Question: why do pilots purposely fly low

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade
 Landing
Pilots should always exercise extreme caution when landing a plane to protect themselves and their aircraft, however they may have to be extra careful when landing a low wing plane. Because the wings of a low wing aircraft are so close to the ground, pilots must be absolutely certain that they are avoiding all obstacles that may be on the ground. Colliding with a taxiway light or a tie-down as you are attempting to land a low wing plane could damage the wings. Fortunately, pilots that fly high wing aircrafts do not have to worry about this as much because the wings are much higher off of the ground. The Pilot’s View
One of the best parts about being a pilot is getting to see the world from an entirely new angle. But unfortunately, many pilots find that they are unable to get a good look at the world below if they are flying a low wing plane. This is because the wings on this type of aircraft block the view of the ground, so pilots can only clearly see what’s in front and above them. However, you won’t run into this problem with a high wing plane. Pilots will have an unobstructed view of the world below, so if this is important to you, choose an aircraft with high wings. Safety
As a pilot, you probably try to avoid thinking of the dangers that flying, but it’s important to think about these things so you can prepare for the worst case scenario.

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish

The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade

Landing
Pilots should always exercise extreme caution when landing a plane to protect themselves and their aircraft, however they may have to be extra careful when landing a low wing plane. Because the wings of a low wing aircraft are so close to the ground, pilots must be absolutely certain that they are avoiding all obstacles that may be on the ground. Colliding with a taxiway light or a tie-down as you are attempting to land a low wing plane could damage the wings. Fortunately, pilots that fly high wing aircrafts do not have to worry about this as much because the wings are much higher off of the ground. The Pilot’s View
One of the best parts about being a pilot is getting to see the world from an entirely new angle. But unfortunately, many pilots find that they are unable to get a good look at the world below if they are flying a low wing plane. This is because the wings on this type of aircraft block the view of the ground, so pilots can only clearly see what’s in front and above them. However, you won’t run into this problem with a high wing plane. Pilots will have an unobstructed view of the world below, so if this is important to you, choose an aircraft with high wings. Safety
As a pilot, you probably try to avoid thinking of the dangers that flying, but it’s important to think about these things so you can prepare for the worst case scenario.

Why Do Planes Fly So High?
“Why Do Planes Fly So High?” • The length of the flight also plays an important role. The cruising altitudes for short flights are usually less as compared to the cruising altitude for longer flights. • Flying too close to the clouds may make it hard for the pilot to see and cross winds may lead to air turbulence. • Flying low means more bug and insects on the wind shield which again can make it hard for the pilot to see in front and reduce visibility. • There is less friction at higher altitudes, less friction and higher air speed causes engines to burn less fuel therefore it improve fuel efficiency allowing the airplane to travel further. • Also, at higher altitudes, the air is less dense, therefore the aircraft can run more effectively
• Best fuel efficiency occurs when the plane gets into the mid 30’s +
• High altitude means less power is needed to propel the plane and at 40,000 feet the engines are just above idle power. These were just some reasons why aircrafts travel high up in the air. So you know now, that this is nothing to be worried about; good airlines take all safety measures to guarantee you have a safe and pleasurable trip. And even though you may be high up in the air, do not forget that the pilots operating the plane are experienced and know everything there is to be known in order to help you reach your destination at the earliest without any inconvenience.

Why Do Planes Fly So High?

• The length of the flight also plays an important role. The cruising altitudes for short flights are usually less as compared to the cruising altitude for longer flights. • Flying too close to the clouds may make it hard for the pilot to see and cross winds may lead to air turbulence. • Flying low means more bug and insects on the wind shield which again can make it hard for the pilot to see in front and reduce visibility. • There is less friction at higher altitudes, less friction and higher air speed causes engines to burn less fuel therefore it improve fuel efficiency allowing the airplane to travel further. • Also, at higher altitudes, the air is less dense, therefore the aircraft can run more effectively
• Best fuel efficiency occurs when the plane gets into the mid 30’s +
• High altitude means less power is needed to propel the plane and at 40,000 feet the engines are just above idle power. These were just some reasons why aircrafts travel high up in the air. So you know now, that this is nothing to be worried about; good airlines take all safety measures to guarantee you have a safe and pleasurable trip. And even though you may be high up in the air, do not forget that the pilots operating the plane are experienced and know everything there is to be known in order to help you reach your destination at the earliest without any inconvenience.

Why Do Planes Fly So High?
“Why Do Planes Fly So High?” • Altitudes are defined in relation to number of feet above sea level. Pilots need to aware of the terrain over which they are flying. For example, twenty thousand feet may be suitable for southern Florida but it may not be the same if the aircraft was flying over mountains. • Cruising altitude would also depend on weather. Pilots receive weather reports and request alternate cruising altitude from air traffic control to avoid air turbulence. • The length of the flight also plays an important role. The cruising altitudes for short flights are usually less as compared to the cruising altitude for longer flights. • Flying too close to the clouds may make it hard for the pilot to see and cross winds may lead to air turbulence. • Flying low means more bug and insects on the wind shield which again can make it hard for the pilot to see in front and reduce visibility. • There is less friction at higher altitudes, less friction and higher air speed causes engines to burn less fuel therefore it improve fuel efficiency allowing the airplane to travel further.

Why Do Planes Fly So High?

• Altitudes are defined in relation to number of feet above sea level. Pilots need to aware of the terrain over which they are flying. For example, twenty thousand feet may be suitable for southern Florida but it may not be the same if the aircraft was flying over mountains. • Cruising altitude would also depend on weather. Pilots receive weather reports and request alternate cruising altitude from air traffic control to avoid air turbulence. • The length of the flight also plays an important role. The cruising altitudes for short flights are usually less as compared to the cruising altitude for longer flights. • Flying too close to the clouds may make it hard for the pilot to see and cross winds may lead to air turbulence. • Flying low means more bug and insects on the wind shield which again can make it hard for the pilot to see in front and reduce visibility. • There is less friction at higher altitudes, less friction and higher air speed causes engines to burn less fuel therefore it improve fuel efficiency allowing the airplane to travel further.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 He landed safely but was in a lot of trouble with his CO. Months later we lost an aircraft hitting a logging cable, but the pilot safely ejected. I remember practicing low-level flight over the water off the Philippine coast. We flew as fast and as low as we possibly could. We maybe rationalized that it was for training to dodge SAMs over North Vietnam, but I think we did it mostly because it was thrilling. We used to leave wakes in the water, then pull up, look back to see who had the best wake. There is an aerodynamic effect called g round effect. It is the reason that sometimes an aircraft will tend to “float” down the runway after flaring, instead of touching down sooner. On some of these extreme low-level flights, I would experience ground affect. I would get so low that I could feel resistance and pressure if I gingerly pushed the stick slightly forward and any lower.

How low can a fighter jet fly safely? - Quora

How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson

He landed safely but was in a lot of trouble with his CO. Months later we lost an aircraft hitting a logging cable, but the pilot safely ejected. I remember practicing low-level flight over the water off the Philippine coast. We flew as fast and as low as we possibly could. We maybe rationalized that it was for training to dodge SAMs over North Vietnam, but I think we did it mostly because it was thrilling. We used to leave wakes in the water, then pull up, look back to see who had the best wake. There is an aerodynamic effect called g round effect. It is the reason that sometimes an aircraft will tend to “float” down the runway after flaring, instead of touching down sooner. On some of these extreme low-level flights, I would experience ground affect. I would get so low that I could feel resistance and pressure if I gingerly pushed the stick slightly forward and any lower.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 Although visual illusions (misperceptions) or a basic lack of hand-eye flying skills can cause ground impact, the vast majority of accidents are caused by a lack of proper TASK MANAGEMENT. Not knowing or forgetting: WHAT to look for, WHEN to look for it, WHERE to find it, or HOW to use it are basic ingredients of almost all low altitude accidents. In short, the pilots placed some MT ahead of TCT. This misplaced priority or task saturation occurs when the existing task loading requires more capability than we have available at that particular moment. We can only do so much at any given point, and the acceptance and ability to detect this in ourselves is a requirement for low altitude survival. The level of effort expended by a pilot to maintain terrain clearance tasking is affected by four major factors: 1. Maneuver: Bank angle, “G” loading and speed.

Although visual illusions (misperceptions) or a basic lack of hand-eye flying skills can cause ground impact, the vast majority of accidents are caused by a lack of proper TASK MANAGEMENT. Not knowing or forgetting: WHAT to look for, WHEN to look for it, WHERE to find it, or HOW to use it are basic ingredients of almost all low altitude accidents. In short, the pilots placed some MT ahead of TCT. This misplaced priority or task saturation occurs when the existing task loading requires more capability than we have available at that particular moment. We can only do so much at any given point, and the acceptance and ability to detect this in ourselves is a requirement for low altitude survival. The level of effort expended by a pilot to maintain terrain clearance tasking is affected by four major factors: 1. Maneuver: Bank angle, “G” loading and speed.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, runni
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About a micron above the height that isn’t safe any more. There’s an old adage that the ground has a PK (probability of kill) of “1”. While I am aware of events in which airplanes survived a tap with the ground, it’s generally bad to hit trees, mountains, etc. FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, running detection and weapons systems, etc… all while flying low. All of these activities compete for your brain power and can make it difficult to pay attention. Think what a distraction your phone is while you’re driving— it’s not even close. “

FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, runni
Continue Reading
About a micron above the height that isn’t safe any more. There’s an old adage that the ground has a PK (probability of kill) of “1”. While I am aware of events in which airplanes survived a tap with the ground, it’s generally bad to hit trees, mountains, etc. FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, running detection and weapons systems, etc… all while flying low. All of these activities compete for your brain power and can make it difficult to pay attention. Think what a distraction your phone is while you’re driving— it’s not even close. “

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade
 But unfortunately, many pilots find that they are unable to get a good look at the world below if they are flying a low wing plane. This is because the wings on this type of aircraft block the view of the ground, so pilots can only clearly see what’s in front and above them. However, you won’t run into this problem with a high wing plane. Pilots will have an unobstructed view of the world below, so if this is important to you, choose an aircraft with high wings. Safety
As a pilot, you probably try to avoid thinking of the dangers that flying, but it’s important to think about these things so you can prepare for the worst case scenario. In general, low wing aircrafts have an advantage over high wing aircrafts when it comes to safety. This is because the wings of a low wing aircraft will absorb much of the impact of an emergency landing, whereas in a high wing aircraft, the fuselage would be the first part of the plane to make contact with the ground. Low wing aircrafts are also safer for emergency water landings. A low wing plane may be able to float on top of the water for a few minutes, which gives you enough time to safely exit the plane. Basic Maintenance
The basic maintenance needs of high wing and low wing aircrafts are basically the same.

But unfortunately, many pilots find that they are unable to get a good look at the world below if they are flying a low wing plane. This is because the wings on this type of aircraft block the view of the ground, so pilots can only clearly see what’s in front and above them. However, you won’t run into this problem with a high wing plane. Pilots will have an unobstructed view of the world below, so if this is important to you, choose an aircraft with high wings. Safety
As a pilot, you probably try to avoid thinking of the dangers that flying, but it’s important to think about these things so you can prepare for the worst case scenario. In general, low wing aircrafts have an advantage over high wing aircrafts when it comes to safety. This is because the wings of a low wing aircraft will absorb much of the impact of an emergency landing, whereas in a high wing aircraft, the fuselage would be the first part of the plane to make contact with the ground. Low wing aircrafts are also safer for emergency water landings. A low wing plane may be able to float on top of the water for a few minutes, which gives you enough time to safely exit the plane. Basic Maintenance
The basic maintenance needs of high wing and low wing aircrafts are basically the same.

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade
 The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish
19 Sep
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Are you thinking of buying an aircraft? There are many different factors to consider when choosing the right aircraft for your lifestyle and needs. One of the many decisions that you will have to make is whether you want a high wing or low wing aircraft. This isn’t about which aircraft design you think looks better—there is much more to it that. Before you purchase a plane, make sure you understand the advantages and disadvantages of both a high and low wing aircraft. Landing
Pilots should always exercise extreme caution when landing a plane to protect themselves and their aircraft, however they may have to be extra careful when landing a low wing plane. Because the wings of a low wing aircraft are so close to the ground, pilots must be absolutely certain that they are avoiding all obstacles that may be on the ground. Colliding with a taxiway light or a tie-down as you are attempting to land a low wing plane could damage the wings. Fortunately, pilots that fly high wing aircrafts do not have to worry about this as much because the wings are much higher off of the ground. The Pilot’s View
One of the best parts about being a pilot is getting to see the world from an entirely new angle.

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish
19 Sep
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Are you thinking of buying an aircraft? There are many different factors to consider when choosing the right aircraft for your lifestyle and needs. One of the many decisions that you will have to make is whether you want a high wing or low wing aircraft. This isn’t about which aircraft design you think looks better—there is much more to it that. Before you purchase a plane, make sure you understand the advantages and disadvantages of both a high and low wing aircraft. Landing
Pilots should always exercise extreme caution when landing a plane to protect themselves and their aircraft, however they may have to be extra careful when landing a low wing plane. Because the wings of a low wing aircraft are so close to the ground, pilots must be absolutely certain that they are avoiding all obstacles that may be on the ground. Colliding with a taxiway light or a tie-down as you are attempting to land a low wing plane could damage the wings. Fortunately, pilots that fly high wing aircrafts do not have to worry about this as much because the wings are much higher off of the ground. The Pilot’s View
One of the best parts about being a pilot is getting to see the world from an entirely new angle.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, running detection and weapons systems, etc… all while flying low. All of these activities compete for your brain power and can make it difficult to pay attention. Think what a distraction your phone is while you’re driving— it’s not even close. “ Low Altitude Employment and Step-downs” are a multi-year process for fighter and other tactical pilots. Short answer to your question— F-15 pilots started at 1000 feet and eventually worked down to 300 (in my day, late 1980’s). A-10 pilots operate as low as 100 feet. Other airplanes have their own limits. OBTW, low isn’t always the best place to be, depending on the nature of the bad guy’s weapons.

FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, running detection and weapons systems, etc… all while flying low. All of these activities compete for your brain power and can make it difficult to pay attention. Think what a distraction your phone is while you’re driving— it’s not even close. “ Low Altitude Employment and Step-downs” are a multi-year process for fighter and other tactical pilots. Short answer to your question— F-15 pilots started at 1000 feet and eventually worked down to 300 (in my day, late 1980’s). A-10 pilots operate as low as 100 feet. Other airplanes have their own limits. OBTW, low isn’t always the best place to be, depending on the nature of the bad guy’s weapons.

How To Make A Perfect Crosswind Landing | Boldmethod How To Make A Perfect Crosswind Landing
How To Make A Perfect Crosswind Landing
Flying The Crab Method
Flying The Wing-Low Method
Wing Low: Round Out And Flare
Touchdown
After-Landing Rollout
What's The Maximum Safe Crosswind Velocity For Landing?
Are Flaps Good Or Bad In A Crosswind?
Using The Method That Works For You
Take The Next Step...
Colin Cutler
Images Courtesy:
 But if your 172 isn't aligned with the runway at touchdown, you're going to jump and bounce across the pavement until you are aligned with it. So unless you're out practicing your crab-to-landing a lot, it can be a tough method to perfect in a light plane. Flying The Wing-Low Method
In most cases in light aircraft, the wing low method is an easier way to accomplish a smooth touchdown in a crosswind landing. To fly the wing-low method, you use your rudder to line your nose up with the runway, and ailerons to correct for left/right drift all the way from final approach to touchdown. Essentially, you're slipping the plane through the crosswind in order to keep yourself lined up with the runway from final to touchdown. Boldmethod
You start flying the wing-low method on final approach. And by flying wing-low on final, you keep your airplane's ground track and longitudinal axis aligned with the runway the entire time. That means your approach is more stabilized from final to touchdown. Getting used to flying wing-low can take a little practice to get comfortable with, because you're cross-controlling the aircraft in order to stay aligned with the runway. Stepping on the rudder in one direction to keep your nose aligned with the runway, and using ailerons in the other direction to prevent drift can feel confusing at first.

How To Make A Perfect Crosswind Landing | Boldmethod

How To Make A Perfect Crosswind Landing
How To Make A Perfect Crosswind Landing
Flying The Crab Method
Flying The Wing-Low Method
Wing Low: Round Out And Flare
Touchdown
After-Landing Rollout
What's The Maximum Safe Crosswind Velocity For Landing?
Are Flaps Good Or Bad In A Crosswind?
Using The Method That Works For You
Take The Next Step...
Colin Cutler
Images Courtesy:

But if your 172 isn't aligned with the runway at touchdown, you're going to jump and bounce across the pavement until you are aligned with it. So unless you're out practicing your crab-to-landing a lot, it can be a tough method to perfect in a light plane. Flying The Wing-Low Method
In most cases in light aircraft, the wing low method is an easier way to accomplish a smooth touchdown in a crosswind landing. To fly the wing-low method, you use your rudder to line your nose up with the runway, and ailerons to correct for left/right drift all the way from final approach to touchdown. Essentially, you're slipping the plane through the crosswind in order to keep yourself lined up with the runway from final to touchdown. Boldmethod
You start flying the wing-low method on final approach. And by flying wing-low on final, you keep your airplane's ground track and longitudinal axis aligned with the runway the entire time. That means your approach is more stabilized from final to touchdown. Getting used to flying wing-low can take a little practice to get comfortable with, because you're cross-controlling the aircraft in order to stay aligned with the runway. Stepping on the rudder in one direction to keep your nose aligned with the runway, and using ailerons in the other direction to prevent drift can feel confusing at first.

How does an aircraft reduce its speed for landing? - Quora How does an aircraft reduce its speed for landing?
How does an aircraft reduce its speed for landing?
Sean Neilan
Shardul Purandare
Awni Fayek
 In fact, you must slow the aircraft down *first*, then add flaps. Every airplane will have airspeeds which you must be under in order to extend the flaps, unless, of course, you don’t care about being able to ever retract them again. Some planes have a maximum altitude limitation on the flaps, as well. The real job of wing flaps isn’t to slow down the airplane, (although they do slow you down, in some cases by a WHOLE LOT) instead, its to keep the plane both flying and controllable once you do slow down. Every airplane’s wing is designed with a certain goal in mind - let’s say in the case of a typical airliner, its to fly really fast and high, with an eye towards fuel savings. Unfortunately, fast high-flying wings are really bad at flying low and slow. Like, really bad. Fall out of the sky-type bad. Since every *successful* flight ends low and slow - we need the flaps to essentially change the shape of the wing to one that will allow us to approach the runway at a safe speed. As a bonus, flaps allow us to point the nose of the airplane more downwards, giving a better view of the runway on approach.

How does an aircraft reduce its speed for landing? - Quora

How does an aircraft reduce its speed for landing?
How does an aircraft reduce its speed for landing?
Sean Neilan
Shardul Purandare
Awni Fayek

In fact, you must slow the aircraft down *first*, then add flaps. Every airplane will have airspeeds which you must be under in order to extend the flaps, unless, of course, you don’t care about being able to ever retract them again. Some planes have a maximum altitude limitation on the flaps, as well. The real job of wing flaps isn’t to slow down the airplane, (although they do slow you down, in some cases by a WHOLE LOT) instead, its to keep the plane both flying and controllable once you do slow down. Every airplane’s wing is designed with a certain goal in mind - let’s say in the case of a typical airliner, its to fly really fast and high, with an eye towards fuel savings. Unfortunately, fast high-flying wings are really bad at flying low and slow. Like, really bad. Fall out of the sky-type bad. Since every *successful* flight ends low and slow - we need the flaps to essentially change the shape of the wing to one that will allow us to approach the runway at a safe speed. As a bonus, flaps allow us to point the nose of the airplane more downwards, giving a better view of the runway on approach.

Why Do Planes Fly So High?
“Why Do Planes Fly So High?” Here below are the factors and reasons why the aircraft has to travel high up in the air: • The air in the earth’s atmosphere becomes thinner as the altitude increases. When the air becomes thinner, it offers less resistance to objects flying through; this is why less thrust is required to move the aircraft. This in turn, helps the aircraft fly more efficiently. • Altitudes are defined in relation to number of feet above sea level. Pilots need to aware of the terrain over which they are flying. For example, twenty thousand feet may be suitable for southern Florida but it may not be the same if the aircraft was flying over mountains. • Cruising altitude would also depend on weather. Pilots receive weather reports and request alternate cruising altitude from air traffic control to avoid air turbulence.

Why Do Planes Fly So High?

Here below are the factors and reasons why the aircraft has to travel high up in the air: • The air in the earth’s atmosphere becomes thinner as the altitude increases. When the air becomes thinner, it offers less resistance to objects flying through; this is why less thrust is required to move the aircraft. This in turn, helps the aircraft fly more efficiently. • Altitudes are defined in relation to number of feet above sea level. Pilots need to aware of the terrain over which they are flying. For example, twenty thousand feet may be suitable for southern Florida but it may not be the same if the aircraft was flying over mountains. • Cruising altitude would also depend on weather. Pilots receive weather reports and request alternate cruising altitude from air traffic control to avoid air turbulence.

Airline Pilots and Flight Engineers - What do Airline Pilots and Flight Engineers do? Airline Pilots and Flight Engineers - What They Do
Airline Pilots and Flight Engineers - What They Do
Academic Programs of Interest
 and the air-conditioning, hydraulic, and other systems. Pilots may request a change in altitude or route if circumstances dictate. For example, if the ride is rougher than expected, pilots may ask air traffic control if pilots flying at other altitudes have reported better conditions; if so, they may request an altitude change. This procedure also may be used to find a stronger tailwind or a weaker headwind to save fuel and increase speed. In contrast, because helicopters are used for short trips at relatively low altitude, helicopter pilots must be constantly on the lookout for trees, bridges, power lines, transmission towers, and other dangerous obstacles as well as low-flying general aviation aircraft. Regardless of the type of aircraft, all pilots must monitor warning devices designed to help detect sudden shifts in wind conditions that can cause crashes. Pilots must rely completely on their instruments when visibility is poor. On the basis of altimeter readings, they know how high above ground they are and whether they can fly safely over mountains and other obstacles. Special navigation radios give pilots precise information that, with the help of special charts, tells them their exact position.

Airline Pilots and Flight Engineers - What do Airline Pilots and Flight Engineers do?

Airline Pilots and Flight Engineers - What They Do
Airline Pilots and Flight Engineers - What They Do
Academic Programs of Interest

and the air-conditioning, hydraulic, and other systems. Pilots may request a change in altitude or route if circumstances dictate. For example, if the ride is rougher than expected, pilots may ask air traffic control if pilots flying at other altitudes have reported better conditions; if so, they may request an altitude change. This procedure also may be used to find a stronger tailwind or a weaker headwind to save fuel and increase speed. In contrast, because helicopters are used for short trips at relatively low altitude, helicopter pilots must be constantly on the lookout for trees, bridges, power lines, transmission towers, and other dangerous obstacles as well as low-flying general aviation aircraft. Regardless of the type of aircraft, all pilots must monitor warning devices designed to help detect sudden shifts in wind conditions that can cause crashes. Pilots must rely completely on their instruments when visibility is poor. On the basis of altimeter readings, they know how high above ground they are and whether they can fly safely over mountains and other obstacles. Special navigation radios give pilots precise information that, with the help of special charts, tells them their exact position.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 And thankfully, I never had to. 500 feet was low enough! And safe! The below is copied from a Navy flight training instruction on low levels for new student aviators: Without a doubt, the most difficult part of low altitude flying is the constant task management of time control. Although visual illusions (misperceptions) or a basic lack of hand-eye flying skills can cause ground impact, the vast majority of accidents are caused by a lack of proper TASK MANAGEMENT. Not knowing or forgetting: WHAT to look for, WHEN to look for it, WHERE to find it, or HOW to use it are basic ingredients of almost all low altitude accidents. In short, the pilots placed some MT ahead of TCT. This misplaced priority or task saturation occurs when the existing task loading requires more capability than we have available at that particular moment.

And thankfully, I never had to. 500 feet was low enough! And safe! The below is copied from a Navy flight training instruction on low levels for new student aviators: Without a doubt, the most difficult part of low altitude flying is the constant task management of time control. Although visual illusions (misperceptions) or a basic lack of hand-eye flying skills can cause ground impact, the vast majority of accidents are caused by a lack of proper TASK MANAGEMENT. Not knowing or forgetting: WHAT to look for, WHEN to look for it, WHERE to find it, or HOW to use it are basic ingredients of almost all low altitude accidents. In short, the pilots placed some MT ahead of TCT. This misplaced priority or task saturation occurs when the existing task loading requires more capability than we have available at that particular moment.

Why Do Planes Fly So High? Why Do Airplanes Need To Fly So High?
Why Do Airplanes Need To Fly So High?
Air resistance and fuel efficiency
Cruising altitude: a sweet spot
Avoidance of weather-related events like thunderstorms
Clearing obstacles
Miracle on the Hudson
Safety cushion
What about private jets and helicopters?
Related Articles
 Let’s look into the science of why planes fly so high. Air resistance and fuel efficiency
One of the main reasons commercial airplanes fly so high is air resistance. You see, the higher you go above the ground, the thinner the atmosphere becomes, and therefore, the less resistance there is on the movement of the plane. Commercial airplanes face less air resistance the higher they fly. ( Photo Credit : Pxhere)
It’s pretty straightforward, actually—the more air molecules the plane must move through, the more energy it will need, so the more fuel it will need, and consequently, the operating costs will be higher. Additionally, it is pretty cold up there, around -55°C, which also aids in improving the efficiency of the jet engines. Cruising altitude: a sweet spot
Due to lower resistance at higher altitudes, commercial airplanes can keep moving forward with minimal fuel expenditure. Commercial airplanes typically fly between 32,000 feet and 38,000 feet, with the sweet spot being approximately 35,000 feet, which is popularly referred to as cruising altitude.

