Question: why do pilots purposely fly low

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!

PSU Noisequest Community Tools
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Where can I find airport delay information?
Why can't airplanes reduce their engine power until they reach higher altitudes?
Why is my neighbor eligible for sound insulation and I am not?
Why can't the airplanes fly over some other neighborhood?
Why are airplanes flying over my house this week when they haven't for months?
Why can't airplanes fly in from a different direction and then turn to land, instead of flying right over my house?
Will the noise ever go away?
How do I know if an aircraft is flying over my house at the correct altitude?
Who can I talk to and what can I do to have my noise issues addressed?
Is the value of my house going to decrease because of this airport or aircraft noise?
Why are planes flying in MY airspace right over my house?
Why do some airplanes make noises that sound different or are louder than other airplanes?
Why do some aircraft rumble, whine, and make my house vibrate?
Can the airport legally buy my house?
Why do the aircraft fly so low?
What are the authorities doing to mitigate the noise?
Why can't planes fly only during the day?
What happens with my complaints?
If our local airport expands will there be more noise and more airplanes flying overhead?
Why are the planes flying over my house?
I am nowhere near the airport. Why are the airplanes flying so low over my house?
Why do planes always come from the same direction?
Who regulates airplane noise?
What can I do to get the noise over my house to stop or, at least, decrease?
What are some of the things being done to stop the noise?
Why are some airplanes louder than others?
Why do we need an airport in the first place?
Can my house be sound insulated to help with the noise?
Why do planes have to fly over residential areas?
Who has the ultimate control of the air above my house?
Why are the aircraft flying so low that so I can see the pilots' faces?
Why is the airport's expansion necessary and why does it have to affect me?
Why are airplanes flying at 2:00AM? Is there a curfew?
What does/can the noise office do to help me with all these noisy airplanes?
What is the reason for the repetition of aircraft after aircraft overhead?
Are there consequences for pilots who do not follow noise abatement procedures?
What are the health effects of aviation operations in my area or over my house?
Who should I call if I have a noise complaint?
Why can't planes descend at a steeper angle so they fly higher over my house?
Glossary Words:
 Why do the aircraft fly so low? Aircraft have to fly low in order to properly line up with the runways and execute safe landings. Aircraft may, however, appear to be lower than they actually are because their large sizes make them look closer. Also, when the airspace is crowded, aircraft may spend time flying a holding pattern at relatively low altitude in order to ensure a suitable flow of traffic. This may make is seem as though they are flying lower than usual. In general, air traffic is restricted by local airspace limitations. Contact your local airport for more information. What are the authorities doing to mitigate the noise? Noise can be mitigated through a variety of procedures. The airport can implement noise-reducing flight patterns to control the source of noise, implement curfews which limits the duration of noise after daylight hours, install home and building insulation to limit the penetration of noise into a home, build noise berms to prevent the noise from ground operations from impacting surrounding neighborhoods, and build ground run up enclosures to keep the noise from engine run ups localized to within the airport.

PSU Noisequest

Why do the aircraft fly so low? Aircraft have to fly low in order to properly line up with the runways and execute safe landings. Aircraft may, however, appear to be lower than they actually are because their large sizes make them look closer. Also, when the airspace is crowded, aircraft may spend time flying a holding pattern at relatively low altitude in order to ensure a suitable flow of traffic. This may make is seem as though they are flying lower than usual. In general, air traffic is restricted by local airspace limitations. Contact your local airport for more information. What are the authorities doing to mitigate the noise? Noise can be mitigated through a variety of procedures. The airport can implement noise-reducing flight patterns to control the source of noise, implement curfews which limits the duration of noise after daylight hours, install home and building insulation to limit the penetration of noise into a home, build noise berms to prevent the noise from ground operations from impacting surrounding neighborhoods, and build ground run up enclosures to keep the noise from engine run ups localized to within the airport.

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.

PSU Noisequest Community Tools
Community Tools
Where can I find airport delay information?
Why can't airplanes reduce their engine power until they reach higher altitudes?
Why is my neighbor eligible for sound insulation and I am not?
Why can't the airplanes fly over some other neighborhood?
Why are airplanes flying over my house this week when they haven't for months?
Why can't airplanes fly in from a different direction and then turn to land, instead of flying right over my house?
Will the noise ever go away?
How do I know if an aircraft is flying over my house at the correct altitude?
Who can I talk to and what can I do to have my noise issues addressed?
Is the value of my house going to decrease because of this airport or aircraft noise?
Why are planes flying in MY airspace right over my house?
Why do some airplanes make noises that sound different or are louder than other airplanes?
Why do some aircraft rumble, whine, and make my house vibrate?
Can the airport legally buy my house?
Why do the aircraft fly so low?
What are the authorities doing to mitigate the noise?
Why can't planes fly only during the day?
What happens with my complaints?
If our local airport expands will there be more noise and more airplanes flying overhead?
Why are the planes flying over my house?
I am nowhere near the airport. Why are the airplanes flying so low over my house?
Why do planes always come from the same direction?
Who regulates airplane noise?
What can I do to get the noise over my house to stop or, at least, decrease?
What are some of the things being done to stop the noise?
Why are some airplanes louder than others?
Why do we need an airport in the first place?
Can my house be sound insulated to help with the noise?
Why do planes have to fly over residential areas?
Who has the ultimate control of the air above my house?
Why are the aircraft flying so low that so I can see the pilots' faces?
Why is the airport's expansion necessary and why does it have to affect me?
Why are airplanes flying at 2:00AM? Is there a curfew?
What does/can the noise office do to help me with all these noisy airplanes?
What is the reason for the repetition of aircraft after aircraft overhead?
Are there consequences for pilots who do not follow noise abatement procedures?
What are the health effects of aviation operations in my area or over my house?
Who should I call if I have a noise complaint?
Why can't planes descend at a steeper angle so they fly higher over my house?
Glossary Words:
 Some aircraft tend to make a rumbling sound because their engines produce a lower frequency noise. This lower frequency is what causes vibrations. Please see Noise 101. Can the airport legally buy my house? Under eminent domain, an airport can buy a house for fair market compensation if it decides that the house is a public need. Why do the aircraft fly so low? Aircraft have to fly low in order to properly line up with the runways and execute safe landings. Aircraft may, however, appear to be lower than they actually are because their large sizes make them look closer. Also, when the airspace is crowded, aircraft may spend time flying a holding pattern at relatively low altitude in order to ensure a suitable flow of traffic. This may make is seem as though they are flying lower than usual.

PSU Noisequest

Some aircraft tend to make a rumbling sound because their engines produce a lower frequency noise. This lower frequency is what causes vibrations. Please see Noise 101. Can the airport legally buy my house? Under eminent domain, an airport can buy a house for fair market compensation if it decides that the house is a public need. Why do the aircraft fly so low? Aircraft have to fly low in order to properly line up with the runways and execute safe landings. Aircraft may, however, appear to be lower than they actually are because their large sizes make them look closer. Also, when the airspace is crowded, aircraft may spend time flying a holding pattern at relatively low altitude in order to ensure a suitable flow of traffic. This may make is seem as though they are flying lower than usual.

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.

Introduction to the Mach Loop
Track Military Aircraft with 360 Radar or ADSB Exchange
Purpose of Low Level Flying by Military Aircraft
 The Ministry of Defence website has a map showing the location of the low fly areas. The Mach Loop is located within LFA7, which covers the whole of Wales, except for a small section in the north-east of Powys, which is within LFA9. Posted on 20 January, 2016 10 August, 2020
Track Military Aircraft with 360 Radar or ADSB Exchange
ADSB Exchange Global Radar is a handy tool for tracking military aircraft. Although not all military aircraft are displayed, this can be a useful resource for finding out what is flying, and where they may be headed, including transiting to the Mach Loop. Our preferred solution is 360 radar, which is free for contributors or paid for if you are a regular subscriber. Continue reading
“Track Military Aircraft with 360 Radar or ADSB Exchange”
Posted on 16 January, 2016 31 July, 2019
Purpose of Low Level Flying by Military Aircraft
Some question the purpose and value in Miltary aircrew undergoing Low Level training, yet it is an essential skill for any pilot or navigator. Some snippets from the MOD outlining the value and reasoning behind Low Level training sorties. Continue reading
“Purpose of Low Level Flying by Military Aircraft”
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Introduction to the Mach Loop
Track Military Aircraft with 360 Radar or ADSB Exchange
Purpose of Low Level Flying by Military Aircraft

The Ministry of Defence website has a map showing the location of the low fly areas. The Mach Loop is located within LFA7, which covers the whole of Wales, except for a small section in the north-east of Powys, which is within LFA9. Posted on 20 January, 2016 10 August, 2020
Track Military Aircraft with 360 Radar or ADSB Exchange
ADSB Exchange Global Radar is a handy tool for tracking military aircraft. Although not all military aircraft are displayed, this can be a useful resource for finding out what is flying, and where they may be headed, including transiting to the Mach Loop. Our preferred solution is 360 radar, which is free for contributors or paid for if you are a regular subscriber. Continue reading
“Track Military Aircraft with 360 Radar or ADSB Exchange”
Posted on 16 January, 2016 31 July, 2019
Purpose of Low Level Flying by Military Aircraft
Some question the purpose and value in Miltary aircrew undergoing Low Level training, yet it is an essential skill for any pilot or navigator. Some snippets from the MOD outlining the value and reasoning behind Low Level training sorties. Continue reading
“Purpose of Low Level Flying by Military Aircraft”
Posts navigation
Page 1
Page 2 … Page 4 Next page

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.

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
StallSpin
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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
Carlo Felicione
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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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Nap-of-the-earth - Wikipedia Nap-of-the-earth
Nap-of-the-earth
Contents
Purpose
Sensors for NOE
Helicopter NOE flying
Height above ground level
See also
References
 During NOE flight, geographical features are used as cover, exploiting valleys and folds in the terrain by flying in, rather than over, them. This keeps below enemy air defence radar coverage, avoiding being silhouetted against the sky. Other, mostly older terms include "ground-hugging", "terrain masking", "flying under the radar" and "hedgehopping". Contents
1 Purpose
2 Sensors for NOE
3 Helicopter NOE flying
4 Height above ground level
5 See also
6 References
Purpose
NOE is used to minimize detection by hostile aircraft, AWACS surveillance and control systems, ground-based radar, or attack targets. A high-flying aircraft can be detected by defense systems at long range, giving an air defense system time to react, alerting SAM and AAA missile systems and fighter aircraft. Using NOE flight, the approach may be undetected; the aircraft "pops up" to attack the target and then turns to escape before the enemy can respond. Doppler radar has the potential to detect NOE flight, but the incoming aircraft has to be within radar range in the first place, and low flight minimizes this possibility by using hills and mountains to break the line of sight (terrain masking), defeating terrestrial air defense radar and in rough enough terrain also airborne early warning. Sensors for NOE
Most NOE flying is done during the day using visual reference by pilots who are experienced in low flying. Data from a radar altimeter or terrain-following radar system is also used, the latter enabling low flying in adverse weather where it would not be possible by visual reference and manual pilot control.

Nap-of-the-earth - Wikipedia

Nap-of-the-earth
Nap-of-the-earth
Contents
Purpose
Sensors for NOE
Helicopter NOE flying
Height above ground level
See also
References

Nap-of-the-earth - Wikipedia Nap-of-the-earth
Nap-of-the-earth
Contents
Purpose
Sensors for NOE
Helicopter NOE flying
Height above ground level
See also
References
 Using NOE flight, the approach may be undetected; the aircraft "pops up" to attack the target and then turns to escape before the enemy can respond. Doppler radar has the potential to detect NOE flight, but the incoming aircraft has to be within radar range in the first place, and low flight minimizes this possibility by using hills and mountains to break the line of sight (terrain masking), defeating terrestrial air defense radar and in rough enough terrain also airborne early warning. Sensors for NOE
Most NOE flying is done during the day using visual reference by pilots who are experienced in low flying. Data from a radar altimeter or terrain-following radar system is also used, the latter enabling low flying in adverse weather where it would not be possible by visual reference and manual pilot control. At night, a night-vision device may be used. Helicopter NOE flying
Helicopter following a river to enable low level flight
The lowest NOE flying is by helicopters because they have lower speeds and more maneuverability than fixed-wing aircraft, particularly fast-jets. Helicopters can fly at treetop levels or even below the height of surrounding trees where there are clear areas (such as in river gullies), flying under wires (such as electricity cables) rather than over them. Attack helicopters can hide behind trees or buildings, "popping up" just enough to use their (rotor mast-mounted) radar or other sensors and then minimally exposing themselves to launch weapons. The required altitude depends on the type of terrain, such as low vegetation or low buildings, tree canopy layer of less than 45 m (148 ft), presence of tall buildings or concrete pylons with heights of up to 25 m (82 ft) international standard, or emergent tree layer canopy and lattice steel electricity pylons to 100 m (330 ft) being present.

Nap-of-the-earth - Wikipedia

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? - 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.

The Rules about Flying over Wilderness Areas | An Eclectic Mind The Rules about Flying over Wilderness Areas
The Rules about Flying over Wilderness Areas
My answer to a reader’s question.
The “Rule”
First Glance Interpretation
But Is It A Rule?
What’s Right?
 People camping, fishing, hiking, meditating? As the person who contacted me pointed out, when he flew in the area, he didn’t see a person for miles. So who would he be bothering? The one thing I can say with certainty is this: If pilots typically “busted a wilderness area” by flying low through it and enough people on the ground noticed and complained about it, it’s far more likely that the government will respond by establishing a real rule to prevent it. Yes, at one time people were allowed to fly low-level through the Grand Canyon and Yosemite valley. But when enough complaints came in, regulations were written to make such activity illegal. Would you want to see that happen with all the wilderness areas on the charts? I know I wouldn’t.

The Rules about Flying over Wilderness Areas | An Eclectic Mind

The Rules about Flying over Wilderness Areas
The Rules about Flying over Wilderness Areas
My answer to a reader’s question.
The “Rule”
First Glance Interpretation
But Is It A Rule?
What’s Right?

People camping, fishing, hiking, meditating? As the person who contacted me pointed out, when he flew in the area, he didn’t see a person for miles. So who would he be bothering? The one thing I can say with certainty is this: If pilots typically “busted a wilderness area” by flying low through it and enough people on the ground noticed and complained about it, it’s far more likely that the government will respond by establishing a real rule to prevent it. Yes, at one time people were allowed to fly low-level through the Grand Canyon and Yosemite valley. But when enough complaints came in, regulations were written to make such activity illegal. Would you want to see that happen with all the wilderness areas on the charts? I know I wouldn’t.

Can someone actually "fly under the radar"? - Aviation Stack Exchange
Can someone actually “fly under the radar”?
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 Share
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edited Apr 6 '14 at 14:56
answered Apr 1 '14 at 17:38
Lnafziger
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It is certainly possible to fly "under the radar." Military pilots practice a type of flying called nap-of-the-earth for exactly this purpose. This tactic is primarily used by smaller fighters and attack aircraft, but larger planes like the B-1 are also capable of this. Here is why this tactic may be useful: In civil aviation, mountains or other terrain can block radar signals. Going too low in a mountainous area will take you out of their radar coverage. For this reason, controllers have Minimum Vectoring Altitudes. These are based both on the radar coverage and terrain so that ATC can ensure aircraft will be at a safe altitude. Here is a cross section of how radar coverage may look. Obstructions can block lower portions of the coverage as it radiates outward from the radar facility.

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edited Apr 6 '14 at 14:56
answered Apr 1 '14 at 17:38
Lnafziger
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It is certainly possible to fly "under the radar." Military pilots practice a type of flying called nap-of-the-earth for exactly this purpose. This tactic is primarily used by smaller fighters and attack aircraft, but larger planes like the B-1 are also capable of this. Here is why this tactic may be useful: In civil aviation, mountains or other terrain can block radar signals. Going too low in a mountainous area will take you out of their radar coverage. For this reason, controllers have Minimum Vectoring Altitudes. These are based both on the radar coverage and terrain so that ATC can ensure aircraft will be at a safe altitude. Here is a cross section of how radar coverage may look. Obstructions can block lower portions of the coverage as it radiates outward from the radar facility.

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.

Low flying military training - Wikipedia Low flying military training
Low flying military training
From Wikipedia, the free encyclopedia
Contents
Hazards
By country
Canada
United Kingdom
See also
Notes
References
 Low flying military training - Wikipedia
Low flying military training
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
A Royal Air Force Panavia Tornado GR4
Soko J-22 Orao in low level flight, 2007
Low flying military training involves military aircraft flying at low altitude to prepare their aircrew, and other military personnel (e.g. air defence troops), for nap-of-the-earth flying in wartime. The aircraft types can include advanced trainers, ground-attack aircraft, transports and helicopters . Some countries have sufficiently large military reservations for such training to take place without affecting the civilian population. In smaller countries, such as in Europe, there can be tension between the military and the local population—mainly because of aircraft noise . Contents
1 Hazards
2 By country
2.1 Canada
2.2 United Kingdom
3 See also
4 Notes
5 References
Hazards
Low-level flying involves air safety hazards such as: Collision with the ground, electricity wires etc. as a result of pilot error (e.g. Cavalese, 1998) or failure of aircraft systems - at low level and high speed there is little time to react to any problem. Mid-air collision with light aircraft (e.g. Norfolk, 1974) or other military aircraft. Bird strike. The noise can also disturb animals and hence cause a hazard to horse-riders etc.

