Aircraft Descending

Aircraft Descending - thanks for this information, i understand that the top of descend distance in this example is determined using 500ft per min rate of descend, so my questions is how did you get to 500ft ? what if my rate of descent was something esle?

When you're flying commercial, it can be tough to have any real idea where you're located in the sky or how far you have left to go. Especially on longer flights, it sometimes seems like they just go on forever.

Aircraft Descending

While some of the major airlines these days have monitors built into the seats in front of you that you can track the flight on, that's not always the case. If the airspeed is not correct then the attitude is incorrect.

‍How Do Pilots Know When To Start Descending?

Emphasize that the airspeed is altered by reference to attitude and that, due to inertia, once a change has been made a smaller change in the opposite direction will be required to hold the new attitude.

“Change – check – hold – trim.” Discuss minimum height requirements. For example, 500 feet AGL minimum over unpopulated areas, 1000 feet AGL minimum over built-up areas but not less than that required to glide clear of the populated area.

Stipulate any club or organization minimum safe heights. The first two items of the checklist have already been completed so now is the first time we actually have a look to see what's going on. By checking the current cabin altitude and the rate at which it is climbing, we can make an assessment of how urgent the situation is.

"Should the cabin pressurization system fail, oxygen will be provided. Pull a mask towards you and breathe normally." How many times have you heard this during the safety briefing but never really understood what it meant?

Slowly Slowly Catchy Monkey

Entry to the climb is taught as PAT, reinforcing the concept that climb performance depends on power. Since increasing power smoothly (stop the resulting yaw with rudder) will cause the nose to pitch up, power and attitude should be considered a coordinated movement, and no engine over-speed should occur.

If the airspeed is not correct, then the attitude is incorrect, and performance will be affected. Emphasize that the airspeed is altered by reference to attitude, and that due to inertia once a change has been made, a smaller change in the opposite direction will be required to hold the new attitude.

These corrections are commonly stated as “change – check – hold – trim”. Notice that there is a 250 FPM difference in descent rate based on the addition of a headwind vs a tailwind. Due to the significance a headwind and tailwind can make, we calculate our descent rate each time we approach the airfield even if we make this landing frequently and know what our typical descent rate would be in calm air.

Fly: Who is flying the aircraft? Is it maintaining speed and altitude as required? Is the autopilot still on? Navigate: Are we going where we want to? Are we over any high terrain (more on this later)?

Onboard Oxygen

Communicate: Do we need to talk to anyone? Can we hear each other alright? One of the most important parts of flying an airplane and beginning the descent is how fast you're flying. Depending on the type of plane, you could be going anywhere from around 100 mph to upwards of 600 mph or more at cruising speed.

And once you hit the runway at the destination airport, you'll need to quickly bring that speed down to 0 mph (or at least whatever speed you will be taxiing at). Discuss the effects of altitude on vision with regard to empty sky myopia (short-sightedness) or focal resting lengths, reinforcing the need for a clean windscreen and systematic scan technique.

Also discuss the effect of the background on object detection. During the descent, flying the aircraft is the most important task. We don't want anything to distract us from this. In addition, when we talk to the cabin, we want to be heard clearly and reassure our passengers.

Transmitting a muffled announcement with a Darth Vader voice achieves neither of these. If you then change this ratio by increasing the drag (by extending flap or flying at an incorrect airspeed) a greater forward component of weight is required to balance the drag – steepening the flight path.

How Fast Are Planes Going During Descent?

At all times of flight, pilots are aware of their MEA (Minimum Enroute Altitude). This is the altitude down to which we can safely descend and be clear of obstacles on the ground. However, if the MEA is above 10,000 ft., we must take a different course of action.

We now know how quickly to descend based on our descent rate calculations, but how far out from the airport should we start our descent? For this, we need to do a top-of-descent calculation. Like the rate of descent calculation, top-of-descent can be found using a rule-of-thumb method.

Note that both rule-of-thumb methods below assume a 500 FPM descent rate. The normal readings for this airplane in the climb and descent should be discussed. In addition, how to prevent these readings reaching their limits in an air-cooled engine should be discussed.

For example: lowering the nose attitude to climb at a higher airspeed or, if necessary, leveling off for a short period, or during descent increasing power every 1000 feet to warm the engine oil and clear the spark plugs of carbon deposits, or the use

How To Calculate Top-Of-Descent

of a powered descent. There are plenty of masks for all passengers on board all aircraft and enough oxygen to last longer than would ever be required. That said, if you ever see a mask appear in front of you, please put your own mask on before helping anyone else.