Why Do Planes Fly So High?

Why Do Airplanes Need To Fly So High?
Why Do Airplanes Need To Fly So High?
Air resistance and fuel efficiency
Cruising altitude: a sweet spot
Avoidance of weather-related events like thunderstorms
Clearing obstacles
Miracle on the Hudson
Safety cushion
What about private jets and helicopters?
Related Articles

Let’s look into the science of why planes fly so high. Air resistance and fuel efficiency
One of the main reasons commercial airplanes fly so high is air resistance. You see, the higher you go above the ground, the thinner the atmosphere becomes, and therefore, the less resistance there is on the movement of the plane. Commercial airplanes face less air resistance the higher they fly. ( Photo Credit : Pxhere)
It’s pretty straightforward, actually—the more air molecules the plane must move through, the more energy it will need, so the more fuel it will need, and consequently, the operating costs will be higher. Additionally, it is pretty cold up there, around -55°C, which also aids in improving the efficiency of the jet engines. Cruising altitude: a sweet spot
Due to lower resistance at higher altitudes, commercial airplanes can keep moving forward with minimal fuel expenditure. Commercial airplanes typically fly between 32,000 feet and 38,000 feet, with the sweet spot being approximately 35,000 feet, which is popularly referred to as cruising altitude.

How Autopilot on Planes Works | Condé Nast Traveler How Autopilot on Planes Works
How Autopilot on Planes Works
The pilot is arguably the most important person on your flight. But the reality is that they may not be manually flying your plane.
How exactly does it work?
What Do Pilots (Actually) Do on Long Flights?
So, does that make pilots obsolete?
 For instance, the autopilot is set to maintain the aircraft in a level position. If the wings are no longer level, the autopilot receives data telling it that, and it activates to correct the problem. Once the wings are level, the loop closes and that communication essentially stops. This repeats with all of the functions of a plane inflight including steering, speed, altitude, and more. All of this is done without the pilot lifting a finger, although they are monitoring closely to mind for any issues or inconsistencies. Pilots are expected to remain alert at all times and can, at any time, correct or disengage autopilot if it’s glitchy, for instance, or in order to perform a manual landing. There is no specific designation when pilots should turn the autopilot off, as long as they switch to manual mode to resolve a problem or before the aircraft reaches a minimum altitude, which varies depending on the type of aircraft but can be as low as 80 feet above the ground. You can tell when a plane is being flown manually because it will generally be bumpier. Basically, the computer flying the plane can do more tasks more quickly and efficiently than a human. So where a pilot manually flying the plane might, for instance, take 30 seconds to level the plane when a wind gust throws the angle off, autopilot may detect and correct the plane’s angle in less than half that time, and you have less time feeling like a shaken iced tea.

How Autopilot on Planes Works | Condé Nast Traveler

How Autopilot on Planes Works
How Autopilot on Planes Works
The pilot is arguably the most important person on your flight. But the reality is that they may not be manually flying your plane.
How exactly does it work?
What Do Pilots (Actually) Do on Long Flights?
So, does that make pilots obsolete?

For instance, the autopilot is set to maintain the aircraft in a level position. If the wings are no longer level, the autopilot receives data telling it that, and it activates to correct the problem. Once the wings are level, the loop closes and that communication essentially stops. This repeats with all of the functions of a plane inflight including steering, speed, altitude, and more. All of this is done without the pilot lifting a finger, although they are monitoring closely to mind for any issues or inconsistencies. Pilots are expected to remain alert at all times and can, at any time, correct or disengage autopilot if it’s glitchy, for instance, or in order to perform a manual landing. There is no specific designation when pilots should turn the autopilot off, as long as they switch to manual mode to resolve a problem or before the aircraft reaches a minimum altitude, which varies depending on the type of aircraft but can be as low as 80 feet above the ground. You can tell when a plane is being flown manually because it will generally be bumpier. Basically, the computer flying the plane can do more tasks more quickly and efficiently than a human. So where a pilot manually flying the plane might, for instance, take 30 seconds to level the plane when a wind gust throws the angle off, autopilot may detect and correct the plane’s angle in less than half that time, and you have less time feeling like a shaken iced tea.

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod 8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
1) Runway Width
2) Runway And Terrain Slope
Boldmethod
3) Featureless Terrain
4) Water Refraction
5) Haze
6) Fog
7) Ground Lighting
8) Flat Light
Images Courtesy:
Latest Stories
 An upsloping runway can create the illusion that the aircraft is higher than it actually is, leading to a lower approach. The same is true for flying around sloping terrain. Boldmethod
3) Featureless Terrain
Flying an overwater approach or an approach over darkened areas creates the illusion that the aircraft is at a higher altitude than it actually is. A great example of this is the "black hole" approach, causing pilots to fly a lower than normal final approach. Boldmethod
4) Water Refraction
Rain on the windscreen can create the illusion that you're flying at a higher altitude due to the horizon appearing lower than it is. This can result in pilots flying lower than normal on final approach. Swayne Martin
5) Haze
According to the FAA, "atmospheric haze can create an illusion of being at a greater distance and height from the runway. As a result, the pilot will have a tendency to be low on the approach. Conversely, extremely clear air (clear bright conditions of a high altitude airport) can give the pilot the illusion of being closer than he or she actually is, resulting in a high approach, which may result in an overshoot or go around." The diffusion of light due to water particles on the windshield can adversely affect depth perception.

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
1) Runway Width
2) Runway And Terrain Slope
Boldmethod
3) Featureless Terrain
4) Water Refraction
5) Haze
6) Fog
7) Ground Lighting
8) Flat Light
Images Courtesy:
Latest Stories

An upsloping runway can create the illusion that the aircraft is higher than it actually is, leading to a lower approach. The same is true for flying around sloping terrain. Boldmethod
3) Featureless Terrain
Flying an overwater approach or an approach over darkened areas creates the illusion that the aircraft is at a higher altitude than it actually is. A great example of this is the "black hole" approach, causing pilots to fly a lower than normal final approach. Boldmethod
4) Water Refraction
Rain on the windscreen can create the illusion that you're flying at a higher altitude due to the horizon appearing lower than it is. This can result in pilots flying lower than normal on final approach. Swayne Martin
5) Haze
According to the FAA, "atmospheric haze can create an illusion of being at a greater distance and height from the runway. As a result, the pilot will have a tendency to be low on the approach. Conversely, extremely clear air (clear bright conditions of a high altitude airport) can give the pilot the illusion of being closer than he or she actually is, resulting in a high approach, which may result in an overshoot or go around." The diffusion of light due to water particles on the windshield can adversely affect depth perception.

Formation Flying - Plane & Pilot Magazine Formation Flying
Formation Flying
The risks and rewards of flying wing
 High-wing planes have very limited visibility, which can turn a small error into a full-blown emergency. High-wing aircraft shouldn’t be used for formation flights. Certain low-wing aircraft also have reduced visibility. The Mooney owners club advises its members not to fly formation in its airplanes because of visibility, and that can be generalized to many popular planes, such as the Bonanza or Pipers. I agree—pilots should develop expert-level skills before flying formation in a limited-visibility airplane. One of the reasons that I love my Globe Swift (with its bubble canopy mod) is that its visibility is excellent. Advertisement
When Things Go Wrong
If something goes wrong in a rejoin, it can go very wrong! Brief your overshoot procedures, and make sure you’re very experienced in rejoins and overshoots before your instructor gets out of the plane. There are several strategies for pilots of low-wing airplanes who overshoot. If the flight is turning, go under formation to keep it in sight;

Formation Flying - Plane & Pilot Magazine

Formation Flying
Formation Flying
The risks and rewards of flying wing

High-wing planes have very limited visibility, which can turn a small error into a full-blown emergency. High-wing aircraft shouldn’t be used for formation flights. Certain low-wing aircraft also have reduced visibility. The Mooney owners club advises its members not to fly formation in its airplanes because of visibility, and that can be generalized to many popular planes, such as the Bonanza or Pipers. I agree—pilots should develop expert-level skills before flying formation in a limited-visibility airplane. One of the reasons that I love my Globe Swift (with its bubble canopy mod) is that its visibility is excellent. Advertisement
When Things Go Wrong
If something goes wrong in a rejoin, it can go very wrong! Brief your overshoot procedures, and make sure you’re very experienced in rejoins and overshoots before your instructor gets out of the plane. There are several strategies for pilots of low-wing airplanes who overshoot. If the flight is turning, go under formation to keep it in sight;

Aerodynamics in flight Aerodynamics in flight: flight principles applied to airplanes.
Aerodynamics in flight: flight principles applied to airplanes. Roughly, these regimes can be grouped in three categories: low-speed flight, cruising flight, and high-speed flight. When the airspeed is low, the angle of attack must be relatively high to increase lift if the balance between lift and weight is to be maintained. Figure 3: Angle of attack at various speeds. If thrust decreases and airspeed decreases, lift becomes less than weight and the airplane will start to descend. To maintain level flight, the pilot can increase the angle of attack an amount which will generate a lift force again equal to the weight of the airplane and while the airplane will be flying more slowly, it will still maintain level flight if the pilot has properly coordinated thrust and angle of attack. Straight-and-level flight in the slow speed regime provides some interesting conditions relative to the equilibrium of forces, because with the airplane in a nose-high attitude, there is a vertical component of thrust that helps support the airplane. For one thing, wing loading tends to be less than would be expected. Most pilots are aware that an airplane will stall, other conditions being equal, at a slower speed with the power on than with the power off. (

Aerodynamics in flight

Aerodynamics in flight: flight principles applied to airplanes.
Aerodynamics in flight: flight principles applied to airplanes.

Roughly, these regimes can be grouped in three categories: low-speed flight, cruising flight, and high-speed flight. When the airspeed is low, the angle of attack must be relatively high to increase lift if the balance between lift and weight is to be maintained. Figure 3: Angle of attack at various speeds. If thrust decreases and airspeed decreases, lift becomes less than weight and the airplane will start to descend. To maintain level flight, the pilot can increase the angle of attack an amount which will generate a lift force again equal to the weight of the airplane and while the airplane will be flying more slowly, it will still maintain level flight if the pilot has properly coordinated thrust and angle of attack. Straight-and-level flight in the slow speed regime provides some interesting conditions relative to the equilibrium of forces, because with the airplane in a nose-high attitude, there is a vertical component of thrust that helps support the airplane. For one thing, wing loading tends to be less than would be expected. Most pilots are aware that an airplane will stall, other conditions being equal, at a slower speed with the power on than with the power off. (

"High to low, look out below!" | Pilots of America "High to low, look out below!"
"High to low, look out below!"
Njonl Filing Flight Plan
Doggtyred En-Route
EppyGA Touchdown! Greaser!
alfadog Final Approach
alfadog Final Approach
pilotod Pre-takeoff checklist
MDeitch1976 Line Up and Wait
Njonl Filing Flight Plan
alfadog Final Approach
PatrickK Filing Flight Plan
Dana Pattern Altitude
SkyDog58 Touchdown! Greaser!
luvflyin Final Approach PoA Supporter
Tantalum Final Approach
Dana Pattern Altitude
bflynn Final Approach
Tantalum Final Approach
 Following? Well, our altimeter is a barometer that is marked in feet, not inches of mercury. So when you fly into a lower pressure area holding a constant altimeter reading without adjusting the altimeter for that lower pressure (getting the local altimeter setting and putting it into the Kollsman window) then you will descend to follow that pressure line. And the opposite holds if you fly to an area of higher pressure. So it is "High to low, look out below" meaning that the ridge that you thought you were going to clear by 1000' might be a lot lower if you just flew into a low pressure area from a high pressure area without adjusting your altimeter. edit: and the comment about the instrument approach is even more apropos. Does that help or did I just confuse you more? Last edited: May 10, 2012
alfadog, May 10, 2012
#4
alfadog Final Approach
Joined:

"High to low, look out below!" | Pilots of America

"High to low, look out below!"
"High to low, look out below!"
Njonl Filing Flight Plan
Doggtyred En-Route
EppyGA Touchdown! Greaser!
alfadog Final Approach
alfadog Final Approach
pilotod Pre-takeoff checklist
MDeitch1976 Line Up and Wait
Njonl Filing Flight Plan
alfadog Final Approach
PatrickK Filing Flight Plan
Dana Pattern Altitude
SkyDog58 Touchdown! Greaser!
luvflyin Final Approach PoA Supporter
Tantalum Final Approach
Dana Pattern Altitude
bflynn Final Approach
Tantalum Final Approach

Following? Well, our altimeter is a barometer that is marked in feet, not inches of mercury. So when you fly into a lower pressure area holding a constant altimeter reading without adjusting the altimeter for that lower pressure (getting the local altimeter setting and putting it into the Kollsman window) then you will descend to follow that pressure line. And the opposite holds if you fly to an area of higher pressure. So it is "High to low, look out below" meaning that the ridge that you thought you were going to clear by 1000' might be a lot lower if you just flew into a low pressure area from a high pressure area without adjusting your altimeter. edit: and the comment about the instrument approach is even more apropos. Does that help or did I just confuse you more? Last edited: May 10, 2012
alfadog, May 10, 2012
#4
alfadog Final Approach
Joined:

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 Answered 2 years ago · Author has 5.2K answers and 1.4M answer views
Low enough and its not safe, even with extensive training. Its a risk vs reward analysis. Swedish attack pilots during the “good old days” of the cold war routinely flew at the minimum allowed altitude of 10m (33ft) over sea and no lower than 20 (66 ft) over land in order to fly below Warsaw pact radar, depending on the circumstances even at supersonic speeds. The Swedish air force lost more than 600 pilots in training mishaps during the cold war, quite the number considering the small population, it was a different time where high risks where considered necessary to reap the rewards in case of
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Low enough and its not safe, even with extensive training. Its a risk vs reward analysis. Swedish attack pilots during the “good old days” of the cold war routinely flew at the minimum allowed altitude of 10m (33ft) over sea and no lower than 20 (66 ft) over land in order to fly below Warsaw pact radar, depending on the circumstances even at supersonic speeds. The Swedish air force lost more than 600 pilots in training mishaps during the cold war, quite the number considering the small population, it was a different time where high risks where considered necessary to reap the rewards in case of Soviet aggression. The air force had a system of pre charted attack runs that enabled a turn by turn system to maintain that extremely low altitude and high speed. Practicing low level flight was often done by going low and fast, following country roads and I remember as a child the shock and awe when a fighter jet would suddenly zoom above our head when riding a bike to the beach. Or that time when a pilot broke the sound barrier at very low level over the lake next to our house nearly shattering the windows.

Real Pilots Know How To Slip - Plane & Pilot Magazine Real Pilots Know How To Slip
Real Pilots Know How To Slip
Origin And Purpose
Slips, Separate And Distinct
How It’s Done
And Then There’s The Side Slip…
Read more pilot training articles to improve your flying proficiency.
 Often, however, pilots do not truly understand the maneuver. Origin And Purpose
Open cockpit biplanes were (and are) generally flown from the rearmost of the tandem seating positions, located near or behind the lower wing root. Unfortunately, the pilot’s view during landing was somewhat obstructed by the assemblage of wings, struts and wires out in front, so it was common practice to side-slip during the landing approach, using rudder to hold the nose to one side while using opposite aileron to lower a wing and keep the rudder from producing a skidding turn. This allowed the pilot to see obstructions in the approach path and adjust his aiming spot. Then, the pilot would kick the rudder bar back into neutral and level the wings during the flare, maintaining runway alignment by watching the edges of the landing track (runways were typically wide and multitudinous at “flying fields” of the day). Biplanes didn’t need flaps to steepen their landing approach, because they were amply supplied with drag and readily descended with power off. However, as more-slippery monoplanes came into vogue, “air brakes” were developed. We refer to them as “flaps” these days. They were a godsend because they could be lowered to bring the aircraft down at a steeper angle and reduce landing distance. Pilots who had been trained in biplanes, or in Mr. Piper’s early Cubs that retained the biplane’s aft-seating for PIC, still knew how to slip, even when graduating to flap-equipped airplanes.

Real Pilots Know How To Slip - Plane & Pilot Magazine

Real Pilots Know How To Slip
Real Pilots Know How To Slip
Origin And Purpose
Slips, Separate And Distinct
How It’s Done
And Then There’s The Side Slip…
Read more pilot training articles to improve your flying proficiency.

Often, however, pilots do not truly understand the maneuver. Origin And Purpose
Open cockpit biplanes were (and are) generally flown from the rearmost of the tandem seating positions, located near or behind the lower wing root. Unfortunately, the pilot’s view during landing was somewhat obstructed by the assemblage of wings, struts and wires out in front, so it was common practice to side-slip during the landing approach, using rudder to hold the nose to one side while using opposite aileron to lower a wing and keep the rudder from producing a skidding turn. This allowed the pilot to see obstructions in the approach path and adjust his aiming spot. Then, the pilot would kick the rudder bar back into neutral and level the wings during the flare, maintaining runway alignment by watching the edges of the landing track (runways were typically wide and multitudinous at “flying fields” of the day). Biplanes didn’t need flaps to steepen their landing approach, because they were amply supplied with drag and readily descended with power off. However, as more-slippery monoplanes came into vogue, “air brakes” were developed. We refer to them as “flaps” these days. They were a godsend because they could be lowered to bring the aircraft down at a steeper angle and reduce landing distance. Pilots who had been trained in biplanes, or in Mr. Piper’s early Cubs that retained the biplane’s aft-seating for PIC, still knew how to slip, even when graduating to flap-equipped airplanes.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 Swedish attack pilots during the “good old days” of the cold war routinely flew at the minimum allowed altitude of 10m (33ft) over sea and no lower than 20 (66 ft) over land in order to fly below Warsaw pact radar, depending on the circumstances even at supersonic speeds. The Swedish air force lost more than 600 pilots in training mishaps during the cold war, quite the number considering the small population, it was a different time where high risks where considered necessary to reap the rewards in case of Soviet aggression. The air force had a system of pre charted attack runs that enabled a turn by turn system to maintain that extremely low altitude and high speed. Practicing low level flight was often done by going low and fast, following country roads and I remember as a child the shock and awe when a fighter jet would suddenly zoom above our head when riding a bike to the beach. Or that time when a pilot broke the sound barrier at very low level over the lake next to our house nearly shattering the windows. Som authentic A32 attack practice runs over the Baltic sea, from the good old low level flying days. Between 6 and 9 minutes in they are pretty low down. Low level recce flight with the SF37 Viggen over Swedish countryside, about 4 minutes in we se some pretty low level flying as per normal doctrine
Some JA37 Viggen action from after the minimum level was raised to the current “safe” altitudes (Please ig

Swedish attack pilots during the “good old days” of the cold war routinely flew at the minimum allowed altitude of 10m (33ft) over sea and no lower than 20 (66 ft) over land in order to fly below Warsaw pact radar, depending on the circumstances even at supersonic speeds. The Swedish air force lost more than 600 pilots in training mishaps during the cold war, quite the number considering the small population, it was a different time where high risks where considered necessary to reap the rewards in case of Soviet aggression. The air force had a system of pre charted attack runs that enabled a turn by turn system to maintain that extremely low altitude and high speed. Practicing low level flight was often done by going low and fast, following country roads and I remember as a child the shock and awe when a fighter jet would suddenly zoom above our head when riding a bike to the beach. Or that time when a pilot broke the sound barrier at very low level over the lake next to our house nearly shattering the windows. Som authentic A32 attack practice runs over the Baltic sea, from the good old low level flying days. Between 6 and 9 minutes in they are pretty low down. Low level recce flight with the SF37 Viggen over Swedish countryside, about 4 minutes in we se some pretty low level flying as per normal doctrine
Some JA37 Viggen action from after the minimum level was raised to the current “safe” altitudes (Please ig

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 We used to leave wakes in the water, then pull up, look back to see who had the best wake. There is an aerodynamic effect called g round effect. It is the reason that sometimes an aircraft will tend to “float” down the runway after flaring, instead of touching down sooner. On some of these extreme low-level flights, I would experience ground affect. I would get so low that I could feel resistance and pressure if I gingerly pushed the stick slightly forward and any lower. I knew that was as low as it should ever get! I had hit, the ground effect barrier! [Ground affect occurs at one half the aircraft’s wingspan. My F-4 had a wingspan of 38ft. Half of that meant I was only 19ft/6m above the water at a very fast speed.

We used to leave wakes in the water, then pull up, look back to see who had the best wake. There is an aerodynamic effect called g round effect. It is the reason that sometimes an aircraft will tend to “float” down the runway after flaring, instead of touching down sooner. On some of these extreme low-level flights, I would experience ground affect. I would get so low that I could feel resistance and pressure if I gingerly pushed the stick slightly forward and any lower. I knew that was as low as it should ever get! I had hit, the ground effect barrier! [Ground affect occurs at one half the aircraft’s wingspan. My F-4 had a wingspan of 38ft. Half of that meant I was only 19ft/6m above the water at a very fast speed.

“High to Low look out below”, we all know this one, but why. “High to Low look out below”, we all know this one, but why.
“High to Low look out below”, we all know this one, but why.
7 Answers
Answer Question
 An altimeter measures the ratio of gas density between the ambient and a sealed volume of air, and both are at the same temperature — so a colder air mass will contain more molecules, creating a higher pressure than the fixed volume of air inside the altimeter’s aneroid bellows. In aviation, “high to low, look out below” does apply to high and low pressure, of course, and also to high and low temperature. As you fly into an area of lower pressure (without adjusting the altimeter setting) the altimeter will indicate higher than you really are, because the pressure at a given altitude is lower, the same as it would be if you were actually flying higher. Also, as you fly into an area of colder air, the actual pressure is higher because the air is colder, not vice versa. Refer to section 7-2 of the AIM. When you have an altimeter setting for a station near your route of flight, it will already be corrected for temperature and assumes standard lapse rate. But if you don’t, and you fly into an area much colder than where you were, the altitude will read higher than you actually are, because the colder air is more dense than it was where you got your last altimeter setting. For instance if you have an altimeter setting from Denver and you fly to Leadville where it’s -10C, your altimeter will be almost 500 feet off even if the actual atmospheric pressure doesn’t change. This is why instrument approach procedures are so picky about “NA when xxx altimeter setting not available.” +6 Votes
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“High to Low look out below”, we all know this one, but why.

“High to Low look out below”, we all know this one, but why.
“High to Low look out below”, we all know this one, but why.
7 Answers
Answer Question

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade
 In general, low wing aircrafts have an advantage over high wing aircrafts when it comes to safety. This is because the wings of a low wing aircraft will absorb much of the impact of an emergency landing, whereas in a high wing aircraft, the fuselage would be the first part of the plane to make contact with the ground. Low wing aircrafts are also safer for emergency water landings. A low wing plane may be able to float on top of the water for a few minutes, which gives you enough time to safely exit the plane. Basic Maintenance
The basic maintenance needs of high wing and low wing aircrafts are basically the same. But, pilots often comment on the difference between fueling a low wing vs. a high wing aircraft. Because of the positioning of the fuel tank, it is much easier to fuel a low wing aircraft while it is on the ground. Most pilots will be able to reach the fuel tank without any trouble at all. However, it’s very likely that you will need a ladder to reach the height of a fuel tank on a high wing plane. But, pilots should also know that there is a downside to maintaining low wing planes.

In general, low wing aircrafts have an advantage over high wing aircrafts when it comes to safety. This is because the wings of a low wing aircraft will absorb much of the impact of an emergency landing, whereas in a high wing aircraft, the fuselage would be the first part of the plane to make contact with the ground. Low wing aircrafts are also safer for emergency water landings. A low wing plane may be able to float on top of the water for a few minutes, which gives you enough time to safely exit the plane. Basic Maintenance
The basic maintenance needs of high wing and low wing aircrafts are basically the same. But, pilots often comment on the difference between fueling a low wing vs. a high wing aircraft. Because of the positioning of the fuel tank, it is much easier to fuel a low wing aircraft while it is on the ground. Most pilots will be able to reach the fuel tank without any trouble at all. However, it’s very likely that you will need a ladder to reach the height of a fuel tank on a high wing plane. But, pilots should also know that there is a downside to maintaining low wing planes.

Propeller Basics Propeller Basics
Propeller Basics
What Does a Propeller Do?
Measuring Pitch
Power Requirements
Airflow
Three or More Blades
Practical Considerations – Balancing
Making It Turn
 As a result, from the blade’s point of view, the air is meeting it at some relatively low angle, which is the blade’s angle of attack. Like any wing, a propeller blade can stall if the angle of attack is too high. This can happen with a very highly pitched blade when moving at too low an airspeed. It is for this reason that high pitch propellers, like a 10×9 or 12×12 often exhibit poor performance at low airspeeds. A plane equipped with such a propeller will often exhibit poor launch or take-off performance, and then come alive once the model is up to speed. Also like a wing, if the angle is too low, no lift will be produced. A low pitched propeller on a fast plane (for example, 8×3, 12×5, etc.) can get to the point where it produces no thrust (in a dive, when gravity is providing the force to keep the plane moving). In high speed level flight, thrust from such a propeller can drop too low to overcome drag long before the plane has reached its designed flying speed. According to Astroflight’s Bob Boucher, such propellers should be relegated to stirring paint.

Propeller Basics

Propeller Basics
Propeller Basics
What Does a Propeller Do?
Measuring Pitch
Power Requirements
Airflow
Three or More Blades
Practical Considerations – Balancing
Making It Turn

As a result, from the blade’s point of view, the air is meeting it at some relatively low angle, which is the blade’s angle of attack. Like any wing, a propeller blade can stall if the angle of attack is too high. This can happen with a very highly pitched blade when moving at too low an airspeed. It is for this reason that high pitch propellers, like a 10×9 or 12×12 often exhibit poor performance at low airspeeds. A plane equipped with such a propeller will often exhibit poor launch or take-off performance, and then come alive once the model is up to speed. Also like a wing, if the angle is too low, no lift will be produced. A low pitched propeller on a fast plane (for example, 8×3, 12×5, etc.) can get to the point where it produces no thrust (in a dive, when gravity is providing the force to keep the plane moving). In high speed level flight, thrust from such a propeller can drop too low to overcome drag long before the plane has reached its designed flying speed. According to Astroflight’s Bob Boucher, such propellers should be relegated to stirring paint.