Low flying military training - Wikipedia

Low flying military training
Low flying military training
From Wikipedia, the free encyclopedia
Contents
Hazards
By country
Canada
United Kingdom
See also
Notes
References

Low flying military training - Wikipedia
Low flying military training
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
A Royal Air Force Panavia Tornado GR4
Soko J-22 Orao in low level flight, 2007
Low flying military training involves military aircraft flying at low altitude to prepare their aircrew, and other military personnel (e.g. air defence troops), for nap-of-the-earth flying in wartime. The aircraft types can include advanced trainers, ground-attack aircraft, transports and helicopters . Some countries have sufficiently large military reservations for such training to take place without affecting the civilian population. In smaller countries, such as in Europe, there can be tension between the military and the local population—mainly because of aircraft noise . Contents
1 Hazards
2 By country
2.1 Canada
2.2 United Kingdom
3 See also
4 Notes
5 References
Hazards
Low-level flying involves air safety hazards such as: Collision with the ground, electricity wires etc. as a result of pilot error (e.g. Cavalese, 1998) or failure of aircraft systems - at low level and high speed there is little time to react to any problem. Mid-air collision with light aircraft (e.g. Norfolk, 1974) or other military aircraft. Bird strike. The noise can also disturb animals and hence cause a hazard to horse-riders etc.

Low flying military training - Wikipedia Low flying military training
Low flying military training
From Wikipedia, the free encyclopedia
Contents
Hazards
By country
Canada
United Kingdom
See also
Notes
References
 Goose Bay Weapons Range is the only tactical bombing range in eastern Canada. The thirteen million hectare (130,000 square km) range includes ultra-low-level flying training to 30.5 m (100 feet) above ground level, supersonic flight areas, and an inert conventional and precision guided munitions bombing range. United Kingdom
Low flying Tornado near Grasmere, UK
In the UK, low flying means fixed-wing aircraft at less than 2000 feet from the ground or light propeller driven aircraft and helicopters below 500 feet from the ground. Low flying is permitted across the majority of the UK except for large urban areas, civil airports and some industrial and medical sites. Fixed-wing aircraft can fly down to 250 ft above ground level at a speed of up to 450 kt. Lower height limits apply for helicopters and in certain parts of mid Wales, Northern England and Northern Scotland, designated Tactical Training Areas. See, for example, the Mach Loop in Wales. For safety and to minimise disturbance to the public, military aircrew training at low level is constrained by rules. A specialist military police unit conducts covert monitoring using Skyguard FC radar and investigates alleged infringements. See also
Ground Proximity Warning System (GPWS)
Controlled flight into terrain
Lists of accidents and incidents involving military aircraft
Military operations area
Military training route
Buzz number
Notes
^ On 10 June 2003 a RAF Chinook HC2 pilot flew low over horseriders in rural Lincolnshire.

Goose Bay Weapons Range is the only tactical bombing range in eastern Canada. The thirteen million hectare (130,000 square km) range includes ultra-low-level flying training to 30.5 m (100 feet) above ground level, supersonic flight areas, and an inert conventional and precision guided munitions bombing range. United Kingdom
Low flying Tornado near Grasmere, UK
In the UK, low flying means fixed-wing aircraft at less than 2000 feet from the ground or light propeller driven aircraft and helicopters below 500 feet from the ground. Low flying is permitted across the majority of the UK except for large urban areas, civil airports and some industrial and medical sites. Fixed-wing aircraft can fly down to 250 ft above ground level at a speed of up to 450 kt. Lower height limits apply for helicopters and in certain parts of mid Wales, Northern England and Northern Scotland, designated Tactical Training Areas. See, for example, the Mach Loop in Wales. For safety and to minimise disturbance to the public, military aircrew training at low level is constrained by rules. A specialist military police unit conducts covert monitoring using Skyguard FC radar and investigates alleged infringements. See also
Ground Proximity Warning System (GPWS)
Controlled flight into terrain
Lists of accidents and incidents involving military aircraft
Military operations area
Military training route
Buzz number
Notes
^ On 10 June 2003 a RAF Chinook HC2 pilot flew low over horseriders in rural Lincolnshire.

Rockwell B-1 Lancer - Wikipedia Rockwell B-1 Lancer
Rockwell B-1 Lancer
Contents
Development
Background
Design studies and delays
B-1A program
New problems and cancellation
Shifting priorities
B-1B program
Design
Overview
Avionics
Upgrades
Operational history
Strategic Air Command
Air Combat Command
Air Force Global Strike Command
Variants
Operators
Aircraft on display
Accidents and incidents
Specifications (B-1B)
General characteristics
Performance
Armament
Avionics
Weapons loads
External weapons loads (mostly unused due to radar cross-section)
Notable appearances in media
See also
Aircraft of comparable role, configuration, and era
Notes
References
Bibliography
External links
 the Valkyrie would fly at similar altitudes, but much higher speeds, and was expected to fly right by the fighters. The XB-70 Valkyrie was chosen in 1957 to replace the Hustler, but suffered as a result of a switch in doctrine from high to low-altitude flying profiles
By the late 1950s, however, anti-aircraft surface-to-air missiles (SAMs) could threaten high-altitude aircraft, as demonstrated by the 1960 downing of Gary Powers ' U-2. The USAF Strategic Air Command (SAC) was aware of these developments and had begun moving its bombers to low-level penetration even before the U-2 incident. This tactic greatly reduces radar detection distances through the use of terrain masking; using features of the terrain like hills and valleys, the line-of-sight from the radar to the bomber can be broken, rendering the radar (and human observers) incapable of seeing it. Additionally, radars of the era were subject to " clutter " from stray returns from the ground and other objects, which meant a minimum angle existed above the horizon where they could detect a target. Bombers flying at low altitudes could remain under these angles simply by keeping their distance from the radar sites. This combination of effects made SAMs of the era ineffective against low-flying aircraft. The same effects also meant that low-flying aircraft were difficult to detect by higher-flying interceptors, since their radar systems could not readily pick out aircraft against the clutter from ground reflections (lack of look-down/shoot-down capability). The switch from high-altitude to low-altitude flight profiles severely affected the B-70, the design of which was tuned for high-altitude performance.

Rockwell B-1 Lancer - Wikipedia

Rockwell B-1 Lancer
Rockwell B-1 Lancer
Contents
Development
Background
Design studies and delays
B-1A program
New problems and cancellation
Shifting priorities
B-1B program
Design
Overview
Avionics
Upgrades
Operational history
Strategic Air Command
Air Combat Command
Air Force Global Strike Command
Variants
Operators
Aircraft on display
Accidents and incidents
Specifications (B-1B)
General characteristics
Performance
Armament
Avionics
Weapons loads
External weapons loads (mostly unused due to radar cross-section)
Notable appearances in media
See also
Aircraft of comparable role, configuration, and era
Notes
References
Bibliography
External links

Air France Flight 296 - Wikipedia Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links
 Traditionally, pilots respect the inherent dangers of flying at low speeds at low altitude, and normally, a pilot would not attempt to fly an aircraft so close to stalling with the engines at flight idle (minimum thrust setting in flight). In this instance, however, the pilots involved did not hesitate to fly the aircraft below its normal minimum flying speed because the purpose of the flyover was to demonstrate that the aircraft's computer systems would ensure that lift would always be available regardless of how the pilots handled the controls. Asseline's experience of flying the aircraft type at the outer limits of its flight performance envelope may have led to overconfidence and complacency. Crash and evacuation
During the impact, the right wing was torn off, and the spilling fuel ignited immediately. Two fire trucks at the airshow set off and an ambulance followed. Local emergency services were informed by radio communication. Inside the aircraft, many of the passengers were dazed from hitting their heads on the backs of the seats in front of them. Some passengers had difficulty unfastening their seatbelts because they were unfamiliar with the mechanism (which differs from the type used in car seatbelts). The purser went to announce instructions to the passengers but the public address system handset had been torn off. He then tried to open the left-side forward door, which was blocked by trees.

Air France Flight 296 - Wikipedia

Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links

Traditionally, pilots respect the inherent dangers of flying at low speeds at low altitude, and normally, a pilot would not attempt to fly an aircraft so close to stalling with the engines at flight idle (minimum thrust setting in flight). In this instance, however, the pilots involved did not hesitate to fly the aircraft below its normal minimum flying speed because the purpose of the flyover was to demonstrate that the aircraft's computer systems would ensure that lift would always be available regardless of how the pilots handled the controls. Asseline's experience of flying the aircraft type at the outer limits of its flight performance envelope may have led to overconfidence and complacency. Crash and evacuation
During the impact, the right wing was torn off, and the spilling fuel ignited immediately. Two fire trucks at the airshow set off and an ambulance followed. Local emergency services were informed by radio communication. Inside the aircraft, many of the passengers were dazed from hitting their heads on the backs of the seats in front of them. Some passengers had difficulty unfastening their seatbelts because they were unfamiliar with the mechanism (which differs from the type used in car seatbelts). The purser went to announce instructions to the passengers but the public address system handset had been torn off. He then tried to open the left-side forward door, which was blocked by trees.

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 | 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.

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.

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.

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.

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 You Go? Your Guide To Minimum VFR Altitudes | Boldmethod How Low Can You Go? Your Guide To Minimum VFR Altitudes
How Low Can You Go? Your Guide To Minimum VFR Altitudes
Finding The Highest Obstacle Or Terrain In Your Area
FAR 91.119 Covers Minimum Safe Altitudes
You're Flying Over A Congested Area (91.119-b)
Flying Low Passes
You're Flying Over "Other Than A Congested Area" (91.119-c)
Catch-All #1: Engine Failures (91.119-a)
Catch-All #2: "Careless Or Reckless" (91.13)
"Safety" Is Subjective
Images Courtesy:
 You should always be thinking of an emergency landing point when you're flying. If you find yourself without a plan, you might want to reevaluate where you're flying. This goes for flying at low altitudes, especially over dense urban areas. Wikimedia
Catch-All #2: " Careless Or Reckless" (91.13)
As always, the catch-all "careless or reckless" clause applies to flying at low altitudes. The regulation reads, "no person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another." With passengers onboard, the FAA may consider low altitude flying to endanger their lives. "Safety" Is Subjective
At the end of the day, there aren't that many reasons pilots need to operate lower than the 1000'/500' rules, except for takeoff and landing. Catastrophic failures at those altitudes leave you little room (or time) to react safely anyway. How do you plan and manage safe flights at low altitude?

How Low Can You Go? Your Guide To Minimum VFR Altitudes | Boldmethod

How Low Can You Go? Your Guide To Minimum VFR Altitudes
How Low Can You Go? Your Guide To Minimum VFR Altitudes
Finding The Highest Obstacle Or Terrain In Your Area
FAR 91.119 Covers Minimum Safe Altitudes
You're Flying Over A Congested Area (91.119-b)
Flying Low Passes
You're Flying Over "Other Than A Congested Area" (91.119-c)
Catch-All #1: Engine Failures (91.119-a)
Catch-All #2: "Careless Or Reckless" (91.13)
"Safety" Is Subjective
Images Courtesy:

You should always be thinking of an emergency landing point when you're flying. If you find yourself without a plan, you might want to reevaluate where you're flying. This goes for flying at low altitudes, especially over dense urban areas. Wikimedia
Catch-All #2: " Careless Or Reckless" (91.13)
As always, the catch-all "careless or reckless" clause applies to flying at low altitudes. The regulation reads, "no person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another." With passengers onboard, the FAA may consider low altitude flying to endanger their lives. "Safety" Is Subjective
At the end of the day, there aren't that many reasons pilots need to operate lower than the 1000'/500' rules, except for takeoff and landing. Catastrophic failures at those altitudes leave you little room (or time) to react safely anyway. How do you plan and manage safe flights at low altitude?

flight controls - Does a plane have brakes to stop or slow down while flying? - Aviation Stack Exchange
Does a plane have brakes to stop or slow down while flying?
9 Answers
9
UPDATE
Your Answer
Not the answer you're looking for? Browse other questions tagged flight-controls airspeed braking or ask your own question.
 Think of putting a car in neutral while driving on level ground. If the pilot doesn't also raise the nose of the plane as it slows down, the loss of airspeed over the wings will result in a reduction of lift and the plane will start descending and the reduced altitude will help avoid an airborn object. The use of flaps will increase both drag and lift of the wings. It will slow the airplane and cause a change in altitude which the pilot can manage by slightly lowering the nose as the flaps go down. However, flaps have a maximum extension speed (often well below cruise speeds) so they aren't practical for obstacle avoidance. Spoilers disrupt the airflow over the top of the wings to reduce lift. They have a side effect of increasing drag but it's less of an impact than the loss of lift. The primary purpose of spoilers is to increase the approach angle to the runway without changing airspeed or attitude. With this many options, the real answer to obstacle avoidance isn't slowing down: it's steering around.

flight controls - Does a plane have brakes to stop or slow down while flying? - Aviation Stack Exchange

Does a plane have brakes to stop or slow down while flying?
9 Answers
9
UPDATE
Your Answer
Not the answer you're looking for? Browse other questions tagged flight-controls airspeed braking or ask your own question.

Think of putting a car in neutral while driving on level ground. If the pilot doesn't also raise the nose of the plane as it slows down, the loss of airspeed over the wings will result in a reduction of lift and the plane will start descending and the reduced altitude will help avoid an airborn object. The use of flaps will increase both drag and lift of the wings. It will slow the airplane and cause a change in altitude which the pilot can manage by slightly lowering the nose as the flaps go down. However, flaps have a maximum extension speed (often well below cruise speeds) so they aren't practical for obstacle avoidance. Spoilers disrupt the airflow over the top of the wings to reduce lift. They have a side effect of increasing drag but it's less of an impact than the loss of lift. The primary purpose of spoilers is to increase the approach angle to the runway without changing airspeed or attitude. With this many options, the real answer to obstacle avoidance isn't slowing down: it's steering around.

Powered parachute - Wikipedia Powered parachute
Powered parachute
Contents
Confusion with Powered Paragliding
Safety
Operations
Uses
Law enforcement
Emergency medical services
Hunting and scouting
History
Model Engineering
See also
People
References
 The Federal Aviation Administration reports that over 80 percent of all aviation accidents are due to pilot error. Inflatable ram-air elliptical wings can have upward of 30 individual cells whereas square wings typically have fewer than 13 cells. The main hazards one faces while flying a PPC are associated with wind and obstacles. Flight should not be attempted in winds exceeding 10–15 mph or in gusty conditions. Wind hazards include terrain-induced air disturbances called rotors (it is advisable to stay upwind of trees, mountains, and other obstacles that disturb the flow of the wind). Wake turbulence created by the passage of other aircraft (referred to as "wingtip vortices"), especially aircraft that are heavy, aerodynamically "dirty", and slow, pose another significant hazard. Also, since the slow-moving PPC, like a helicopter, is particularly well equipped to fly safely near the ground, special care must be taken to avoid power lines, trees, and other low-level terrain obstacles. Operations
PPC pilots typically enjoy flying low and slow, and the PPC is an excellent platform for sightseeing and photography. PPCs are also used in agriculture, and occasionally by law enforcement agencies and flight search organizations. PPCs do not need an airport to take off and land.

Powered parachute - Wikipedia

Powered parachute
Powered parachute
Contents
Confusion with Powered Paragliding
Safety
Operations
Uses
Law enforcement
Emergency medical services
Hunting and scouting
History
Model Engineering
See also
People
References

The Federal Aviation Administration reports that over 80 percent of all aviation accidents are due to pilot error. Inflatable ram-air elliptical wings can have upward of 30 individual cells whereas square wings typically have fewer than 13 cells. The main hazards one faces while flying a PPC are associated with wind and obstacles. Flight should not be attempted in winds exceeding 10–15 mph or in gusty conditions. Wind hazards include terrain-induced air disturbances called rotors (it is advisable to stay upwind of trees, mountains, and other obstacles that disturb the flow of the wind). Wake turbulence created by the passage of other aircraft (referred to as "wingtip vortices"), especially aircraft that are heavy, aerodynamically "dirty", and slow, pose another significant hazard. Also, since the slow-moving PPC, like a helicopter, is particularly well equipped to fly safely near the ground, special care must be taken to avoid power lines, trees, and other low-level terrain obstacles. Operations
PPC pilots typically enjoy flying low and slow, and the PPC is an excellent platform for sightseeing and photography. PPCs are also used in agriculture, and occasionally by law enforcement agencies and flight search organizations. PPCs do not need an airport to take off and land.

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.

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.

What is the difference between hypersonic, supersonic and cruise missiles? - Quora What is the difference between hypersonic, supersonic and cruise missiles?
What is the difference between hypersonic, supersonic and cruise missiles?
Quora User
 Their slower speed allows them to fly closer to the surface of the earth and gives them more time to manoeuvre around obstacles that are common at such low altitudes (Trees, houses, water tanks etc.,) The above diagram explains the complexity of the Nap-of-the-earth (NOE) flying technique adopted by several modern cruise missiles. Flying at such a low altitude allows them to better evade radar detection by the enemy. As we have learnt in school, radar detection works based on how radar waves are beamed to a target and then a receiver receives and processes the return signals to plot the position, speed, altitude of the object being tracked. So an enemy radar operator will be unable to isolate the cruise missile flying so low and next to the above mentioned obstacles from the clutter of the other unwanted objects. A faster speed would make it nearly impossible for the onboard electronics to process information and correct the course. And since onboard space will correspondingly shrink in proportion to the increase in speed (since a larger and more powerful engine and more fuel would be required in the same frame), the missiles would most likely cause more harm than good. The current slow speed of subsonic missiles and their resultant advantages also allow the missiles to be relatively cheaper to make. And they are also smaller in size. To put things in perspective, as of 22 March 2011, 159 Tomahawk subsonic cruise missiles were fired by US and UK ships against Libyan targets in an effort to oust the dictator Qadaffi!

