October 1971 as ZS-SAN. Her first revenue flight was on 10 December 1971 on Johannesburg-Luanda-London route. On 24 June 1995, Lebombo performed a low-level fly past over Ellis Park Stadium, Johannesburg at the Rugby World Cup final between South Africa and New Zealand bearing 'Good Luck Bokke' beneath her wings. Lebombo's last revenue service was Flight SA3061 from Lagos to Johannesburg on 24 November 2003. In 2004, Lebombo was retired and withdrawn from service after 32 years of flawless flying career. On 5 March, 2004 the old lady took off for her final flight and was flown to South African Airways Museum at Rand Airport in Johannesburg where she is currently on display. During her active flying days, Lebombo flew for 107,690 hours and made 20,304 landings. She covered a distance of 49.2 million nautical miles, consumed 962.2 million kilograms Jet A . 2 Likes
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| Re: Ask A Pilot... by emperordachris(m): 8:33pm On Dec 07, 2017 |
how do one become aircraft engineer |
| Re: Ask A Pilot... by Olisa4all: 8:59am On Dec 08, 2017 |
emperordachris: Erm, look for an accredited university that offers the course, apply for admission, pay school fees, pass all required tests and exams and voila! 1 Like |
| Re: Ask A Pilot... by sugah: 12:04pm On Dec 09, 2017 |
okikiosibodu:This is where helicopters are more Superior to planks. This could be take off, landing or just hovering. We cannot really conclusively tell with just this picture what phase of flight it is in. It might be landing...but it would have just completed the landing flare and settling into ground cushion to set down on the ground. Although the nose gear doesn't look like it's in the down and locked position. It might be taking off....the lift into a hover just before rotation...but it's not gone nose down yet so not certain. It might just be hovering.... something planks cannot do. 1 Like |
| Re: Ask A Pilot... by okikiosibodu(m): 9:27pm On Dec 09, 2017 |
sugah:We "plank" enthusiasts will assume that is a compliment  . I love your sense of humor ma. A quick one... Pls can you guide we 0enthusiasts on what to look out for when ascertaining whether a Rotary Wing (RW) is landing or taking off (eg in Fixed Wings, you look out for angle of attack, deployment of flaps and spoilers, and possibly the smoke emmited from the landing gear). We don't mind you supporting it with pictures. Also I observe in movies (esp counter terrorism movies), the nose of the helicopter tilts downwards when it is moving forward, and upwards when it is about to land.... It is so in the real world (I have not be opportuned to witness this physically)? Been a while ma, welcome back. Olisa4all..... Welcome back 1 Like |
| Re: Ask A Pilot... by Olisa4all: 10:06am On Dec 13, 2017 |
okikiosibodu: She has already replied with this bro sugah: |
| Re: Ask A Pilot... by okikiosibodu(m): 9:31pm On Dec 13, 2017 |
Olisa4all Pls do you mind pointing out the key points to me? It seems as if I am no getting it |
| Re: Ask A Pilot... by sugah: 3:45pm On Dec 14, 2017 |
okikiosibodu:Watch videos of helis taking off and landing. 1 Like |
| Re: Ask A Pilot... by okikiosibodu(m): 9:19am On Dec 24, 2017 |
Maths be like. A plane z travelling at 235km/hr south-west and d wind z blowing at 5km/hr south east,calculate d age of d pilot.. Maths why  2 Likes |
| Re: Ask A Pilot... by kingreign(m): 9:21am On Dec 24, 2017 |
okikiosibodu: 3 Likes |
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