At 43,000 ft., you have around 15 seconds before you'll be unable to put your own mask on. Put yours on first then help others if they require assistance. Once we have brought the aircraft safely down to 10,000 ft., we can take our own masks off to breathe and communicate normally.

Once again, now is a good time for another FNC and finally it's time to communicate with the cabin. When it comes to actually knowing the right time to start descending, it really depends on if you're flying under Instrument Flight Rules (IFR) or Visual Flight Rules (VFR).

The vast majority of all commercial flights operate under IFR, under which ATC will dictate when to begin your descent based on air traffic, the conditions at the destination airport, airport traffic, and more. Under VFR, pilots of small aircraft will typically use their onboard systems to come up with a descent rate of 500 feet per minute (fpm) as they cruise into the airport.

Descent Complete

Descending at the proper speed is essential for a safe flight and a more straightforward landing. Flying too fast and you could overshoot the airport or be going too fast to make a safe landing. Too slowly and the plane could lose power and potentially even stall depending on the aircraft.

Not only does your horizontal airspeed matter, but you also want to make sure your descent rate is not too fast as mentioned above. So descending with the right speed can be a bit challenging. In normal situations, in order to maintain the desired cabin altitude, air is pumped into the cabin from the outside and is then vented back out into the atmosphere.

A number of outflow valves control just how much air is escaping, thus controlling the cabin altitude. Should more air be escaping than required, the cabin altitude will start to rise. This is what is known as a 'slow decompression' as it takes place over several minutes.

The resulting number is our approximate descent rate in feet per minute. For example, if our groundspeed is 100 knots indicated airspeed (KIAS), and we multiply it by 5, that would equate to a 500 FPM descent rate to achieve a 3-degree descent angle.

Why Is Knowing Your Rate Of Descent Important?

A consistent descent rate during landing allows IFR pilots to stay on the glideslope and VFR pilots to avoid chasing the VASI or PAPI during final. Descend too quickly, and our descent angle will be dangerously steep.

Descend too slowly, and the shallow approach may cause us to run out of runway prior to touchdown. Rate of descent calculations give us a target rate of descent that will set us up to land safely in the touchdown zone.

This may sound dramatic, but I'd be willing to bet that you've actually experienced a 4,000 ft./min. descent before without actually realizing it. Every so often, ATC leaves us high on our desired descent profile to land.

In order to lose the excess altitude and get back onto the profile, we use the speed brakes to increase our rate of descent — a rapid descent. In most cases, once the plane is about 20-30 minutes away from its destination (which of course will include the time it takes to descend — more on that shortly), ATC will come over the radio and give the pilot the go-ahead

You've Probably Experienced This Before

to begin their descent into the airport. Experienced pilots will be able to tell when they're getting to a point that they would need to start descending shortly or else the rate of descent could be too fast, and they'll radio to ATC and ask.

My colleague, Katherine Fan, explained beautifully why the use of words such as 'plunge' and 'plummet' by the mainstream media are neither accurate nor helpful in these situations. The aircraft performed what is known as a 'rapid descent' and you may be surprised to know that you probably have already experienced something similar before.

Fly: What altitude do we want to descend to? Ideally, we'd like to descend to 10,000 ft. Here, with a total decompression of the aircraft, the air is safe to breathe for both passengers and pilots so we can all take our oxygen masks off.

We use the autopilot control panel to instruct the aircraft to start the descent down to 10,000 ft. Knowing when to start the descent is a crucial part of flying an airplane so that you don't end up descending too quickly.

Escape Routes

Too fast of a descent rate can cause potential pressure changes in the cabin, it can scare passengers, and Air Traffic Control (ATC) might think you have an emergency. So it's important that, as a pilot, you start the descent at the proper time, speed, and altitude to have a slow and steady descent.

The met minima requirements for VFR flight outside controlled airspace, below 3000 feet AMSL or within 1000 feet of the ground should be revised – refer to the NZ Airspace poster and VFR Met Minima card.

On the way back to the aerodrome, demonstrate the cruise descent, including the selection of power and rate of descent appropriate for the conditions. Remind the student that there will be time to practice this on every flight.

With the power reduction, the nose will want to pitch down. With elevator, hold the level attitude until the nominated descent airspeed is almost reached (allowing for inertia), and then select and hold the attitude for the nominated descent.

Our Commitment To Transparency

Maintain wings level with aileron, and balance with rudder. Once ATC gives the go-ahead to begin the descent, whether that's on their own accord or following the pilot's question, the pilot can begin descending towards the airport.

To begin slowing the plane, the pilot can reduce power, raise the flaps, lower the landing gear, or any other combination of things that will either increase drag or reduce thrust. Both of these will cause the plane to slow down and allow the pilot to safely approach the runway.