What is the difference between hypersonic, supersonic and cruise missiles? - Quora

What is the difference between hypersonic, supersonic and cruise missiles?
What is the difference between hypersonic, supersonic and cruise missiles?
Quora User

Their slower speed allows them to fly closer to the surface of the earth and gives them more time to manoeuvre around obstacles that are common at such low altitudes (Trees, houses, water tanks etc.,) The above diagram explains the complexity of the Nap-of-the-earth (NOE) flying technique adopted by several modern cruise missiles. Flying at such a low altitude allows them to better evade radar detection by the enemy. As we have learnt in school, radar detection works based on how radar waves are beamed to a target and then a receiver receives and processes the return signals to plot the position, speed, altitude of the object being tracked. So an enemy radar operator will be unable to isolate the cruise missile flying so low and next to the above mentioned obstacles from the clutter of the other unwanted objects. A faster speed would make it nearly impossible for the onboard electronics to process information and correct the course. And since onboard space will correspondingly shrink in proportion to the increase in speed (since a larger and more powerful engine and more fuel would be required in the same frame), the missiles would most likely cause more harm than good. The current slow speed of subsonic missiles and their resultant advantages also allow the missiles to be relatively cheaper to make. And they are also smaller in size. To put things in perspective, as of 22 March 2011, 159 Tomahawk subsonic cruise missiles were fired by US and UK ships against Libyan targets in an effort to oust the dictator Qadaffi!

How Low Can You Go? Your Guide To Minimum VFR Altitudes | Boldmethod How Low Can You Go? Your Guide To Minimum VFR Altitudes
How Low Can You Go? Your Guide To Minimum VFR Altitudes
Finding The Highest Obstacle Or Terrain In Your Area
FAR 91.119 Covers Minimum Safe Altitudes
You're Flying Over A Congested Area (91.119-b)
Flying Low Passes
You're Flying Over "Other Than A Congested Area" (91.119-c)
Catch-All #1: Engine Failures (91.119-a)
Catch-All #2: "Careless Or Reckless" (91.13)
"Safety" Is Subjective
Images Courtesy:
 The regulation reads, "no person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another." With passengers onboard, the FAA may consider low altitude flying to endanger their lives. "Safety" Is Subjective
At the end of the day, there aren't that many reasons pilots need to operate lower than the 1000'/500' rules, except for takeoff and landing. Catastrophic failures at those altitudes leave you little room (or time) to react safely anyway. How do you plan and manage safe flights at low altitude? Do you think these regulations are too strict, or too relaxed? Tell us what you think in the comments below. Want to learn more about reading and understanding sectional charts? Sign up for our VFR Charts and Publications online course here. Become a better pilot.

The regulation reads, "no person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another." With passengers onboard, the FAA may consider low altitude flying to endanger their lives. "Safety" Is Subjective
At the end of the day, there aren't that many reasons pilots need to operate lower than the 1000'/500' rules, except for takeoff and landing. Catastrophic failures at those altitudes leave you little room (or time) to react safely anyway. How do you plan and manage safe flights at low altitude? Do you think these regulations are too strict, or too relaxed? Tell us what you think in the comments below. Want to learn more about reading and understanding sectional charts? Sign up for our VFR Charts and Publications online course here. Become a better pilot.

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.

What Are Those Colorful Balls That Are Attached To Power Lines? » Science ABC What Are Those Colorful Balls That Are Attached To Power Lines?
What Are Those Colorful Balls That Are Attached To Power Lines?
Challenges of an aircraft flying too close to the ground
Overhead wires pose a danger to low-flying aircraft
Aerial marker balls
What is a Balisor?
Related Articles
 You also can’t look very far ahead, since your field of vision would be blocked by stuff on the ground. Too much hindrance in front of the airplane
There are countless technical reasons as well, such as high air density, poor radio reception, chances of engine inefficiency and so on. However, there are moments in every flight that occurs anywhere in the world, when you have to fly too close to the ground – the crucial minutes of takeoff and landing. Take off and landing are, for obvious reasons, the two most critical parts of a flight. ( Photo Credit : Pixabay)
As one can imagine, these are the two most critical parts of any flight. Studies show that most plane crashes and accidents occur during either of these two stages. Since aircraft fly very close to the ground during takeoff and landing, aviation professionals have to make sure that the chances of any untoward incident are minimized. Overhead wires pose a danger to low-flying aircraft
Power transmission lines, communication wires and guy wires all pose a significant threat to aircraft, especially during takeoff and landing, as they’re too thin to be noticed from inside the cockpit. Additionally, their color is such that they tend to blend into the background, making it even more difficult for pilots to spot them, particularly in low- light conditions.

What Are Those Colorful Balls That Are Attached To Power Lines? » Science ABC

What Are Those Colorful Balls That Are Attached To Power Lines?
What Are Those Colorful Balls That Are Attached To Power Lines?
Challenges of an aircraft flying too close to the ground
Overhead wires pose a danger to low-flying aircraft
Aerial marker balls
What is a Balisor?
Related Articles

You also can’t look very far ahead, since your field of vision would be blocked by stuff on the ground. Too much hindrance in front of the airplane
There are countless technical reasons as well, such as high air density, poor radio reception, chances of engine inefficiency and so on. However, there are moments in every flight that occurs anywhere in the world, when you have to fly too close to the ground – the crucial minutes of takeoff and landing. Take off and landing are, for obvious reasons, the two most critical parts of a flight. ( Photo Credit : Pixabay)
As one can imagine, these are the two most critical parts of any flight. Studies show that most plane crashes and accidents occur during either of these two stages. Since aircraft fly very close to the ground during takeoff and landing, aviation professionals have to make sure that the chances of any untoward incident are minimized. Overhead wires pose a danger to low-flying aircraft
Power transmission lines, communication wires and guy wires all pose a significant threat to aircraft, especially during takeoff and landing, as they’re too thin to be noticed from inside the cockpit. Additionally, their color is such that they tend to blend into the background, making it even more difficult for pilots to spot them, particularly in low- light conditions.

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 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.

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.

The Rules about Flying over Wilderness Areas | An Eclectic Mind The Rules about Flying over Wilderness Areas
The Rules about Flying over Wilderness Areas
My answer to a reader’s question.
The “Rule”
First Glance Interpretation
But Is It A Rule?
What’s Right?
 People camping, fishing, hiking, meditating? As the person who contacted me pointed out, when he flew in the area, he didn’t see a person for miles. So who would he be bothering? The one thing I can say with certainty is this: If pilots typically “busted a wilderness area” by flying low through it and enough people on the ground noticed and complained about it, it’s far more likely that the government will respond by establishing a real rule to prevent it. Yes, at one time people were allowed to fly low-level through the Grand Canyon and Yosemite valley. But when enough complaints came in, regulations were written to make such activity illegal. Would you want to see that happen with all the wilderness areas on the charts? I know I wouldn’t.

People camping, fishing, hiking, meditating? As the person who contacted me pointed out, when he flew in the area, he didn’t see a person for miles. So who would he be bothering? The one thing I can say with certainty is this: If pilots typically “busted a wilderness area” by flying low through it and enough people on the ground noticed and complained about it, it’s far more likely that the government will respond by establishing a real rule to prevent it. Yes, at one time people were allowed to fly low-level through the Grand Canyon and Yosemite valley. But when enough complaints came in, regulations were written to make such activity illegal. Would you want to see that happen with all the wilderness areas on the charts? I know I wouldn’t.

Commercial Maneuvers - Aviation Safety Commercial Maneuvers
Commercial Maneuvers
Chandelle
Eights on Pylons
Steep Spiral
Power-off Landings
Lessons Learned
 Most pilots arent used to pressing on the left pedal…but there may be times when it is needed and we need to be willing to do so. Eights on Pylons
Eights on Pylons (sometimes known by the more elegant “Pylon 8s”) are, according to the Airplane Flying Handbook, “the most advanced and most difficult of the low altitude flight training maneuvers. Because of the various techniques involved,” the AFH continues, “the pylon eight is un surpassed for teaching, developing and testing subconscious control of the airplane.” Key to Eights on Pylons is the concept of pivotal altitude. Pivotal altitude is the altitude above ground level where, at a given ground speed, the lateral axis of the airplane remains parallel to a ground reference (“pylon”). In zero wind the pivotal altitude would remain constant as the airplane flies in a circle first around a pylon to one side of the aircraft, then around a pylon on the other side. Since there is almost always some wind, the pivotal altitude will almost always change as the airplane flies through the figure-eight pattern-requiring the pilot to vary altitude during the turns to keep a visual projection of the airplanes lateral axis aligned on the pylon. The result is a maneuver that focuses the pilots attention almost completely outside the cockpit. For safety and success, then, control of the airplane must be almost instinctive, with bank, pitch and rudder control correctly varied or maintained without looking at the flight instruments. As such the real-world benefits of flying Eights on Pylons include:

Commercial Maneuvers - Aviation Safety

Commercial Maneuvers
Commercial Maneuvers
Chandelle
Eights on Pylons
Steep Spiral
Power-off Landings
Lessons Learned

Most pilots arent used to pressing on the left pedal…but there may be times when it is needed and we need to be willing to do so. Eights on Pylons
Eights on Pylons (sometimes known by the more elegant “Pylon 8s”) are, according to the Airplane Flying Handbook, “the most advanced and most difficult of the low altitude flight training maneuvers. Because of the various techniques involved,” the AFH continues, “the pylon eight is un surpassed for teaching, developing and testing subconscious control of the airplane.” Key to Eights on Pylons is the concept of pivotal altitude. Pivotal altitude is the altitude above ground level where, at a given ground speed, the lateral axis of the airplane remains parallel to a ground reference (“pylon”). In zero wind the pivotal altitude would remain constant as the airplane flies in a circle first around a pylon to one side of the aircraft, then around a pylon on the other side. Since there is almost always some wind, the pivotal altitude will almost always change as the airplane flies through the figure-eight pattern-requiring the pilot to vary altitude during the turns to keep a visual projection of the airplanes lateral axis aligned on the pylon. The result is a maneuver that focuses the pilots attention almost completely outside the cockpit. For safety and success, then, control of the airplane must be almost instinctive, with bank, pitch and rudder control correctly varied or maintained without looking at the flight instruments. As such the real-world benefits of flying Eights on Pylons include:

Ground loop (aviation) - Wikipedia Ground loop (aviation)
Ground loop (aviation)
Contents
Looping phenomenon
Contributing factors
Intentional looping
References
 If the flight controls are unable to overcome the rolling tendency at this low speed, the upwind wingtip will contact the ground and initiate a ground loop; the glider pilot must release the tow rope to abandon the takeoff. Gliders with a large main wheel and a tail wheel or tail skid are particularly susceptible to this form of ground looping during cross-wind takeoffs because of the large angle of attack on the wing. Gliders with a nose wheel or nose skid cause the wing to present a lower angle of attack at the commencement of the take off roll and are much less susceptible to this form of ground looping. Tow plane pilots are taught to delay applying full power until the glider is moving fast enough that its tail is off the ground, reducing the angle of attack on the wing. Intentional looping
Pilots may decide to execute a ground loop deliberately, usually as a last resort before hitting an immovable object, as in the case of China Airlines Flight 605. In such cases, energy may be dissipated by damaging the wings of the aircraft to protect the occupants seated in the fuselage. References
^ Love, Michael Charles (1995). Better Takeoffs & Landings. McGraw-Hill Professional.

Ground loop (aviation) - Wikipedia

Ground loop (aviation)
Ground loop (aviation)
Contents
Looping phenomenon
Contributing factors
Intentional looping
References

If the flight controls are unable to overcome the rolling tendency at this low speed, the upwind wingtip will contact the ground and initiate a ground loop; the glider pilot must release the tow rope to abandon the takeoff. Gliders with a large main wheel and a tail wheel or tail skid are particularly susceptible to this form of ground looping during cross-wind takeoffs because of the large angle of attack on the wing. Gliders with a nose wheel or nose skid cause the wing to present a lower angle of attack at the commencement of the take off roll and are much less susceptible to this form of ground looping. Tow plane pilots are taught to delay applying full power until the glider is moving fast enough that its tail is off the ground, reducing the angle of attack on the wing. Intentional looping
Pilots may decide to execute a ground loop deliberately, usually as a last resort before hitting an immovable object, as in the case of China Airlines Flight 605. In such cases, energy may be dissipated by damaging the wings of the aircraft to protect the occupants seated in the fuselage. References
^ Love, Michael Charles (1995). Better Takeoffs & Landings. McGraw-Hill Professional.

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
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.

Nap-of-the-earth - Wikipedia Nap-of-the-earth
Nap-of-the-earth
Contents
Purpose
Sensors for NOE
Helicopter NOE flying
Height above ground level
See also
References
 Fast jets are more constrained and at a typical low-flying speed of 450 knots (800 km/h), 200 feet (60 m) is not unusual and 50 feet (15 m) is possible in relatively flat terrain. Power wires are a danger to all aircraft flying at low level and "wire strikes" are common, such as the Cavalese cable car disaster. Special maps are produced that plot the routes of these wires but these are difficult to keep up-to-date, especially for foreign/enemy countries. Pilots are trained to scan for the pylons or power-poles that support these wires, because they can be seen at a distance where the wires themselves cannot. See also
Sea skimming (missiles)
Terrain-following radar
Radar altimeter
Low flying military training
References
^ a b c Helicopters at War - Blitz Editions, Bookmart Limited, 1996, ISBN 1-85605-345-8
^ Nelson, Dean; Pearlman, Jonathan (17 March 2014). " Missing Malaysia plane flew at 5,000ft and used 'terrain masking' to avoid radar detection". The Telegraph. Archived from the original on 7 March 2017. Retrieved 7 March 2017.

Nap-of-the-earth - Wikipedia

Nap-of-the-earth
Nap-of-the-earth
Contents
Purpose
Sensors for NOE
Helicopter NOE flying
Height above ground level
See also
References

Fast jets are more constrained and at a typical low-flying speed of 450 knots (800 km/h), 200 feet (60 m) is not unusual and 50 feet (15 m) is possible in relatively flat terrain. Power wires are a danger to all aircraft flying at low level and "wire strikes" are common, such as the Cavalese cable car disaster. Special maps are produced that plot the routes of these wires but these are difficult to keep up-to-date, especially for foreign/enemy countries. Pilots are trained to scan for the pylons or power-poles that support these wires, because they can be seen at a distance where the wires themselves cannot. See also
Sea skimming (missiles)
Terrain-following radar
Radar altimeter
Low flying military training
References
^ a b c Helicopters at War - Blitz Editions, Bookmart Limited, 1996, ISBN 1-85605-345-8
^ Nelson, Dean; Pearlman, Jonathan (17 March 2014). " Missing Malaysia plane flew at 5,000ft and used 'terrain masking' to avoid radar detection". The Telegraph. Archived from the original on 7 March 2017. Retrieved 7 March 2017.

Nap-of-the-earth - Wikipedia

Low-Altitude Flying Training > U.S. Air Force > Fact Sheet Display Low-Altitude Flying Training
Low-Altitude Flying Training Pilots should know whether they can enter, where they may fly and whether their flight will be under visual or instrument flight rules. Military training areas and routes are shown in Flight Information Publications and FAA charts. Flight service stations have Department of Defense and sectional charts, the Airman's Information Manual, and other material which publicize the areas. The Air Force takes very seriously noise problems associated with low-altitude training. For example, most low-level flying is limited to daylight hours and low-level flying near densely populated areas is prohibited. Sharing Low-Altitude Airspace
The military uses some airspace below 10,000 feet for training operations and frequently flies at speeds of more than 250 knots. High speed operations include aircraft intercepts, air-to-air combat, close-air support for ground forces and photo reconnaissance. The mixture of fast military planes and slower civilian aircraft creates obvious low-altitude training safety concerns. Training areas were first assigned to the Air Force in the late 1950s when aircraft were slower, turning patterns were tighter and low-level flying was not considered a useful tactic. Today's technology, both ours and that of potential foes, has taken flight beyond the range and scope for which those original training areas were designed.

Low-Altitude Flying Training > U.S. Air Force > Fact Sheet Display

Low-Altitude Flying Training
Low-Altitude Flying Training

Pilots should know whether they can enter, where they may fly and whether their flight will be under visual or instrument flight rules. Military training areas and routes are shown in Flight Information Publications and FAA charts. Flight service stations have Department of Defense and sectional charts, the Airman's Information Manual, and other material which publicize the areas. The Air Force takes very seriously noise problems associated with low-altitude training. For example, most low-level flying is limited to daylight hours and low-level flying near densely populated areas is prohibited. Sharing Low-Altitude Airspace
The military uses some airspace below 10,000 feet for training operations and frequently flies at speeds of more than 250 knots. High speed operations include aircraft intercepts, air-to-air combat, close-air support for ground forces and photo reconnaissance. The mixture of fast military planes and slower civilian aircraft creates obvious low-altitude training safety concerns. Training areas were first assigned to the Air Force in the late 1950s when aircraft were slower, turning patterns were tighter and low-level flying was not considered a useful tactic. Today's technology, both ours and that of potential foes, has taken flight beyond the range and scope for which those original training areas were designed.

flight controls - Does a plane have brakes to stop or slow down while flying? - Aviation Stack Exchange
Does a plane have brakes to stop or slow down while flying?
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 Spoilers disrupt the airflow over the top of the wings to reduce lift. They have a side effect of increasing drag but it's less of an impact than the loss of lift. The primary purpose of spoilers is to increase the approach angle to the runway without changing airspeed or attitude. With this many options, the real answer to obstacle avoidance isn't slowing down: it's steering around. Going left, right, up or down to avoid the obstacle is much more effective and is what all pilots are taught and what all automated collision avoidance systems use. Share
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There are 4 forces that act on a plane: thrust, drag, lift, and weight. Planes slow down because of drag. Once power is reduced, drag is greater than thrust and causes the plane to slow down.

