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From: Eeyore on 18 Jun 2008 13:40 Conor wrote: > Eeyore says... > > > > So again, it's a "Yes Conor, you're right. The aircraft will still > > > fly." > > > > But unfortunately it would CRASH (probably fatally) after flying. > > > Still flies though. Not after crashing. Graham
From: Eeyore on 18 Jun 2008 13:41 Conor wrote: > Eeyore says... > > > > Non of them stop an aircraft from being able to fly. > > > > Physically they might. Legally they DO. Want to lose your licence ? > > The discussion was about whether they would leave the ground. Nothing > to do with the legalities of it. I see even the straws you're clutching > at are running out. Since you've shown your inability to understand even whan FMS is, you won't be taking off any airliner anywhere any time soon. Graham
From: Eeyore on 18 Jun 2008 13:42 Conor wrote: > Eeyore says... > > Conor wrote: > > > Mike G > > > > > > > > Anyone who could easily dock a small small motorboat, would be > > > > lost if asked to do the same with a few thousand tons of ship, > > > > yet the dynamics are the same. > > > > > > Of course it does but the principles are the same. The controls of a > > > lorry and a car are the same, you have to make allowances for the extra > > > width, length and weight of the lorry. Likewise the difference between > > > a small aircraft and a large one. > > > > So why is there a compulsory multi-engine rating just for that ALONE ? > > > Because it gives someone a job. NO. Because a multi-engined aircraft has radically different handling characteristics. Graham
From: Eeyore on 18 Jun 2008 13:43 Conor wrote: > Eeyore says... > > > > Never said that at all. I said the basics were the same. > > > > The basics are very different. > > Really? Principles of Flight apply to all aircraft. The aerodynamics don't change. The way you operate one does. Graham
From: Eeyore on 18 Jun 2008 13:58
Mike G wrote: > "Eeyore" wrote > > Conor wrote: > >> Mike G says... > >> > >> > There's a helluva difference between flying a single prop > >> > light aircraft and something like a 747. With or without > >> > autopilot. > >> > Mike. > >> > > >> Basics are the same. > > > > So why is there a > > > > Multi Engine Rating ? > > Instrument (instrument meterological conditions) Rating (IMC) > > Instrument (instrument flight rules) Rating (IFR) > > Commercial Pilot's License > > Air Tranport Pilot's Licence > > Type Rating (on aircraft) > > > > And could you name the one single over-riding difference > > between the use of > > the rudder on any large passenger jet and your Cessna ? > > Seeing as Conor has failed to answer the question, Maybe you'd > tell me. I know how a rudder is used on light aircraft. Tail > dragger or tricycle especially during take-off or landing, but I > can't see how it's use can be any different for large passenger > jets. In a small private aircraft the rudder is used regularly in turns for example to avoid wing drop. One of the first lessons I learnt. In a big jet, aside for crosswind compensation during take-off and landing just as you'd use it with your light aircraft, therafter, the rudder is rarely touched as a primary flight control. Instead it's primary role is typically as an automatic yaw damper. http://en.wikipedia.org/wiki/Yaw_damper American 587 crashed through erroneous and excessive reversed use of the rudder, attributed very largely to incorrect training. Airbus, the manufacturer, say all wake encounters can be managed with use of the control wheel only. This was a shock for the industry to discover that what some (many) pilots thought was 'safe' use of the rudder could actually break the airplane even when under 250 kts (speed limitation at that altitude and in terminal airspace). http://en.wikipedia.org/wiki/American_Airlines_Flight_587 Graham |