“High to Low look out below”, we all know this one, but why. “High to Low look out below”, we all know this one, but why.
“High to Low look out below”, we all know this one, but why.
7 Answers
Answer Question
 Why? Because the ideal gas law pV=NRT refers to a fixed volume containing a fixed number of gas molecules, and we don’t have a fixed volume — the air mass moves around. The comment about weight of air is partly correct, think of pressure instead as the number of gas molecules in a given volume, or density (mass) rather than weight. A volume of air at low temperature is heavier because there are more gas molecules in it. There are more molecules in it because the lower temperature slows down their motion agitating each other and pushing other molecules out of the way. An altimeter measures the ratio of gas density between the ambient and a sealed volume of air, and both are at the same temperature — so a colder air mass will contain more molecules, creating a higher pressure than the fixed volume of air inside the altimeter’s aneroid bellows. In aviation, “high to low, look out below” does apply to high and low pressure, of course, and also to high and low temperature. As you fly into an area of lower pressure (without adjusting the altimeter setting) the altimeter will indicate higher than you really are, because the pressure at a given altitude is lower, the same as it would be if you were actually flying higher. Also, as you fly into an area of colder air, the actual pressure is higher because the air is colder, not vice versa. Refer to section 7-2 of the AIM.

Why? Because the ideal gas law pV=NRT refers to a fixed volume containing a fixed number of gas molecules, and we don’t have a fixed volume — the air mass moves around. The comment about weight of air is partly correct, think of pressure instead as the number of gas molecules in a given volume, or density (mass) rather than weight. A volume of air at low temperature is heavier because there are more gas molecules in it. There are more molecules in it because the lower temperature slows down their motion agitating each other and pushing other molecules out of the way. An altimeter measures the ratio of gas density between the ambient and a sealed volume of air, and both are at the same temperature — so a colder air mass will contain more molecules, creating a higher pressure than the fixed volume of air inside the altimeter’s aneroid bellows. In aviation, “high to low, look out below” does apply to high and low pressure, of course, and also to high and low temperature. As you fly into an area of lower pressure (without adjusting the altimeter setting) the altimeter will indicate higher than you really are, because the pressure at a given altitude is lower, the same as it would be if you were actually flying higher. Also, as you fly into an area of colder air, the actual pressure is higher because the air is colder, not vice versa. Refer to section 7-2 of the AIM.

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange
What are the pros and cons of high-wing compared to low-wing design?
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 The additional ground clearance also benefits the maximum crosswind some high-wing aircraft can cope with, what in my eyes is also an important point. Also high wing aircraft - talking about light sports - benefit the design of the fuel system as it allows consumption from both tanks simultaneously without installation of additional fuel pumps - this is not only a benefit for lazy pilots but has probably already prevented some accidents. Now somebody needs to tell me why I'm flying low-wing ;)
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Low wing aircraft also benefit that in a crash, much of the crash energy can go into the wings instead of into the fuselage. Share
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Low wing aircraft have the advantage in a water landing because the wings can keep much of the fuselage above water, as well as provide a temporary staging area for deplaning passengers. In a high aircraft, you would be lucky to get out before drowning. Likewise, on land, low wing aircraft are easier to control in a wheels up landing. Low wing aircraft can be designed with a more widely spaced and shorter main gear, which is more stable. Most high wing aircraft use fuselage sponsons (MU2, ATR-42/72, Do228/328, BAe-146/Avro RJ, C-130) to house the main gear, providing a relatively narrow, and therefore, less stable track. For those high wing designs that house the main gear in wing-mounted engine nacelles or in the wings themselves (Twin Commander, F-27/227, Dash 7/8, B-24/32), the gear must be made much longer, and therefore, much heavier. A long main gear design is also more prone to structural failure in a hard or poorly executed crosswind landing.

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange

What are the pros and cons of high-wing compared to low-wing design?
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Helicopters Flying In Circles – Why Do They Do That? – Pilot Teacher Helicopters Flying In Circles – Why Do They Do That?
Helicopters Flying In Circles – Why Do They Do That?
Why Do Helicopters Circle Overhead?
Why Does A Helicopter Circle Before Landing?
Circling Vs Hovering
Hovering
Circling
H/V Diagram
To Finish
Further Reading:
Rick James
Aircraft Cockpits: Why Are There So Many Buttons!!?
What Do Pilots Use iPads For? More Thank You Think!
 As the helicopter begins to accelerate the main rotor system begins get a hand from aerodynamics and the power required to keep the helicopter flying reduces. At 6o knots this is when the power required to fly is at its lowest. Once the helicopter goes past this speed, drag on the aircraft begins to require more power to overcome it and push the helicopter through the air. By flying orbits at 60 knots it allows the helicopter to use the least amount of power, which means the least amount of fuel burn, thus the pilot is able to remain on scene much longer than just sitting there in a hover. H/V Diagram
The H/V or Height Velocity Diagram is a diagram issued by the helicopter manufacturer that tells the pilot when a helicopter could be landed safely if their engine were to stop. This diagram is based on height above the ground and airspeed. Height and airspeed are the two best friends to a pilot in an engine failure situation and having both are great but what if you only have one…
If I have lost you, just hang in there and I will explain: If the aircraft is low and slow when then engine fails then the chances of the helicopter making a safe autorotation landing are slim. If the helicopter is low and fast and the engine quits the pilot may be unable to slow the helicopter down in time before it sinks and contacts the ground. In the diagram above, to avoid these scenarios, the pilot will accelerate to around 50 knots while staying 5-10ft above the ground then begin to climb away.

Helicopters Flying In Circles – Why Do They Do That? – Pilot Teacher

Helicopters Flying In Circles – Why Do They Do That?
Helicopters Flying In Circles – Why Do They Do That?
Why Do Helicopters Circle Overhead?
Why Does A Helicopter Circle Before Landing?
Circling Vs Hovering
Hovering
Circling
H/V Diagram
To Finish
Further Reading:
Rick James
Aircraft Cockpits: Why Are There So Many Buttons!!?
What Do Pilots Use iPads For? More Thank You Think!

As the helicopter begins to accelerate the main rotor system begins get a hand from aerodynamics and the power required to keep the helicopter flying reduces. At 6o knots this is when the power required to fly is at its lowest. Once the helicopter goes past this speed, drag on the aircraft begins to require more power to overcome it and push the helicopter through the air. By flying orbits at 60 knots it allows the helicopter to use the least amount of power, which means the least amount of fuel burn, thus the pilot is able to remain on scene much longer than just sitting there in a hover. H/V Diagram
The H/V or Height Velocity Diagram is a diagram issued by the helicopter manufacturer that tells the pilot when a helicopter could be landed safely if their engine were to stop. This diagram is based on height above the ground and airspeed. Height and airspeed are the two best friends to a pilot in an engine failure situation and having both are great but what if you only have one…
If I have lost you, just hang in there and I will explain: If the aircraft is low and slow when then engine fails then the chances of the helicopter making a safe autorotation landing are slim. If the helicopter is low and fast and the engine quits the pilot may be unable to slow the helicopter down in time before it sinks and contacts the ground. In the diagram above, to avoid these scenarios, the pilot will accelerate to around 50 knots while staying 5-10ft above the ground then begin to climb away.

meteorology - Why on weather surface charts high pressure is blue and low pressure is red? - Aviation Stack Exchange
Why on weather surface charts high pressure is blue and low pressure is red?
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 Pilots use this mnemonic to remember that when flying from high pressure into low pressure, the altimeter will read higher than actual altitude, which can be dangerous. ( also true from high temperature into low temperature). I don't know if it was by design, but I've always associated the red low pressure with danger, because flying from an area of high pressure into an area of low pressure can result in flying lower than indicated on the altimeter and also, low pressure is usually associated with less than desirable flying weather. Additionally, high pressure is often associated with blue skies. So maybe that is the rationale, if there even is one. Share
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The colors of high and low pressure areas are chosen to represent what occurs aloft, not at the surface. Lows are composed of warm rising air; highs of cold sinking air. That's why highs are represented by blue, which equates to cold air, and lows are represented by red, which equates to warm air. Again, this is aloft, near the top of the troposphere, not at the surface.

meteorology - Why on weather surface charts high pressure is blue and low pressure is red? - Aviation Stack Exchange

Why on weather surface charts high pressure is blue and low pressure is red?
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Pilots use this mnemonic to remember that when flying from high pressure into low pressure, the altimeter will read higher than actual altitude, which can be dangerous. ( also true from high temperature into low temperature). I don't know if it was by design, but I've always associated the red low pressure with danger, because flying from an area of high pressure into an area of low pressure can result in flying lower than indicated on the altimeter and also, low pressure is usually associated with less than desirable flying weather. Additionally, high pressure is often associated with blue skies. So maybe that is the rationale, if there even is one. Share
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answered Aug 25 '17 at 15:32
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The colors of high and low pressure areas are chosen to represent what occurs aloft, not at the surface. Lows are composed of warm rising air; highs of cold sinking air. That's why highs are represented by blue, which equates to cold air, and lows are represented by red, which equates to warm air. Again, this is aloft, near the top of the troposphere, not at the surface.

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange
What are the pros and cons of high-wing compared to low-wing design?
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 This eliminates the fuel pump and the vapor lock issue which some people find quite nice. At this point I am well into the habit of switching tanks every 30 minutes. A note should be made that some Cessnas (from what I have read) do have fuel pumps now but I don't fly them so I don't know a lot about the newer model specifics. High wing airplanes also prove to be advantageous if you are flying a lot of back country stuff. The added clearance can help you land in bushy areas or other less hospitable places where a low wing plane might strike something. The best answer to this question can usually be found at your local airfield. Ask a guy that owns a Piper (just not a Cub), then ask a guy that owns a Cessna (just not the 400), and decide for your self based on their answers. Share
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Another factor with low-wings is that on take off and landing, the low wing will block airflow over the empennage, reducing rudder and elevator effectiveness. That's why so many low-wings have T-tails, to keep the tail in the flow of air during landing and takeoff. Share
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A quick addition to the previous answers:

This eliminates the fuel pump and the vapor lock issue which some people find quite nice. At this point I am well into the habit of switching tanks every 30 minutes. A note should be made that some Cessnas (from what I have read) do have fuel pumps now but I don't fly them so I don't know a lot about the newer model specifics. High wing airplanes also prove to be advantageous if you are flying a lot of back country stuff. The added clearance can help you land in bushy areas or other less hospitable places where a low wing plane might strike something. The best answer to this question can usually be found at your local airfield. Ask a guy that owns a Piper (just not a Cub), then ask a guy that owns a Cessna (just not the 400), and decide for your self based on their answers. Share
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Another factor with low-wings is that on take off and landing, the low wing will block airflow over the empennage, reducing rudder and elevator effectiveness. That's why so many low-wings have T-tails, to keep the tail in the flow of air during landing and takeoff. Share
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A quick addition to the previous answers:

Avoiding Black Holes | Pilot Getaways Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson
 Others believe pilots get suckered into flying low approaches because a visual expansion of the runway environment occurs when their vision transitions from near focus (the cockpit instruments) to far focus (the runway environment). This in turn causes a height illusion, which results in a lower approach. Of course, a critical visual cue pilots rely on for height perception during daylight approaches, optic flow, is completely absent in black hole conditions. Without this relative movement of outside terrain in our peripheral vision, it is virtually impossible to judge our height above the ground. It is likely that any or all of these factors play a role in deceiving pilots into thinking they are too high when conducting approaches in black hole conditions. One final warning: upslope runways intensify this illusion. In fact, the experienced crew of a Boeing 767 recently landed short, damaging the aircraft’s tail, while conducting an approach to an upslope runway at Halifax International Airport. Even though the Precision Approach Path Indicator (PAPI) lights indicated a “too low” approach, the dark night combined with the upslope runway created a strong height illusion for the crew. In the original Boeing black hole studies, 11 out of 12 pilots who conducted visual approaches to a simulated upslope runway crashed short of it!

Avoiding Black Holes | Pilot Getaways

Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson

Others believe pilots get suckered into flying low approaches because a visual expansion of the runway environment occurs when their vision transitions from near focus (the cockpit instruments) to far focus (the runway environment). This in turn causes a height illusion, which results in a lower approach. Of course, a critical visual cue pilots rely on for height perception during daylight approaches, optic flow, is completely absent in black hole conditions. Without this relative movement of outside terrain in our peripheral vision, it is virtually impossible to judge our height above the ground. It is likely that any or all of these factors play a role in deceiving pilots into thinking they are too high when conducting approaches in black hole conditions. One final warning: upslope runways intensify this illusion. In fact, the experienced crew of a Boeing 767 recently landed short, damaging the aircraft’s tail, while conducting an approach to an upslope runway at Halifax International Airport. Even though the Precision Approach Path Indicator (PAPI) lights indicated a “too low” approach, the dark night combined with the upslope runway created a strong height illusion for the crew. In the original Boeing black hole studies, 11 out of 12 pilots who conducted visual approaches to a simulated upslope runway crashed short of it!

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange
What are the pros and cons of high-wing compared to low-wing design?
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 Likewise, on land, low wing aircraft are easier to control in a wheels up landing. Low wing aircraft can be designed with a more widely spaced and shorter main gear, which is more stable. Most high wing aircraft use fuselage sponsons (MU2, ATR-42/72, Do228/328, BAe-146/Avro RJ, C-130) to house the main gear, providing a relatively narrow, and therefore, less stable track. For those high wing designs that house the main gear in wing-mounted engine nacelles or in the wings themselves (Twin Commander, F-27/227, Dash 7/8, B-24/32), the gear must be made much longer, and therefore, much heavier. A long main gear design is also more prone to structural failure in a hard or poorly executed crosswind landing. Low wing aircraft are easier to refuel, and if equipped with wing-mounted engines, those would be easier to service. Share
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Here are a couple of ground comfort related differences. When it's hot, and you're waiting in line for fuel, or if your plane isn't hangared, you can stand in the shade under a high wing. If you want to walk from fore of the wing to aft of the wing, to get the oil rag you forgot, with a high wing, you duck a bit and walk straight, with a low wing, you walk all the way around the wing. Twice.

Likewise, on land, low wing aircraft are easier to control in a wheels up landing. Low wing aircraft can be designed with a more widely spaced and shorter main gear, which is more stable. Most high wing aircraft use fuselage sponsons (MU2, ATR-42/72, Do228/328, BAe-146/Avro RJ, C-130) to house the main gear, providing a relatively narrow, and therefore, less stable track. For those high wing designs that house the main gear in wing-mounted engine nacelles or in the wings themselves (Twin Commander, F-27/227, Dash 7/8, B-24/32), the gear must be made much longer, and therefore, much heavier. A long main gear design is also more prone to structural failure in a hard or poorly executed crosswind landing. Low wing aircraft are easier to refuel, and if equipped with wing-mounted engines, those would be easier to service. Share
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Here are a couple of ground comfort related differences. When it's hot, and you're waiting in line for fuel, or if your plane isn't hangared, you can stand in the shade under a high wing. If you want to walk from fore of the wing to aft of the wing, to get the oil rag you forgot, with a high wing, you duck a bit and walk straight, with a low wing, you walk all the way around the wing. Twice.

Avoiding Black Holes | Pilot Getaways Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson
 Contrary to what you might think, a constant visual angle does not equal a constant approach angle. In fact, a constant approach angle results in an ever-increasing visual angle as one gets closer to the runway (Fig.1). When pilots attempt to maintain a constant visual angle the result is a curved flight path, which extends below a safe approach angle (Fig. 2). Some researchers claim the original Boeing conclusions are contradictory and that the mechanisms involved in visually landing an aircraft are still not fully understood by scientists. Others believe pilots get suckered into flying low approaches because a visual expansion of the runway environment occurs when their vision transitions from near focus (the cockpit instruments) to far focus (the runway environment). This in turn causes a height illusion, which results in a lower approach. Of course, a critical visual cue pilots rely on for height perception during daylight approaches, optic flow, is completely absent in black hole conditions. Without this relative movement of outside terrain in our peripheral vision, it is virtually impossible to judge our height above the ground. It is likely that any or all of these factors play a role in deceiving pilots into thinking they are too high when conducting approaches in black hole conditions.

Avoiding Black Holes | Pilot Getaways

Contrary to what you might think, a constant visual angle does not equal a constant approach angle. In fact, a constant approach angle results in an ever-increasing visual angle as one gets closer to the runway (Fig.1). When pilots attempt to maintain a constant visual angle the result is a curved flight path, which extends below a safe approach angle (Fig. 2). Some researchers claim the original Boeing conclusions are contradictory and that the mechanisms involved in visually landing an aircraft are still not fully understood by scientists. Others believe pilots get suckered into flying low approaches because a visual expansion of the runway environment occurs when their vision transitions from near focus (the cockpit instruments) to far focus (the runway environment). This in turn causes a height illusion, which results in a lower approach. Of course, a critical visual cue pilots rely on for height perception during daylight approaches, optic flow, is completely absent in black hole conditions. Without this relative movement of outside terrain in our peripheral vision, it is virtually impossible to judge our height above the ground. It is likely that any or all of these factors play a role in deceiving pilots into thinking they are too high when conducting approaches in black hole conditions.

Chemtrail Pilot Blows the Lid Off OPERATION INDIGO SKYFOLD | Covert Geopolitics Chemtrail Pilot Blows the Lid Off OPERATION INDIGO SKYFOLD
Chemtrail Pilot Blows the Lid Off OPERATION INDIGO SKYFOLD
“Maybe my fellow pilots will read or hear about this, and decide to come forward as well.” – Indigo Skyfold Pilot
A Courageous Chemtrail Pilot Exposes the Global Geoengineering Program
Why?
Secret Chemtrail Pilot Speaks, on Dec 8, 2014
Conclusion
Pilots, Doctors, & Scientists Tell The Truth About Chemtrails/Geo-Engineering
Leaked Photos of Chemtrail Dispersal System
Chemtrails must be stopped BY ANY MEANS NECESSARY & Geoengineering must be terminated BY EVERY MEANS POSSIBLE!
Like this:
 A Global Pandemic Of Epic Proportions
Secret Chemtrail Pilot Speaks, on Dec 8, 2014
by The HAARP Report
For those who did not watch the video shown above, the most important text is provided below. Information below was received by the cousin of an actual pilot who flies chemtrail jets and is working on the inside. The operation is known to pilots and aviation crew alike as ‘Indigo Skyfold’. Pilots are told to fly specific routes, while satellites control aerosol dispersal patterns. The pilots make course corrections from time to time, and perform landings and takeoffs. Pilot navigation and maintenance crews are rotated constantly, and only spend about 18 months at one given base, to keep pilots and their families from making too many friends, and ending up with “loose lips”. They also rotate between day and night flights, one base for daytime flights, and one for night. Each base covers a 250-mile zone, and each fleet (squadron) of planes covers three states, or an even larger swath of ocean. They’re told to simply do their job and “Shut the F*ck Up!” Their superiors tell them it’s a matter of National Security.

Chemtrail Pilot Blows the Lid Off OPERATION INDIGO SKYFOLD | Covert Geopolitics

Chemtrail Pilot Blows the Lid Off OPERATION INDIGO SKYFOLD
Chemtrail Pilot Blows the Lid Off OPERATION INDIGO SKYFOLD
“Maybe my fellow pilots will read or hear about this, and decide to come forward as well.” – Indigo Skyfold Pilot
A Courageous Chemtrail Pilot Exposes the Global Geoengineering Program
Why?
Secret Chemtrail Pilot Speaks, on Dec 8, 2014
Conclusion
Pilots, Doctors, & Scientists Tell The Truth About Chemtrails/Geo-Engineering
Leaked Photos of Chemtrail Dispersal System
Chemtrails must be stopped BY ANY MEANS NECESSARY & Geoengineering must be terminated BY EVERY MEANS POSSIBLE!
Like this:

A Global Pandemic Of Epic Proportions
Secret Chemtrail Pilot Speaks, on Dec 8, 2014
by The HAARP Report
For those who did not watch the video shown above, the most important text is provided below. Information below was received by the cousin of an actual pilot who flies chemtrail jets and is working on the inside. The operation is known to pilots and aviation crew alike as ‘Indigo Skyfold’. Pilots are told to fly specific routes, while satellites control aerosol dispersal patterns. The pilots make course corrections from time to time, and perform landings and takeoffs. Pilot navigation and maintenance crews are rotated constantly, and only spend about 18 months at one given base, to keep pilots and their families from making too many friends, and ending up with “loose lips”. They also rotate between day and night flights, one base for daytime flights, and one for night. Each base covers a 250-mile zone, and each fleet (squadron) of planes covers three states, or an even larger swath of ocean. They’re told to simply do their job and “Shut the F*ck Up!” Their superiors tell them it’s a matter of National Security.

Proficient Pilot - AOPA Proficient Pilot
Proficient Pilot
Stop the prop
Easy or difficult to land?
Dog & plane
Accident Report: The fuel remaining
 Proficient Pilot - AOPA
Proficient Pilot
Stop the prop
February 1, 2011 By Barry Schiff
Every pilot who flies a single-engine airplane with a constant-speed propeller is instructed by the emergency checklist to position the propeller in high pitch (low rpm) following engine failure. This is because a windmilling propeller creates less drag in high pitch than in low. Every pilot who flies a single-engine airplane with a constant-speed propeller is instructed by the emergency checklist to position the propeller in high pitch (low rpm) following engine failure. This is because a windmilling propeller creates less drag in high pitch than in low. Glide performance is improved. In some high-performance singles, the decrease in drag is so dramatic that you literally feel the airplane accelerate as you pull back the propeller-pitch control (and vice versa). Don’t do this, of course, unless the engine has failed or is idling. A windmilling propeller is loosely analogous to a transmission used to slow a speeding automobile. Windmilling the propeller in low pitch is like coasting a car in low gear (maximum drag); windmilling in high pitch is like coasting in high gear (minimum drag).

Proficient Pilot - AOPA

Proficient Pilot
Proficient Pilot
Stop the prop
Easy or difficult to land?
Dog & plane
Accident Report: The fuel remaining

Proficient Pilot - AOPA
Proficient Pilot
Stop the prop
February 1, 2011 By Barry Schiff
Every pilot who flies a single-engine airplane with a constant-speed propeller is instructed by the emergency checklist to position the propeller in high pitch (low rpm) following engine failure. This is because a windmilling propeller creates less drag in high pitch than in low. Every pilot who flies a single-engine airplane with a constant-speed propeller is instructed by the emergency checklist to position the propeller in high pitch (low rpm) following engine failure. This is because a windmilling propeller creates less drag in high pitch than in low. Glide performance is improved. In some high-performance singles, the decrease in drag is so dramatic that you literally feel the airplane accelerate as you pull back the propeller-pitch control (and vice versa). Don’t do this, of course, unless the engine has failed or is idling. A windmilling propeller is loosely analogous to a transmission used to slow a speeding automobile. Windmilling the propeller in low pitch is like coasting a car in low gear (maximum drag); windmilling in high pitch is like coasting in high gear (minimum drag).

Propeller Aerodynamics
Propeller aerodynamics The low blade angle keeps the angle of attack small and efficient with respect to the relative wind. At the same time, it allows the propeller to handle a smaller mass of air per revolution. This light load allows the engine to turn at high r.p.m. and to convert the maximum amount of fuel into heat energy in a given time. The high r.p.m. also creates maximum thrust; for, although the mass of air handled per revolution is small, the number of revolutions per minute is many, the slipstream velocity is high, and with the low airplane speed, the thrust is maximum. After liftoff, as the speed of the airplane increases, the constant-speed propeller automatically changes to a higher angle (or pitch). Again, the higher blade angle keeps the angle of attack small and efficient with respect to the relative wind. The higher blade angle increases the mass of air handled per revolution.

Propeller Aerodynamics

The low blade angle keeps the angle of attack small and efficient with respect to the relative wind. At the same time, it allows the propeller to handle a smaller mass of air per revolution. This light load allows the engine to turn at high r.p.m. and to convert the maximum amount of fuel into heat energy in a given time. The high r.p.m. also creates maximum thrust; for, although the mass of air handled per revolution is small, the number of revolutions per minute is many, the slipstream velocity is high, and with the low airplane speed, the thrust is maximum. After liftoff, as the speed of the airplane increases, the constant-speed propeller automatically changes to a higher angle (or pitch). Again, the higher blade angle keeps the angle of attack small and efficient with respect to the relative wind. The higher blade angle increases the mass of air handled per revolution.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 We can only do so much at any given point, and the acceptance and ability to detect this in ourselves is a requirement for low altitude survival. The level of effort expended by a pilot to maintain terrain clearance tasking is affected by four major factors: 1. Maneuver: Bank angle, “G” loading and speed. 2. Aircraft capability: What is functional in the jet i.e. HUD, Radar Altimeter etc. 3.Pilot capability: Currency, do I feel up to the task today, or behind.

How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson

We can only do so much at any given point, and the acceptance and ability to detect this in ourselves is a requirement for low altitude survival. The level of effort expended by a pilot to maintain terrain clearance tasking is affected by four major factors: 1. Maneuver: Bank angle, “G” loading and speed. 2. Aircraft capability: What is functional in the jet i.e. HUD, Radar Altimeter etc. 3.Pilot capability: Currency, do I feel up to the task today, or behind.

