Aircrafts - Recent Questions, Troubleshooting & Support

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

Hello Everyone,

Generally, Ground Support Equipment is the support equipment usually found at the airport for aircraft and other terminal usages.
But some of the equipment is only used to service the aircraft for maintenance purposes

Everyone aware Ground Support Equipment means servicing and maintaining aircraft and other airport usages, Of course, correct But in-depth there are many tools and equipment involves for many factors to support and service the aircraft.

TYPES OF AIRCRAFT GROUND SUPPORT EQUIPMENT (GSE) :

Air Start Unit
Ground Power Unit
Aircraft Air Conditioning Unit
Static Frequency Converter
Electric Baggage Tractor/Apron Tractor
Load Bank AC/DC
Auxiliary Power Unit
And Many More

Here above I've mentioned the major key Ground Support Equipment which is used for Aircraft GSE Requirements.

So When you are selecting and purchasing Ground Support Equipment, Try to know the basic procedures and foundation for good Aircraft GSE.I hope I provided a short information about Ground Support Equipment used for aircraft

For More Information Air+Mak Industries.



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The demand for pilots within the next 10 years will be extremely high globally. You are correct, not many train engineer schools out there but as far as difficulty each have their bulk share of responsibilities for safe operation.

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.

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.

space has put an end to this type of spy aircraft and cost to operate is very expensive

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. :))

no they won't hire you because you need degree for that

what does this have to do with repairs???

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.

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?

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.

About as good as winning the lottery.

About $1mil.

• FAA Multi-Engine Airline Transport Certificate or Restricted Multi-Engine Airline Pilot Certificate
• 2500+ hours of total time minimum.
• If Military: >1000 hrs. Total Time. Turbine and PIC are flexible.
• 1500 turbine (jet) flight time min.
• 500 PIC turbine (jet) flight time min.
• Current FAA Class 1 Medical Certificate
• FCC Radio License
• No restrictions on International Travel
• Current US Passport
• Ability to pass a 10-year security background check and pre-employment **** and Alcohol test

Those are the minimum requirements for kalitta. As you can see with 6500TT & 4000+ CRJ time you meet the requirements. It all really comes down to the interview and the impression you leave with the interviewer. I'm with United and it was not so easy to get with them. But once you're in its good.

Egypt Air