Introduction: ASDF
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Step 1: ASDF
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Step 2: Asdfas
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Step 3: Asdfasd
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Step 4: Dfasdf
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Step 5: Sdfasdf
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44 Comments
5 years ago
This is rubbish you don't even explain how to change the frequency
13 years ago on Introduction
DAMN! You beat me to it... That said this is good for someone that knows something already but you look at the switches in even a small single prop, they have to figure out what's what... and fast...
Reply 13 years ago on Introduction
I thought for sure you would make this...how about making your own for dummies like me who don't know an led from their elbow?
Reply 13 years ago on Introduction
Umm you could be scuppered... This one does cover the basics, the thing it's missing is not a where the controls are because it varies widely but to ask the control tower where each bit is... If my dad was still around he could have written how to land a plane in a field, how to jump a deer that want's a fight on the runway and how to shoot 30ft of flames from your turbo props exhausts...
Reply 13 years ago on Introduction
scuppered?
I read somewhere (wikihow, I think) that you should set the transponder to 7700 mhz, set the PTT radio headset to 121.50 and call mayday three times. And don't go touching a bunch of things, in case the autopilot is on and you mess it up.
Reply 9 years ago on Introduction
its known as SQUAWK 7700...actually, in any emergency there is special transponder codes that will always show highest priority on ATC's radar these are:
1200: Visual Flight Rules
7500: Highjack
7600: Lost Comm. (No Radio)
and
7700: which is a general "emergency" code that covers everything.
when calling in a mayday it is always wise to include your flight info to ATC and you dont necessarilly have to dial in 121.50 just put the headset on push the PTT switch on the yoke and say something like this:
MAYDAY MAYDAY MAYDAY This is American Flight 4390 from Chicago to Tulsa!!
they will reply to you quicker than 9-1-1 and will give you full priority over all other aircraft. Just follow all commands from the tower (as they say lol).
Reply 13 years ago on Introduction
The first thing should always be radioing in... also an untrained co-pilot or even a steward may know since they will have been in the cabin when the pilot was previously flying capable... In the middle of a flight the autopilot will almost definitely be on for fuel reasons, radioing in is important because it notifies the right people. Also in many cases I'd rather not have an untrained pilot land on a runway, which are made to be just enough to do, something like a dry lake bed or beach seems much safer to me... Anywhere bigger is better...
Reply 9 years ago on Introduction
you can what if all you would like, but you wont always be around a runway, or a lake bed, or a highway...you land where you can save the most lives, and save the plane from the most damage possible.
the autopilot will not be on for "fuel reasons" but because the Federal Aviation Regulations say they have to be (in an airliner) because of how high the airplane is above the ground. there is no such thing as an "untrained co-pilot" both pilots have the same level of training for that type of aircraft and the equipment on it, and the only thing that dictates their position is seniority.
Reply 13 years ago on Introduction
You should always land on the runway, thats what it was built for and it will hold as long as you don't land on the blast pad or displaced threshold, and the next best choice if you don't know what your doing would be to land on a straight stretch of highway (if you declare an emergency, the world is yours to land on). The planes landing gear would sink into a beach's sand.....if it was a small plane it would most likely flip over, and you'd probably die; and if it was a big plane then the landing gear would snap. On a dry lake bed there is no tower to watch and guide you in and now close medical support if something goes wrong.
Reply 13 years ago on Introduction
My point was more about having the distance, though in a completely screwed situation a beach is fine for a small plane, my dad did it, during an emergency. Also happened in a field, the wee old woman came out and offered him some soda bread and a brew... I think in the case of an emergency and they knew where you were going the lake bed wouldn't be the worst since there'd be little to hit and lots of space. A highway would work if it was wide and not elevated, I can imagine that making a mess... Exactly my point about radioing, declare an emergency...
Reply 13 years ago on Introduction
Fields are good (we actually have a grass strip next to the asphalt one for practice at out locale airport) my grandfather had to land in a field because the gas pumps were closed (the instructor made him late) and he ran out of fuel. And your right,if your able to radio in, then a dry lake bed would work out well (in the western US there is a dry lake bed that the USAF painted markings on and called a runway)
Reply 13 years ago on Introduction
There is an airforce base that is a complete lakebed so if enemies lake it over or the runways are destroyed you can land anywhere on the giant lake. I even think there has been emergency landings there because it is so big and it's a airforce base so there is a hospital just in case anything goes wrong.
Reply 13 years ago on Introduction
Its called Edwards AFB, CA. They sometimes use it to land the space shuttle, especially for new pilots, the better ones take Kenedy as a challenge (marshes and alligators and stuff).
Reply 9 years ago on Introduction
edwards is also the only runway in the US that is long enough for the Antonov AN-225 to take off and land.
Reply 13 years ago on Introduction
Sometimes big and squishy or big and empty is the better bet, simply because with a few miles of bed they can afford to do a simpler lower power and descend all calm landing...
Reply 13 years ago on Introduction
I typed this up and then saw your comment up here, so I'm just copy-pasting. You left out the transponder. All aircraft carry a transponder, which prodcasts a four-digit number. This number shows up on the radar screen. Most light aircraft flying VFR transmit 1200, but an IFR flight (like all airliners) will be transmitting a different number. 7500 designates a hijacking, 7600 designates a radio communications failure, and 7700 designates a general emergency. Tune the transponder to whatever is most appropriate. Also, you may have to use spoilers if you are going too fast. The lever is generally near the throttles. These are flaps that extend straight up from the wings to dramatically cut lift. by dropping lift, you can hen nose up and lose airspeed, and regain the altitude. I am curious: what are your credentials? I'm not going to make fun of you, I just want to know if this was written by someone with any pilot training whatsoever. killerjackalope, the copilot is never "untrained." To become a copilot on an airliner, you have to have a heck of a lot of ratings, and a lot of flight hours.
Reply 12 years ago on Introduction
FYI there is no such thing as copilots nowdays. Both have to be trained to fully fly the aircraft. They are refered to as commanding pilot and observing pilot.
Reply 12 years ago on Introduction
*captain and first officer
Reply 12 years ago on Introduction
Yes.However,my rank is Second Flight Officer on IVAO.This replaces observing pilot,right?
Reply 12 years ago on Introduction
I'd be better suited for the job...I am a virtual aviator.KJ,this means i should collaborate and fix yours to make it better,without any price!