Prevent A Crash: Your Guide To Flying Go-Arounds | Boldmethod Prevent A Crash: Your Guide To Flying Go-Arounds
Prevent A Crash: Your Guide To Flying Go-Arounds
It's An Easy Procedure
Trim
Flaps
Airspeed And Floating
Crosswinds And Gusts
GolfCharlie232
A Bad Bounce
Wind Shear On Final
Swayne Martin
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 Lift generated by the wings decreases incrementally as the flaps are retracted; with decreasing lift, the aircraft climb rate is likely to decrease, or momentarily stop, as well. Drag decreases as the flaps are retracted, allowing the airplane to accelerate to a rate that will generate lift equal to that lost by the retracting flaps. The goal is to do this without losing altitude. If you follow your aircraft's operating handbook, once the pitch has been stabilized and power has been applied, your airplane will start gaining altitude. Swayne Martin
Airspeed And Floating
Floating down the runway (especially short runways) leads to dozens of aircraft accidents every year. Floating occurs when pilots enter a flare with excessive airspeed and maintain a level or slightly nose-high attitude; the pilot waits and flies over much of the runway while the excess energy bleeds off in order to make a safe landing. Unless you're landing at a long runway, you should always avoid floating down the runway. It's a dangerous habit to form.

Prevent A Crash: Your Guide To Flying Go-Arounds | Boldmethod

Prevent A Crash: Your Guide To Flying Go-Arounds
Prevent A Crash: Your Guide To Flying Go-Arounds
It's An Easy Procedure
Trim
Flaps
Airspeed And Floating
Crosswinds And Gusts
GolfCharlie232
A Bad Bounce
Wind Shear On Final
Swayne Martin
Images Courtesy:

Lift generated by the wings decreases incrementally as the flaps are retracted; with decreasing lift, the aircraft climb rate is likely to decrease, or momentarily stop, as well. Drag decreases as the flaps are retracted, allowing the airplane to accelerate to a rate that will generate lift equal to that lost by the retracting flaps. The goal is to do this without losing altitude. If you follow your aircraft's operating handbook, once the pitch has been stabilized and power has been applied, your airplane will start gaining altitude. Swayne Martin
Airspeed And Floating
Floating down the runway (especially short runways) leads to dozens of aircraft accidents every year. Floating occurs when pilots enter a flare with excessive airspeed and maintain a level or slightly nose-high attitude; the pilot waits and flies over much of the runway while the excess energy bleeds off in order to make a safe landing. Unless you're landing at a long runway, you should always avoid floating down the runway. It's a dangerous habit to form.

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade
 But, pilots often comment on the difference between fueling a low wing vs. a high wing aircraft. Because of the positioning of the fuel tank, it is much easier to fuel a low wing aircraft while it is on the ground. Most pilots will be able to reach the fuel tank without any trouble at all. However, it’s very likely that you will need a ladder to reach the height of a fuel tank on a high wing plane. But, pilots should also know that there is a downside to maintaining low wing planes. The low wing design makes it much more challenging to closely look at the underside of the wings. It’s still possible to inspect the underside of the wings, of course, but some pilots may not make the effort to do so because of the difficulty involved, which is a mistake. Comfort Level
What type of plane do you have experience flying? For many pilots, the decision comes down to what plane they feel the most comfortable in. If you have only flown low wing planes, it may be a good idea to stick to this design unless you are eager to try something new.

The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade

But, pilots often comment on the difference between fueling a low wing vs. a high wing aircraft. Because of the positioning of the fuel tank, it is much easier to fuel a low wing aircraft while it is on the ground. Most pilots will be able to reach the fuel tank without any trouble at all. However, it’s very likely that you will need a ladder to reach the height of a fuel tank on a high wing plane. But, pilots should also know that there is a downside to maintaining low wing planes. The low wing design makes it much more challenging to closely look at the underside of the wings. It’s still possible to inspect the underside of the wings, of course, but some pilots may not make the effort to do so because of the difficulty involved, which is a mistake. Comfort Level
What type of plane do you have experience flying? For many pilots, the decision comes down to what plane they feel the most comfortable in. If you have only flown low wing planes, it may be a good idea to stick to this design unless you are eager to try something new.

How To Make A Perfect Crosswind Landing | Boldmethod How To Make A Perfect Crosswind Landing
How To Make A Perfect Crosswind Landing
Flying The Crab Method
Flying The Wing-Low Method
Wing Low: Round Out And Flare
Touchdown
After-Landing Rollout
What's The Maximum Safe Crosswind Velocity For Landing?
Are Flaps Good Or Bad In A Crosswind?
Using The Method That Works For You
Take The Next Step...
Colin Cutler
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 And it's easy to get the two mixed up when you're starting out. One of the best ways I've found for students to learn to fly wing-low is by breaking the maneuver down into two parts. First, step on the rudder to get the nose aligned with the runway. Second, use ailerons to stop drifting left or right, and keep yourself aligned with the runway centerline. Another good way to get used to the wing-low method is by flying a low approach over the runway and never touching down. By flying all the way down the runway, you give yourself the chance to keep the nose aligned with the runway, and you can really practice your drift correction. After a few trips around the pattern, you're able to start combining the rudder and ailerons effortlessly, and get yourself established on a perfect wing-low final approach. Just remember that you use the rudder to keep the nose aligned with the runway, and you use the ailerons to prevent your plane from drifting left or right. Wing Low: Round Out And Flare
As you begin your round out and flare, your plane slows down, which also means your flight controls are less effective.

How To Make A Perfect Crosswind Landing
How To Make A Perfect Crosswind Landing
Flying The Crab Method
Flying The Wing-Low Method
Wing Low: Round Out And Flare
Touchdown
After-Landing Rollout
What's The Maximum Safe Crosswind Velocity For Landing?
Are Flaps Good Or Bad In A Crosswind?
Using The Method That Works For You
Take The Next Step...
Colin Cutler
Images Courtesy:

And it's easy to get the two mixed up when you're starting out. One of the best ways I've found for students to learn to fly wing-low is by breaking the maneuver down into two parts. First, step on the rudder to get the nose aligned with the runway. Second, use ailerons to stop drifting left or right, and keep yourself aligned with the runway centerline. Another good way to get used to the wing-low method is by flying a low approach over the runway and never touching down. By flying all the way down the runway, you give yourself the chance to keep the nose aligned with the runway, and you can really practice your drift correction. After a few trips around the pattern, you're able to start combining the rudder and ailerons effortlessly, and get yourself established on a perfect wing-low final approach. Just remember that you use the rudder to keep the nose aligned with the runway, and you use the ailerons to prevent your plane from drifting left or right. Wing Low: Round Out And Flare
As you begin your round out and flare, your plane slows down, which also means your flight controls are less effective.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
Allen Herbert
Recent Posts
This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared
 For the high wing aircraft, there will be relatively less tendency to enter an unstable spiral descent, but the aileron forces will be higher to complete a rolling maneuver. This is a desirable effect for aircraft intended to fly in instrument flight conditions for long periods of time with low pilot workload. However, this tendency is a detriment to an aerobatic show plane designed for high roll rates and rapid roll maneuvers, and can lead to a sense of “heaviness” in the ailerons for more typical cruising airplanes. Landing Characteristics
Consider next low speed handling characteristics, particularly landing and stall characteristics. During the landing flare, the low wing aircraft will enter ground effect slightly before the high wing aircraft and will experience a larger reduction in drag for the same height above the ground. The stronger ground effect during the flare will cause the low wing aircraft to “float” more readily than the high wing aircraft, which, a characteristic that, when used skillfully, helps to soften the touchdown. But this same ground effect can encourage ballooning during the flare, and may make precise landings more difficult to accomplish. The high wing aircraft will still experience ground effect, but because the wing is several feet farther from the runway, the total effect on the aircraft is greatly reduced, as ground effect decreases exponentially with difference from the runway surface. The high wing aircraft thus may be capable of shorter landing distances, as it “punches” through ground effect more easily. Stall Characteristics
Stall characteristics are also of concern in the low speed handling regime.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
Allen Herbert
Recent Posts
This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared

Why do helicopter pilots sit in the right seat?  | Need to Know   | Air & Space Magazine Why do helicopter pilots sit in the right seat?
Why do helicopter pilots sit in the right seat?
For the answer, we turned to Roger Connor
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 Having flown helicopters myself for 33 years I can tell you that it has a lot to do with balance and lateral center of gravity due to the aerodynamic forces of the aircraft at a hover. The main rotor system on most helicopters, particularly those made in the USA, rotate in a counter-clockwise direction. Due to torque and an aerodynamic force called "Translating Tendency" helicopters with this configuration tend to hover left skid low. Translating Tendency is caused by the lateral thrust created by the tail rotor which causes the aircraft to drift to the right at a hover, and is corrected for by the application of left cyclic...the result being that the aircraft hovers with the left skid low when stationary. This becomes even more pronounced if the pilot, while solo, is sitting in the left seat. There are some helicopters made outside of the USA which have the main rotor system which rotates in a clockwise direction. In this case, the effects of torque are the opposite from those which rotate counter-clockwise, and therefor the effect of Translating Tendency is opposite as well, which will cause the aircraft to hover with the right skid low due to the right cyclic compensation to prevent it from drifting to the left. In this configuration the ideal location for the PIC would be in the left seat. With one quick look at the instrument panel in most small helicopters, especially those made in the USA, you will see that the flight instruments and systems instruments are arranged primarily for the right seat pilot position. So you now know that it has little to do with tradition and more to do with aerodynamics.

Why do helicopter pilots sit in the right seat?  | Need to Know   | Air & Space Magazine

Why do helicopter pilots sit in the right seat?
Why do helicopter pilots sit in the right seat?
For the answer, we turned to Roger Connor
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How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 4. Environment: Terrain flat, rough, up-sun, down sun, visibility clear, hazy…
https://youtu.be/njyhTcqtmto
Chris Haerter
, Pilot- Military, commercial, recreational (1980-present)
Answered 2 years ago · Author has 521 answers and 475.2K answer views
About a micron above the height that isn’t safe any more. There’s an old adage that the ground has a PK (probability of kill) of “1”. While I am aware of events in which airplanes survived a tap with the ground, it’s generally bad to hit trees, mountains, etc. FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, runni
Continue Reading
About a micron above the height that isn’t safe any more. There’s an old adage that the ground has a PK (probability of kill) of “1”. While I am aware of events in which airplanes survived a tap with the ground, it’s generally bad to hit trees, mountains, etc.

How low can a fighter jet fly safely? - Quora

4. Environment: Terrain flat, rough, up-sun, down sun, visibility clear, hazy…
https://youtu.be/njyhTcqtmto
Chris Haerter
, Pilot- Military, commercial, recreational (1980-present)
Answered 2 years ago · Author has 521 answers and 475.2K answer views
About a micron above the height that isn’t safe any more. There’s an old adage that the ground has a PK (probability of kill) of “1”. While I am aware of events in which airplanes survived a tap with the ground, it’s generally bad to hit trees, mountains, etc. FYI, fighter communities have “ minimum altitude” limits that vary with the mission, aircraft, etc. An individual pilot will typically be “certified” to fly lower as they gain more training and experience. Keep in mind that you’re not just flying low… you’re navigating, keeping track of other airplanes in your flight, communicating, runni
Continue Reading
About a micron above the height that isn’t safe any more. There’s an old adage that the ground has a PK (probability of kill) of “1”. While I am aware of events in which airplanes survived a tap with the ground, it’s generally bad to hit trees, mountains, etc.

Why do pelicans fly so low? - Why do pelicans fly so low?
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 Why do pelicans fly so low? - Bay Nature magazine ◦ April-June 2012
Ask the Naturalist
Why do pelicans fly so low? by Michael Ellis
June 12, 2012
Q: Why do pelicans fly so low over the water? I’ve seen it many times, but only recently considered that it must take work to fly so low without falling in. [ Tamara, Oakland]
A: It turns out that Paul Ehrlich answered this very question in a 1988 guide to the birds of Stanford University, of all places: “ Skimming permits the birds to take advantage of an aerodynamic phenomenon known as ‘ground effect.'” When a bird, or an airplane, flies less than a wingpsan’s distance from the ground, flight is much more efficient due to slight changes in airflow patterns around the wing. Land is usually too cluttered with grass and trees and whatnot to permit such flight, but calm Bay waters are perfect for it.

Why do pelicans fly so low? -

Why do pelicans fly so low?
Ask the Naturalist
Why do pelicans fly so low?
About the Author
Also on Bay Nature
Climate Change and Forest …
Photo Essay: Bobcats in our Backyard
The Unequal Consequences of …
Rebuilding Big Basin State Park After …
Reading the California …
Gray Whales Wash Ashore in Bay Area …
Snowy Plovers Reclaim Suddenly …
A Dry Winter Ends, and Now We Wait …
or sign up with Disqus
or pick a name

Why do pelicans fly so low? - Bay Nature magazine ◦ April-June 2012
Ask the Naturalist
Why do pelicans fly so low? by Michael Ellis
June 12, 2012
Q: Why do pelicans fly so low over the water? I’ve seen it many times, but only recently considered that it must take work to fly so low without falling in. [ Tamara, Oakland]
A: It turns out that Paul Ehrlich answered this very question in a 1988 guide to the birds of Stanford University, of all places: “ Skimming permits the birds to take advantage of an aerodynamic phenomenon known as ‘ground effect.'” When a bird, or an airplane, flies less than a wingpsan’s distance from the ground, flight is much more efficient due to slight changes in airflow patterns around the wing. Land is usually too cluttered with grass and trees and whatnot to permit such flight, but calm Bay waters are perfect for it.

how to land an aircraft
 If the number distance themselves from the aircraft's nose, you are landing short. New Page 2
click on text on illustration above to the approach picture
When the airplane descends across the approach end (threshold) of the runway, power is reduced further (probably to idle). At this time, the pilot slows the rate of descent and airspeed by progressively applying more back pressure to the control wheel. The airplane is kept aligned with the centre of the runway mainly by use of the rudder. Continuing back pressure on the control wheel, as the airplane enters ground effect and gets closer and closer to the runway, further slows its forward speed and rate of descent. The pilot's objective is to keep the airplane safely flying just a few inches above the runway's surface until it loses flying speed. In this condition, the airplane's main wheels will either "squeak on" or strike the runway with a gentle bump. With the wheels of the main landing gear firmly on the runway, the pilot applies more and more back pressure on the control wheel. This holds the airplane in a nose-high attitude which keeps the nose wheel from touching the runway until forward speed is much slower. The purpose here is to avoid overstressing and damaging the nose gear when the nosewheel touches down on the runway.

how to land an aircraft

If the number distance themselves from the aircraft's nose, you are landing short. New Page 2
click on text on illustration above to the approach picture
When the airplane descends across the approach end (threshold) of the runway, power is reduced further (probably to idle). At this time, the pilot slows the rate of descent and airspeed by progressively applying more back pressure to the control wheel. The airplane is kept aligned with the centre of the runway mainly by use of the rudder. Continuing back pressure on the control wheel, as the airplane enters ground effect and gets closer and closer to the runway, further slows its forward speed and rate of descent. The pilot's objective is to keep the airplane safely flying just a few inches above the runway's surface until it loses flying speed. In this condition, the airplane's main wheels will either "squeak on" or strike the runway with a gentle bump. With the wheels of the main landing gear firmly on the runway, the pilot applies more and more back pressure on the control wheel. This holds the airplane in a nose-high attitude which keeps the nose wheel from touching the runway until forward speed is much slower. The purpose here is to avoid overstressing and damaging the nose gear when the nosewheel touches down on the runway.

Propeller Basics Propeller Basics
Propeller Basics
What Does a Propeller Do?
Measuring Pitch
Power Requirements
Airflow
Three or More Blades
Practical Considerations – Balancing
Making It Turn
 Also like a wing, if the angle is too low, no lift will be produced. A low pitched propeller on a fast plane (for example, 8×3, 12×5, etc.) can get to the point where it produces no thrust (in a dive, when gravity is providing the force to keep the plane moving). In high speed level flight, thrust from such a propeller can drop too low to overcome drag long before the plane has reached its designed flying speed. According to Astroflight’s Bob Boucher, such propellers should be relegated to stirring paint. Of course, this statement was made in the days before slow-flyer models, which often sport very large low pitch props. For many aircraft, a good compromise is a propeller with a diameter to pitch ratio of about 3:2 or 4:3 (for example, 8×6, 9×6, 10×7, 11×8, 12×8, 12×9, and so on). Such a propeller will become unstalled at relatively low airspeeds (usually below the model’s stall speed), and will remain efficient at relatively high flying speeds. In many full scale aircraft, the propeller has in-flight adjustable pitch, so that it can have a low pitch for maximum take-off thrust, and a higher pitch for optimal cruising efficiency. Some small full-scale aircraft can be fitted with one of three different propellers depending on the need at the time:

Propeller Basics

Also like a wing, if the angle is too low, no lift will be produced. A low pitched propeller on a fast plane (for example, 8×3, 12×5, etc.) can get to the point where it produces no thrust (in a dive, when gravity is providing the force to keep the plane moving). In high speed level flight, thrust from such a propeller can drop too low to overcome drag long before the plane has reached its designed flying speed. According to Astroflight’s Bob Boucher, such propellers should be relegated to stirring paint. Of course, this statement was made in the days before slow-flyer models, which often sport very large low pitch props. For many aircraft, a good compromise is a propeller with a diameter to pitch ratio of about 3:2 or 4:3 (for example, 8×6, 9×6, 10×7, 11×8, 12×8, 12×9, and so on). Such a propeller will become unstalled at relatively low airspeeds (usually below the model’s stall speed), and will remain efficient at relatively high flying speeds. In many full scale aircraft, the propeller has in-flight adjustable pitch, so that it can have a low pitch for maximum take-off thrust, and a higher pitch for optimal cruising efficiency. Some small full-scale aircraft can be fitted with one of three different propellers depending on the need at the time:

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod 8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
1) Runway Width
2) Runway And Terrain Slope
Boldmethod
3) Featureless Terrain
4) Water Refraction
5) Haze
6) Fog
7) Ground Lighting
8) Flat Light
Images Courtesy:
Latest Stories
 This can result in pilots flying lower than normal on final approach. Swayne Martin
5) Haze
According to the FAA, "atmospheric haze can create an illusion of being at a greater distance and height from the runway. As a result, the pilot will have a tendency to be low on the approach. Conversely, extremely clear air (clear bright conditions of a high altitude airport) can give the pilot the illusion of being closer than he or she actually is, resulting in a high approach, which may result in an overshoot or go around." The diffusion of light due to water particles on the windshield can adversely affect depth perception. The lights and terrain features you normally use to judge height above the runway during landing are less effective. Swayne Martin
6) Fog
Pilots who inadvertently enter fog or a cloud may feel like they've suddenly pitched up. Pilots who do not recognize this illusion may suddenly steepen the approach. Trust your instruments! GolfCharlie232
7) Ground Lighting
Long, straight lights from something like a roadway might look like a runway in low light conditions.

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
1) Runway Width
2) Runway And Terrain Slope
Boldmethod
3) Featureless Terrain
4) Water Refraction
5) Haze
6) Fog
7) Ground Lighting
8) Flat Light
Images Courtesy:
Latest Stories

This can result in pilots flying lower than normal on final approach. Swayne Martin
5) Haze
According to the FAA, "atmospheric haze can create an illusion of being at a greater distance and height from the runway. As a result, the pilot will have a tendency to be low on the approach. Conversely, extremely clear air (clear bright conditions of a high altitude airport) can give the pilot the illusion of being closer than he or she actually is, resulting in a high approach, which may result in an overshoot or go around." The diffusion of light due to water particles on the windshield can adversely affect depth perception. The lights and terrain features you normally use to judge height above the runway during landing are less effective. Swayne Martin
6) Fog
Pilots who inadvertently enter fog or a cloud may feel like they've suddenly pitched up. Pilots who do not recognize this illusion may suddenly steepen the approach. Trust your instruments! GolfCharlie232
7) Ground Lighting
Long, straight lights from something like a roadway might look like a runway in low light conditions.

The many reasons small planes crash - The Washington Post The many reasons small planes crash
The many reasons small planes crash The preliminary figure for 2013 is 387. The general aviation category covers small planes, gliders, balloons and other aircraft flown by pilots like Rosenberg. There are several reasons the risks are higher with small planes. For one, they are piloted by people who don’t fly planes for a living. The rules are looser for amateur pilots, who don’t have to log as many flight hours to be certified. Small planes also land at small airports that may not even have paved runways. Story continues below advertisement
The vast majority of general aviation accidents in 2011 happened because the pilot lost control in-flight. Another common cause was “controlled flight into terrain,” which means the pilot didn’t see the ground, a mountain, a body of water or another obstacle until it was too late. Advertisement
According to the Aircraft Owners and Pilots Association, planes crash almost twice per week because they run out of fuel. Bad landings are the most common cause of non-fatal accidents, while the risk of fatality with bad weather, when a pilot is using his instruments because he can’t see, is much higher.

The many reasons small planes crash - The Washington Post

The many reasons small planes crash
The many reasons small planes crash

The preliminary figure for 2013 is 387. The general aviation category covers small planes, gliders, balloons and other aircraft flown by pilots like Rosenberg. There are several reasons the risks are higher with small planes. For one, they are piloted by people who don’t fly planes for a living. The rules are looser for amateur pilots, who don’t have to log as many flight hours to be certified. Small planes also land at small airports that may not even have paved runways. Story continues below advertisement
The vast majority of general aviation accidents in 2011 happened because the pilot lost control in-flight. Another common cause was “controlled flight into terrain,” which means the pilot didn’t see the ground, a mountain, a body of water or another obstacle until it was too late. Advertisement
According to the Aircraft Owners and Pilots Association, planes crash almost twice per week because they run out of fuel. Bad landings are the most common cause of non-fatal accidents, while the risk of fatality with bad weather, when a pilot is using his instruments because he can’t see, is much higher.

How Airplanes Fly How airplanes fly
How airplanes fly
- basic principles of flight
Aerodynamic forces
Angle of Attack and lift
Airplane control surfaces
Ailerons
Elevators
Rudder
Flaps
Related pages
 Flaps
Flaps are located on the trailing edge of each wing, usually between the fuselage and the ailerons, and extend downward (and often outward) from the wing when put into use. The purpose of the flaps is to generate more lift at slower airspeed, which enables the airplane to fly at a greatly reduced speed with a lower risk of stalling. When extended further flaps also generate more drag which slows the airplane down much faster than just reducing throttle. Although the risk of stalling is always present, generally speaking an airplane has to be flying very slowly to stall when flaps are in use at, for example, 10 degrees deflection. Obviously though stall speeds and safe airspeeds vary from airplane to airplane. So all these factors are why and how airplanes fly. Radio control (RC) planes can of course be more simple - for example, just have rudder and elevator control or per

How Airplanes Fly

How airplanes fly
How airplanes fly
- basic principles of flight
Aerodynamic forces
Angle of Attack and lift
Airplane control surfaces
Ailerons
Elevators
Rudder
Flaps
Related pages

Flaps
Flaps are located on the trailing edge of each wing, usually between the fuselage and the ailerons, and extend downward (and often outward) from the wing when put into use. The purpose of the flaps is to generate more lift at slower airspeed, which enables the airplane to fly at a greatly reduced speed with a lower risk of stalling. When extended further flaps also generate more drag which slows the airplane down much faster than just reducing throttle. Although the risk of stalling is always present, generally speaking an airplane has to be flying very slowly to stall when flaps are in use at, for example, 10 degrees deflection. Obviously though stall speeds and safe airspeeds vary from airplane to airplane. So all these factors are why and how airplanes fly. Radio control (RC) planes can of course be more simple - for example, just have rudder and elevator control or per

"High to low, look out below!" | Pilots of America "High to low, look out below!"
"High to low, look out below!"
Njonl Filing Flight Plan
Doggtyred En-Route
EppyGA Touchdown! Greaser!
alfadog Final Approach
alfadog Final Approach
pilotod Pre-takeoff checklist
MDeitch1976 Line Up and Wait
Njonl Filing Flight Plan
alfadog Final Approach
PatrickK Filing Flight Plan
Dana Pattern Altitude
SkyDog58 Touchdown! Greaser!
luvflyin Final Approach PoA Supporter
Tantalum Final Approach
Dana Pattern Altitude
bflynn Final Approach
Tantalum Final Approach
 That means that the pressure on the surface is lower, right. You could imagine that all the pressures have "moved down". And that puts your 25" Hg pressure lower in altitude also, right? Think about it, if you took it to some extreme, impossible low pressure then the sea level pressure might be 25" and you would hit the ground flying at 25" Hg. That is an impossible situation but just to clarify which direction things go. Following? Well, our altimeter is a barometer that is marked in feet, not inches of mercury. So when you fly into a lower pressure area holding a constant altimeter reading without adjusting the altimeter for that lower pressure (getting the local altimeter setting and putting it into the Kollsman window) then you will descend to follow that pressure line. And the opposite holds if you fly to an area of higher pressure. So it is "High to low, look out below" meaning that the ridge that you thought you were going to clear by 1000' might be a lot lower if you just flew into a low pressure area from a high pressure area without adjusting your altimeter.