Spoilers disrupt the airflow over the top of the wings to reduce lift. They have a side effect of increasing drag but it's less of an impact than the loss of lift. The primary purpose of spoilers is to increase the approach angle to the runway without changing airspeed or attitude. With this many options, the real answer to obstacle avoidance isn't slowing down: it's steering around. Going left, right, up or down to avoid the obstacle is much more effective and is what all pilots are taught and what all automated collision avoidance systems use. Share
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answered Jan 30 '15 at 17:39
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There are 4 forces that act on a plane: thrust, drag, lift, and weight. Planes slow down because of drag. Once power is reduced, drag is greater than thrust and causes the plane to slow down.

aerodynamics - What happens when an aircraft breaks the sound barrier? - Aviation Stack Exchange
What happens when an aircraft breaks the sound barrier?
What happens when an aircraft breaks the sound barrier? Why can't it break the sound barrier near the ground?
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 When the sonic shockwave hits the ground, it reflects back up. If the plane is flying too low then the nose shock will bounce back up and impact the tail of the aircraft, causing it to lose directional control and crash. The low-level variants of the Panavia Tornado supersonic multirole warplane were made shorter than was otherwise optimal, so it could fly lower without meeting its own shockwave. This spoiled its aerodynamics and reduced its maximum speed. The higher-altitude ADV variant had a longer fuselage and could fly faster. Share
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answered Jul 11 '20 at 20:35
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The most basic and simplest answer is
Air gets thicker at the surface. A body moves forward by pushing the air away from its path. Be it a car or a bike. The lower the automobile operates, the more air it needs to disperse to propagate forward. To move forward, a certain amount of energy needs to be expended either on the ground to push itself forward or through jet engines to suck all the air in front of it and push it back of the vehicle with force.

aerodynamics - What happens when an aircraft breaks the sound barrier? - Aviation Stack Exchange

What happens when an aircraft breaks the sound barrier?
What happens when an aircraft breaks the sound barrier? Why can't it break the sound barrier near the ground?
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When the sonic shockwave hits the ground, it reflects back up. If the plane is flying too low then the nose shock will bounce back up and impact the tail of the aircraft, causing it to lose directional control and crash. The low-level variants of the Panavia Tornado supersonic multirole warplane were made shorter than was otherwise optimal, so it could fly lower without meeting its own shockwave. This spoiled its aerodynamics and reduced its maximum speed. The higher-altitude ADV variant had a longer fuselage and could fly faster. Share
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answered Jul 11 '20 at 20:35
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The most basic and simplest answer is
Air gets thicker at the surface. A body moves forward by pushing the air away from its path. Be it a car or a bike. The lower the automobile operates, the more air it needs to disperse to propagate forward. To move forward, a certain amount of energy needs to be expended either on the ground to push itself forward or through jet engines to suck all the air in front of it and push it back of the vehicle with force.

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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 Various factors including the weight of the aircraft, flaps, and icing can change the angle of attack the aircraft stalls at. For the rest of us
A stall happens when the wing no longer creates lift. This happens when the speed of the air going over the wing decreases too much. Basically, this is why the advice one mother gave her son during World War I, 'Fly low and slow, I don't want you to get hurt!' makes very little sense aerodynamically speaking. Why pilots practice stalls
Pilots practice stalls to learn the warning signs that they are entering a stall, and to practice recovering from a stall should they ever end up in one. Also, as brinky stated in a comment to this answer: While in flight training or when moving to a different airframe,  pilots practice putting the aircraft in a stall and then recovering  from it to also develop "muscle-type" memory, because stalls are  probably the single most unsettling and unpredictable behavior that  all aircraft share, and different airframes may react very differently  to stalls. Stalls are unforgiving and must be rectified promptly, due  to rapid altitude loss. Share
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answered Jan 29 '14 at 22:07
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The stalls that pilots practice are aerodynamic stalls not engine stalls.

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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Various factors including the weight of the aircraft, flaps, and icing can change the angle of attack the aircraft stalls at. For the rest of us
A stall happens when the wing no longer creates lift. This happens when the speed of the air going over the wing decreases too much. Basically, this is why the advice one mother gave her son during World War I, 'Fly low and slow, I don't want you to get hurt!' makes very little sense aerodynamically speaking. Why pilots practice stalls
Pilots practice stalls to learn the warning signs that they are entering a stall, and to practice recovering from a stall should they ever end up in one. Also, as brinky stated in a comment to this answer: While in flight training or when moving to a different airframe,  pilots practice putting the aircraft in a stall and then recovering  from it to also develop "muscle-type" memory, because stalls are  probably the single most unsettling and unpredictable behavior that  all aircraft share, and different airframes may react very differently  to stalls. Stalls are unforgiving and must be rectified promptly, due  to rapid altitude loss. Share
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edited Apr 13 '17 at 12:59
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answered Jan 29 '14 at 22:07
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The stalls that pilots practice are aerodynamic stalls not engine stalls.

Air France Flight 296 - Wikipedia Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links
 The aircraft was to fly from Charles de Gaulle Airport to Basel–Mulhouse Airport for a press conference. Then, sightseeing charter passengers would board and the aircraft would fly the short distance to the small Habsheim aerodrome. The captain would make a low-level fly-pass over Runway 02, climb up and turn back, and repeat the fly-pass over the same runway in the reciprocal direction (Runway 20). This would be followed by a sightseeing trip south to Mont Blanc before the passengers would be returned to Basel–Mulhouse Airport. Finally, the aircraft would return to Paris. The pilots had each had a busy weekend and did not receive the flight plan until the morning of the flight. They received no verbal details about the flyover or the aerodrome itself. Flyover
The flight plan was that as they approached the airfield, they would extend third-stage flap, lower the landing gear, and line up for level flight at 100 feet (30 m). The captain would slow the aircraft to its minimum flying speed with maximum angle of attack, disable the "alpha floor" (the function that would otherwise automatically increase engine thrust when the angle of attack reached 15°) and rely on the first officer to adjust the engine thrust manually to maintain 100 feet. After the first pass, the first officer would then apply the takeoff/go-around switch (TOGA) power and climb steeply before turning back for the second pass. "

Air France Flight 296 - Wikipedia

The aircraft was to fly from Charles de Gaulle Airport to Basel–Mulhouse Airport for a press conference. Then, sightseeing charter passengers would board and the aircraft would fly the short distance to the small Habsheim aerodrome. The captain would make a low-level fly-pass over Runway 02, climb up and turn back, and repeat the fly-pass over the same runway in the reciprocal direction (Runway 20). This would be followed by a sightseeing trip south to Mont Blanc before the passengers would be returned to Basel–Mulhouse Airport. Finally, the aircraft would return to Paris. The pilots had each had a busy weekend and did not receive the flight plan until the morning of the flight. They received no verbal details about the flyover or the aerodrome itself. Flyover
The flight plan was that as they approached the airfield, they would extend third-stage flap, lower the landing gear, and line up for level flight at 100 feet (30 m). The captain would slow the aircraft to its minimum flying speed with maximum angle of attack, disable the "alpha floor" (the function that would otherwise automatically increase engine thrust when the angle of attack reached 15°) and rely on the first officer to adjust the engine thrust manually to maintain 100 feet. After the first pass, the first officer would then apply the takeoff/go-around switch (TOGA) power and climb steeply before turning back for the second pass. "

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).

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. “

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
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. “

John Denver had lost pilot's license John Denver had lost pilot's license
John Denver had lost pilot's license Experts said the craft can stay aloft if it stalls or loses power. George Rutan, a recreational pilot and father of the Long-EZ's designer, said the sudden nose dive by Denver's Long-EZ puzzles him. "On that airplane, you can't get the nose to drop that way unless you push the control stick forward," Rutan said. "To get the nose down like that, you have to be real purposeful." Rutan said that even in a stall a pilot can generally generate enough speed to regain lift by diving 200 feet. "Pilots know that low and slow is a bad combination," said Rutan, who speculates that Denver may have been flying too low. Authorities said he was flying at about 500 feet. The notion that Denver could somehow have purposefully turned the nose of the plane down struck Burke as unthinkable. " That man, he loved life so much, it's kind of hard to believe that. So either something broke or he became disabled."

John Denver had lost pilot's license

John Denver had lost pilot's license
John Denver had lost pilot's license

Experts said the craft can stay aloft if it stalls or loses power. George Rutan, a recreational pilot and father of the Long-EZ's designer, said the sudden nose dive by Denver's Long-EZ puzzles him. "On that airplane, you can't get the nose to drop that way unless you push the control stick forward," Rutan said. "To get the nose down like that, you have to be real purposeful." Rutan said that even in a stall a pilot can generally generate enough speed to regain lift by diving 200 feet. "Pilots know that low and slow is a bad combination," said Rutan, who speculates that Denver may have been flying too low. Authorities said he was flying at about 500 feet. The notion that Denver could somehow have purposefully turned the nose of the plane down struck Burke as unthinkable. " That man, he loved life so much, it's kind of hard to believe that. So either something broke or he became disabled."

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
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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.

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.

Their slower speed allows them to fly closer to the surface of the earth and gives them more time to manoeuvre around obstacles that are common at such low altitudes (Trees, houses, water tanks etc.,) The above diagram explains the complexity of the Nap-of-the-earth (NOE) flying technique adopted by several modern cruise missiles. Flying at such a low altitude allows them to better evade radar detection by the enemy. As we have learnt in school, radar detection works based on how radar waves are beamed to a target and then a receiver receives and processes the return signals to plot the position, speed, altitude of the object being tracked. So an enemy radar operator will be unable to isolate the cruise missile flying so low and next to the above mentioned obstacles from the clutter of the other unwanted objects. A faster speed would make it nearly impossible for the onboard electronics to process information and correct the course. And since onboard space will correspondingly shrink in proportion to the increase in speed (since a larger and more powerful engine and more fuel would be required in the same frame), the missiles would most likely cause more harm than good. The current slow speed of subsonic missiles and their resultant advantages also allow the missiles to be relatively cheaper to make. And they are also smaller in size. To put things in perspective, as of 22 March 2011, 159 Tomahawk subsonic cruise missiles were fired by US and UK ships against Libyan targets in an effort to oust the dictator Qadaffi!

Sensory illusions in aviation - Wikipedia Sensory illusions in aviation
Sensory illusions in aviation
Contents
Vestibular system
Vestibular/somatogyral
The leans
Graveyard spin
Graveyard spiral
Coriolis illusion
Vestibular/somatogravic
Inversion
Head-up
Head-down
Visual
Linear perspective
Upsloping terrain or narrow or long runway
Downsloping terrain or wide runway
Other
Black-hole approach
Autokinesis
False visual reference
Glassy water landings in seaplanes
Vection
Repeating pattern
Examples
See also
References
 The much wider runway would give the pilot the mental picture of the point where they would usually begin the flare, when they are much higher than they should be. A pilot flying an aircraft where the cockpit height relative to the ground is vastly higher or lower than they are used to can cause a similar illusion in the last part of the approach. Upsloping terrain or narrow or long runway
A final approach over an upsloping terrain with a flat runway, or to an unusually narrow or long runway may produce the visual illusion of being too high on final approach. The pilot may then increase their rate of descent, positioning the aircraft unusually low on the approach path. Downsloping terrain or wide runway
A final approach over a downsloping terrain with a flat runway, or to an unusually wide runway may produce the visual illusion of being too low on final approach. The pilot may then pitch the aircraft's nose up to increase the altitude, which can result in a low-altitude stall or a missed approach. Other
Black-hole approach
A blac

Sensory illusions in aviation - Wikipedia

Sensory illusions in aviation
Sensory illusions in aviation
Contents
Vestibular system
Vestibular/somatogyral
The leans
Graveyard spin
Graveyard spiral
Coriolis illusion
Vestibular/somatogravic
Inversion
Head-up
Head-down
Visual
Linear perspective
Upsloping terrain or narrow or long runway
Downsloping terrain or wide runway
Other
Black-hole approach
Autokinesis
False visual reference
Glassy water landings in seaplanes
Vection
Repeating pattern
Examples
See also
References

The much wider runway would give the pilot the mental picture of the point where they would usually begin the flare, when they are much higher than they should be. A pilot flying an aircraft where the cockpit height relative to the ground is vastly higher or lower than they are used to can cause a similar illusion in the last part of the approach. Upsloping terrain or narrow or long runway
A final approach over an upsloping terrain with a flat runway, or to an unusually narrow or long runway may produce the visual illusion of being too high on final approach. The pilot may then increase their rate of descent, positioning the aircraft unusually low on the approach path. Downsloping terrain or wide runway
A final approach over a downsloping terrain with a flat runway, or to an unusually wide runway may produce the visual illusion of being too low on final approach. The pilot may then pitch the aircraft's nose up to increase the altitude, which can result in a low-altitude stall or a missed approach. Other
Black-hole approach
A blac

Air France Flight 296 - Wikipedia Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links
 On 26 June 1988, the plane crashed while making a low pass over Mulhouse–Habsheim Airport ( ICAO airport code LFGB) as part of the Habsheim Air Show. Most of the crash sequence, which occurred in front of several thousand spectators, was caught on video. The cause of the crash has been the source of major controversy. This particular flight was the A320's first passenger flight (most of those on-board were journalists and raffle winners). The low-speed flyover, with landing gear down, was supposed to take place at an altitude of 100 feet (30 m); instead, the plane performed the flyover at 30 feet (9.1 m), skimmed the treetops of the forest at the end of the runway (which had not been shown on the airport map given to the pilots) and crashed. All the passengers survived the initial impact, but a woman and two children died from smoke inhalation before they could escape. Official reports concluded that the pilots flew too low, too slow, failed to see the forest and accidentally flew into it. The captain, Michel Asseline, disputed the report and claimed an error in the fly-by-wire computer prevented him from applying thrust and pulling up. In the aftermath of the crash, there were allegations that investigators had tampered with evidence, specifically the aircraft's flight recorders ("black boxes").

Air France Flight 296 - Wikipedia

Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links

On 26 June 1988, the plane crashed while making a low pass over Mulhouse–Habsheim Airport ( ICAO airport code LFGB) as part of the Habsheim Air Show. Most of the crash sequence, which occurred in front of several thousand spectators, was caught on video. The cause of the crash has been the source of major controversy. This particular flight was the A320's first passenger flight (most of those on-board were journalists and raffle winners). The low-speed flyover, with landing gear down, was supposed to take place at an altitude of 100 feet (30 m); instead, the plane performed the flyover at 30 feet (9.1 m), skimmed the treetops of the forest at the end of the runway (which had not been shown on the airport map given to the pilots) and crashed. All the passengers survived the initial impact, but a woman and two children died from smoke inhalation before they could escape. Official reports concluded that the pilots flew too low, too slow, failed to see the forest and accidentally flew into it. The captain, Michel Asseline, disputed the report and claimed an error in the fly-by-wire computer prevented him from applying thrust and pulling up. In the aftermath of the crash, there were allegations that investigators had tampered with evidence, specifically the aircraft's flight recorders ("black boxes").

What is terrain masking, how is it achieved and what are its advantages and disadvantages? - Quora What is terrain masking, how is it achieved and what are its advantages and disadvantages?
What is terrain masking, how is it achieved and what are its advantages and disadvantages?
Terrain masking is simply hiding behind terrain features.
Integrating Security into DevOps: The Benefits and Drawbacks
The Benefits and Drawbacks of Integrating Security into the Program Management Ecosystem
What are the advantages and disadvantages of protests?
What are the advantages and disadvantages of each armor?
advantages of using Hair Shampoo for both men and women:
Disadvantages of shampoo: .
 Other disadvantages include: You tend to burn more gas when flying low. You can't see as far. You're in range of a LOT more stuff that can hurt you. Like thrown rocks. Birds. They can make a mess. You don't have as much room to maneuver. If you have an emergency (like an engine fire), you have fewer options and less time to sort it out. ( The first response is usually to climb.)

What is terrain masking, how is it achieved and what are its advantages and disadvantages? - Quora

What is terrain masking, how is it achieved and what are its advantages and disadvantages?
What is terrain masking, how is it achieved and what are its advantages and disadvantages?
Terrain masking is simply hiding behind terrain features.
Integrating Security into DevOps: The Benefits and Drawbacks
The Benefits and Drawbacks of Integrating Security into the Program Management Ecosystem
What are the advantages and disadvantages of protests?
What are the advantages and disadvantages of each armor?
advantages of using Hair Shampoo for both men and women:
Disadvantages of shampoo: .

Other disadvantages include: You tend to burn more gas when flying low. You can't see as far. You're in range of a LOT more stuff that can hurt you. Like thrown rocks. Birds. They can make a mess. You don't have as much room to maneuver. If you have an emergency (like an engine fire), you have fewer options and less time to sort it out. ( The first response is usually to climb.)