The wing on the 787 is so efficient that it just wants to fly. This is great in most situations, but not great if we need to get down fairly quickly. In order to increase the descent rate, we use the speed brakes.

These are big panels on the top of the wing which increase the drag and enable us to descend at a faster rate. Depending on what the problem is, we may not be able to stop the cabin altitude from climbing.

How Do Headwinds And Tailwinds Impact Descent Rates?

If this is the case, we can deploy the masks in the cabin before we start the next stage of the procedure. The PASS OXYGEN button is a guarded switch, with a plastic cover over it.

This is to ensure that both pilots confirm the correct switch before activating the system.

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Aircraft Designation Codes

Aircraft Designation Codes - (2) Basic Mission: The letter to the left of the dash (or the vehicle type symbol) designates the basic mission of the aircraft. Because both basic mission letter in "normal" and vehicle type letter in "special" aircraft

are immediately to the left of the dash (and define in which series the MDS is numbered, see section (4) below), both groups of letters have to be distinct to avoid ambiguities, but this rule was violated with the introduction of the S-for-Spaceplane

Aircraft Designation Codes

vehicle type symbol. Designations, which include a vehicle type symbol, must also include at least one basic or modified mission (see section (3) below) symbol to designate the mission of the "special" aircraft (i.e., the designation

Introduction

YV-22A is not conforming to the regulation). (6) Status Prefix: Any aircraft, which is not in normal operational service, can receive a prefix letter in its designation to reflect its current status. to the left of the basic mission symbol, both groups of letters are distinct to avoid ambiguities.

The following status prefixes are defined: (9) Manufacturer Code Letters: The original designation system as defined in 1962 also mandated the use of a two-letter code suffix to identify the manufacturing plant of an aircraft. Like the block numbers, these code letters were introduced by the USAAF during

World War II. However, manufacturers' codes were officially dropped from the regulations in 1976. definitely no longer mandatory, and even their optional use has apparently essentially ceased. 1962 follows: United States military aircraft are all given specific designations by the Department of Defense known as MDS designations (Mission Design Series) that identify their design and purpose.[1]

X Research sources This joint designation system was introduced by the Department of Defense in 1962, replacing the separate systems of the US Air Force, US Navy, US Marine Corps, US Army, and US Coast Guard. read them.

Sources

According to the rules, all aircraft operated by the U.S. military services (Air Force, Navy, Marines, Army) are to receive an official designation as defined in AFI 16-401(I). off-the-shelf aircraft under the manufacturers' designations. designations to most of its aircraft, and the NASA uses the X-for-Experimental designation series extensively

for its own research aircraft. Field length means the balanced field length (which is when the take-off distance required is equal to the accelerate-stop distance required) if applicable, or take-off distance in other cases. Airplane reference field length is defined as "the minimum field length required for take-off at maximum certified take-off mass, at sea level, in International Standard Atmosphere conditions in still air and with zero runway slope as documented in the Aircraft Flight Manual (AFM) or equivalent document.

It should be noted that Element 2 is often used on its own since it has direct relevance to detailed airport design. The ICAO Aerodrome Reference Code is a two part categorization of aircraft types which simplifies the process of establishing whether a particular aircraft is able to use a particular aerodrome. It is included in ICAO Annex 14. It has two 'elements', the first is a numeric code based on the Reference Field Length for which there are four categories and the second is letter code based on a combination of aircraft wingspan and outer main gear wheel span.

(7) Popular Name: Many U.S. military aircraft have an official "popular name" assigned. This official name can't be assigned by the manufacturer and/or DOD customer at will, but has to run through an approval process in which proposed names are checked for conflicts

with existing names (both military and commercial) and their "political correctness". disregarded by the people actually flying or maintaining the aircraft. (3) Modified Mission: To the left of the basic mission symbol an optional modified mission letter can be used, when an

aircraft is used for a different purpose than originally designed. letter can be used, but this rule has been violated a few times, e.g. in the EKA-3B designation. vehicle type symbol, can optionally omit the basic mission letter if a modified mission letter is used instead (as shown by the

MQ-9A example). The modified mission symbols are in general the same as the basic mission symbols, but add a few more letters. The following modified mission symbols are defined: The purpose of this article is to present an overview of the

aircraft designation system together with notes explaining the details and some exceptions. system is covered in the article on Current Designations of U.S. Unmanned Military Aerospace Vehicles, and the actual process of allocating a designation is explained on the page about

Allocation of Official Aerospace Vehicle MDS Designations. wikiHow is a “wiki,” similar to Wikipedia, which means that many of our articles are co-written by multiple authors. To create this article, 20 people, some anonymous, worked to edit and improve it over time.