"High to low, look out below!"
"High to low, look out below!"
Njonl Filing Flight Plan
Doggtyred En-Route
EppyGA Touchdown! Greaser!
alfadog Final Approach
alfadog Final Approach
pilotod Pre-takeoff checklist
MDeitch1976 Line Up and Wait
Njonl Filing Flight Plan
alfadog Final Approach
PatrickK Filing Flight Plan
Dana Pattern Altitude
SkyDog58 Touchdown! Greaser!
luvflyin Final Approach PoA Supporter
Tantalum Final Approach
Dana Pattern Altitude
bflynn Final Approach
Tantalum Final Approach

That means that the pressure on the surface is lower, right. You could imagine that all the pressures have "moved down". And that puts your 25" Hg pressure lower in altitude also, right? Think about it, if you took it to some extreme, impossible low pressure then the sea level pressure might be 25" and you would hit the ground flying at 25" Hg. That is an impossible situation but just to clarify which direction things go. Following? Well, our altimeter is a barometer that is marked in feet, not inches of mercury. So when you fly into a lower pressure area holding a constant altimeter reading without adjusting the altimeter for that lower pressure (getting the local altimeter setting and putting it into the Kollsman window) then you will descend to follow that pressure line. And the opposite holds if you fly to an area of higher pressure. So it is "High to low, look out below" meaning that the ridge that you thought you were going to clear by 1000' might be a lot lower if you just flew into a low pressure area from a high pressure area without adjusting your altimeter.

aircraft performance - Why are planes slower at higher altitudes? - Aviation Stack Exchange
Why are planes slower at higher altitudes?
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3
Different speeds
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 This represents the amount of relative air which flows over and under the wings of the plane. This is what creates lift and enables the plane to fly. This is why this instrument is so important and belongs to the primary flight instruments. This is not to be confused with GS (Ground Speed), which can be sensed by IRS (Intertial Reference System), or by the GPS. Ground Speed is not relevant to pilot an aircraft, but it's still useful for example to determine the ETA (Estimated Time of Arrival), and for fuel estimation during flight. The IAS indicator indicates a lower speed because the more you climb, the less air there is. So even the air flows faster, the global pressure feeling is lower. So, actually planes are not slower at higher altitudes. They are faster (at least most planes whose flight envelope force them to fly faster when they are higher, otherwise they would stall, because they would have to increase their Angle of Attack too much to counterbalance the lack of air flowing above and under the wings). But when they reach their target Mach speed, their speed will decrease slowly as the outside air temperature is decreasing until end of climb.

aircraft performance - Why are planes slower at higher altitudes? - Aviation Stack Exchange

Why are planes slower at higher altitudes?
3 Answers
3
Different speeds
Your Answer
Not the answer you're looking for? Browse other questions tagged aircraft-performance airspeed or ask your own question.

This represents the amount of relative air which flows over and under the wings of the plane. This is what creates lift and enables the plane to fly. This is why this instrument is so important and belongs to the primary flight instruments. This is not to be confused with GS (Ground Speed), which can be sensed by IRS (Intertial Reference System), or by the GPS. Ground Speed is not relevant to pilot an aircraft, but it's still useful for example to determine the ETA (Estimated Time of Arrival), and for fuel estimation during flight. The IAS indicator indicates a lower speed because the more you climb, the less air there is. So even the air flows faster, the global pressure feeling is lower. So, actually planes are not slower at higher altitudes. They are faster (at least most planes whose flight envelope force them to fly faster when they are higher, otherwise they would stall, because they would have to increase their Angle of Attack too much to counterbalance the lack of air flowing above and under the wings). But when they reach their target Mach speed, their speed will decrease slowly as the outside air temperature is decreasing until end of climb.

Why Do Planes Fly So High? Why Do Airplanes Need To Fly So High?
Why Do Airplanes Need To Fly So High?
Air resistance and fuel efficiency
Cruising altitude: a sweet spot
Avoidance of weather-related events like thunderstorms
Clearing obstacles
Miracle on the Hudson
Safety cushion
What about private jets and helicopters?
Related Articles
 Pxhere)
It’s pretty straightforward, actually—the more air molecules the plane must move through, the more energy it will need, so the more fuel it will need, and consequently, the operating costs will be higher. Additionally, it is pretty cold up there, around -55°C, which also aids in improving the efficiency of the jet engines. Cruising altitude: a sweet spot
Due to lower resistance at higher altitudes, commercial airplanes can keep moving forward with minimal fuel expenditure. Commercial airplanes typically fly between 32,000 feet and 38,000 feet, with the sweet spot being approximately 35,000 feet, which is popularly referred to as cruising altitude. A balance between operating costs and fuel efficiency is achieved somewhere around 35,000 feet, which is why commercial airplanes usually fly at that altitude. Commercial airplanes can climb to 42,000 feet, but going beyond that can be precarious, as the air starts to become too thin for optimum flight of the airplane. Also, oxygen starts to become scarce, making it difficult for fuel engine systems to work. Back in 2004, Pinnacle airline flight 3701 crashed as pilots became too ambitious and flew their aircraft at higher-than-recommended altitudes. After going past 41,000 feet, the pilots lost control of the plane and it crashed into the highway near Jefferson City.

Why Do Planes Fly So High?

Why Do Airplanes Need To Fly So High?
Why Do Airplanes Need To Fly So High?
Air resistance and fuel efficiency
Cruising altitude: a sweet spot
Avoidance of weather-related events like thunderstorms
Clearing obstacles
Miracle on the Hudson
Safety cushion
What about private jets and helicopters?
Related Articles

Pxhere)
It’s pretty straightforward, actually—the more air molecules the plane must move through, the more energy it will need, so the more fuel it will need, and consequently, the operating costs will be higher. Additionally, it is pretty cold up there, around -55°C, which also aids in improving the efficiency of the jet engines. Cruising altitude: a sweet spot
Due to lower resistance at higher altitudes, commercial airplanes can keep moving forward with minimal fuel expenditure. Commercial airplanes typically fly between 32,000 feet and 38,000 feet, with the sweet spot being approximately 35,000 feet, which is popularly referred to as cruising altitude. A balance between operating costs and fuel efficiency is achieved somewhere around 35,000 feet, which is why commercial airplanes usually fly at that altitude. Commercial airplanes can climb to 42,000 feet, but going beyond that can be precarious, as the air starts to become too thin for optimum flight of the airplane. Also, oxygen starts to become scarce, making it difficult for fuel engine systems to work. Back in 2004, Pinnacle airline flight 3701 crashed as pilots became too ambitious and flew their aircraft at higher-than-recommended altitudes. After going past 41,000 feet, the pilots lost control of the plane and it crashed into the highway near Jefferson City.

11 Things Pilots Say & What They Mean! | AviatorsHQ 11 Things Pilots Say & What They Mean!
11 Things Pilots Say & What They Mean!
Here are 11 commonly used phrases by Pilots & Air Traffic Control
1. “Line up and wait”
2. ATIS
ATIS – On the Ground
ATIS – In the Air
3. “Mayday”
4. “Climb/Descend and maintain Flight Level 230”
5. “VFR Request – Flight Following “
6. Crosswind, Downwind, Base, Final
7. “Cleared for the Option”
8. “Make Short Approach”
9. “Expedite Departure/No Delay”
10. “Make left/right 360 for spacing”
11. “Request to Transition Airspace”
Related Questions
Categories
 To learn what those are check out our post What are Emergency Squawk Codes? Air Traffic Control Tower
4. “ Climb/Descend and maintain Flight Level 230”
When an aircraft that can cruise at higher altitudes is speaking to an air traffic controller, they will sometimes receive instructions to climb, descend, or maintain a certain “flight level”. Rather than say twenty three thousand feet over the radio, ATC will shorten that to: ATC: “ Southwest 1380, Descend and maintain flight level 230”
This means that they want the Southwest aircraft to descend from their current attitude down to 23,000 ft and maintain that altitude until further instruction. Using the term “Flight Level” in the US begins at altitudes of 18,000 ft and above. 5. “ VFR Request – Flight Following “
VFR flight following is a request generally made by pilots of smaller single/dual engine aircraft who are flying under Visual Flight Rules. This is a request for the controllers of that area to “watch over” the aircraft and to warn them of any traffic that is near by.

11 Things Pilots Say & What They Mean! | AviatorsHQ

11 Things Pilots Say & What They Mean!
11 Things Pilots Say & What They Mean!
Here are 11 commonly used phrases by Pilots & Air Traffic Control
1. “Line up and wait”
2. ATIS
ATIS – On the Ground
ATIS – In the Air
3. “Mayday”
4. “Climb/Descend and maintain Flight Level 230”
5. “VFR Request – Flight Following “
6. Crosswind, Downwind, Base, Final
7. “Cleared for the Option”
8. “Make Short Approach”
9. “Expedite Departure/No Delay”
10. “Make left/right 360 for spacing”
11. “Request to Transition Airspace”
Related Questions
Categories

To learn what those are check out our post What are Emergency Squawk Codes? Air Traffic Control Tower
4. “ Climb/Descend and maintain Flight Level 230”
When an aircraft that can cruise at higher altitudes is speaking to an air traffic controller, they will sometimes receive instructions to climb, descend, or maintain a certain “flight level”. Rather than say twenty three thousand feet over the radio, ATC will shorten that to: ATC: “ Southwest 1380, Descend and maintain flight level 230”
This means that they want the Southwest aircraft to descend from their current attitude down to 23,000 ft and maintain that altitude until further instruction. Using the term “Flight Level” in the US begins at altitudes of 18,000 ft and above. 5. “ VFR Request – Flight Following “
VFR flight following is a request generally made by pilots of smaller single/dual engine aircraft who are flying under Visual Flight Rules. This is a request for the controllers of that area to “watch over” the aircraft and to warn them of any traffic that is near by.

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange
What are the pros and cons of high-wing compared to low-wing design?
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This is actually a really hard question to answer, as there are a ton of factors. I'll try to cover a few. Visibility is probably the reason you most hear when it comes to GA pilots. High-wing aircraft offer better visibility below the aircraft, especially for passengers in 4-seat or larger aircraft, as the wing doesn't block it. Low-wing aircraft can offer better visibility above the aircraft, as the wing remains mostly out of the field of view. Note that a lot of midair collisions involve mixed types; low-wing aircraft descend into high-wing, or high-wing aircraft climb into low-wing. Landing characteristics are different, as low-wing aircraft can incur more ground effect than high-wing. Aerodynamic stability of the two designs differs a bit; the center of lift can be higher in a high-wing design, often offset with dihedral in low-wing aircraft.

What are the pros and cons of high-wing compared to low-wing design?
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edited Mar 12 '15 at 18:54
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asked Jan 8 '14 at 0:15
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9 Answers
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This is actually a really hard question to answer, as there are a ton of factors. I'll try to cover a few. Visibility is probably the reason you most hear when it comes to GA pilots. High-wing aircraft offer better visibility below the aircraft, especially for passengers in 4-seat or larger aircraft, as the wing doesn't block it. Low-wing aircraft can offer better visibility above the aircraft, as the wing remains mostly out of the field of view. Note that a lot of midair collisions involve mixed types; low-wing aircraft descend into high-wing, or high-wing aircraft climb into low-wing. Landing characteristics are different, as low-wing aircraft can incur more ground effect than high-wing. Aerodynamic stability of the two designs differs a bit; the center of lift can be higher in a high-wing design, often offset with dihedral in low-wing aircraft.

How Autopilot on Planes Works | Condé Nast Traveler How Autopilot on Planes Works
How Autopilot on Planes Works
The pilot is arguably the most important person on your flight. But the reality is that they may not be manually flying your plane.
How exactly does it work?
What Do Pilots (Actually) Do on Long Flights?
So, does that make pilots obsolete?
 Pilots are expected to remain alert at all times and can, at any time, correct or disengage autopilot if it’s glitchy, for instance, or in order to perform a manual landing. There is no specific designation when pilots should turn the autopilot off, as long as they switch to manual mode to resolve a problem or before the aircraft reaches a minimum altitude, which varies depending on the type of aircraft but can be as low as 80 feet above the ground. You can tell when a plane is being flown manually because it will generally be bumpier. Basically, the computer flying the plane can do more tasks more quickly and efficiently than a human. So where a pilot manually flying the plane might, for instance, take 30 seconds to level the plane when a wind gust throws the angle off, autopilot may detect and correct the plane’s angle in less than half that time, and you have less time feeling like a shaken iced tea. So, does that make pilots obsolete? Not entirely. " Autopilots are a useful tool to help pilots manage their cockpit workload, however they require continuous monitoring and pilots must continue their normal cockpit cross check to verify expected and proper operation," Richard McSpadden, executive director of the AOPA Air Safety Institute tells Condé Nast Traveler. Pilots are trained to fly planes manually and some put in manual flying time every month. Still, there is concern that the automation allows pilots to get rusty at actually knowing how to fly.

How Autopilot on Planes Works | Condé Nast Traveler

How Autopilot on Planes Works
How Autopilot on Planes Works
The pilot is arguably the most important person on your flight. But the reality is that they may not be manually flying your plane.
How exactly does it work?
What Do Pilots (Actually) Do on Long Flights?
So, does that make pilots obsolete?

Pilots are expected to remain alert at all times and can, at any time, correct or disengage autopilot if it’s glitchy, for instance, or in order to perform a manual landing. There is no specific designation when pilots should turn the autopilot off, as long as they switch to manual mode to resolve a problem or before the aircraft reaches a minimum altitude, which varies depending on the type of aircraft but can be as low as 80 feet above the ground. You can tell when a plane is being flown manually because it will generally be bumpier. Basically, the computer flying the plane can do more tasks more quickly and efficiently than a human. So where a pilot manually flying the plane might, for instance, take 30 seconds to level the plane when a wind gust throws the angle off, autopilot may detect and correct the plane’s angle in less than half that time, and you have less time feeling like a shaken iced tea. So, does that make pilots obsolete? Not entirely. " Autopilots are a useful tool to help pilots manage their cockpit workload, however they require continuous monitoring and pilots must continue their normal cockpit cross check to verify expected and proper operation," Richard McSpadden, executive director of the AOPA Air Safety Institute tells Condé Nast Traveler. Pilots are trained to fly planes manually and some put in manual flying time every month. Still, there is concern that the automation allows pilots to get rusty at actually knowing how to fly.

MAYDAY: Why Do Pilots Say Mayday? – Pilot Teacher MAYDAY: Why Do Pilots Say Mayday?
MAYDAY: Why Do Pilots Say Mayday?
Why Would A Pilot Say “Mayday”?
What Happens When A Pilots Declares Mayday?
In Remote Locations
In Populated Areas & Airspace
To Finish
Further Reading
Rick James
How Do Helicopters Move Around On The Ground?
Can Helicopters Fly In Zero Visibility?
 Engine or aircraft fires
Smoke in the aircraft
Engine failures
Bird strikes
Hydraulic failures
Total electrical failure
Landing gear failure
Rapid Depressurization
Loss of visual reference
Crew/passenger medical emergency
Low fuel
Heck, even getting lost warrants a mayday! As the pilot is running through the emergency checklist, fighting with a malfunctioning aircraft, or trying to keep the aircraft upright and flying, having another person aware of their situation can begin to assist or arrange help which could save precious minutes if the aircraft is involved in a crash. Many pilots have a fear that declaring an emergency will get them into trouble with the FAA or air traffic control but that is so far from the truth. The sooner air traffic control is aware of the pilot’s predicament, the sooner they can begin to assist the pilot in any way they can. Aviation follows three rules: Aviate
Navigate
Communicate
In that order. It is the pilot’s main concern to fly the aircraft while dealing with the emergency. Air traffic control can assist with helping navigate the aircraft through sight or by radar, and communication can be offered to help the pilot, who may now only have the mental capacity to just listen. Emergencies in flight are a terrifying and mentally challenging experience, but with regular training, most events can be dealt with efficiantly and smoothly to allow the pilot to maintain more mental capacity to help deal with the details surrounding the emergency – Like where to land! My Regular Flight Simulator Training Allows Endless Practice Of Emergency Situations
When a pilot is in an emergency situation they can break EVERY rule in the book to ensure the survival of everyone on board.

MAYDAY: Why Do Pilots Say Mayday? – Pilot Teacher

MAYDAY: Why Do Pilots Say Mayday?
MAYDAY: Why Do Pilots Say Mayday?
Why Would A Pilot Say “Mayday”?
What Happens When A Pilots Declares Mayday?
In Remote Locations
In Populated Areas & Airspace
To Finish
Further Reading
Rick James
How Do Helicopters Move Around On The Ground?
Can Helicopters Fly In Zero Visibility?

Why Do Planes Fly So High? Why Do Airplanes Need To Fly So High?
Why Do Airplanes Need To Fly So High?
Air resistance and fuel efficiency
Cruising altitude: a sweet spot
Avoidance of weather-related events like thunderstorms
Clearing obstacles
Miracle on the Hudson
Safety cushion
What about private jets and helicopters?
Related Articles
 A balance between operating costs and fuel efficiency is achieved somewhere around 35,000 feet, which is why commercial airplanes usually fly at that altitude. Commercial airplanes can climb to 42,000 feet, but going beyond that can be precarious, as the air starts to become too thin for optimum flight of the airplane. Also, oxygen starts to become scarce, making it difficult for fuel engine systems to work. Back in 2004, Pinnacle airline flight 3701 crashed as pilots became too ambitious and flew their aircraft at higher-than-recommended altitudes. After going past 41,000 feet, the pilots lost control of the plane and it crashed into the highway near Jefferson City. Crash of Pinnacle airline flight 3701 in 2004 (Photo Credit : Aeroprints/Wikimedia Commons)
Avoidance of weather-related events like thunderstorms
Another important reason why commercial airlines fly at 6.6 miles up is that, at that height, they get more ‘stable’ air and don’t usually have to worry about clouds or weather-related events (e.g., thunderstorms ). Although planes can still fly through clouds and storms, they experience a lot of turbulence when doing so. This can cause discomfort in the passengers and even create panic on the plane. Fortunately, pilots are trained to handle such situations and they are expected to report such occurrences to the air traffic control room for further aid and advisement.

Why Do Planes Fly So High?

A balance between operating costs and fuel efficiency is achieved somewhere around 35,000 feet, which is why commercial airplanes usually fly at that altitude. Commercial airplanes can climb to 42,000 feet, but going beyond that can be precarious, as the air starts to become too thin for optimum flight of the airplane. Also, oxygen starts to become scarce, making it difficult for fuel engine systems to work. Back in 2004, Pinnacle airline flight 3701 crashed as pilots became too ambitious and flew their aircraft at higher-than-recommended altitudes. After going past 41,000 feet, the pilots lost control of the plane and it crashed into the highway near Jefferson City. Crash of Pinnacle airline flight 3701 in 2004 (Photo Credit : Aeroprints/Wikimedia Commons)
Avoidance of weather-related events like thunderstorms
Another important reason why commercial airlines fly at 6.6 miles up is that, at that height, they get more ‘stable’ air and don’t usually have to worry about clouds or weather-related events (e.g., thunderstorms ). Although planes can still fly through clouds and storms, they experience a lot of turbulence when doing so. This can cause discomfort in the passengers and even create panic on the plane. Fortunately, pilots are trained to handle such situations and they are expected to report such occurrences to the air traffic control room for further aid and advisement.

 A pilot experiencing the effects of hyperventilation should be able to restore the proper carbon dioxide level in the body by
lower approach with the risk of striking objects along the approach path or landing short
The illusion associated with landing on a narrower than usual runway may result in the pilot flying a
hyperventilation
When a stressful situation is encountered in flight, an abnormal increase in the volume of air breathed in and out can cause a condition known as
Scud running. What is it often called when a pilot pushes his or her capabilities and the aircraft's limits by trying to maintain visual contact with the terrain in low visibility and ceiling? Systematically focus on different segments of the sky for short intervals. Which technique should a pilot use to scan for traffic to the right and left during straight-and-level flight? body signals are used to interpret flight attitude. Pilots are more subject to spatial disorientation if
spatial disorientation,
A state of temporary confusion resulting from misleading information being sent to the brain by various sensory organs is defined as
The pilot. Who is responsible for determining whether a pilot is fit to fly for a particular flight, even though he or she holds a current medical certificate? having faith in the instruments rather than taking a chance on the sensory organs. The danger of spatial disorientation during flight in poor visual conditions may be reduced by
spatial disorientation,
A lack of orientation with regard to the position, attitude, or movement of the aircraft in space is defined as
THIS SET IS OFTEN IN FOLDERS WITH...
private pilot exam gleim: Study Unit 4:

Why Do Planes Fly So High? Why Do Airplanes Need To Fly So High?
Why Do Airplanes Need To Fly So High?
Air resistance and fuel efficiency
Cruising altitude: a sweet spot
Avoidance of weather-related events like thunderstorms
Clearing obstacles
Miracle on the Hudson
Safety cushion
What about private jets and helicopters?
Related Articles
 Terrain is marked by the sea level, so some terrain may be much higher above sea level than the runway/airstrip. That’s why planes ‘climb’ to an appropriate altitude to stay away from any sort of ground structures. It is forbidden to fly below 1,000 feet for commercial airplanes by most aviation authorities around the world unless there is an emergency. This is for safety and environmental reasons, like noise. If you have been close to an airport before, you know that commercial airplanes are very loud and noisy. However, at around 35,000 meters, airplanes lie on the sweet border between the troposphere and stratosphere. This region is almost free of birds, insects and microbes, so the chances of a birdstrike up there is zero. Miracle on the Hudson
There have been many instances of bird strikes on airplanes, but the one that got the most attention was the case of US Airways Flight 1549. Back on January 15, 2009, an airplane (Airbus 320) was struck by a flock of birds that caused both of the plane’s engines to fail. Fearing that the plane wouldn’t be able to make it to the airport or a safe place nearby, the pilot had to allow the plane to descend into the Hudson River and sink there.

Why Do Planes Fly So High?

Terrain is marked by the sea level, so some terrain may be much higher above sea level than the runway/airstrip. That’s why planes ‘climb’ to an appropriate altitude to stay away from any sort of ground structures. It is forbidden to fly below 1,000 feet for commercial airplanes by most aviation authorities around the world unless there is an emergency. This is for safety and environmental reasons, like noise. If you have been close to an airport before, you know that commercial airplanes are very loud and noisy. However, at around 35,000 meters, airplanes lie on the sweet border between the troposphere and stratosphere. This region is almost free of birds, insects and microbes, so the chances of a birdstrike up there is zero. Miracle on the Hudson
There have been many instances of bird strikes on airplanes, but the one that got the most attention was the case of US Airways Flight 1549. Back on January 15, 2009, an airplane (Airbus 320) was struck by a flock of birds that caused both of the plane’s engines to fail. Fearing that the plane wouldn’t be able to make it to the airport or a safe place nearby, the pilot had to allow the plane to descend into the Hudson River and sink there.

Why planes fly at 35,000 feet: The reason for high altitude flights Why planes fly at 35,000 feet: The reason for high altitude flights
Why planes fly at 35,000 feet: The reason for high altitude flights
Why do planes fly so high?
The higher the better
Traveller Newsletter
How's the weather up there?
Avoiding heavy traffic
In the event of an emergency
How cold is it up there?
Is there a minimum flying height?
Well, why not fly at the minimum height required to clear any obstacles?
What about a maximum?
The Telegraph, London
Listen: Flight of Fancy - the Traveller.com.au podcast with Ben Groundwater
Is being an expat the ultimate travel experience?
Episode not found
Comments
 You know the feeling when you see nothing but bluebird skies from your window seat, only to descend into your destination airport to dreary drizzle. The troposphere – that is the atmospheric layer closest to the ground – is home to most of the world's weather phenomenons. Usually measured up to 36,000 feet, this is where clouds are most likely, as well as heavy rains and high winds. Aircraft prefer life in the stratosphere, which means less turbulence. Avoiding heavy traffic
Flying so high also means that aircraft are able to avoid other airborne traffic, such as light aircraft or helicopters, which fly lower, as well as insects and birds. Light aircraft do not have pressurised cabins, therefore stick below 10,000 feet. Any higher and the pilot is required to don an oxygen mask to keep conscious. In the event of an emergency
Should something bad happen to an aircraft at 35,000 feet, like losing power in its engines, the pilot has much longer to deal with the situation, than if the aircraft was just at 10,000 feet. This may sound silly, but remember that planes can still land safely even if both engines fail – so having more time to get your ducks in a row before attempting such a manoeuvre could save lives. See also:

Why planes fly at 35,000 feet: The reason for high altitude flights

Why planes fly at 35,000 feet: The reason for high altitude flights
Why planes fly at 35,000 feet: The reason for high altitude flights
Why do planes fly so high?
The higher the better
Traveller Newsletter
How's the weather up there?
Avoiding heavy traffic
In the event of an emergency
How cold is it up there?
Is there a minimum flying height?
Well, why not fly at the minimum height required to clear any obstacles?
What about a maximum?
The Telegraph, London
Listen: Flight of Fancy - the Traveller.com.au podcast with Ben Groundwater
Is being an expat the ultimate travel experience?
Episode not found
Comments

You know the feeling when you see nothing but bluebird skies from your window seat, only to descend into your destination airport to dreary drizzle. The troposphere – that is the atmospheric layer closest to the ground – is home to most of the world's weather phenomenons. Usually measured up to 36,000 feet, this is where clouds are most likely, as well as heavy rains and high winds. Aircraft prefer life in the stratosphere, which means less turbulence. Avoiding heavy traffic
Flying so high also means that aircraft are able to avoid other airborne traffic, such as light aircraft or helicopters, which fly lower, as well as insects and birds. Light aircraft do not have pressurised cabins, therefore stick below 10,000 feet. Any higher and the pilot is required to don an oxygen mask to keep conscious. In the event of an emergency
Should something bad happen to an aircraft at 35,000 feet, like losing power in its engines, the pilot has much longer to deal with the situation, than if the aircraft was just at 10,000 feet. This may sound silly, but remember that planes can still land safely even if both engines fail – so having more time to get your ducks in a row before attempting such a manoeuvre could save lives. See also:

What does a pilot do? - CareerExplorer What does a pilot do?
What does a pilot do?
What is a Pilot?
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 During the flight, pilots are responsible for the safety of all crew and passengers on board. They may often need to make split-second decisions and are in constant contact with the Federal Aviation Administration (FAA) to keep abreast of changes to the flight plan or safety issues. Commercial cargo pilots work in much the same capacity, with the only major change being that they transport cargo instead of people. Careers are also available in the military, where pilots transport military personnel, soldiers, equipment, or goods for the government. Military pilots fly jets, bombers, and helicopters in combat, rescue, or reconnaissance missions. Some military officers are employed as test pilots, evaluating new and experimental aircraft prototypes. In the private sector, pilots typically fly smaller planes like jets or light aircraft. They are employed by businessmen or celebrities and provide on-demand service for all their client's traveling needs. A private aviator may work as an independent contractor and offer service for-hire to many customers, or be employed solely by a corporation or wealthy individual. Pilots with enough experience in the industry may eventually decide to work for or establish an aviation school.