High-Altitude Flying: What You Need to Know | Flying High-Altitude Flying: What You Need to Know
High-Altitude Flying: What You Need to Know
No amount of hypoxia awareness training can ensure you won’t succumb to the effects of a lack of oxygen in the bloodstream.
The speed of hypoxia onset varies by individual. At 45,000 feet in a rapid decompression, on average you will have less than 12 seconds to respond.
Hypoxia Symptoms
Time of Useful Consciousness at Altitude
 The autopilot will then automatically initiate a descent to a preselected altitude. The speed of the onset of hypoxia varies among individuals, and it depends on how weak the oxygen’s partial pressure is in the lungs compared with that in the blood. People who regularly spend time at higher altitudes can tolerate the lack of oxygen better. The higher you fly, the less the partial pressure of oxygen and the shorter the time of useful consciousness. At 45,000 feet in a rapid or explosive decompression event, the average person will have less than 12 seconds to respond. Things could get dicey as you try to sort out the confusion caused by the noise, cold, flying debris, fog and air rushing from your nose and mouth, not to mention the abdominal and ear pain that accompanies an explosive decompression. The low density of the air, of course, also provides one of the great advantages of flying at high altitudes. Lower air density translates into less drag and, hence, higher airspeeds and reduced fuel consumption. Another benefit is the ability to take advantage of strong tailwinds, which can shorten en-route times considerably. Flying up high can also allow us to avoid the worst weather by climbing over icing conditions and turbulence.

High-Altitude Flying: What You Need to Know | Flying

High-Altitude Flying: What You Need to Know
High-Altitude Flying: What You Need to Know
No amount of hypoxia awareness training can ensure you won’t succumb to the effects of a lack of oxygen in the bloodstream.
The speed of hypoxia onset varies by individual. At 45,000 feet in a rapid decompression, on average you will have less than 12 seconds to respond.
Hypoxia Symptoms
Time of Useful Consciousness at Altitude

The autopilot will then automatically initiate a descent to a preselected altitude. The speed of the onset of hypoxia varies among individuals, and it depends on how weak the oxygen’s partial pressure is in the lungs compared with that in the blood. People who regularly spend time at higher altitudes can tolerate the lack of oxygen better. The higher you fly, the less the partial pressure of oxygen and the shorter the time of useful consciousness. At 45,000 feet in a rapid or explosive decompression event, the average person will have less than 12 seconds to respond. Things could get dicey as you try to sort out the confusion caused by the noise, cold, flying debris, fog and air rushing from your nose and mouth, not to mention the abdominal and ear pain that accompanies an explosive decompression. The low density of the air, of course, also provides one of the great advantages of flying at high altitudes. Lower air density translates into less drag and, hence, higher airspeeds and reduced fuel consumption. Another benefit is the ability to take advantage of strong tailwinds, which can shorten en-route times considerably. Flying up high can also allow us to avoid the worst weather by climbing over icing conditions and turbulence.

Slip (aerodynamics) - Wikipedia Slip (aerodynamics)
Slip (aerodynamics)
Contents
Background
Forward-slip vs. sideslip
Forward-slip
Sideslip
Sideslip angle
Uses of the slip
Other uses
Notable employment of the slip
How a slip affects flight
See also
References
External links
 This is especially dangerous if there are nearby obstructions under the climb path and the aircraft is underpowered or heavily loaded. A slip can also be a piloting maneuver where the pilot deliberately enters one type of slip or another. Slips are particularly useful in performing a short field landing over an obstacle (such as trees, or power lines), or to avoid an obstacle (such as a single tree on the extended centerline of the runway), and may be practiced as part of emergency landing procedures. These methods are also commonly employed when flying into farmstead or rough country airstrips where the landing strip is short. Pilots need to touch down with ample runway remaining to slow down and stop. There are common situations where a pilot may deliberately enter a slip by using opposite rudder and aileron inputs, most commonly in a landing approach at low power. Without flaps or spoilers it is difficult to increase the steepness of the glide without adding significant speed. This excess speed can cause the aircraft to fly in ground effect for an extended period, perhaps running out of runway. In a forward slip much more drag is created, allowing the pilot to dissipate altitude without increasing airspeed, increasing the angle of descent (glide slope). Forward slips are especially useful when operating pre-1950s training aircraft, aerobatic aircraft such as the Pitts Special or any aircraft with inoperative flaps or spoilers.

Slip (aerodynamics) - Wikipedia

Slip (aerodynamics)
Slip (aerodynamics)
Contents
Background
Forward-slip vs. sideslip
Forward-slip
Sideslip
Sideslip angle
Uses of the slip
Other uses
Notable employment of the slip
How a slip affects flight
See also
References
External links

This is especially dangerous if there are nearby obstructions under the climb path and the aircraft is underpowered or heavily loaded. A slip can also be a piloting maneuver where the pilot deliberately enters one type of slip or another. Slips are particularly useful in performing a short field landing over an obstacle (such as trees, or power lines), or to avoid an obstacle (such as a single tree on the extended centerline of the runway), and may be practiced as part of emergency landing procedures. These methods are also commonly employed when flying into farmstead or rough country airstrips where the landing strip is short. Pilots need to touch down with ample runway remaining to slow down and stop. There are common situations where a pilot may deliberately enter a slip by using opposite rudder and aileron inputs, most commonly in a landing approach at low power. Without flaps or spoilers it is difficult to increase the steepness of the glide without adding significant speed. This excess speed can cause the aircraft to fly in ground effect for an extended period, perhaps running out of runway. In a forward slip much more drag is created, allowing the pilot to dissipate altitude without increasing airspeed, increasing the angle of descent (glide slope). Forward slips are especially useful when operating pre-1950s training aircraft, aerobatic aircraft such as the Pitts Special or any aircraft with inoperative flaps or spoilers.

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.

How low can a fighter jet fly safely? - Quora

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.

What is landing gear? - Quora What is landing gear?
What is landing gear?
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Why do airplanes put down the landing gear so early when landing?
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Are there gears in an aircraft landing gear?
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 and therefore it becomes an airplane limitation. Usually, leaving the landing gear down in flight will make a horrendous noise in the airplane due to the air flow disruption. There are reasons to leave the landing gear down after takeoff. For example, taking off from a runway contaminated by snow or slush, it may be wise to leave the gear down to allow airflow to get rid of any contamination stuck to the gear which might damage the landing gear wheel wells. There was a story in the aviation press in 2019 where two female airline pilots in an Airbus A320, couldn’t figure out why their airplane wouldn’t climb above 25,000 ft. They also couldn’t figure out why there cruise speed was so low and the fuel consumption rate was high. They had to divert to an alternate airport to refuel. At the final approach fix at the alternate airport they figured out that they forgot to raise the landing gear after they took off. I assume that an Airbus won’t permit the crew to fly above the maximum altitude that the airplane was certified with the landing gear down. Hopefully, these two pilots had their hearing checked because the sound in the cockpit must have been horrendous.

What is landing gear? - Quora

What is landing gear?
What is landing gear?
Ken Whitfield
Krishna Kumar Subramanian
Why do airplanes put down the landing gear so early when landing?
— Flying Magazine Jul 1990
Bob Cohen
Anirudh Ramanathan
Are there gears in an aircraft landing gear?
Financial loophole lets you save extra for retirement.
Rahul Patil
Sourav Singh
Tom Kreiner
Vishnu Ramakrishnan
Cameron Fraser
Dennis Belford

and therefore it becomes an airplane limitation. Usually, leaving the landing gear down in flight will make a horrendous noise in the airplane due to the air flow disruption. There are reasons to leave the landing gear down after takeoff. For example, taking off from a runway contaminated by snow or slush, it may be wise to leave the gear down to allow airflow to get rid of any contamination stuck to the gear which might damage the landing gear wheel wells. There was a story in the aviation press in 2019 where two female airline pilots in an Airbus A320, couldn’t figure out why their airplane wouldn’t climb above 25,000 ft. They also couldn’t figure out why there cruise speed was so low and the fuel consumption rate was high. They had to divert to an alternate airport to refuel. At the final approach fix at the alternate airport they figured out that they forgot to raise the landing gear after they took off. I assume that an Airbus won’t permit the crew to fly above the maximum altitude that the airplane was certified with the landing gear down. Hopefully, these two pilots had their hearing checked because the sound in the cockpit must have been horrendous.

Use of helicopter with red cross in D.C. a violation of norms, military law experts say - The Washington Post Use of medical helicopter to target protesters is under investigation, National Guard says
Use of medical helicopter to target protesters is under investigation, National Guard says
Trump administration to significantly expand military response in Washington amid unrest
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It is unclear whether the helicopter was one of few available. VanLandingham said it might have been prudent to consider covering up the red crosses before flight. The use of the helicopter also may violate Army regulations, Corn said, including domestic operations that outline the use of medical resources for “the evacuation of patients, movement of medical supplies and personnel, and support of search and rescue activities.” Flying low in urban areas presents numerous risks to the pilots, crew, aircraft and people on the ground, Hunter said, factors that are typically considered before flying such a mission. Helicopters are not as aerodynamic as airplanes, so in the event of a malfunction, pilots need to assess their altitude, speed and weight before calculating what to do. One solution, Hunter explained, is to rotate the aircraft so air can move over the blades — an attempt to control the helicopter into a crash landing. But the presence of protesters on the ground, buildings on all sides and a low altitude would make such a maneuver “virtually impossible” in the event of engine failure, Hunter said. The best a pilot could hope for at that altitude, she said, is minimizing injuries on the ground. Hannah Natson contributed to this report. comment
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Use of helicopter with red cross in D.C. a violation of norms, military law experts say - The Washington Post

Use of medical helicopter to target protesters is under investigation, National Guard says
Use of medical helicopter to target protesters is under investigation, National Guard says
Trump administration to significantly expand military response in Washington amid unrest

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It is unclear whether the helicopter was one of few available. VanLandingham said it might have been prudent to consider covering up the red crosses before flight. The use of the helicopter also may violate Army regulations, Corn said, including domestic operations that outline the use of medical resources for “the evacuation of patients, movement of medical supplies and personnel, and support of search and rescue activities.” Flying low in urban areas presents numerous risks to the pilots, crew, aircraft and people on the ground, Hunter said, factors that are typically considered before flying such a mission. Helicopters are not as aerodynamic as airplanes, so in the event of a malfunction, pilots need to assess their altitude, speed and weight before calculating what to do. One solution, Hunter explained, is to rotate the aircraft so air can move over the blades — an attempt to control the helicopter into a crash landing. But the presence of protesters on the ground, buildings on all sides and a low altitude would make such a maneuver “virtually impossible” in the event of engine failure, Hunter said. The best a pilot could hope for at that altitude, she said, is minimizing injuries on the ground. Hannah Natson contributed to this report. comment
Today's Headlines
The most important news stories of the day, curated by Post editors and delivered every morning.

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;

Low flying military training - Wikipedia

Low flying military training
Low flying military training
From Wikipedia, the free encyclopedia
Contents
Hazards
By country
Canada
United Kingdom
See also
Notes
References

Goose Bay Weapons Range is the only tactical bombing range in eastern Canada. The thirteen million hectare (130,000 square km) range includes ultra-low-level flying training to 30.5 m (100 feet) above ground level, supersonic flight areas, and an inert conventional and precision guided munitions bombing range. United Kingdom
Low flying Tornado near Grasmere, UK
In the UK, low flying means fixed-wing aircraft at less than 2000 feet from the ground or light propeller driven aircraft and helicopters below 500 feet from the ground. Low flying is permitted across the majority of the UK except for large urban areas, civil airports and some industrial and medical sites. Fixed-wing aircraft can fly down to 250 ft above ground level at a speed of up to 450 kt. Lower height limits apply for helicopters and in certain parts of mid Wales, Northern England and Northern Scotland, designated Tactical Training Areas. See, for example, the Mach Loop in Wales. For safety and to minimise disturbance to the public, military aircrew training at low level is constrained by rules. A specialist military police unit conducts covert monitoring using Skyguard FC radar and investigates alleged infringements. See also
Ground Proximity Warning System (GPWS)
Controlled flight into terrain
Lists of accidents and incidents involving military aircraft
Military operations area
Military training route
Buzz number
Notes
^ On 10 June 2003 a RAF Chinook HC2 pilot flew low over horseriders in rural Lincolnshire.

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
 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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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
Continue Reading
Low enough and its not safe, even with extensive training. Its a risk vs reward analysis.

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. 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
Continue Reading
Low enough and its not safe, even with extensive training. Its a risk vs reward analysis.

Can someone actually "fly under the radar"? - Aviation Stack Exchange
Can someone actually “fly under the radar”?
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 With the introduction of ADS-B as a surveillance source, this will change quickly. Areas where radar coverage is poor can be improved by the installation of an ADS-B receiver, which is significantly cheaper than a radar installation (~25X cheaper). Share
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answered Mar 8 '16 at 19:35
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First, yes, it is entirely possible to fly under the coverage area of most civil radar systems. Other have already explained that in detail. However, there are radar systems that are not so limited by line of sight, and are able to see Over the Horizon using various techniques. 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.

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

Can someone actually “fly under the radar”?
11 Answers
11
Not the answer you're looking for? Browse other questions tagged radar or ask your own question.

With the introduction of ADS-B as a surveillance source, this will change quickly. Areas where radar coverage is poor can be improved by the installation of an ADS-B receiver, which is significantly cheaper than a radar installation (~25X cheaper). Share
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answered Mar 8 '16 at 19:35
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First, yes, it is entirely possible to fly under the coverage area of most civil radar systems. Other have already explained that in detail. However, there are radar systems that are not so limited by line of sight, and are able to see Over the Horizon using various techniques. 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.

Can someone actually "fly under the radar"? - Aviation Stack Exchange
Can someone actually “fly under the radar”?
11 Answers
11
Not the answer you're looking for? Browse other questions tagged radar or ask your own question.
 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. To deal with this, most radars don't want to pick up a moving truck or a tree swayed by the wind at all. There's just too much stuff moving on the ground already, so even if the radar waves do reach you, if you're low enough you're part of the noise at ground level. Share
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answered Jul 31 '17 at 23:26
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Retired F-111 A-G and EF models, and existing B-1B Lancer aircraft use (d) Terrain Following Radar (TFR) to fly under radar coverage. Share
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answered Apr 6 '14 at 14:39
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Is there such a thing as 'flying under the radar'? As already well explained, it is possible to hide in the shadow of obstacles when the radar

The Rules about Flying over Wilderness Areas | An Eclectic Mind The Rules about Flying over Wilderness Areas
The Rules about Flying over Wilderness Areas
My answer to a reader’s question.
The “Rule”
First Glance Interpretation
But Is It A Rule?
What’s Right?
 It was pointed out to me by my primary flight instructor years ago. Pilots who take the time to look up and read the “rules” can make their own conclusions. The reader who queried me about this obviously realized from the photos I shared on my blog post that I must have been flying lower than 2,000 feet above the ground in a charted wilderness area. Denying I did so when there’s photographic evidence to the contrary would be dishonest, insulting to my readers, and a waste of time. But is it right to fly low over these areas? Because it’s not a regulation in most wilderness areas, it becomes an ethical decision on the part of the pilot. First, consider why charted wilderness areas exist. The government is protecting these areas, for whatever reason. Usually, it’s because they don’t want aircraft noise to interfere with wildlife — especially wildlife breeding and habitat maintenance. Sometimes its because they want “natural” areas to be kept quiet for visitors trying to enjoy the beauty of nature in peace.

The Rules about Flying over Wilderness Areas | An Eclectic Mind

The Rules about Flying over Wilderness Areas
The Rules about Flying over Wilderness Areas
My answer to a reader’s question.
The “Rule”
First Glance Interpretation
But Is It A Rule?
What’s Right?

It was pointed out to me by my primary flight instructor years ago. Pilots who take the time to look up and read the “rules” can make their own conclusions. The reader who queried me about this obviously realized from the photos I shared on my blog post that I must have been flying lower than 2,000 feet above the ground in a charted wilderness area. Denying I did so when there’s photographic evidence to the contrary would be dishonest, insulting to my readers, and a waste of time. But is it right to fly low over these areas? Because it’s not a regulation in most wilderness areas, it becomes an ethical decision on the part of the pilot. First, consider why charted wilderness areas exist. The government is protecting these areas, for whatever reason. Usually, it’s because they don’t want aircraft noise to interfere with wildlife — especially wildlife breeding and habitat maintenance. Sometimes its because they want “natural” areas to be kept quiet for visitors trying to enjoy the beauty of nature in peace.

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
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.

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.