What does a pilot do? - CareerExplorer

What does a pilot do?
What does a pilot do?
What is a Pilot?
Ready to take the next step?
In this article:
What does a Pilot do?
What is the workplace of a Pilot like?
Up Next
Pilot salary

During the flight, pilots are responsible for the safety of all crew and passengers on board. They may often need to make split-second decisions and are in constant contact with the Federal Aviation Administration (FAA) to keep abreast of changes to the flight plan or safety issues. Commercial cargo pilots work in much the same capacity, with the only major change being that they transport cargo instead of people. Careers are also available in the military, where pilots transport military personnel, soldiers, equipment, or goods for the government. Military pilots fly jets, bombers, and helicopters in combat, rescue, or reconnaissance missions. Some military officers are employed as test pilots, evaluating new and experimental aircraft prototypes. In the private sector, pilots typically fly smaller planes like jets or light aircraft. They are employed by businessmen or celebrities and provide on-demand service for all their client's traveling needs. A private aviator may work as an independent contractor and offer service for-hire to many customers, or be employed solely by a corporation or wealthy individual. Pilots with enough experience in the industry may eventually decide to work for or establish an aviation school.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
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This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared
 Assuming the aircraft’s horizontal tail is mounted at or near the bottom of the fuselage, the high wing aircraft’s turbulence from the wing at high angles of attack may be more likely to interfere with the aircraft’s tail. This wake interference is dependent on flap position and a number of other design factors; however, two primary effects can be surmised. The high wing aircraft is more likely to encounter a strong buffeting effect near stall deterring the pilot from slowing further. The interference of the wing with the tail may decrease the effectiveness of the elevator due to the effect of “downwash.” The downwash effect, in production aircraft is highly dependent on specific design criteria, but ultimately this effect reduces the angle of attack on the horizontal tail, reducing elevator effectiveness. With stronger pre-stall buffet and decreased elevator effectiveness the high wing aircraft will exhibit stall characteristics in pitch that both discourage stall entry and increase the pilot effort required to achieve stall. The low wing aircraft in contrast will exhibit stall characteristics in pitch that provide less warning to the pilot of impending stall. Cruise Characteristics
Finally, aircraft performance in takeoff, cruise and landing may all be affected by wing location. High wing aircraft will face an increase in “profile drag” and “interference drag,” that particularly effect cruise performance.

Assuming the aircraft’s horizontal tail is mounted at or near the bottom of the fuselage, the high wing aircraft’s turbulence from the wing at high angles of attack may be more likely to interfere with the aircraft’s tail. This wake interference is dependent on flap position and a number of other design factors; however, two primary effects can be surmised. The high wing aircraft is more likely to encounter a strong buffeting effect near stall deterring the pilot from slowing further. The interference of the wing with the tail may decrease the effectiveness of the elevator due to the effect of “downwash.” The downwash effect, in production aircraft is highly dependent on specific design criteria, but ultimately this effect reduces the angle of attack on the horizontal tail, reducing elevator effectiveness. With stronger pre-stall buffet and decreased elevator effectiveness the high wing aircraft will exhibit stall characteristics in pitch that both discourage stall entry and increase the pilot effort required to achieve stall. The low wing aircraft in contrast will exhibit stall characteristics in pitch that provide less warning to the pilot of impending stall. Cruise Characteristics
Finally, aircraft performance in takeoff, cruise and landing may all be affected by wing location. High wing aircraft will face an increase in “profile drag” and “interference drag,” that particularly effect cruise performance.

11 Things Pilots Say & What They Mean! | AviatorsHQ 11 Things Pilots Say & What They Mean!
11 Things Pilots Say & What They Mean!
Here are 11 commonly used phrases by Pilots & Air Traffic Control
1. “Line up and wait”
2. ATIS
ATIS – On the Ground
ATIS – In the Air
3. “Mayday”
4. “Climb/Descend and maintain Flight Level 230”
5. “VFR Request – Flight Following “
6. Crosswind, Downwind, Base, Final
7. “Cleared for the Option”
8. “Make Short Approach”
9. “Expedite Departure/No Delay”
10. “Make left/right 360 for spacing”
11. “Request to Transition Airspace”
Related Questions
Categories
 Southwest 1380, Descend and maintain flight level 230”
This means that they want the Southwest aircraft to descend from their current attitude down to 23,000 ft and maintain that altitude until further instruction. Using the term “Flight Level” in the US begins at altitudes of 18,000 ft and above. 5. “ VFR Request – Flight Following “
VFR flight following is a request generally made by pilots of smaller single/dual engine aircraft who are flying under Visual Flight Rules. This is a request for the controllers of that area to “watch over” the aircraft and to warn them of any traffic that is near by. A pilot that is flying to a certain destination, will generally call up the correct approach/departure frequency and announce who they are, where they are, what altitude, and where they are going, and that they request flight following. A common pilot to ATC transmission can be like the following: Aircraft: “ Los Angeles Approach, Cessna 235JM VFR Request”
ATC: “ Cessna 235JM Los Angeles Approach go ahead”
Aircraft: “

Southwest 1380, Descend and maintain flight level 230”
This means that they want the Southwest aircraft to descend from their current attitude down to 23,000 ft and maintain that altitude until further instruction. Using the term “Flight Level” in the US begins at altitudes of 18,000 ft and above. 5. “ VFR Request – Flight Following “
VFR flight following is a request generally made by pilots of smaller single/dual engine aircraft who are flying under Visual Flight Rules. This is a request for the controllers of that area to “watch over” the aircraft and to warn them of any traffic that is near by. A pilot that is flying to a certain destination, will generally call up the correct approach/departure frequency and announce who they are, where they are, what altitude, and where they are going, and that they request flight following. A common pilot to ATC transmission can be like the following: Aircraft: “ Los Angeles Approach, Cessna 235JM VFR Request”
ATC: “ Cessna 235JM Los Angeles Approach go ahead”
Aircraft: “

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
Allen Herbert
Recent Posts
This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared
 Because the tip vortices will be interrupted in ground effect for slightly longer the aircraft develops slightly more lift and thus a slightly steeper climb gradient. This ground effect results in longer landing distances for precisely the same reason. The low wing configuration results in longer landing air distances, where air distance is the horizontal distance traveled between 50 feet above touch down to the touchdown point. Overall Aerodynamics
Based on the thought experiment above, it seems that low wing aircraft generally hold more advantages aerodynamically than high wing aircraft. But it is important to note that the exercise above does not consider the effect of a tailwheel configuration, or allow for the use of differing airfoils, wing shapes etc. The aerodynamicists that design real world aircraft make choices that dramatically affect aircraft stability, control characteristics, stall characteristics, cruise performance and takeoff and landing distances. Real world aircraft are generally only comparable relative to one another holistically, rather than being comparable relative to their wing position. Therefore there are few absolute conclusions to be drawn between production aircraft, but the concepts in this thought experiment highlight some of the considerations in play during the initial design process for a new aircraft. Flight Training
Are high wing aircraft or low wing aircraft better for initial pilot training? In practical terms for student pilots it does not matter.

Because the tip vortices will be interrupted in ground effect for slightly longer the aircraft develops slightly more lift and thus a slightly steeper climb gradient. This ground effect results in longer landing distances for precisely the same reason. The low wing configuration results in longer landing air distances, where air distance is the horizontal distance traveled between 50 feet above touch down to the touchdown point. Overall Aerodynamics
Based on the thought experiment above, it seems that low wing aircraft generally hold more advantages aerodynamically than high wing aircraft. But it is important to note that the exercise above does not consider the effect of a tailwheel configuration, or allow for the use of differing airfoils, wing shapes etc. The aerodynamicists that design real world aircraft make choices that dramatically affect aircraft stability, control characteristics, stall characteristics, cruise performance and takeoff and landing distances. Real world aircraft are generally only comparable relative to one another holistically, rather than being comparable relative to their wing position. Therefore there are few absolute conclusions to be drawn between production aircraft, but the concepts in this thought experiment highlight some of the considerations in play during the initial design process for a new aircraft. Flight Training
Are high wing aircraft or low wing aircraft better for initial pilot training? In practical terms for student pilots it does not matter.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
Allen Herbert
Recent Posts
This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared
 The aerodynamicists that design real world aircraft make choices that dramatically affect aircraft stability, control characteristics, stall characteristics, cruise performance and takeoff and landing distances. Real world aircraft are generally only comparable relative to one another holistically, rather than being comparable relative to their wing position. Therefore there are few absolute conclusions to be drawn between production aircraft, but the concepts in this thought experiment highlight some of the considerations in play during the initial design process for a new aircraft. Flight Training
Are high wing aircraft or low wing aircraft better for initial pilot training? In practical terms for student pilots it does not matter. Student pilots should be more concerned with locating a competent instructor, a quality flight school, a well maintained aircraft that fit within their budget and time constraints. As alluded to in the conclusion of the thought experiment above, the individual design characteristics of specific aircraft have significantly more dramatic impacts on the fundamental flying characteristics of that aircraft type. In general, there are three issues that student pilots should be aware of when comparing high wing and low wing aircraft: Ingress/Egress, visibility, and landing characteristics. Ingress/Egress in High Wing vs. Low Wing
Most low wing aircraft used in the flight training environment feature a single door on the right-hand side of the fuselage.

The aerodynamicists that design real world aircraft make choices that dramatically affect aircraft stability, control characteristics, stall characteristics, cruise performance and takeoff and landing distances. Real world aircraft are generally only comparable relative to one another holistically, rather than being comparable relative to their wing position. Therefore there are few absolute conclusions to be drawn between production aircraft, but the concepts in this thought experiment highlight some of the considerations in play during the initial design process for a new aircraft. Flight Training
Are high wing aircraft or low wing aircraft better for initial pilot training? In practical terms for student pilots it does not matter. Student pilots should be more concerned with locating a competent instructor, a quality flight school, a well maintained aircraft that fit within their budget and time constraints. As alluded to in the conclusion of the thought experiment above, the individual design characteristics of specific aircraft have significantly more dramatic impacts on the fundamental flying characteristics of that aircraft type. In general, there are three issues that student pilots should be aware of when comparing high wing and low wing aircraft: Ingress/Egress, visibility, and landing characteristics. Ingress/Egress in High Wing vs. Low Wing
Most low wing aircraft used in the flight training environment feature a single door on the right-hand side of the fuselage.

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade
 The low wing design makes it much more challenging to closely look at the underside of the wings. It’s still possible to inspect the underside of the wings, of course, but some pilots may not make the effort to do so because of the difficulty involved, which is a mistake. Comfort Level
What type of plane do you have experience flying? For many pilots, the decision comes down to what plane they feel the most comfortable in. If you have only flown low wing planes, it may be a good idea to stick to this design unless you are eager to try something new. But, it’s best to try before you buy, so take a high wing aircraft up in the air before you commit to buying one for yourself. If you’ve flown both, you may find that you get a better feeling in one over the other. Some pilots don’t like the idea of walking on the wings to get into a low aircraft, while others may prefer flying a low wing to a high wing plane. It doesn’t matter why you prefer one to the other—trust your instincts and choose the type that you think you will enjoy the most. Shade
Temperatures can rise inside an aircraft if you’re flying on a hot summer day, which is why many pilots love the relief from the heat that a high wing plane provides.

The Pros and Cons of High Wing vs. Low Wing Aircrafts | BrightWork Polish

The Pros and Cons of High Wing vs. Low Wing Aircrafts
The Pros and Cons of High Wing vs. Low Wing Aircrafts
Landing
The Pilot’s View
Safety
Basic Maintenance
Comfort Level
Shade

The low wing design makes it much more challenging to closely look at the underside of the wings. It’s still possible to inspect the underside of the wings, of course, but some pilots may not make the effort to do so because of the difficulty involved, which is a mistake. Comfort Level
What type of plane do you have experience flying? For many pilots, the decision comes down to what plane they feel the most comfortable in. If you have only flown low wing planes, it may be a good idea to stick to this design unless you are eager to try something new. But, it’s best to try before you buy, so take a high wing aircraft up in the air before you commit to buying one for yourself. If you’ve flown both, you may find that you get a better feeling in one over the other. Some pilots don’t like the idea of walking on the wings to get into a low aircraft, while others may prefer flying a low wing to a high wing plane. It doesn’t matter why you prefer one to the other—trust your instincts and choose the type that you think you will enjoy the most. Shade
Temperatures can rise inside an aircraft if you’re flying on a hot summer day, which is why many pilots love the relief from the heat that a high wing plane provides.

airplane  - Kids | Britannica Kids | Homework Help airplane
airplane
Introduction
Types of Airplanes
Parts of an Airplane
Airframe
Power System
Flight Controls and Instruments
How Airplanes Fly
History
Early Aviation
Development of Modern Aviation
Air Travel Safety
 The upper surface is curved, while the lower surface is flat. To get past the curved surface, the air that flows over the wing has to go farther—and therefore faster—than the air that flows under it. This creates a difference in air pressure between the upper and lower surfaces as the plane moves forward. The air underneath is under greater pressure and therefore pushes the wing up. The faster the air flows past the wings, the greater the lift. For this reason, an airplane takes off most easily when it faces the wind. Pilots use flaps and slats to change the amount of lift. Lowering the flaps increases the curved surface of the wing, which provides more lift for takeoff. Slats also increase lift by allowing air to flow more smoothly over the wing. Raising the flaps reduces lift, which slows down the plane for landing.

airplane  - Kids | Britannica Kids | Homework Help

airplane
airplane
Introduction
Types of Airplanes
Parts of an Airplane
Airframe
Power System
Flight Controls and Instruments
How Airplanes Fly
History
Early Aviation
Development of Modern Aviation
Air Travel Safety

The upper surface is curved, while the lower surface is flat. To get past the curved surface, the air that flows over the wing has to go farther—and therefore faster—than the air that flows under it. This creates a difference in air pressure between the upper and lower surfaces as the plane moves forward. The air underneath is under greater pressure and therefore pushes the wing up. The faster the air flows past the wings, the greater the lift. For this reason, an airplane takes off most easily when it faces the wind. Pilots use flaps and slats to change the amount of lift. Lowering the flaps increases the curved surface of the wing, which provides more lift for takeoff. Slats also increase lift by allowing air to flow more smoothly over the wing. Raising the flaps reduces lift, which slows down the plane for landing.

MAYDAY: Why Do Pilots Say Mayday? – Pilot Teacher MAYDAY: Why Do Pilots Say Mayday?
MAYDAY: Why Do Pilots Say Mayday?
Why Would A Pilot Say “Mayday”?
What Happens When A Pilots Declares Mayday?
In Remote Locations
In Populated Areas & Airspace
To Finish
Further Reading
Rick James
How Do Helicopters Move Around On The Ground?
Can Helicopters Fly In Zero Visibility?
 Clear all nearby traffic away from the area
Keep an eye on the distressed aircraft to maintain separation from other aircraft and terrain
Give the distressed aircraft priority handling into any area or airport they wish
Talk to the pilot to see what help they need
Liaise with an airport of intended landing to get emergency crews on standby and the airport airspace and runways cleared
Help with directions by giving the pilot headings/altitudes to fly to get them to the nearest suitable airport
or any other help they can offer to reduce the pilot’s workload
This is usually done by bringing in an additional air traffic controller (if staffing allows) to let the main controller deal solely with the distressed aircraft and let the secondary controller liase and arrange the peripheral help. To Finish
Declaring a Mayday is asking for help when something could be on its way to going wrong, like a low fuel situation, or when the pilot is fighting for their life. Even if there is nothing that other pilots or air traffic controllers can do just having someone to talk to can keep the pilot calm which can be just enough to keep making the right decisions and achieving a positive outcome. Unfortunately, there are many occasions where mayday calls are heard by pilots and the distressed pilot has their mic keyed all the way to the end, which I can tell you from personal experience is a haunting memory that will stay with me forever. For those pilots that get help early by not worrying about getting into trouble, the help far outweighs any paperwork that may follow – Heck I would much rather do days of paperwork than not be able to go home again! Header Image: Source: NMOS332
Further Reading
If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog: This Is Why Pilots Reduce Thrust After Takeoff? Aircraft Checklists:

How To Make A Perfect Crosswind Landing | Boldmethod How To Make A Perfect Crosswind Landing
How To Make A Perfect Crosswind Landing
Flying The Crab Method
Flying The Wing-Low Method
Wing Low: Round Out And Flare
Touchdown
After-Landing Rollout
What's The Maximum Safe Crosswind Velocity For Landing?
Are Flaps Good Or Bad In A Crosswind?
Using The Method That Works For You
Take The Next Step...
Colin Cutler
Images Courtesy:
 Boldmethod
You start flying the wing-low method on final approach. And by flying wing-low on final, you keep your airplane's ground track and longitudinal axis aligned with the runway the entire time. That means your approach is more stabilized from final to touchdown. Getting used to flying wing-low can take a little practice to get comfortable with, because you're cross-controlling the aircraft in order to stay aligned with the runway. Stepping on the rudder in one direction to keep your nose aligned with the runway, and using ailerons in the other direction to prevent drift can feel confusing at first. And it's easy to get the two mixed up when you're starting out. One of the best ways I've found for students to learn to fly wing-low is by breaking the maneuver down into two parts. First, step on the rudder to get the nose aligned with the runway. Second, use ailerons to stop drifting left or right, and keep yourself aligned with the runway centerline. Another good way to get used to the wing-low method is by flying a low approach over the runway and never touching down.

How To Make A Perfect Crosswind Landing | Boldmethod

How To Make A Perfect Crosswind Landing
How To Make A Perfect Crosswind Landing
Flying The Crab Method
Flying The Wing-Low Method
Wing Low: Round Out And Flare
Touchdown
After-Landing Rollout
What's The Maximum Safe Crosswind Velocity For Landing?
Are Flaps Good Or Bad In A Crosswind?
Using The Method That Works For You
Take The Next Step...
Colin Cutler
Images Courtesy:

Boldmethod
You start flying the wing-low method on final approach. And by flying wing-low on final, you keep your airplane's ground track and longitudinal axis aligned with the runway the entire time. That means your approach is more stabilized from final to touchdown. Getting used to flying wing-low can take a little practice to get comfortable with, because you're cross-controlling the aircraft in order to stay aligned with the runway. Stepping on the rudder in one direction to keep your nose aligned with the runway, and using ailerons in the other direction to prevent drift can feel confusing at first. And it's easy to get the two mixed up when you're starting out. One of the best ways I've found for students to learn to fly wing-low is by breaking the maneuver down into two parts. First, step on the rudder to get the nose aligned with the runway. Second, use ailerons to stop drifting left or right, and keep yourself aligned with the runway centerline. Another good way to get used to the wing-low method is by flying a low approach over the runway and never touching down.

Avoiding Black Holes | Pilot Getaways Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson
 Avoiding Black Holes | Pilot Getaways
You are here Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson
I enjoy flying at night. Evening cooling normally results in less turbulence, reduced traffic means less radio frequency congestion, and it’s often easier to spot other aircraft—providing they have their lights on. And the sparkling ground lights at night, well, they’re just plain pretty. There are hazards that lurk in the dark however, just waiting to trap an unsuspecting pilot. For example, pilots can be tricked into flying too low at night when approaching upslope runways or runways with greater length-to-width ratios than they are accustomed to. The most deadly of these hazards, however, is the “black hole approach.” Black hole conditions exist on dark nights (usually with no moon or starlight), when there are no ground lights between your aircraft and the runway threshold. The black hole illusion, sometimes called the featureless terrain illusion, fools pilots into thinking they are higher than they actually are, causing them to fly dangerously low approaches. Such were the conditions for an instructor and his student on a night training flight when they struck the trees on final approach. The instructor knew all about the black hole phenomenon—that’s why he elected to conduct the approach himself—but he ended up flying too low nonetheless.

Avoiding Black Holes | Pilot Getaways

Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson

Avoiding Black Holes | Pilot Getaways
You are here Avoiding Black Holes
Avoiding Black Holes
by Dale Wilson
I enjoy flying at night. Evening cooling normally results in less turbulence, reduced traffic means less radio frequency congestion, and it’s often easier to spot other aircraft—providing they have their lights on. And the sparkling ground lights at night, well, they’re just plain pretty. There are hazards that lurk in the dark however, just waiting to trap an unsuspecting pilot. For example, pilots can be tricked into flying too low at night when approaching upslope runways or runways with greater length-to-width ratios than they are accustomed to. The most deadly of these hazards, however, is the “black hole approach.” Black hole conditions exist on dark nights (usually with no moon or starlight), when there are no ground lights between your aircraft and the runway threshold. The black hole illusion, sometimes called the featureless terrain illusion, fools pilots into thinking they are higher than they actually are, causing them to fly dangerously low approaches. Such were the conditions for an instructor and his student on a night training flight when they struck the trees on final approach. The instructor knew all about the black hole phenomenon—that’s why he elected to conduct the approach himself—but he ended up flying too low nonetheless.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 However other aircraft were sometimes a problem, mostly light civil aircraft. I also do remember one time I dropped down from 500 feet to perhaps 200 feet over the flat desert, only to have an F-111 fly perpendicular and underneath me at an even lower attitude. We flew a lot out of the Philippines. There the main problem was the unseen obstacles of logging cables, stretched across a valley from one mountain to another. We had one aircraft have part of his wing sliced off by one of these cables as he flew a low-level through a valley. He landed safely but was in a lot of trouble with his CO. Months later we lost an aircraft hitting a logging cable, but the pilot safely ejected. I remember practicing low-level flight over the water off the Philippine coast. We flew as fast and as low as we possibly could. We maybe rationalized that it was for training to dodge SAMs over North Vietnam, but I think we did it mostly because it was thrilling.

How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson

However other aircraft were sometimes a problem, mostly light civil aircraft. I also do remember one time I dropped down from 500 feet to perhaps 200 feet over the flat desert, only to have an F-111 fly perpendicular and underneath me at an even lower attitude. We flew a lot out of the Philippines. There the main problem was the unseen obstacles of logging cables, stretched across a valley from one mountain to another. We had one aircraft have part of his wing sliced off by one of these cables as he flew a low-level through a valley. He landed safely but was in a lot of trouble with his CO. Months later we lost an aircraft hitting a logging cable, but the pilot safely ejected. I remember practicing low-level flight over the water off the Philippine coast. We flew as fast and as low as we possibly could. We maybe rationalized that it was for training to dodge SAMs over North Vietnam, but I think we did it mostly because it was thrilling.

"High to low, look out below!" | Pilots of America "High to low, look out below!"
"High to low, look out below!"
Njonl Filing Flight Plan
Doggtyred En-Route
EppyGA Touchdown! Greaser!
alfadog Final Approach
alfadog Final Approach
pilotod Pre-takeoff checklist
MDeitch1976 Line Up and Wait
Njonl Filing Flight Plan
alfadog Final Approach
PatrickK Filing Flight Plan
Dana Pattern Altitude
SkyDog58 Touchdown! Greaser!
luvflyin Final Approach PoA Supporter
Tantalum Final Approach
Dana Pattern Altitude
bflynn Final Approach
Tantalum Final Approach
 eyeflying
Isn't a simple way to just remember high to low, look out below to mean
high altitude to low altitude, look out below (because your altimeter is telling you you're higher than you really are)
or
high pressure to low pressure, look out below (because your altimeter is telling you you're higher than you really are)
This is assuming you didn't correct your altimeter of course. Njonl said: ↑
Is there a simple way of understanding these altimeter errors? I'm seeing "low to high, clear the sky" and "high to low, look out below." I'm really overthinking these concepts, and I'm wondering if anybody has a simplified way of understanding it. Thanks! Click to expand...
pilotod, May 10, 2012
#6
MDeitch1976 Line Up and Wait
Joined: Apr 10, 2012
Messages: 577
Location: Maryland
Display Name:

"High to low, look out below!" | Pilots of America

eyeflying
Isn't a simple way to just remember high to low, look out below to mean
high altitude to low altitude, look out below (because your altimeter is telling you you're higher than you really are)
or
high pressure to low pressure, look out below (because your altimeter is telling you you're higher than you really are)
This is assuming you didn't correct your altimeter of course. Njonl said: ↑
Is there a simple way of understanding these altimeter errors? I'm seeing "low to high, clear the sky" and "high to low, look out below." I'm really overthinking these concepts, and I'm wondering if anybody has a simplified way of understanding it. Thanks! Click to expand...
pilotod, May 10, 2012
#6
MDeitch1976 Line Up and Wait
Joined: Apr 10, 2012
Messages: 577
Location: Maryland
Display Name:

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod 8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
1) Runway Width
2) Runway And Terrain Slope
Boldmethod
3) Featureless Terrain
4) Water Refraction
5) Haze
6) Fog
7) Ground Lighting
8) Flat Light
Images Courtesy:
Latest Stories
 8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
By Boldmethod
|
02/02/2021
Previous Story
Next Story
List
Optical illusions can significantly affect your ability to fly safely. Here's what every pilot should be prepared to handle. .. 1) Runway Width
A narrower-than-usual runway can create an illusion that the aircraft is higher than it actually is, leading to a lower approach. A wider-than-usual runway can create an illusion that the aircraft is lower than it actually is, leading to a higher approach. 2) Runway And Terrain Slope
A downsloping runway can create the illusion that the aircraft is lower than it actually is, leading to a higher approach. An upsloping runway can create the illusion that the aircraft is higher than it actually is, leading to a lower approach. The same is true for flying around sloping terrain. Boldmethod
3) Featureless Terrain
Flying an overwater approach or an approach over darkened areas creates the illusion that the aircraft is at a higher altitude than it actually is. A great example of this is the "black hole" approach, causing pilots to fly a lower than normal final approach. Boldmethod
4) Water Refraction
Rain on the windscreen can create the illusion that you're flying at a higher altitude due to the horizon appearing lower than it is.