Air France Flight 296 - Wikipedia

The aircraft was to fly from Charles de Gaulle Airport to Basel–Mulhouse Airport for a press conference. Then, sightseeing charter passengers would board and the aircraft would fly the short distance to the small Habsheim aerodrome. The captain would make a low-level fly-pass over Runway 02, climb up and turn back, and repeat the fly-pass over the same runway in the reciprocal direction (Runway 20). This would be followed by a sightseeing trip south to Mont Blanc before the passengers would be returned to Basel–Mulhouse Airport. Finally, the aircraft would return to Paris. The pilots had each had a busy weekend and did not receive the flight plan until the morning of the flight. They received no verbal details about the flyover or the aerodrome itself. Flyover
The flight plan was that as they approached the airfield, they would extend third-stage flap, lower the landing gear, and line up for level flight at 100 feet (30 m). The captain would slow the aircraft to its minimum flying speed with maximum angle of attack, disable the "alpha floor" (the function that would otherwise automatically increase engine thrust when the angle of attack reached 15°) and rely on the first officer to adjust the engine thrust manually to maintain 100 feet. After the first pass, the first officer would then apply the takeoff/go-around switch (TOGA) power and climb steeply before turning back for the second pass. "

What are the Minimum altitudes for a helicopter? - General Helicopter Forum - Vertical Reference Helicopter Forums What are the Minimum altitudes for a helicopter?
What are the Minimum altitudes for a helicopter?
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 The article concludes: "Until we get better guidance, pilots should be mindful of the history that any low flying allegations will ultimately be decided by the NTSB in favor of the FAA, after the fact, and on a case-by-case basis. To the extent practical, stay high." Quote
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In my humble oppinion, 500 agl is

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The article concludes: "Until we get better guidance, pilots should be mindful of the history that any low flying allegations will ultimately be decided by the NTSB in favor of the FAA, after the fact, and on a case-by-case basis. To the extent practical, stay high." Quote
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Posted October 7, 2008
In my humble oppinion, 500 agl is

What is the average altitude of an airplane flight? Does weather affect flight altitude? - Quora What is the average altitude of an airplane flight? Does weather affect flight altitude?
What is the average altitude of an airplane flight? Does weather affect flight altitude? I welcomed the opportunity to get out of the office (I was the Training Manager for the company). On pre-flight preparation, I noticed the captain had filed only for 18,000 ft (FL180) for the short trip to Singapore (186 nautical miles). I asked him why so low… he looked at me rather astonished and said “My job is to get the VIP guest there as quick as possible, burning a little extra fuel is not an issue, so I wil
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About 6 years ago I was assigned to go to Kuala Lumpur to fly with one of our line captains based there while his copilot was on vacation. This was a Falcon 2000 privately owned jet. I welcomed the opportunity to get out of the office (I was the Training Manager for the company). On pre-flight preparation, I noticed the captain had filed only for 18,000 ft (FL180) for the short trip to Singapore (186 nautical miles). I asked him why so low… he looked at me rather astonished and said “My job is to get the VIP guest there as quick as possible, burning a little extra fuel is not an issue, so I will fly low and fast”. My response was “I can fly that trip as a near parabolic (climb followed by immediate descent) at 25,000 feet as quickly or very near so compared to flying at low altitude, and I will arrive within minutes of your time or even maybe faster. Not only that, I will burn considerably less fuel than you”. His response was that he did not believe me (he was no spring chicken - 25,000 hours and several jets in his log book).

What is the average altitude of an airplane flight? Does weather affect flight altitude? - Quora

What is the average altitude of an airplane flight? Does weather affect flight altitude?
What is the average altitude of an airplane flight? Does weather affect flight altitude?

I welcomed the opportunity to get out of the office (I was the Training Manager for the company). On pre-flight preparation, I noticed the captain had filed only for 18,000 ft (FL180) for the short trip to Singapore (186 nautical miles). I asked him why so low… he looked at me rather astonished and said “My job is to get the VIP guest there as quick as possible, burning a little extra fuel is not an issue, so I wil
Continue Reading
About 6 years ago I was assigned to go to Kuala Lumpur to fly with one of our line captains based there while his copilot was on vacation. This was a Falcon 2000 privately owned jet. I welcomed the opportunity to get out of the office (I was the Training Manager for the company). On pre-flight preparation, I noticed the captain had filed only for 18,000 ft (FL180) for the short trip to Singapore (186 nautical miles). I asked him why so low… he looked at me rather astonished and said “My job is to get the VIP guest there as quick as possible, burning a little extra fuel is not an issue, so I will fly low and fast”. My response was “I can fly that trip as a near parabolic (climb followed by immediate descent) at 25,000 feet as quickly or very near so compared to flying at low altitude, and I will arrive within minutes of your time or even maybe faster. Not only that, I will burn considerably less fuel than you”. His response was that he did not believe me (he was no spring chicken - 25,000 hours and several jets in his log book).

John Denver had lost pilot's license John Denver had lost pilot's license
John Denver had lost pilot's license Experts said the craft can stay aloft if it stalls or loses power. George Rutan, a recreational pilot and father of the Long-EZ's designer, said the sudden nose dive by Denver's Long-EZ puzzles him. "On that airplane, you can't get the nose to drop that way unless you push the control stick forward," Rutan said. "To get the nose down like that, you have to be real purposeful." Rutan said that even in a stall a pilot can generally generate enough speed to regain lift by diving 200 feet. "Pilots know that low and slow is a bad combination," said Rutan, who speculates that Denver may have been flying too low. Authorities said he was flying at about 500 feet. The notion that Denver could somehow have purposefully turned the nose of the plane down struck Burke as unthinkable. " That man, he loved life so much, it's kind of hard to believe that. So either something broke or he became disabled."

John Denver had lost pilot's license

Experts said the craft can stay aloft if it stalls or loses power. George Rutan, a recreational pilot and father of the Long-EZ's designer, said the sudden nose dive by Denver's Long-EZ puzzles him. "On that airplane, you can't get the nose to drop that way unless you push the control stick forward," Rutan said. "To get the nose down like that, you have to be real purposeful." Rutan said that even in a stall a pilot can generally generate enough speed to regain lift by diving 200 feet. "Pilots know that low and slow is a bad combination," said Rutan, who speculates that Denver may have been flying too low. Authorities said he was flying at about 500 feet. The notion that Denver could somehow have purposefully turned the nose of the plane down struck Burke as unthinkable. " That man, he loved life so much, it's kind of hard to believe that. So either something broke or he became disabled."

faa regulations - What is the difference between "anywhere" and "other than congested areas" in regard to minimum safe altitude? - Aviation Stack Exchange
What is the difference between “anywhere” and “other than congested areas” in regard to minimum safe altitude?
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 Your engine now fails, and your only "landing" options all involve slamming nose-first into the side of a building. You were not operating "at an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface". Since we all want to be able to make safe emergency landings this rule is largely common sense with the force of regulation. other than congested areas is stuff like farmland or open beaches: you COULD operate much lower and closer to obstacles here and still be within the rules above (you're 300 feet AGL over an open field with a barn 300 feet to your right -- The engine dies, you set it down in the field, and everything is cool), but the FAA (and Farmer Brown in the barn milking Bessie) would prefer you not be that close to the barn in the event of say a flight control malfunction. Most pilots also wouldn't want to be that close to the barn at that low an altitude (unless engaging in an approved aerobatic demonstration with appropriate waivers) anyway, so it's usually a non-issue. That leaves congested areas - cities, suburbs, crowded beaches, etc - where the FAA bumps up the minimum obstacle clearances / altitudes for the comfort and safety of folks on the ground. One could contrive a scenario where you could safely fly at 1500AGL next to a 2000-foot building (like a long, clear, mostly-empty park adjacent to it that you could fly over & use for the "anywhere" emergency landing requirement), but again if something else went wrong you might go into the side of the building. As there are more people in "congested areas" to be freaked out by an airplane flying at a safe-but-rather-close distance, and more people who could be hurt by an unexpected departure from controlled flight, the margins are increased to provide a higher minimum level of safety. As with Bessie in the barn, most pilots probably don't want to be this close to buildings full of people (and the associate mechanical turbulence), and while circling your friends house in the suburbs is fun it doesn't have to be done low enough to pick out the individual bricks in their driveway and you really should be high enough to land on their street safely if your engine quits, which these minimums will likely allow.

faa regulations - What is the difference between "anywhere" and "other than congested areas" in regard to minimum safe altitude? - Aviation Stack Exchange

What is the difference between “anywhere” and “other than congested areas” in regard to minimum safe altitude?
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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
 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.

Flying High Unpressurized - Plane & Pilot Magazine Flying High Unpressurized
Flying High Unpressurized
Accidents
Why Fly High
Physiology
Diagnosis & Monitoring
Systems To Permit High-Altitude Flight
MAXIMIZING SAFETY ABOVE FL100
THE PETROLEUM JELLY CONFLAGRATION
Our resident medical doctor and private pilot John Levinson, MD, PhD, is a regular contributor to Plane & Pilot. Read his article “Anxiety and Pilots” for more insight.
 Why Fly High
For the last decade or so, new piston singles are frequently sold with turbochargers or turbonormalizers, which enable piston engines to develop sea-level power in the thin air of the flight levels. The same power setting that gets a Mooney Acclaim S to a true airspeed of 191 knots at 2,000 feet MSL will get as fast as 242 knots at FL250. Go higher to go faster and get more miles per gallon all at the same time. Go higher to glide farther should the engine fail over open water or inhospitable terrain. Fly on top of a good deal of weather. What’s not to love about that? Advertisement
Well, there are a few things not to love. Headwinds generally increase with altitude, so flying high into the wind may be a net loser, though in my experience that’s not common. A sick passenger or fire in flight will want you on the ground real soon, like now, and that takes time from altitude. Far and away, though, the greatest concern when flying high is that for pilots, as for their piston engines, oxygen isn’t optional, and it’s in relatively short supply up there.

Flying High Unpressurized - Plane & Pilot Magazine

Flying High Unpressurized
Flying High Unpressurized
Accidents
Why Fly High
Physiology
Diagnosis & Monitoring
Systems To Permit High-Altitude Flight
MAXIMIZING SAFETY ABOVE FL100
THE PETROLEUM JELLY CONFLAGRATION
Our resident medical doctor and private pilot John Levinson, MD, PhD, is a regular contributor to Plane & Pilot. Read his article “Anxiety and Pilots” for more insight.

Why Fly High
For the last decade or so, new piston singles are frequently sold with turbochargers or turbonormalizers, which enable piston engines to develop sea-level power in the thin air of the flight levels. The same power setting that gets a Mooney Acclaim S to a true airspeed of 191 knots at 2,000 feet MSL will get as fast as 242 knots at FL250. Go higher to go faster and get more miles per gallon all at the same time. Go higher to glide farther should the engine fail over open water or inhospitable terrain. Fly on top of a good deal of weather. What’s not to love about that? Advertisement
Well, there are a few things not to love. Headwinds generally increase with altitude, so flying high into the wind may be a net loser, though in my experience that’s not common. A sick passenger or fire in flight will want you on the ground real soon, like now, and that takes time from altitude. Far and away, though, the greatest concern when flying high is that for pilots, as for their piston engines, oxygen isn’t optional, and it’s in relatively short supply up there.

What Happens When a Plane's Cabin Depressurizes - ABC News What Happens When a Plane's Cabin Depressurizes
What Happens When a Plane's Cabin Depressurizes Aviation expert and ABC News consultant John Nance said the pilot's requests to air traffic controllers to get to a lower altitude and his subsequent debilitation "clearly shows a progressive hypoxic situation," a condition in which the body does not get an adequate supply of oxygen. The pilot was refused permission to fly lower because of traffic below him, but when asked by air traffic controllers if he wanted to declare an emergency - which would have given his request priority - the pilot said it was not necessary. Moments later the pilot passed out. Nance said it wasn't clear whether the pilot was incapacitated by the rapid depressurization of the cabin or fumes in the cockpit. Passed Out Pilot Twice Asked to Descend to Lower Altitude
Victims in Plane Crash Off Jamaica Remembered as Community Pioneers
Under ordinary circumstances, most aircraft cabins, whether in a small plane or a large commercial jet, are pressurized to the equivalent of 8,000 feet above sea level or lower. At a pressure that is the equivalent of 8,000 feet, it lowers the amount of oxygen in the blood by about 4 percentage points, according to a recent New England Journal of Medicine report. This may lead to some discomfort, but no ill health effects for a person in good health. Unresponsive Plane Crashes Off the Coast of Jamaica
According to the Federal Aviation Administration, pilots lose decision making ability fairly quickly at higher altitudes. "The ability to take corrective and protective action is lost in 20 to 30 minutes at 18,000 feet and 5?to 12 minutes at 20,000 feet, followed soon thereafter by unconsciousness," the FAA states. But if there was an air leak or the plane flew too high, it would have had detrimental effects, leading to an oxygen deficiency known as hypoxia, said Randy Padfield, a licensed pilot with more than 10,000 hours of flying experience and the chief operating officer of Aviation International News.

What Happens When a Plane's Cabin Depressurizes - ABC News

What Happens When a Plane's Cabin Depressurizes
What Happens When a Plane's Cabin Depressurizes

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.

Want to See a Fighter Jet Fly Low and Fast? Here Are Some Prime Viewing Spots  | Daily Planet   | Air & Space Magazine Want to See a Fighter Jet Fly Low and Fast? Here Are Some Prime Viewing Spots
Want to See a Fighter Jet Fly Low and Fast? Here Are Some Prime Viewing Spots
Try Death Valley, or the famous “Mach Loop” in Wales.
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If the desert’s not your thing, EA-18 and F-15E crews from Naval Air Station Whidbey Island, Washington, and Mountain Home Air Force Base in Idaho often take their jets low down Visual Routes 1350 and 1355, which run through national parks in the beautiful Cascade Mountains. The routes are colloquially called the “million dollar ride” for their scenic views and fun flying. The routes are long, with plenty of mountains and hills in the National Park to stand atop. The area around Bumping Lake (and the Bumping River) underneath VR-1355 hosts a popular camping ground that pilots use as a visual reference. If you really want to get remote, vast parts of Nevada (north of Las Vegas) and Alaska (mainly east of Fairbanks) are reserved for high-speed, low-level flying, including even supersonic flight, which is normally forbidden over land.

Want to See a Fighter Jet Fly Low and Fast? Here Are Some Prime Viewing Spots  | Daily Planet   | Air & Space Magazine

Want to See a Fighter Jet Fly Low and Fast? Here Are Some Prime Viewing Spots
Want to See a Fighter Jet Fly Low and Fast? Here Are Some Prime Viewing Spots
Try Death Valley, or the famous “Mach Loop” in Wales.
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If the desert’s not your thing, EA-18 and F-15E crews from Naval Air Station Whidbey Island, Washington, and Mountain Home Air Force Base in Idaho often take their jets low down Visual Routes 1350 and 1355, which run through national parks in the beautiful Cascade Mountains. The routes are colloquially called the “million dollar ride” for their scenic views and fun flying. The routes are long, with plenty of mountains and hills in the National Park to stand atop. The area around Bumping Lake (and the Bumping River) underneath VR-1355 hosts a popular camping ground that pilots use as a visual reference. If you really want to get remote, vast parts of Nevada (north of Las Vegas) and Alaska (mainly east of Fairbanks) are reserved for high-speed, low-level flying, including even supersonic flight, which is normally forbidden over land.

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
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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 …
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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.

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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answered Nov 24 '14 at 22:10
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A quick addition to the previous answers:

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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edited Mar 13 '15 at 14:32
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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:

Air France Flight 296 - Wikipedia Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links
 END OF TAPE
The crew applied full power and Asseline attempted to climb. However, the elevators did not respond to the pilot's commands because the A320's computer system engaged its "alpha protection" mode (meant to prevent the aircraft from entering a stall ). Less than five seconds later, the turbines began ingesting leaves and branches as the aircraft skimmed the tops of the trees. The combustion chambers clogged and the engines failed. The aircraft fell to the ground. Traditionally, pilots respect the inherent dangers of flying at low speeds at low altitude, and normally, a pilot would not attempt to fly an aircraft so close to stalling with the engines at flight idle (minimum thrust setting in flight). In this instance, however, the pilots involved did not hesitate to fly the aircraft below its normal minimum flying speed because the purpose of the flyover was to demonstrate that the aircraft's computer systems would ensure that lift would always be available regardless of how the pilots handled the controls. Asseline's experience of flying the aircraft type at the outer limits of its flight performance envelope may have led to overconfidence and complacency. Crash and evacuation
During the impact, the right wing was torn off, and the spilling fuel ignited immediately. Two fire trucks at the airshow set off and an ambulance followed.

Air France Flight 296 - Wikipedia

Air France Flight 296
Air France Flight 296
Air France Flight 296
Contents
Aircraft
Flight deck crew
Flight plan
Flyover
Crash and evacuation
Accident investigation
Flight recorders
Aircraft and engines
Official report
Prosecutions
Alternative explanation
Dramatization
See also
Notes
Footnotes
External links

END OF TAPE
The crew applied full power and Asseline attempted to climb. However, the elevators did not respond to the pilot's commands because the A320's computer system engaged its "alpha protection" mode (meant to prevent the aircraft from entering a stall ). Less than five seconds later, the turbines began ingesting leaves and branches as the aircraft skimmed the tops of the trees. The combustion chambers clogged and the engines failed. The aircraft fell to the ground. Traditionally, pilots respect the inherent dangers of flying at low speeds at low altitude, and normally, a pilot would not attempt to fly an aircraft so close to stalling with the engines at flight idle (minimum thrust setting in flight). In this instance, however, the pilots involved did not hesitate to fly the aircraft below its normal minimum flying speed because the purpose of the flyover was to demonstrate that the aircraft's computer systems would ensure that lift would always be available regardless of how the pilots handled the controls. Asseline's experience of flying the aircraft type at the outer limits of its flight performance envelope may have led to overconfidence and complacency. Crash and evacuation
During the impact, the right wing was torn off, and the spilling fuel ignited immediately. Two fire trucks at the airshow set off and an ambulance followed.

Slow Flight Slow Flight
Slow Flight
Slow Flight:
Small Airplanes
Large Airplanes
Maneuvering During Slow Flight:
Slow Flight Common Errors:
Airman Certification Standards:
Conclusion:
References:
 Below V LO, extend the landing gear
Below V FE, extend the flaps to full
Advance the propeller control to full forward (high rpm) as required
When approximately 5 knots above target speed (MCA), increase power to maintain altitude
Trim as necessary
Remember speed instability
Turn, climb, and descend as directed
Remember to be smooth with the controls as airfoils are less effective at slower speeds
To recover smoothly and continuously, increase power to full, adjust pitch to maintain airspeed and constantly maintaining heading
Trim as necessary
If performing for the "dirty" configuration, perform the following: As airspeed increases, raise the flaps in increments, to 10 °: Too abrupt of flap retraction will result in a dramatic loss of lift and possibly stall
As airspeed increases, but below V LO raise the landing gear
At or above Vx retract flaps to 0°
As cruise airspeed is attained, set cruise power
Re-trim as necessary
Complete cruise checklist
Slow Flight Common Errors: Failure to adequately clear the area
Inadequate back-elevator pressure as power is reduced, resulting in altitude loss
Excessive back-elevator pressure as power is reduced, resulting in a climb, followed by a rapid reduction in airspeed and "mushing"
Inadequate compensation for adverse yaw during turns
Fixation on the airspeed indicator
Failure to anticipate changes in lift as flaps are extended or retracted
Inadequate power management
Inability to adequately divide attention between airplane control and orientation
Airman Certification Standards: Airman Certification Standards
Conclusion: While there are several reasons to practice slow flight, the beginner pilot will find the most translation into flight within the traffic pattern
Some flight maneuvers do require flight at minimum controllable airspeed such as the Chandelle and Lazy Eights
Conventional training and evaluation used to require a stall warning buzzer to activate and be held
This is no longer the case, nor is it desirable, as this requires (encourages) intentional disregard of the warning
Airman Certification Standards therefore carefully word the task to "establish and maintain an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in a stall warning (e.g., aircraft buffet, stall horn, etc.)" Coordination is key, as uncoordinated flight close to stall speed can induce a spin
Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
Still looking for something? Continue searching: Web
Image

References: Federal Aviation Administration - Pilot/Controller Glossary
Airplane Flying Handbook
CFI Notebook.net - High-Lift Devices
CFI Notebook.net - Clearing Turns
FAA - Airman Certification Standards
Instrument Flying Handbook (2-8) Slow-Speed Flight
SAFO (17009) Airman Certification Standards (ACS):

Slow Flight

Slow Flight
Slow Flight
Slow Flight:
Small Airplanes
Large Airplanes
Maneuvering During Slow Flight:
Slow Flight Common Errors:
Airman Certification Standards:
Conclusion:
References:

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

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

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.

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
 When the pilot pushes the left pedal the rudder moves to the left, while depressing the right pedal deflects the rudder to the right. The rudder works in the same way as ailerons and elevators, in that it changes the airflow over the fin. Essentially, you can think of a fin as a vertical wing. The air flowing over the fin and rudder acts in exactly the same way as it does flowing over a wing and aileron - except the forces are horizontal and not vertical. Deflecting the rudder to the left increases the air pressure on the left side of the fin and rudder, and so the whole back end of the plane is pushed across to the right, thus yawing the nose to the left. 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.

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

When the pilot pushes the left pedal the rudder moves to the left, while depressing the right pedal deflects the rudder to the right. The rudder works in the same way as ailerons and elevators, in that it changes the airflow over the fin. Essentially, you can think of a fin as a vertical wing. The air flowing over the fin and rudder acts in exactly the same way as it does flowing over a wing and aileron - except the forces are horizontal and not vertical. Deflecting the rudder to the left increases the air pressure on the left side of the fin and rudder, and so the whole back end of the plane is pushed across to the right, thus yawing the nose to the left. 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.

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.

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
Not the answer you're looking for? Browse other questions tagged aerodynamics aircraft-design flight-training stall or ask your own question.
 Why pilots practice stalls
Pilots practice stalls to learn the warning signs that they are entering a stall, and to practice recovering from a stall should they ever end up in one. Also, as brinky stated in a comment to this answer: While in flight training or when moving to a different airframe,  pilots practice putting the aircraft in a stall and then recovering  from it to also develop "muscle-type" memory, because stalls are  probably the single most unsettling and unpredictable behavior that  all aircraft share, and different airframes may react very differently  to stalls. Stalls are unforgiving and must be rectified promptly, due  to rapid altitude loss. Share
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The stalls that pilots practice are aerodynamic stalls not engine stalls. It happens when the critical angle of attack is exceeded. [ Typically the nose is pitched up too much is what it means]. It results in airflow separation that means that the wing no longer is generating any [significant] lift. As soon as the pilot recovers by letting the nose down and regaining some airspeed they are flying again. We practice these for the purpose of being able to recognize the onset of a stall and being able to recover from an inadvertent stall.

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.

Why pilots practice stalls
Pilots practice stalls to learn the warning signs that they are entering a stall, and to practice recovering from a stall should they ever end up in one. Also, as brinky stated in a comment to this answer: While in flight training or when moving to a different airframe,  pilots practice putting the aircraft in a stall and then recovering  from it to also develop "muscle-type" memory, because stalls are  probably the single most unsettling and unpredictable behavior that  all aircraft share, and different airframes may react very differently  to stalls. Stalls are unforgiving and must be rectified promptly, due  to rapid altitude loss. Share
Improve this answer
edited Apr 13 '17 at 12:59
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answered Jan 29 '14 at 22:07
flyingfisch
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The stalls that pilots practice are aerodynamic stalls not engine stalls. It happens when the critical angle of attack is exceeded. [ Typically the nose is pitched up too much is what it means]. It results in airflow separation that means that the wing no longer is generating any [significant] lift. As soon as the pilot recovers by letting the nose down and regaining some airspeed they are flying again. We practice these for the purpose of being able to recognize the onset of a stall and being able to recover from an inadvertent stall.

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

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.

We Were Soldiers (Film) - TV Tropes Film /
We Were Soldiers

Film / We Were Soldiers
This film provides examples of:
Previous
Index
Next
 Acrophobic Bird: Some of the American planes seem to be flying in a lot lower than is strictly necessary for delivering air support. Air-dropped bombs typically have a blast radius measured in hundreds of feet, which especially includes the area directly above where the bomb lands. In Real Life, at least one of the American pilots met his end this way: fragmentation from a bomb dropped below the minimum safe altitude flew back up and hit his plane, causing it to crash. Evidently, his practice of invoking this trope in a transport helicopter is what earned Major Bruce Crandall the nickname "Snake Shit" (“Because I fly lower than snake shit”). Justified in this case, as flying at low altitude and high speed is a popular method of avoiding anti-aircraft fire (known as " Nap-Of-The-Earth "). Advertisement: Action Prologue: The beginning of the film shows a French military unit being ambushed by the Viet Minh in 1954 (based on the real-life Battle of Mang Yang Pass, the last official battle of the First Indochina War).

We Were Soldiers (Film) - TV Tropes

Film /
We Were Soldiers

Film / We Were Soldiers
This film provides examples of:
Previous
Index
Next

Acrophobic Bird: Some of the American planes seem to be flying in a lot lower than is strictly necessary for delivering air support. Air-dropped bombs typically have a blast radius measured in hundreds of feet, which especially includes the area directly above where the bomb lands. In Real Life, at least one of the American pilots met his end this way: fragmentation from a bomb dropped below the minimum safe altitude flew back up and hit his plane, causing it to crash. Evidently, his practice of invoking this trope in a transport helicopter is what earned Major Bruce Crandall the nickname "Snake Shit" (“Because I fly lower than snake shit”). Justified in this case, as flying at low altitude and high speed is a popular method of avoiding anti-aircraft fire (known as " Nap-Of-The-Earth "). Advertisement: Action Prologue: The beginning of the film shows a French military unit being ambushed by the Viet Minh in 1954 (based on the real-life Battle of Mang Yang Pass, the last official battle of the First Indochina War).

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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Not the answer you're looking for? Browse other questions tagged weather pilots atis or ask your own question.

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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edited Mar 30 '16 at 16:55
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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.

How to Overcome the Fear of Flying (with Pictures) - wikiHow How to Overcome the Fear of Flying
How to Overcome the Fear of Flying
Part 1
of 5:
Arming Yourself with Knowledge about Airplanes
Part 2
of 5:
Managing Your Anxiety
Part 3
of 5:
Booking Your Flight
Part 4
of 5:
Getting Prepared for the Flight
Part 5
of 5:
Being in the Air
Expert Q&A
Tips
Warnings
References
About This Article
Trudi Griffin, LPC, MS
Did this article help you?
 That's why you may feel like the plane is going so fast. Once the plane lifts off the ground, you won't notice the aircraft's speed so much because there is no longer friction with the ground. Your ears pop when the plane moves up or down because of a change in air pressure. Certain parts of the wing are supposed to move during the flight. That's perfectly normal. These control surfaces are designed to push air while the craft moves, allowing the craft to be maneuvered. {"smallUrl":"https:\/\/www.wikihow.com\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/v4-460px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","bigUrl":"\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/aid35879-v4-728px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","smallWidth":460,"smallHeight":345,"bigWidth":728,"bigHeight":546,"licensing":"

License: Creative Commons<\/a>
\n<\/p>

\n<\/p><\/div>"}
4
Know what to expect with turbulence. Turbulence occurs when a plane flies through an area of low pressure to high pressure, which will make you feel a "bump" in the ride. Turbulence is just like driving on a rocky road.

How to Overcome the Fear of Flying (with Pictures) - wikiHow

How to Overcome the Fear of Flying
How to Overcome the Fear of Flying
Part 1
of 5:
Arming Yourself with Knowledge about Airplanes
Part 2
of 5:
Managing Your Anxiety
Part 3
of 5:
Booking Your Flight
Part 4
of 5:
Getting Prepared for the Flight
Part 5
of 5:
Being in the Air
Expert Q&A
Tips
Warnings
References
About This Article
Trudi Griffin, LPC, MS
Did this article help you?

That's why you may feel like the plane is going so fast. Once the plane lifts off the ground, you won't notice the aircraft's speed so much because there is no longer friction with the ground. Your ears pop when the plane moves up or down because of a change in air pressure. Certain parts of the wing are supposed to move during the flight. That's perfectly normal. These control surfaces are designed to push air while the craft moves, allowing the craft to be maneuvered. {"smallUrl":"https:\/\/www.wikihow.com\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/v4-460px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","bigUrl":"\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/aid35879-v4-728px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","smallWidth":460,"smallHeight":345,"bigWidth":728,"bigHeight":546,"licensing":"

License: Creative Commons<\/a>
\n<\/p>

\n<\/p><\/div>"}
4
Know what to expect with turbulence. Turbulence occurs when a plane flies through an area of low pressure to high pressure, which will make you feel a "bump" in the ride. Turbulence is just like driving on a rocky road.

Why Is 29.92 The Standard Altimeter Setting? – Airplane Academy Why Is 29.92 The Standard Altimeter Setting?
Why Is 29.92 The Standard Altimeter Setting?
What’s a barometer exactly?
Why not use water instead of mercury?
What’s an aneroid barometer?
Who sets the standard?
Standard Temperature: 15 o C or 59 o F
Under Pressure
How else is pressure important?
Why 29.92 above 18,000 feet?
Temperature Affects Flight
The science matters
Charlie Gasmire
Recent Posts
The Difference Between ATIS, AWOS, and ASOS
This Is Why Clouds Are Often Turbulent
 This has an influence on the air/fuel ratio used in engine tuning, the perfect ratio being 14:1 air-to-fuel ratio: for every one gram of fuel, 14 grams of air are required. The pressure and temperature can change between takeoff and landing even on a local flight. If these changes are not taken into consideration, flight becomes dangerous. According to the trusty Pilot’s Handbook of Aeronautical Knowledge (PHAK), if altimeters could not be adjusted for nonstandard pressure, a hazardous situation could occur. For example, if an aircraft is flown from a high pressure area to a low pressure area without adjusting the altimeter, a constant altitude will be displayed, but the actual height of the aircraft above the ground would be lower than the indicated altitude. There is an old aviation axiom: “ GOING FROM A HIGH TO A LOW, LOOK OUT BELOW .” Conversely, if an aircraft is flown from a low pressure area to a high pressure area without an adjustment of the altimeter, the actual altitude of the aircraft is higher than the indicated altitude. Once in flight, it is important to frequently obtain current altimeter settings en route to ensure terrain and obstruction clearance.

Why Is 29.92 The Standard Altimeter Setting? – Airplane Academy

Why Is 29.92 The Standard Altimeter Setting?
Why Is 29.92 The Standard Altimeter Setting?
What’s a barometer exactly?
Why not use water instead of mercury?
What’s an aneroid barometer?
Who sets the standard?
Standard Temperature: 15 o C or 59 o F
Under Pressure
How else is pressure important?
Why 29.92 above 18,000 feet?
Temperature Affects Flight
The science matters
Charlie Gasmire
Recent Posts
The Difference Between ATIS, AWOS, and ASOS
This Is Why Clouds Are Often Turbulent

This has an influence on the air/fuel ratio used in engine tuning, the perfect ratio being 14:1 air-to-fuel ratio: for every one gram of fuel, 14 grams of air are required. The pressure and temperature can change between takeoff and landing even on a local flight. If these changes are not taken into consideration, flight becomes dangerous. According to the trusty Pilot’s Handbook of Aeronautical Knowledge (PHAK), if altimeters could not be adjusted for nonstandard pressure, a hazardous situation could occur. For example, if an aircraft is flown from a high pressure area to a low pressure area without adjusting the altimeter, a constant altitude will be displayed, but the actual height of the aircraft above the ground would be lower than the indicated altitude. There is an old aviation axiom: “ GOING FROM A HIGH TO A LOW, LOOK OUT BELOW .” Conversely, if an aircraft is flown from a low pressure area to a high pressure area without an adjustment of the altimeter, the actual altitude of the aircraft is higher than the indicated altitude. Once in flight, it is important to frequently obtain current altimeter settings en route to ensure terrain and obstruction clearance.

Air combat manoeuvring - Wikipedia Air combat manoeuvring
Air combat manoeuvring
Contents
Historical overview
Tactics
Example maneuvering
See also
Further reading
References
External links
 By using such manoeuvres, a pilot will often make trade offs between the fighter’s potential energy (altitude) and kinetic energy (airspeed), to maintain the energy-to-weight ratio of the aircraft, or the "specific energy". A manoeuvre such as the " low yo-yo " trades altitude for airspeed to close on an enemy and to decrease turn radius. The opposite manoeuvre, a " high yo-yo ", trades speed for height, literally storing energy in "the altitude bank", which allows a fast moving attacker to slow his closing speed. An attacker is confronted with three possible ways to pursue an enemy, all of which are vital during chase. " Lag pursuit" happens in a turn when the nose of the attacker's aircraft points behind an enemy's tail. Lag pursuit allows an attacker to increase or maintain range without overshooting. " Lead pursuit" in a turn occurs when the nose of the attacking aircraft points ahead of the enemy. Lead pursuit is used to decrease the distance between aircraft, and during gun attacks when the cannons must be aimed, not at where the defender is, but where he will be when the bullets get there. " Pure pursuit" happens when the nose of the attacker points directly at the defender. Pure pursuit is when most missiles will be fired, and is the hardest position to maintain.

Air combat manoeuvring - Wikipedia

Air combat manoeuvring
Air combat manoeuvring
Contents
Historical overview
Tactics
Example maneuvering
See also
Further reading
References
External links

By using such manoeuvres, a pilot will often make trade offs between the fighter’s potential energy (altitude) and kinetic energy (airspeed), to maintain the energy-to-weight ratio of the aircraft, or the "specific energy". A manoeuvre such as the " low yo-yo " trades altitude for airspeed to close on an enemy and to decrease turn radius. The opposite manoeuvre, a " high yo-yo ", trades speed for height, literally storing energy in "the altitude bank", which allows a fast moving attacker to slow his closing speed. An attacker is confronted with three possible ways to pursue an enemy, all of which are vital during chase. " Lag pursuit" happens in a turn when the nose of the attacker's aircraft points behind an enemy's tail. Lag pursuit allows an attacker to increase or maintain range without overshooting. " Lead pursuit" in a turn occurs when the nose of the attacking aircraft points ahead of the enemy. Lead pursuit is used to decrease the distance between aircraft, and during gun attacks when the cannons must be aimed, not at where the defender is, but where he will be when the bullets get there. " Pure pursuit" happens when the nose of the attacker points directly at the defender. Pure pursuit is when most missiles will be fired, and is the hardest position to maintain.

how to land an aircraft
 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. The landing is a transition from flying to taxiing. It demands more judgment and technique than any other manoeuvre. More accidents occur during the landing phase than any other phase of flying. Fortunately, most of these accidents bend the aircraft rather than people. Variables such as cross wind, wind shear and up-and-down draft add to the problem of landing.

how to land an aircraft

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. The landing is a transition from flying to taxiing. It demands more judgment and technique than any other manoeuvre. More accidents occur during the landing phase than any other phase of flying. Fortunately, most of these accidents bend the aircraft rather than people. Variables such as cross wind, wind shear and up-and-down draft add to the problem of landing.