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
1) Runway Width
2) Runway And Terrain Slope
Boldmethod
3) Featureless Terrain
4) Water Refraction
5) Haze
6) Fog
7) Ground Lighting
8) Flat Light
Images Courtesy:
Latest Stories

8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid | Boldmethod
8 Optical Illusions Every Pilot Should Understand, And Know How To Avoid
By Boldmethod
|
02/02/2021
Previous Story
Next Story
List
Optical illusions can significantly affect your ability to fly safely. Here's what every pilot should be prepared to handle. .. 1) Runway Width
A narrower-than-usual runway can create an illusion that the aircraft is higher than it actually is, leading to a lower approach. A wider-than-usual runway can create an illusion that the aircraft is lower than it actually is, leading to a higher approach. 2) Runway And Terrain Slope
A downsloping runway can create the illusion that the aircraft is lower than it actually is, leading to a higher approach. An upsloping runway can create the illusion that the aircraft is higher than it actually is, leading to a lower approach. The same is true for flying around sloping terrain. Boldmethod
3) Featureless Terrain
Flying an overwater approach or an approach over darkened areas creates the illusion that the aircraft is at a higher altitude than it actually is. A great example of this is the "black hole" approach, causing pilots to fly a lower than normal final approach. Boldmethod
4) Water Refraction
Rain on the windscreen can create the illusion that you're flying at a higher altitude due to the horizon appearing lower than it is.

Flying Lessons
 Flying Lessons

—by Rod Machado
Airplanes are like homing pigeons: they all have a   particular place to go. In the case of airplanes, it's   the airport. For homing pigeons, they head… home. With all those airplanes heading for airports (in some   cases, the same airport), it's amazing that they don't   bump into one another more often. In the spirit of the homing pigeon, I guess you   could say that pilots pull off quite a "coo" in how   they manage to do this safely. The fact is, pilots are   highly organized when they operate at airports. They   don't fly around in a chaotic manner like moths around   search lights. They fly a rectangular pattern relative   to the runway, and they do it at a specific altitude. This pattern is formally called a traffic pattern, and   it allows pilots to know where to look for and expect   other aviators that are operating at the airport.

Flying Lessons

Flying Lessons

—by Rod Machado
Airplanes are like homing pigeons: they all have a   particular place to go. In the case of airplanes, it's   the airport. For homing pigeons, they head… home. With all those airplanes heading for airports (in some   cases, the same airport), it's amazing that they don't   bump into one another more often. In the spirit of the homing pigeon, I guess you   could say that pilots pull off quite a "coo" in how   they manage to do this safely. The fact is, pilots are   highly organized when they operate at airports. They   don't fly around in a chaotic manner like moths around   search lights. They fly a rectangular pattern relative   to the runway, and they do it at a specific altitude. This pattern is formally called a traffic pattern, and   it allows pilots to know where to look for and expect   other aviators that are operating at the airport.

Lazy Eight | Wings by Werntz Lazy Eight
Lazy Eight
My notes
FAA Description (From AFH Chapter 9 – Performance Maneuvers)
Standard (from Commercial Pilot ACS)
Other references
 These concepts can be difficult to remember; however, to simplify, rolling right at low airspeeds and high-power settings requires substantial right rudder pressures. At the lazy eight’s 90° reference point, the bank angle should also have reached its maximum angle of approximately 30°. [ Figure 9-4C] The airspeed should be at its minimum, just about 5 to 10 knots above stall speed, with the airplane’s pitch attitude passing through level flight. Coordinated flight at this point requires that, in some flight conditions, a slight amount of opposite aileron pressure may be required to prevent the wings from overbanking while maintaining rudder pressure to cancel the effects of left turning tendencies. The pilot should not hesitate at the 90° point but should continue to maneuver the airplane into a descending turn. The rollout from the bank should proceed slowly while the airplane’s pitch attitude is allowed to decrease. When the airplane has turned 135°, the airplane should be in 9-8 its lowest pitch attitude. [ Figure 9-4D] Pilots should remember that the airplane’s airspeed is increasing as the airplane’s pitch attitude decreases; therefore, to maintain proper coordination will require a decrease in right rudder pressure.

Lazy Eight | Wings by Werntz

Lazy Eight
Lazy Eight
My notes
FAA Description (From AFH Chapter 9 – Performance Maneuvers)
Standard (from Commercial Pilot ACS)
Other references

These concepts can be difficult to remember; however, to simplify, rolling right at low airspeeds and high-power settings requires substantial right rudder pressures. At the lazy eight’s 90° reference point, the bank angle should also have reached its maximum angle of approximately 30°. [ Figure 9-4C] The airspeed should be at its minimum, just about 5 to 10 knots above stall speed, with the airplane’s pitch attitude passing through level flight. Coordinated flight at this point requires that, in some flight conditions, a slight amount of opposite aileron pressure may be required to prevent the wings from overbanking while maintaining rudder pressure to cancel the effects of left turning tendencies. The pilot should not hesitate at the 90° point but should continue to maneuver the airplane into a descending turn. The rollout from the bank should proceed slowly while the airplane’s pitch attitude is allowed to decrease. When the airplane has turned 135°, the airplane should be in 9-8 its lowest pitch attitude. [ Figure 9-4D] Pilots should remember that the airplane’s airspeed is increasing as the airplane’s pitch attitude decreases; therefore, to maintain proper coordination will require a decrease in right rudder pressure.

aerodynamics - What happens when an airplane stalls and why do pilots practice it? - Aviation Stack Exchange
What happens when an airplane stalls and why do pilots practice it?
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Why pilots practice stalls
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 A stall occurs when the airspeed falls too low, and the lift provided by the wings cannot maintain flight. Airspeed can fall too low for several reasons; for AF447 it was the most common case, that the plane's angle of attack was raised too high, and the engines could not provide enough thrust to keep the plane flying above its stall speed. In this scenario, memory of stall practices should kick in and the pilot should point the nose down to regain airspeed, allowing the wings to provide more lift. Interestingly, the article suggests that the Airbus controls take commands rather than being a modifiable reflection of the current state of the aircraft, so once the stick was released it wasn't apparent that the plane was trying to climb to the other pilot. Eventually airspeed dropped so low that the airspeed sensors themselves switched off, silencing the stall warning. When the pilots realised the mistake and pointed the nose back down, the increasing airspeed re-enabled the airspeed sensors, which restarted the stall warning, perhaps confusing the crew further. The captain realised just before impact: " 10 degrees of pitch..."
Practising of scenarios is to prepare crew so that in the event of some danger or failure, they do not panic but respond appropriately and correct the problem. Share

aerodynamics - What happens when an airplane stalls and why do pilots practice it? - Aviation Stack Exchange

What happens when an airplane stalls and why do pilots practice it?
10 Answers
10
For Nerds
For the rest of us
Why pilots practice stalls
Not the answer you're looking for? Browse other questions tagged aerodynamics aircraft-design flight-training stall or ask your own question.

A stall occurs when the airspeed falls too low, and the lift provided by the wings cannot maintain flight. Airspeed can fall too low for several reasons; for AF447 it was the most common case, that the plane's angle of attack was raised too high, and the engines could not provide enough thrust to keep the plane flying above its stall speed. In this scenario, memory of stall practices should kick in and the pilot should point the nose down to regain airspeed, allowing the wings to provide more lift. Interestingly, the article suggests that the Airbus controls take commands rather than being a modifiable reflection of the current state of the aircraft, so once the stick was released it wasn't apparent that the plane was trying to climb to the other pilot. Eventually airspeed dropped so low that the airspeed sensors themselves switched off, silencing the stall warning. When the pilots realised the mistake and pointed the nose back down, the increasing airspeed re-enabled the airspeed sensors, which restarted the stall warning, perhaps confusing the crew further. The captain realised just before impact: " 10 degrees of pitch..."
Practising of scenarios is to prepare crew so that in the event of some danger or failure, they do not panic but respond appropriately and correct the problem. Share

descent - How do planes descend for landing? - Aviation Stack Exchange
How do planes descend for landing?
4 Answers
4
A plane descends when its wings produce less lift than it weighs
A wing produces lift when it moves through the air
More power = more speed = more lift
Why pointing the aircraft down (or up) isn't the way altitude is controlled
Your Answer
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 Gliders control their sink rate by flying in rising or sinking air, and additionally by flying slow (and near their minimum sink rate) or fast. To descend quickly, they can open speed brakes and/or sideslip. My favorite for a fast descent is to spin the aircraft, but airliners do not use this option. In order to produce the necessary lift to keep the aircraft in the air, the pilot picks a combination of speed and angle of attack at which lift equals weight. Other combinations would result in an accelerating vertical speed and are only used in transitions from one flight state to the next. To arrive at the aircraft's pitch attitude, you need to add the flight path angle to this angle of attack. If the plane descends with a flight path angle of -3° and the pilot reduces speed such that he needs to increase the angle of attack by the same 3° to produce the same lift, the resulting pitch angle of the aircraft would stay the same. Normally, the correct answer to your question is 2. Reduction of engine power. But the other answers are also correct:

descent - How do planes descend for landing? - Aviation Stack Exchange

How do planes descend for landing?
4 Answers
4
A plane descends when its wings produce less lift than it weighs
A wing produces lift when it moves through the air
More power = more speed = more lift
Why pointing the aircraft down (or up) isn't the way altitude is controlled
Your Answer
Not the answer you're looking for? Browse other questions tagged landing descent or ask your own question.

Gliders control their sink rate by flying in rising or sinking air, and additionally by flying slow (and near their minimum sink rate) or fast. To descend quickly, they can open speed brakes and/or sideslip. My favorite for a fast descent is to spin the aircraft, but airliners do not use this option. In order to produce the necessary lift to keep the aircraft in the air, the pilot picks a combination of speed and angle of attack at which lift equals weight. Other combinations would result in an accelerating vertical speed and are only used in transitions from one flight state to the next. To arrive at the aircraft's pitch attitude, you need to add the flight path angle to this angle of attack. If the plane descends with a flight path angle of -3° and the pilot reduces speed such that he needs to increase the angle of attack by the same 3° to produce the same lift, the resulting pitch angle of the aircraft would stay the same. Normally, the correct answer to your question is 2. Reduction of engine power. But the other answers are also correct:

weather - Why do pilots need the ceiling, time, and dew point in the ATIS? - Aviation Stack Exchange
Why do pilots need the ceiling, time, and dew point in the ATIS?
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 Why do they need to know the ceiling? Zulu time: what is the zulu time? Dew point: why do they need to know the dew point? weather pilots atis
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The ceiling is the lowest altitude where clouds cover more than half of the sky. This is important because climbing above that altitude means you will most likely have to fly through clouds. This makes navigation more difficult and pilots are required to have special training to fly in low visibility. If the ceiling is too low, pilots can't be at a safe altitude above the ground and out of the clouds at the same time. Low ceilings are also critical for landing, and may require pilots to make an instrument approach and landing.

weather - Why do pilots need the ceiling, time, and dew point in the ATIS? - Aviation Stack Exchange

Why do pilots need the ceiling, time, and dew point in the ATIS?
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Why do they need to know the ceiling? Zulu time: what is the zulu time? Dew point: why do they need to know the dew point? weather pilots atis
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The ceiling is the lowest altitude where clouds cover more than half of the sky. This is important because climbing above that altitude means you will most likely have to fly through clouds. This makes navigation more difficult and pilots are required to have special training to fly in low visibility. If the ceiling is too low, pilots can't be at a safe altitude above the ground and out of the clouds at the same time. Low ceilings are also critical for landing, and may require pilots to make an instrument approach and landing.

Can someone actually "fly under the radar"? - Aviation Stack Exchange
Can someone actually “fly under the radar”?
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 So just because you're out of or below the range of the far-away radar does not mean that no one is watching you. Share
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answered Apr 1 '14 at 22:01
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Yes, staying at low altitudes can mask your presence to ATC primary radar systems as well as all but the most advanced military radar systems. Low azimuth scanning by a radar antenna introduced unwanted electromagnetic interference with its signals also known as ground clutter. It becomes much more difficult for a radar set to detect a single target flying in this clutter until the aircraft is much closer to the transmitter, thereby greatly reducing the detection range. Military pilots in non stealth combat aircraft will often opt to fly at low altitudes to hide in clutter. While this does offer a measure of protection against command guided surface to air missiles as well as fighters, it makes the aircraft vulnerable to short range surface threats like close in radar guided AAA or MANPADS. Drug smugglers perfected an art of low flying to avoiding detection in the late 1970s and early 1980s by flying mule aircraft low on the deck over the ocean. See Mickey Munday's or Barry Seal's story from the documentary Cocaine Cowboys where they talk about flying an aircraft into the Bahamas at night 50 feet above the ocean. They claimed that as long as they couldn't see the glow of lights from Tampa, FL, they were too low to be detected by ATC. Share
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answered Jul 5 '18 at 3:13
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In addition to the other answers, radars need to account for moving objects on the ground.

Can someone actually "fly under the radar"? - Aviation Stack Exchange

Can someone actually “fly under the radar”?
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What does a Pilot do? What does a
Pilot
do?

What does a
Pilot do?
Description
Primary Responsibilities
Daily Tasks
Salary
Pay difference by location
Deductions
Required Skills and Qualifications
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 Pilots working for a specific airline are called Airline Pilots, while Pilots that fly charters or private aircrafts are called Commercial Pilots. The latter are hired by private individuals or companies to fly their aircrafts. Pilots usually fly predetermined routes, as well as routes designed by the airline or company they work for. The length of the journey and the type of cargo will vary depending on the company and the customer’s needs. Flying an aircraft requires much skill, practice, and a certain set of qualifications. Most aircrafts usually require two Pilots at a time during a flight. One of them is the Captain and will be Pilot in command of the aircraft, the other one is called the Co-Pilot or First Officer and their role is to assist the Captain. The Captain is responsible for the safety of the aircraft, its passengers, and the cargo. The Pilots take turns flying the aircraft to avoid fatigue and safety hazards. While one of the Pilots is operating the controls, the other is in constant communication with ground air traffic control and carries out the necessary paperwork and calculations.

What does a Pilot do?

What does a
Pilot
do?

What does a
Pilot do?
Description
Primary Responsibilities
Daily Tasks
Salary
Pay difference by location
Deductions
Required Skills and Qualifications
Job Offers

Pilots working for a specific airline are called Airline Pilots, while Pilots that fly charters or private aircrafts are called Commercial Pilots. The latter are hired by private individuals or companies to fly their aircrafts. Pilots usually fly predetermined routes, as well as routes designed by the airline or company they work for. The length of the journey and the type of cargo will vary depending on the company and the customer’s needs. Flying an aircraft requires much skill, practice, and a certain set of qualifications. Most aircrafts usually require two Pilots at a time during a flight. One of them is the Captain and will be Pilot in command of the aircraft, the other one is called the Co-Pilot or First Officer and their role is to assist the Captain. The Captain is responsible for the safety of the aircraft, its passengers, and the cargo. The Pilots take turns flying the aircraft to avoid fatigue and safety hazards. While one of the Pilots is operating the controls, the other is in constant communication with ground air traffic control and carries out the necessary paperwork and calculations.

How Autopilot on Planes Works | Condé Nast Traveler How Autopilot on Planes Works
How Autopilot on Planes Works
The pilot is arguably the most important person on your flight. But the reality is that they may not be manually flying your plane.
How exactly does it work?
What Do Pilots (Actually) Do on Long Flights?
So, does that make pilots obsolete?
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Today’s autopilot is much more sophisticated, and most planes that seat more than 20 people have autopilot systems. The computer-based three-axis system controls distinct phases of flight—taxi, takeoff, climbing, cruising at altitude, descent, approach, and landing. ( The Federal Aviation Administration mandates that pilots be "hands-on" for takeoffs and landings while a plane is below 500 feet.) While pilots still land planes manually 99 percent of the time, the autopilot technology and newer airport infrastructure allow for more automated landings, which are especially helpful in low visibility or bad weather events. The system itself works on a negative feedback loop, which means it receives data from the aircraft’s various mechanisms and responds by inhibiting a particular action in response to another action. For instance, the autopilot is set to maintain the aircraft in a level position. If the wings are no longer level, the autopilot receives data telling it that, and it activates to correct the problem. Once the wings are level, the loop closes and that communication essentially stops. This repeats with all of the functions of a plane inflight including steering, speed, altitude, and more. All of this is done without the pilot lifting a finger, although they are monitoring closely to mind for any issues or inconsistencies.

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Today’s autopilot is much more sophisticated, and most planes that seat more than 20 people have autopilot systems. The computer-based three-axis system controls distinct phases of flight—taxi, takeoff, climbing, cruising at altitude, descent, approach, and landing. ( The Federal Aviation Administration mandates that pilots be "hands-on" for takeoffs and landings while a plane is below 500 feet.) While pilots still land planes manually 99 percent of the time, the autopilot technology and newer airport infrastructure allow for more automated landings, which are especially helpful in low visibility or bad weather events. The system itself works on a negative feedback loop, which means it receives data from the aircraft’s various mechanisms and responds by inhibiting a particular action in response to another action. For instance, the autopilot is set to maintain the aircraft in a level position. If the wings are no longer level, the autopilot receives data telling it that, and it activates to correct the problem. Once the wings are level, the loop closes and that communication essentially stops. This repeats with all of the functions of a plane inflight including steering, speed, altitude, and more. All of this is done without the pilot lifting a finger, although they are monitoring closely to mind for any issues or inconsistencies.

What Do Pilots (Actually) Do on Long Flights? | Condé Nast Traveler What Do Pilots (Actually) Do on Long Flights?
What Do Pilots (Actually) Do on Long Flights?
When the plane takes off, the work is only just beginning.
Meteorologist and Communicator
Counselor and Diplomat
Analyst and Engineer
Why Airline Pilots Can't Chit Chat Below 10,000 Feet
Some R&R
 While the laws governing jurisdiction can get complicated, the captain’s authority is upheld by multiple international agreements, like the Tokyo Convention of 1963 and the Montreal Convention of 1999. He or she has the final word on whether or not a passenger situation requires a flight diversion for safety reasons. Analyst and Engineer
Much of the work pilots do is strategic. Airplanes are complicated machines, and there are numerous gauges and systems to monitor, from engine oil pressure to hydraulic fluid contents to air conditioning ducts (making sure the guy in seat 32B isn’t too hot). “We don’t really want to land with excess fuel, because you have to burn more fuel to carry more fuel,” Anderson says. Put simply? Aircraft don’t carry an abundance of extra fuel—instead, it’s up to the pilots to do calculations throughout the flight to make sure they have enough fuel to reach their destination. In the off chance they miscalculate, the pilots will divert to a closer airfield for refueling before taking off for the final destination. Not only is it the amount of fuel important, but so is the fuel's temperature. The outside air can be so cold that some of the fuel tanks may cool down to dangerous levels, restricting its flow.

What Do Pilots (Actually) Do on Long Flights? | Condé Nast Traveler

What Do Pilots (Actually) Do on Long Flights?
What Do Pilots (Actually) Do on Long Flights?
When the plane takes off, the work is only just beginning.
Meteorologist and Communicator
Counselor and Diplomat
Analyst and Engineer
Why Airline Pilots Can't Chit Chat Below 10,000 Feet
Some R&R

While the laws governing jurisdiction can get complicated, the captain’s authority is upheld by multiple international agreements, like the Tokyo Convention of 1963 and the Montreal Convention of 1999. He or she has the final word on whether or not a passenger situation requires a flight diversion for safety reasons. Analyst and Engineer
Much of the work pilots do is strategic. Airplanes are complicated machines, and there are numerous gauges and systems to monitor, from engine oil pressure to hydraulic fluid contents to air conditioning ducts (making sure the guy in seat 32B isn’t too hot). “We don’t really want to land with excess fuel, because you have to burn more fuel to carry more fuel,” Anderson says. Put simply? Aircraft don’t carry an abundance of extra fuel—instead, it’s up to the pilots to do calculations throughout the flight to make sure they have enough fuel to reach their destination. In the off chance they miscalculate, the pilots will divert to a closer airfield for refueling before taking off for the final destination. Not only is it the amount of fuel important, but so is the fuel's temperature. The outside air can be so cold that some of the fuel tanks may cool down to dangerous levels, restricting its flow.

How Low Cost Airlines Work - Low Cost Airline Guide How Low Cost Airlines Work
How Low Cost Airlines Work
Airline Information
 How Low Cost Airlines Work - Low Cost Airline Guide
How Low Cost Airlines Work
A low cost airline is the cheapest means of transportation to take whether you’re planning on going around the world in eighty days (they do fly transatlantic), or just taking a trip down south to visit your parents. It’s called a no-frills carrier because it offers low fares to passengers whilst doing away with several traditional passenger services, some of which you may have taken for granted, like free food and drinks. Most airlines have only a single passenger class, and usually feature the Airbus 320’s or Boeing 737’s in their fleet of aircraft. Another element of a low cost airline is that you usually can’t reserve a seat for yourself prior to boarding the plane (for free, at least). If you’re a fan of taking in aerial views and want the window seat, or are claustrophobic and prefer the aisle, we suggest you board the plane much in advance to avoid disappointment. Many discount airlines tend to increase their fare as the plane fills up and early reservations are usually rewarded with the lowest fares, demonstrative of the price mechanism that operates in accordance to the forces of demand and supply (the basis of the study of economics). Additionally, these carriers bend towards flying to cheaper and less congested secondary airports either early in the morning or late in the evening. This way they succeed in preventing traffic delays while also taking advantage of lower landing fees. Most flights are short, and turnaround times are fast; allowing low cost carrier companies to make maximum utilization of their air crafts.

How Low Cost Airlines Work - Low Cost Airline Guide

How Low Cost Airlines Work
How Low Cost Airlines Work
Airline Information

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 Low Altitude Employment and Step-downs” are a multi-year process for fighter and other tactical pilots. Short answer to your question— F-15 pilots started at 1000 feet and eventually worked down to 300 (in my day, late 1980’s). A-10 pilots operate as low as 100 feet. Other airplanes have their own limits. OBTW, low isn’t always the best place to be, depending on the nature of the bad guy’s weapons. Ask the Brits (fairly proud of their low altitude flying skills) how the first day of Iraq 1 went for them…
Actual lowest altitude that folks fly… I’ll leave that for stories at the bar. My low altitude briefing to my wingman was something to the effect of, “I don’t want to look over and see you lower than me”. Sponsored by Best Gadget Advice
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Anders Nilsson
, Knows a little about a lot, and a lot about a few things.

How low can a fighter jet fly safely? - Quora

Low Altitude Employment and Step-downs” are a multi-year process for fighter and other tactical pilots. Short answer to your question— F-15 pilots started at 1000 feet and eventually worked down to 300 (in my day, late 1980’s). A-10 pilots operate as low as 100 feet. Other airplanes have their own limits. OBTW, low isn’t always the best place to be, depending on the nature of the bad guy’s weapons. Ask the Brits (fairly proud of their low altitude flying skills) how the first day of Iraq 1 went for them…
Actual lowest altitude that folks fly… I’ll leave that for stories at the bar. My low altitude briefing to my wingman was something to the effect of, “I don’t want to look over and see you lower than me”. Sponsored by Best Gadget Advice
25 insanely cool gadgets selling out quickly in 2021. We've put together a list of incredible gadgets that you didn't know you needed! Learn More
Anders Nilsson
, Knows a little about a lot, and a lot about a few things.

If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink? | Boldmethod If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink?
If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink?
Maximize Glide Range, Or Time Aloft?
Maximizing Your Time Aloft
Selecting A Landing Site: Airport
No GPS?
Approaching The Airport
Getting Ready For a Runway Touchdown
Selecting A Landing Site: Off Airport
Finding A Place To Land
Controlling Attitude And Sink Rate
Aircraft Configuration For Off-Airport Landings
Touching Down Off-Airport
Colin Cutler
Images Courtesy:
 Keep in mind that you'll be higher than a normal 3-degree glide path, but you're also descending much faster because you don't have power. At this point, you want to aim for your touchdown point, one-third down the runway. If the point is moving down in the windshield, it means you're high, and it's probably time to add more flaps or slip to lose altitude. But you want to keep in mind that you need to be absolutely sure you'll make the runway before you add flaps. And if your aim point is moving up in the windshield, it means you're getting low on glide path, and you shouldn't add any more flaps until you're sure you'll make the pavement. As you cross the threshold, you need to focus your attention on a safe touchdown. You're still aiming for the touchdown point, but if you're high and fast, it's better to land a few hundred feet beyond the touchdown point, than it is to force the airplane on to the landing spot. Selecting A Landing Site: Off Airport
If you can't glide to an airport, you need to pick the next best thing. And most of the time, you have quite a few options.