What are VFR fuel requirements? | ThinkAviation What are VFR Fuel Requirements?
What are VFR Fuel Requirements?
VFR Fuel requirements (airplanes and helicopters):
Recommended Fuel Reserves:
There are four reasons I use these numbers:
Additional Reading:
Spread the word!
 This makes my life simple. I don’t have to change things if it’s day or night or I am flying IFR or VFR. It’s always the same. #4 This extra time makes up for my sometimes lackluster performance planning. Sometimes I plan a ton of flights above FL180 and then when I fly low on a mission my fuel numbers are way off. Aircraft burn fuel faster at lower altitudes. This extra cushion takes care of my laziness. This poor planning may seem like blasphemy for new pilots, but when you fly almost every day pilots tend to generalize planning numbers as they learn their aircraft. Feel free to set your own numbers. The intent of these recommendations is to get you thinking about whether the FAA’s minimum requirements are enough.

What are VFR fuel requirements? | ThinkAviation

What are VFR Fuel Requirements?
What are VFR Fuel Requirements?
VFR Fuel requirements (airplanes and helicopters):
Recommended Fuel Reserves:
There are four reasons I use these numbers:
Additional Reading:
Spread the word!

This makes my life simple. I don’t have to change things if it’s day or night or I am flying IFR or VFR. It’s always the same. #4 This extra time makes up for my sometimes lackluster performance planning. Sometimes I plan a ton of flights above FL180 and then when I fly low on a mission my fuel numbers are way off. Aircraft burn fuel faster at lower altitudes. This extra cushion takes care of my laziness. This poor planning may seem like blasphemy for new pilots, but when you fly almost every day pilots tend to generalize planning numbers as they learn their aircraft. Feel free to set your own numbers. The intent of these recommendations is to get you thinking about whether the FAA’s minimum requirements are enough.

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
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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

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

What Happens When a Plane's Cabin Depressurizes
What Happens When a Plane's Cabin Depressurizes

How High Do Planes Fly? Accurate In-depth Guide How High Do Planes Fly? Accurate In-depth Guide
How High Do Planes Fly? Accurate In-depth Guide
How High Do Planes Fly?
Why Do Planes Fly So High?
1. Efficiency
2. Speed
3. Fast High-Level Winds.
4. Weather
5. Range
What is Cruising Altitude?
Can Some Jets Fly Even Higher?
What Happens if a Plane Flies Too High? Why Can’t an Airplane Just Fly into Space?
What is the Highest-flying Plane in History?
Popular Planes Maximum Cruising Altitudes
How to Find an Aircraft’s Altitude?
Conclusion
Phil McCain
 They must go around the weather which adds time and expense to the flight. Once at our cruising altitude I spend a lot of time using the onboard weather radar and coordinating with our dispatcher about upcoming weather to make adjustments early to save time and money. The autopilot can do a lot, but it is up to us pilots to make decisions about avoiding weather and turbulence. 5. Range
This one is pretty straight-forward. If the plane burns less fuel flying higher up, and it flies faster. Then, it will be able to fly a longer distance. A jet would not be able to cross the Atlantic Ocean if it cruised at only 2,000 feet. High altitude flight has enabled the super long flights we are used to today. So on nearly all accounts, airplanes like to fly high and fast, it is efficient, smoother, and faster.

How High Do Planes Fly? Accurate In-depth Guide

How High Do Planes Fly? Accurate In-depth Guide
How High Do Planes Fly? Accurate In-depth Guide
How High Do Planes Fly?
Why Do Planes Fly So High?
1. Efficiency
2. Speed
3. Fast High-Level Winds.
4. Weather
5. Range
What is Cruising Altitude?
Can Some Jets Fly Even Higher?
What Happens if a Plane Flies Too High? Why Can’t an Airplane Just Fly into Space?
What is the Highest-flying Plane in History?
Popular Planes Maximum Cruising Altitudes
How to Find an Aircraft’s Altitude?
Conclusion
Phil McCain

They must go around the weather which adds time and expense to the flight. Once at our cruising altitude I spend a lot of time using the onboard weather radar and coordinating with our dispatcher about upcoming weather to make adjustments early to save time and money. The autopilot can do a lot, but it is up to us pilots to make decisions about avoiding weather and turbulence. 5. Range
This one is pretty straight-forward. If the plane burns less fuel flying higher up, and it flies faster. Then, it will be able to fly a longer distance. A jet would not be able to cross the Atlantic Ocean if it cruised at only 2,000 feet. High altitude flight has enabled the super long flights we are used to today. So on nearly all accounts, airplanes like to fly high and fast, it is efficient, smoother, and faster.

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

WIG Pictures Follow this link to the wig page
Follow this link to the wig page
Wing In Ground effect aerodynamics
Dornier Do X
From Wikipedia, the free encyclopedia
Specifications
Span dominated ground effect
Chord dominated ground effect
L/D ratio
Longitudinal stability
Ground effect wing sections
 And it is attracting interest as a potential  first-stage platform for piggybacking reusable space vehicles to an  appropriate launch altitude. "Why  would such a huge airplane be flown at such a low altitude? By  flying low, the Pelican, like its name-sake, exploits the aerodynamic  benefits of a well-known phenomenon called ground effect. Flying close  to water, the wing downwash angle and tip vortices are suppressed,  resulting in a major drag reduction and outstanding cruise efficiency. "It's  an effect that provides extraordinary range and efficiency,"  Skorupa said. " With a payload of 1.5 million pounds, the Pelican  could fly 10,000 nautical miles over water and 6,500 nautical miles over  land. "Flying  in ground effect demands the latest flight control technology, conceded  Skorupa. Reliable systems will provide precise, automatic altitude  control and collision avoidance. Cruise altitude will be adjusted  according to sea state, and if the seas get too rough, the Pelican can  easily climb to high altitude to continue the flight. When  could the Pelican be flying?

WIG Pictures

Follow this link to the wig page
Follow this link to the wig page
Wing In Ground effect aerodynamics
Dornier Do X
From Wikipedia, the free encyclopedia
Specifications
Span dominated ground effect
Chord dominated ground effect
L/D ratio
Longitudinal stability
Ground effect wing sections

And it is attracting interest as a potential  first-stage platform for piggybacking reusable space vehicles to an  appropriate launch altitude. "Why  would such a huge airplane be flown at such a low altitude? By  flying low, the Pelican, like its name-sake, exploits the aerodynamic  benefits of a well-known phenomenon called ground effect. Flying close  to water, the wing downwash angle and tip vortices are suppressed,  resulting in a major drag reduction and outstanding cruise efficiency. "It's  an effect that provides extraordinary range and efficiency,"  Skorupa said. " With a payload of 1.5 million pounds, the Pelican  could fly 10,000 nautical miles over water and 6,500 nautical miles over  land. "Flying  in ground effect demands the latest flight control technology, conceded  Skorupa. Reliable systems will provide precise, automatic altitude  control and collision avoidance. Cruise altitude will be adjusted  according to sea state, and if the seas get too rough, the Pelican can  easily climb to high altitude to continue the flight. When  could the Pelican be flying?

How to Overcome the Fear of Flying (with Pictures) - wikiHow How to Overcome the Fear of Flying
How to Overcome the Fear of Flying
Part 1
of 5:
Arming Yourself with Knowledge about Airplanes
Part 2
of 5:
Managing Your Anxiety
Part 3
of 5:
Booking Your Flight
Part 4
of 5:
Getting Prepared for the Flight
Part 5
of 5:
Being in the Air
Expert Q&A
Tips
Warnings
References
About This Article
Trudi Griffin, LPC, MS
Did this article help you?
 These control surfaces are designed to push air while the craft moves, allowing the craft to be maneuvered. {"smallUrl":"https:\/\/www.wikihow.com\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/v4-460px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","bigUrl":"\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/aid35879-v4-728px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","smallWidth":460,"smallHeight":345,"bigWidth":728,"bigHeight":546,"licensing":"

License: Creative Commons<\/a>
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4
Know what to expect with turbulence. Turbulence occurs when a plane flies through an area of low pressure to high pressure, which will make you feel a "bump" in the ride. Turbulence is just like driving on a rocky road. It can't cause the plane to stall and start falling from the sky. On the rare occasion that turbulence causes injuries, it's usually because passengers weren’t wearing seat belts or were hurt by falling overhead luggage. Think of it; you never heard of a pilot being hurt in turbulence. That's because pilots always wear seat belts.

These control surfaces are designed to push air while the craft moves, allowing the craft to be maneuvered. {"smallUrl":"https:\/\/www.wikihow.com\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/v4-460px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","bigUrl":"\/images\/thumb\/2\/24\/Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg\/aid35879-v4-728px-Overcome-a-Fear-of-Flying-Step-4-Version-4.jpg","smallWidth":460,"smallHeight":345,"bigWidth":728,"bigHeight":546,"licensing":"

License: Creative Commons<\/a>
\n<\/p>

\n<\/p><\/div>"}
4
Know what to expect with turbulence. Turbulence occurs when a plane flies through an area of low pressure to high pressure, which will make you feel a "bump" in the ride. Turbulence is just like driving on a rocky road. It can't cause the plane to stall and start falling from the sky. On the rare occasion that turbulence causes injuries, it's usually because passengers weren’t wearing seat belts or were hurt by falling overhead luggage. Think of it; you never heard of a pilot being hurt in turbulence. That's because pilots always wear seat belts.

What Are Those Colorful Balls That Are Attached To Power Lines? » Science ABC What Are Those Colorful Balls That Are Attached To Power Lines?
What Are Those Colorful Balls That Are Attached To Power Lines?
Challenges of an aircraft flying too close to the ground
Overhead wires pose a danger to low-flying aircraft
Aerial marker balls
What is a Balisor?
Related Articles
 Challenges of an aircraft flying too close to the ground
As you already know, aircraft fly very high in the sky. Commercial jets, for instance, fly in the range of 35,000-40,000 feet above the ground. Military aircraft fly at different altitudes, depending on their operational requirements. This is to say that most aircraft fly at quite a high altitude, and there are a few reasons behind that. First, flying too close to the ground poses the obvious danger of ramming into or striking objects on the ground, such as tall buildings, towers or even trees. You also can’t look very far ahead, since your field of vision would be blocked by stuff on the ground. Too much hindrance in front of the airplane
There are countless technical reasons as well, such as high air density, poor radio reception, chances of engine inefficiency and so on. However, there are moments in every flight that occurs anywhere in the world, when you have to fly too close to the ground – the crucial minutes of takeoff and landing. Take off and landing are, for obvious reasons, the two most critical parts of a flight. ( Photo Credit :

What Are Those Colorful Balls That Are Attached To Power Lines? » Science ABC

What Are Those Colorful Balls That Are Attached To Power Lines?
What Are Those Colorful Balls That Are Attached To Power Lines?
Challenges of an aircraft flying too close to the ground
Overhead wires pose a danger to low-flying aircraft
Aerial marker balls
What is a Balisor?
Related Articles

Challenges of an aircraft flying too close to the ground
As you already know, aircraft fly very high in the sky. Commercial jets, for instance, fly in the range of 35,000-40,000 feet above the ground. Military aircraft fly at different altitudes, depending on their operational requirements. This is to say that most aircraft fly at quite a high altitude, and there are a few reasons behind that. First, flying too close to the ground poses the obvious danger of ramming into or striking objects on the ground, such as tall buildings, towers or even trees. You also can’t look very far ahead, since your field of vision would be blocked by stuff on the ground. Too much hindrance in front of the airplane
There are countless technical reasons as well, such as high air density, poor radio reception, chances of engine inefficiency and so on. However, there are moments in every flight that occurs anywhere in the world, when you have to fly too close to the ground – the crucial minutes of takeoff and landing. Take off and landing are, for obvious reasons, the two most critical parts of a flight. ( Photo Credit :

Slow Flight

Slow Flight
Slow Flight
Slow Flight:
Small Airplanes
Large Airplanes
Maneuvering During Slow Flight:
Slow Flight Common Errors:
Airman Certification Standards:
Conclusion:
References:

Low-Altitude Flying Training > U.S. Air Force > Fact Sheet Display Low-Altitude Flying Training
Low-Altitude Flying Training Low-Altitude Flying Training > U.S. Air Force > Fact Sheet Display
Low-Altitude Flying Training
Published June 17, 2010
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The Federal Aviation Administration manages U.S. airspace and is responsible for the development and enforcement of rules for aircraft flights and for the safe and efficient use of airspace. Full consideration is given to the needs of both national defense and civilian aviation. Safety and Noise
The U.S. Air Force is committed to safety and to minimizing the collateral noise associated with low-level flying training. It has set numerous restrictions and tailored its training to reduce noise as much as possible. Both the military and general aviation -- pleasure and small business planes -- must take precautions in designated low-altitude airspace. Pilots should know whether they can enter, where they may fly and whether their flight will be under visual or instrument flight rules. Military training areas and routes are shown in Flight Information Publications and FAA charts. Flight service stations have Department of Defense and sectional charts, the Airman's Information Manual, and other material which publicize the areas. The Air Force takes very seriously noise problems associated with low-altitude training. For example, most low-level flying is limited to daylight hours and low-level flying near densely populated areas is prohibited.

Low-Altitude Flying Training > U.S. Air Force > Fact Sheet Display

Low-Altitude Flying Training
Low-Altitude Flying Training

Low-Altitude Flying Training > U.S. Air Force > Fact Sheet Display
Low-Altitude Flying Training
Published June 17, 2010
PRINT | E-MAIL
The Federal Aviation Administration manages U.S. airspace and is responsible for the development and enforcement of rules for aircraft flights and for the safe and efficient use of airspace. Full consideration is given to the needs of both national defense and civilian aviation. Safety and Noise
The U.S. Air Force is committed to safety and to minimizing the collateral noise associated with low-level flying training. It has set numerous restrictions and tailored its training to reduce noise as much as possible. Both the military and general aviation -- pleasure and small business planes -- must take precautions in designated low-altitude airspace. Pilots should know whether they can enter, where they may fly and whether their flight will be under visual or instrument flight rules. Military training areas and routes are shown in Flight Information Publications and FAA charts. Flight service stations have Department of Defense and sectional charts, the Airman's Information Manual, and other material which publicize the areas. The Air Force takes very seriously noise problems associated with low-altitude training. For example, most low-level flying is limited to daylight hours and low-level flying near densely populated areas is prohibited.

RAF - Frequently Asked Questions Frequently Asked Questions
Frequently Asked Questions
What is the Royal Air Force?
What is the The Royal Air Force Mission?
What are the roles of the Royal Air Force?
The purpose of the Ministry of Defence, and the Armed Forces, is to:
To achieve this, we:
From this, the key roles of the RAF can be split into two main areas:
How does the Royal Air Force contribute to Joint (or coalition) Air Operations?
What is the RAF Motto?
Why do RAF aircraft have a target on the side?
What is the difference between commissioned and non-commissioned ranks?
Why do you salute?
Who's in charge of the RAF?
I've always been interested in a career in the RAF. How do I join?
Why do the Royal Air Force carry out low flying activities within the UK?
How can I make a low flying complaint?
 The most senior position in the RAF is that of Chief of the Air Staff (CAS). At the moment this position is occupied by Air Chief Marshal Sir Stephen Hillier. I've always been interested in a career in the RAF. How do I join? Once you have decided that the RAF is for you, then please contact your nearest Careers Office for details on joining the RAF. A full list of all offices complete with telephone numbers, addresses, maps and e-mail details, can be found on the RAF Careers website at http://www.raf.mod.uk/careers/.
Why do the Royal Air Force carry out low flying activities within the UK? Low flying remains an essential skill for military aircrew. UK forces have deployed repeatedly to potential trouble spots around the world, usually with little or no warning. They have to undertake a variety of roles including reconnaissance, fast-jet or helicopter operations, search and rescue, transporting troops and the delivery of humanitarian aid to remote locations. Whatever missions we ask our Armed Forces to undertake, the aircrew must be able to fulfil the task as effectively as possible, often without time for "work-up" training.

RAF - Frequently Asked Questions

Frequently Asked Questions
Frequently Asked Questions
What is the Royal Air Force?
What is the The Royal Air Force Mission?
What are the roles of the Royal Air Force?
The purpose of the Ministry of Defence, and the Armed Forces, is to:
To achieve this, we:
From this, the key roles of the RAF can be split into two main areas:
How does the Royal Air Force contribute to Joint (or coalition) Air Operations?
What is the RAF Motto?
Why do RAF aircraft have a target on the side?
What is the difference between commissioned and non-commissioned ranks?
Why do you salute?
Who's in charge of the RAF?
I've always been interested in a career in the RAF. How do I join?
Why do the Royal Air Force carry out low flying activities within the UK?
How can I make a low flying complaint?

The most senior position in the RAF is that of Chief of the Air Staff (CAS). At the moment this position is occupied by Air Chief Marshal Sir Stephen Hillier. I've always been interested in a career in the RAF. How do I join? Once you have decided that the RAF is for you, then please contact your nearest Careers Office for details on joining the RAF. A full list of all offices complete with telephone numbers, addresses, maps and e-mail details, can be found on the RAF Careers website at http://www.raf.mod.uk/careers/.
Why do the Royal Air Force carry out low flying activities within the UK? Low flying remains an essential skill for military aircrew. UK forces have deployed repeatedly to potential trouble spots around the world, usually with little or no warning. They have to undertake a variety of roles including reconnaissance, fast-jet or helicopter operations, search and rescue, transporting troops and the delivery of humanitarian aid to remote locations. Whatever missions we ask our Armed Forces to undertake, the aircrew must be able to fulfil the task as effectively as possible, often without time for "work-up" training.