If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink? | Boldmethod

If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink?
If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink?
Maximize Glide Range, Or Time Aloft?
Maximizing Your Time Aloft
Selecting A Landing Site: Airport
No GPS?
Approaching The Airport
Getting Ready For a Runway Touchdown
Selecting A Landing Site: Off Airport
Finding A Place To Land
Controlling Attitude And Sink Rate
Aircraft Configuration For Off-Airport Landings
Touching Down Off-Airport
Colin Cutler
Images Courtesy:

Keep in mind that you'll be higher than a normal 3-degree glide path, but you're also descending much faster because you don't have power. At this point, you want to aim for your touchdown point, one-third down the runway. If the point is moving down in the windshield, it means you're high, and it's probably time to add more flaps or slip to lose altitude. But you want to keep in mind that you need to be absolutely sure you'll make the runway before you add flaps. And if your aim point is moving up in the windshield, it means you're getting low on glide path, and you shouldn't add any more flaps until you're sure you'll make the pavement. As you cross the threshold, you need to focus your attention on a safe touchdown. You're still aiming for the touchdown point, but if you're high and fast, it's better to land a few hundred feet beyond the touchdown point, than it is to force the airplane on to the landing spot. Selecting A Landing Site: Off Airport
If you can't glide to an airport, you need to pick the next best thing. And most of the time, you have quite a few options.

Bureau of Labor Statistics
Airline and Commercial Pilots
Summary click to expand contents
What Airline and Commercial Pilots Do click to expand contents
Work Environment click to expand contents
How to Become an Airline or Commercial Pilot click to expand contents
Pay click to expand contents
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OOH Links
 The largest employers of commercial pilots were as follows: Nonscheduled air transportation
28%
Technical and trade schools; private
12
Support activities for air transportation
10
Ambulance services
10
Manufacturing
3
Pilots assigned to long-distance routes may experience fatigue and jetlag. Weather conditions may result in turbulence, requiring pilots to change the flying altitude. Flights can be long and flight decks are often sealed, so pilots work in small teams for long periods in close proximity to one another. Aerial applicators, also known as crop dusters, may be exposed to toxic chemicals, typically use unimproved landing strips, such as grass, dirt, or gravel surface, and may be at risk of collision with power lines. Helicopter pilots involved in rescue operations may fly at low levels during bad weather or at night, and land in areas surrounded by power lines, highways, and other obstacles. Pilots use hearing protection devices to prevent their exposure to engine noise. The high level of concentration required to fly an aircraft and the mental stress of being responsible for the safety of passengers can be fatiguing. Pilots must be alert and quick to react if something goes wrong.

Bureau of Labor Statistics

Airline and Commercial Pilots
Summary click to expand contents
What Airline and Commercial Pilots Do click to expand contents
Work Environment click to expand contents
How to Become an Airline or Commercial Pilot click to expand contents
Pay click to expand contents
Job Outlook click to expand contents
State & Area Data click to expand contents
Similar Occupations click to expand contents
Contacts for More Info click to expand contents
OOH Links

The largest employers of commercial pilots were as follows: Nonscheduled air transportation
28%
Technical and trade schools; private
12
Support activities for air transportation
10
Ambulance services
10
Manufacturing
3
Pilots assigned to long-distance routes may experience fatigue and jetlag. Weather conditions may result in turbulence, requiring pilots to change the flying altitude. Flights can be long and flight decks are often sealed, so pilots work in small teams for long periods in close proximity to one another. Aerial applicators, also known as crop dusters, may be exposed to toxic chemicals, typically use unimproved landing strips, such as grass, dirt, or gravel surface, and may be at risk of collision with power lines. Helicopter pilots involved in rescue operations may fly at low levels during bad weather or at night, and land in areas surrounded by power lines, highways, and other obstacles. Pilots use hearing protection devices to prevent their exposure to engine noise. The high level of concentration required to fly an aircraft and the mental stress of being responsible for the safety of passengers can be fatiguing. Pilots must be alert and quick to react if something goes wrong.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
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Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
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Which is Better, High Wing or Low Wing?
Allen Herbert
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This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared
 Student pilots should be more concerned with locating a competent instructor, a quality flight school, a well maintained aircraft that fit within their budget and time constraints. As alluded to in the conclusion of the thought experiment above, the individual design characteristics of specific aircraft have significantly more dramatic impacts on the fundamental flying characteristics of that aircraft type. In general, there are three issues that student pilots should be aware of when comparing high wing and low wing aircraft: Ingress/Egress, visibility, and landing characteristics. Ingress/Egress in High Wing vs. Low Wing
Most low wing aircraft used in the flight training environment feature a single door on the right-hand side of the fuselage. The most common of these types of aircraft will be the Piper Cherokee family aircraft. Entering the aircraft will require the student to slide across the seats prior to entry by the flight instructor, if ease of entry is important, squeezing between the seats and the flight controls may prove challenging. Additionally there is no protection from rain or sun while loading the aircraft. Piper Cherokee
A handful of sliding or tilting canopy training aircraft also exist in the global flight training fleet, the Diamond DA40/42 series and Grumman American series of aircraft are good example of this type of low wing ingress/egress system. The moving canopy system allows the instructor and student to enter the aircraft independently, but some maneuvering and careful foot work is required to avoid trampling the upholstery.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
Allen Herbert
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This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared

Flying Garmin’s Low-Cost GFC 500 Autopilot - Plane & Pilot Magazine Flying Garmin’s Low-Cost GFC 500 Autopilot
Flying Garmin’s Low-Cost GFC 500 Autopilot
Flying GFC 500…and G5!
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For decades, the most popular autopilots in light GA were those made by STEC, and they were and are popular for a few very good reasons and were revolutionary in their own right. Unlike more sophisticated and far more costly autopilots of their day, the STEC models based their commands on rate of turn information from the turn coordinator rather than from an attitude gyro. In early Cirrus aircraft, there’s actually a turn coordinator hidden inside the panel, just to drive the autopilot. ( It doesn’t need to be hidden, of course.) The upside was that these rate-based autopilots were far less expensive for companies to produce, they required far less expensive companion instruments, and they were a lot easier for those companies to certify, too, because they presented less risk than attitude-based units. They were also less capable, their performance was less accurate and errors were larger and more common, and they could be challenged by rough air. It was common for pilots flying an approach with a rate-based autopilot—they are still very common—to watch the autoflight system fly a series of shallow S-turns trying to capture the localizer. At the same time, they had another really great advantage. They would keep on working even when your vacuum pump or attitude gyro went kaput.

Flying Garmin’s Low-Cost GFC 500 Autopilot - Plane & Pilot Magazine

Flying Garmin’s Low-Cost GFC 500 Autopilot
Flying Garmin’s Low-Cost GFC 500 Autopilot
Flying GFC 500…and G5!

 In short, propeller angle of attack is the product of
two motions - propeller rotation about its axis and its forward motion. A constant speed propeller, however, automatically keeps the blade angle
adjusted for maximum efficiency for most conditions encountered in flight. During takeoff, when maximum power and thrust are required, the constant
speed propeller is at a low propeller blade angle or pitch. The low blade
angle keeps the angle of attack small and efficient with respect to the
relative wind. At the same time, it allows the propeller to handle a smaller
mass of air per revolution. This light load allows the engine to turn at
high RPM and to convert the maximum amount of fuel into heat energy in
a given time. The high RPM also creates maximum thrust; for, although the
mass of air handled per revolution is small, the number of revolutions
per minute is many, the slipstream velocity is high, and with the low airplane
speed, the thrust is maximum. After liftoff, as the speed of the airplane increases,
the constant speed propeller automatically changes to a higher angle (or
pitch). Again, the higher blade angle keeps the angle of attack small and
efficient with respect to the relative wind.

In short, propeller angle of attack is the product of
two motions - propeller rotation about its axis and its forward motion. A constant speed propeller, however, automatically keeps the blade angle
adjusted for maximum efficiency for most conditions encountered in flight. During takeoff, when maximum power and thrust are required, the constant
speed propeller is at a low propeller blade angle or pitch. The low blade
angle keeps the angle of attack small and efficient with respect to the
relative wind. At the same time, it allows the propeller to handle a smaller
mass of air per revolution. This light load allows the engine to turn at
high RPM and to convert the maximum amount of fuel into heat energy in
a given time. The high RPM also creates maximum thrust; for, although the
mass of air handled per revolution is small, the number of revolutions
per minute is many, the slipstream velocity is high, and with the low airplane
speed, the thrust is maximum. After liftoff, as the speed of the airplane increases,
the constant speed propeller automatically changes to a higher angle (or
pitch). Again, the higher blade angle keeps the angle of attack small and
efficient with respect to the relative wind.

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange
What are the pros and cons of high-wing compared to low-wing design?
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 The best answer to this question can usually be found at your local airfield. Ask a guy that owns a Piper (just not a Cub), then ask a guy that owns a Cessna (just not the 400), and decide for your self based on their answers. Share
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edited Mar 13 '15 at 14:32
Farhan ♦
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answered Mar 13 '15 at 14:20
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Another factor with low-wings is that on take off and landing, the low wing will block airflow over the empennage, reducing rudder and elevator effectiveness. That's why so many low-wings have T-tails, to keep the tail in the flow of air during landing and takeoff. Share
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answered Nov 24 '14 at 22:10
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A quick addition to the previous answers: Larger commercial aircraft also capitalize on the low-wing's benefits from a maintenance perspective. Share
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answered Jul 21 '14 at 20:01
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Let me add one more advantage/disadvantage pair. High-wing aircraft (at least for small GA aircraft) may be easier to preflight as wing fuel drains are more accessible and it is easier to examine the underside of the wing (flap linkages, aileron hinges, skin, possible fuel leakages). Personally, I'm tall enough to be able to see the top of the wing without a ladder, but I'll admit that this advantage shrinks for shorter pilots. The downside is ease of refueling (and sticking the fuel tanks).

aerodynamics - What are the pros and cons of high-wing compared to low-wing design? - Aviation Stack Exchange

What are the pros and cons of high-wing compared to low-wing design?
9 Answers
9
Not the answer you're looking for? Browse other questions tagged aerodynamics aircraft-design or ask your own question.

“High to Low look out below”, we all know this one, but why. “High to Low look out below”, we all know this one, but why.
“High to Low look out below”, we all know this one, but why.
7 Answers
Answer Question
 When you have an altimeter setting for a station near your route of flight, it will already be corrected for temperature and assumes standard lapse rate. But if you don’t, and you fly into an area much colder than where you were, the altitude will read higher than you actually are, because the colder air is more dense than it was where you got your last altimeter setting. For instance if you have an altimeter setting from Denver and you fly to Leadville where it’s -10C, your altimeter will be almost 500 feet off even if the actual atmospheric pressure doesn’t change. This is why instrument approach procedures are so picky about “NA when xxx altimeter setting not available.” +6 Votes
7 Votes 1 Votes
High to low, look out below… | Private Pilot on Sep 20, 2017
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“High to Low look out below”, we all know this one, but why.

“High to Low look out below”, we all know this one, but why.
“High to Low look out below”, we all know this one, but why.
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Airline and Commercial Pilots : Occupational Outlook Handbook: : U.S. Bureau of Labor Statistics Airline and Commercial Pilots
Airline and Commercial Pilots
Summary
What Airline and Commercial Pilots Do
Work Environment
How to Become an Airline or Commercial Pilot
Pay
Job Outlook
State & Area Data
Similar Occupations
More Information, Including Links to O*NET
 private
12
Support activities for air transportation
10
Ambulance services
10
Manufacturing
3
Pilots assigned to long-distance routes may experience fatigue and jetlag. Weather conditions may result in turbulence, requiring pilots to change the flying altitude. Flights can be long and flight decks are often sealed, so pilots work in small teams for long periods in close proximity to one another. Aerial applicators, also known as crop dusters, may be exposed to toxic chemicals, typically use unimproved landing strips, such as grass, dirt, or gravel surface, and may be at risk of collision with power lines. Helicopter pilots involved in rescue operations may fly at low levels during bad weather or at night, and land in areas surrounded by power lines, highways, and other obstacles. Pilots use hearing protection devices to prevent their exposure to engine noise. The high level of concentration required to fly an aircraft and the mental stress of being responsible for the safety of passengers can be fatiguing. Pilots must be alert and quick to react if something goes wrong. Federal law requires pilots to retire at age 65. Most pilots are based near large airports.

Airline and Commercial Pilots : Occupational Outlook Handbook: : U.S. Bureau of Labor Statistics

Airline and Commercial Pilots
Airline and Commercial Pilots
Summary
What Airline and Commercial Pilots Do
Work Environment
How to Become an Airline or Commercial Pilot
Pay
Job Outlook
State & Area Data
Similar Occupations
More Information, Including Links to O*NET

private
12
Support activities for air transportation
10
Ambulance services
10
Manufacturing
3
Pilots assigned to long-distance routes may experience fatigue and jetlag. Weather conditions may result in turbulence, requiring pilots to change the flying altitude. Flights can be long and flight decks are often sealed, so pilots work in small teams for long periods in close proximity to one another. Aerial applicators, also known as crop dusters, may be exposed to toxic chemicals, typically use unimproved landing strips, such as grass, dirt, or gravel surface, and may be at risk of collision with power lines. Helicopter pilots involved in rescue operations may fly at low levels during bad weather or at night, and land in areas surrounded by power lines, highways, and other obstacles. Pilots use hearing protection devices to prevent their exposure to engine noise. The high level of concentration required to fly an aircraft and the mental stress of being responsible for the safety of passengers can be fatiguing. Pilots must be alert and quick to react if something goes wrong. Federal law requires pilots to retire at age 65. Most pilots are based near large airports.

High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences) – Airplane Academy High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
High Wing vs. Low Wing Aircraft (Pros, Cons, and Key Differences)
Aerodynamics
Roll Characteristics
Landing Characteristics
Stall Characteristics
Cruise Characteristics
Takeoff Performance
Overall Aerodynamics
Flight Training
Ingress/Egress in High Wing vs. Low Wing
Visibility of High Wing vs. Low Wing
Landing Characteristics for Student Pilots in High Wing vs. Low Wing
Everyday Flying
Preflight and Post-Flight Process
Loading Passengers
Cabin Space
Operating Conditions
Maintenance
Which is Better, High Wing or Low Wing?
Allen Herbert
Recent Posts
This Is Why Clouds Are Often Turbulent
Pusher vs. Puller Propeller Aircraft Compared
 The stronger ground effect during the flare will cause the low wing aircraft to “float” more readily than the high wing aircraft, which, a characteristic that, when used skillfully, helps to soften the touchdown. But this same ground effect can encourage ballooning during the flare, and may make precise landings more difficult to accomplish. The high wing aircraft will still experience ground effect, but because the wing is several feet farther from the runway, the total effect on the aircraft is greatly reduced, as ground effect decreases exponentially with difference from the runway surface. The high wing aircraft thus may be capable of shorter landing distances, as it “punches” through ground effect more easily. Stall Characteristics
Stall characteristics are also of concern in the low speed handling regime. Assuming the aircraft’s horizontal tail is mounted at or near the bottom of the fuselage, the high wing aircraft’s turbulence from the wing at high angles of attack may be more likely to interfere with the aircraft’s tail. This wake interference is dependent on flap position and a number of other design factors; however, two primary effects can be surmised. The high wing aircraft is more likely to encounter a strong buffeting effect near stall deterring the pilot from slowing further. The interference of the wing with the tail may decrease the effectiveness of the elevator due to the effect of “downwash.”

The stronger ground effect during the flare will cause the low wing aircraft to “float” more readily than the high wing aircraft, which, a characteristic that, when used skillfully, helps to soften the touchdown. But this same ground effect can encourage ballooning during the flare, and may make precise landings more difficult to accomplish. The high wing aircraft will still experience ground effect, but because the wing is several feet farther from the runway, the total effect on the aircraft is greatly reduced, as ground effect decreases exponentially with difference from the runway surface. The high wing aircraft thus may be capable of shorter landing distances, as it “punches” through ground effect more easily. Stall Characteristics
Stall characteristics are also of concern in the low speed handling regime. Assuming the aircraft’s horizontal tail is mounted at or near the bottom of the fuselage, the high wing aircraft’s turbulence from the wing at high angles of attack may be more likely to interfere with the aircraft’s tail. This wake interference is dependent on flap position and a number of other design factors; however, two primary effects can be surmised. The high wing aircraft is more likely to encounter a strong buffeting effect near stall deterring the pilot from slowing further. The interference of the wing with the tail may decrease the effectiveness of the elevator due to the effect of “downwash.”

how to land an aircraft
 An important element that is learned by the student pilot 'by just keeping on doing it', is to maintain the right attitude and rate of descent during the approach. Gradually one learns to 'see the picture'..... of how much nose cowling can be seen, and the perspective of the runway. It can be difficult at first if you are landing on different sized runways, as one must make a mental adjustment to the 'picture'. The numbers on the runway are an important pointer whether you are going to overshoot or land short. If the numbers start to disappear under the aircraft's nose, you are landing long. If the number distance themselves from the aircraft's nose, you are landing short. New Page 2
click on text on illustration above to the approach picture
When the airplane descends across the approach end (threshold) of the runway, power is reduced further (probably to idle). At this time, the pilot slows the rate of descent and airspeed by progressively applying more back pressure to the control wheel. The airplane is kept aligned with the centre of the runway mainly by use of the rudder. Continuing back pressure on the control wheel, as the airplane enters ground effect and gets closer and closer to the runway, further slows its forward speed and rate of descent.

how to land an aircraft

An important element that is learned by the student pilot 'by just keeping on doing it', is to maintain the right attitude and rate of descent during the approach. Gradually one learns to 'see the picture'..... of how much nose cowling can be seen, and the perspective of the runway. It can be difficult at first if you are landing on different sized runways, as one must make a mental adjustment to the 'picture'. The numbers on the runway are an important pointer whether you are going to overshoot or land short. If the numbers start to disappear under the aircraft's nose, you are landing long. If the number distance themselves from the aircraft's nose, you are landing short. New Page 2
click on text on illustration above to the approach picture
When the airplane descends across the approach end (threshold) of the runway, power is reduced further (probably to idle). At this time, the pilot slows the rate of descent and airspeed by progressively applying more back pressure to the control wheel. The airplane is kept aligned with the centre of the runway mainly by use of the rudder. Continuing back pressure on the control wheel, as the airplane enters ground effect and gets closer and closer to the runway, further slows its forward speed and rate of descent.

Why Do Planes Fly So High?
“Why Do Planes Fly So High?” It is also not uncommon for an aircraft to change cruising altitude several times if it is a long journey flight. Every flight has a certain optimum cruising altitude which would depend on the weight of the aircraft. In this article we help you understand the various factors which determine the cruising altitude to give you a better idea about it. And also why it is more beneficial for the plane to fly high up in the air rather than, down below. It can get scary for people to realize that they are up among the clouds but there are certain reasons why planes need to fly high in the air. Here below are the factors and reasons why the aircraft has to travel high up in the air: • The air in the earth’s atmosphere becomes thinner as the altitude increases. When the air becomes thinner, it offers less resistance to objects flying through; this is why less thrust is required to move the aircraft. This in turn, helps the aircraft fly more efficiently.

Why Do Planes Fly So High?

It is also not uncommon for an aircraft to change cruising altitude several times if it is a long journey flight. Every flight has a certain optimum cruising altitude which would depend on the weight of the aircraft. In this article we help you understand the various factors which determine the cruising altitude to give you a better idea about it. And also why it is more beneficial for the plane to fly high up in the air rather than, down below. It can get scary for people to realize that they are up among the clouds but there are certain reasons why planes need to fly high in the air. Here below are the factors and reasons why the aircraft has to travel high up in the air: • The air in the earth’s atmosphere becomes thinner as the altitude increases. When the air becomes thinner, it offers less resistance to objects flying through; this is why less thrust is required to move the aircraft. This in turn, helps the aircraft fly more efficiently.

How low can a fighter jet fly safely? - Quora How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson
 Learn More
17 Answers
John Chesire
, Four decades of aviation experience. Answered 4 years ago · Author has 4.8K answers and 50M answer views
Fighters can fly safely and extremely low with proper training and a large amount of incremental practice. The only question is, as one flies ever lower, when does it become less safe, or even unsafe. I have had a lot of low-level training. In training as a Naval Aviator we flew canned low-level training routes or, ‘sand blowers’ across the western US. These were done at 500 feet/152 meters and as I recall at 360kts/667km/h. ( We had a waiver for flying over 250kts below 10,000) However in training for combat, in between combat line periods in Southeast Asia, we practiced more incredibly low and
Continue Reading
Fighters can fly safely and extremely low with proper training and a large amount of incremental practice. The only question is, as one flies ever lower, when does it become less safe, or even unsafe. I have had a lot of low-level training. In training as a Naval Aviator we flew canned low-level training routes or, ‘sand blowers’ across the western US.

How low can a fighter jet fly safely?
How low can a fighter jet fly safely?
Scot Johnson

Learn More
17 Answers
John Chesire
, Four decades of aviation experience. Answered 4 years ago · Author has 4.8K answers and 50M answer views
Fighters can fly safely and extremely low with proper training and a large amount of incremental practice. The only question is, as one flies ever lower, when does it become less safe, or even unsafe. I have had a lot of low-level training. In training as a Naval Aviator we flew canned low-level training routes or, ‘sand blowers’ across the western US. These were done at 500 feet/152 meters and as I recall at 360kts/667km/h. ( We had a waiver for flying over 250kts below 10,000) However in training for combat, in between combat line periods in Southeast Asia, we practiced more incredibly low and
Continue Reading
Fighters can fly safely and extremely low with proper training and a large amount of incremental practice. The only question is, as one flies ever lower, when does it become less safe, or even unsafe. I have had a lot of low-level training. In training as a Naval Aviator we flew canned low-level training routes or, ‘sand blowers’ across the western US.

Real Pilots Know How To Slip - Plane & Pilot Magazine Real Pilots Know How To Slip
Real Pilots Know How To Slip
Origin And Purpose
Slips, Separate And Distinct
How It’s Done
And Then There’s The Side Slip…
Read more pilot training articles to improve your flying proficiency.
 Real Pilots Know How To Slip - Plane & Pilot Magazine
Real Pilots Know How To Slip
Why being able to slip a plane should be part of every pilot’s stick and rudder toolkit. By LeRoy Cook Published July 1, 2019 Save Article
What a forward slip looks like from the outside on short final. Advertisement
The ancient and honorable art of slipping an aircraft to achieve a desired flight path is an excellent tool to keep in one’s kit-bag of aviation tricks. Once employed regularly to adjust a landing approach, slipping has become an infrequently used maneuver, chiefly because modern airplanes have been fitted with effective wing flaps that can be used to add drag during landing. The side-slip remains necessary for cross-wind correction, and a forward slip to landing has been preserved for the Private Pilot practical exam. Often, however, pilots do not truly understand the maneuver. Origin And Purpose
Open cockpit biplanes were (and are) generally flown from the rearmost of the tandem seating positions, located near or behind the lower wing root. Unfortunately, the pilot’s view during landing was somewhat obstructed by the assemblage of wings, struts and wires out in front, so it was common practice to side-slip during the landing approach, using rudder to hold the nose to one side while using opposite aileron to lower a wing and keep the rudder from producing a skidding turn. This allowed the pilot to see obstructions in the approach path and adjust his aiming spot. Then, the pilot would kick the rudder bar back into neutral and level the wings during the flare, maintaining runway alignment by watching the edges of the landing track (runways were typically wide and multitudinous at “flying fields” of the day).

Real Pilots Know How To Slip - Plane & Pilot Magazine

Real Pilots Know How To Slip
Real Pilots Know How To Slip
Origin And Purpose
Slips, Separate And Distinct
How It’s Done
And Then There’s The Side Slip…
Read more pilot training articles to improve your flying proficiency.

Airline Pilots and Flight Engineers - What do Airline Pilots and Flight Engineers do? Airline Pilots and Flight Engineers - What They Do
Airline Pilots and Flight Engineers - What They Do
Academic Programs of Interest
 In contrast, because helicopters are used for short trips at relatively low altitude, helicopter pilots must be constantly on the lookout for trees, bridges, power lines, transmission towers, and other dangerous obstacles as well as low-flying general aviation aircraft. Regardless of the type of aircraft, all pilots must monitor warning devices designed to help detect sudden shifts in wind conditions that can cause crashes. Pilots must rely completely on their instruments when visibility is poor. On the basis of altimeter readings, they know how high above ground they are and whether they can fly safely over mountains and other obstacles. Special navigation radios give pilots precise information that, with the help of special charts, tells them their exact position. Other very sophisticated equipment provides directions to a point just above the end of a runway and enables pilots to land completely without an outside visual reference. Once on the ground, pilots must complete records on their flight and the aircraft maintenance status for their company and the FAA. The number of nonflying duties that pilots have depends on the employment setting. Airline pilots have the services of large support staffs and, consequently, perform few nonflying duties. However, because of the large numbers of passengers, airline pilots may be called upon to coordinate handling of disgruntled or disruptive passengers.

Airline Pilots and Flight Engineers - What do Airline Pilots and Flight Engineers do?

Airline Pilots and Flight Engineers - What They Do
Airline Pilots and Flight Engineers - What They Do
Academic Programs of Interest

In contrast, because helicopters are used for short trips at relatively low altitude, helicopter pilots must be constantly on the lookout for trees, bridges, power lines, transmission towers, and other dangerous obstacles as well as low-flying general aviation aircraft. Regardless of the type of aircraft, all pilots must monitor warning devices designed to help detect sudden shifts in wind conditions that can cause crashes. Pilots must rely completely on their instruments when visibility is poor. On the basis of altimeter readings, they know how high above ground they are and whether they can fly safely over mountains and other obstacles. Special navigation radios give pilots precise information that, with the help of special charts, tells them their exact position. Other very sophisticated equipment provides directions to a point just above the end of a runway and enables pilots to land completely without an outside visual reference. Once on the ground, pilots must complete records on their flight and the aircraft maintenance status for their company and the FAA. The number of nonflying duties that pilots have depends on the employment setting. Airline pilots have the services of large support staffs and, consequently, perform few nonflying duties. However, because of the large numbers of passengers, airline pilots may be called upon to coordinate handling of disgruntled or disruptive passengers.