There are 7 references cited in this article, which can be found at the bottom of the page. This article has been viewed 267,954 times. Learn more... [1] AFR 66-11, AR 700-26, BUWEPSINST 13100.7: "Designating, Redesignating, and Naming of Military Aircraft", 1962 and 1968 editions

[2] Department of Defense: "Model Designation of Military Aircraft, Rockets and Missiles", 7/1964, 1/1965, 7/1965, 1/1970 editions [3] Department of Defense Publication 4120.15-L: "Model Designation of Military Aerospace Vehicles", 1974, 1977, 1986, 1987, 1990, 1993, 1996, 1998 and

2004 editions [4] AFI 16-401(I), AR 70-50, NAVAIRINST 13100.16: "Designating and Naming Military Aerospace Vehicles" [5] Department of Defense Aircraft Nomenclature Records In the following section, each of the six elements is explained in detail. to document when this particular symbol is/was valid. If one of the bounds is given as a range (e.g. 1978/86), this means that I don't

know the respective year more exactly.

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Aircraft Dash

Aircraft Dash - "The Dash 8 is a fantastic short-haul aircraft that is well-known for its high performance, safety, and versatility," says WinAir Aircraft Services Representative, Todd Raycraft. "This aircraft has excellent speed and relatively low maintenance costs. I enjoyed working on the Dash 8 aircraft template and look forward to meeting with operators of this aircraft to learn more about how they can benefit from our software and aircraft services.”

This aircraft was developed from the Dash 7. It first entered service in 1984, and Piedmont Airlines and NorOntair were the first customers. When Boeing bought the company they were unable to successfully market and use this aircraft following the Airbus affair, after which they put it up for sale.

Aircraft Dash

One of the main competitors of the Q200 was the ATR 42. However, since Bombardier stopped production, the Q200 is not thought of as being a main competitor any longer. This means that the Q200 does not have a lot of direct competition, as it is no longer manufactured, and instead all of the existing aircraft are simply being maintained.

A Program With Numerous Owners

All countries represented in our database are included in this selection menu, which is updated automatically as the database grows. There must be at least 20 photos from a specific airport in the database before that airport is added to this list.

The De Havilland Canada (DHC) Dash 8 is a core part of many airlines' regional operations. The twin-turboprop aircraft can be found serving with carriers in all continents except Antarctica (even though its older brother, the Dash 7, flies for the British Antarctic Survey!).

Let's take a brief look at the life of the Dash 8 aircraft type. The aircraft, throughout its history, has been designated the DHC Dash 8. The DHC stands for 'De Havilland Canada,' a company founded in 1928 by the British de Havilland Aircraft Company.

Here's a brief timeline of how the Dash 8 program has changed hands over the years: If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the most requested aircraft in our database.

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If the aircraft you're searching for is not in this list, use the 'Keywords' field further down in the search menus. A cruise altitude of 7620, allows the Q200 to maximize fuel economy and provide a better flight experience without using as much fuel.

This means that the plane will experience more turbulence than would be felt with a larger plane, as it is at a much lower altitude. Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database.

If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu. A popular plane that is commonly used to service short routes, the Bombardier Q200, is a reliable plane that offers great fuel economy.

Even though it has been involved in multiple accidents, it still has an impressive market share and is a great option for a medium range route. According to De Havilland Canada, there are over 155 Dash 8 Series aircraft in Africa, including more than 90 Dash 8-400 aircraft.

Orders And Deliveries

Worldwide, more than 155 airlines, leasing companies, and other organizations have ordered almost 1,300 Dash 8 aircraft. All of the Q200 planes that are still in the air today were manufactured on or before 2009. This means that the planes are considered to be much older than some of the others that are in the air today.

However, the Q200 has often been thought of as being one of the most reliable models in the sky, making it a great choice for travel. Interested in improving business processes at your aviation operation? If so, then contact us now to chat with a member of the WinAir team about booking an online demonstration of WinAir Version 7 that is tailored to your specific requirements!

Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name. One of the key features of the cabin is that it offers a great noise suppression feature.

Earlier models that were produced before 1997 do not have this feature. This is why the Q200 is so much quieter and makes for a better trip than the 200. Selecting 'Boeing 747,' for example, will show results featuring all Boeing 747 jetliners in our database, while selecting '- Boeing 747-200' will show all Boeing 747-200 variants in our database (Boeing 747-200, Boeing 747-

The Latest Dash News

212B, Boeing 747-283F, etc.) The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (i.e. 'Wunala Dreaming'), etc. To use the Keywords field, begin by selecting a Keyworld search field.

You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields. To protect the e-mail addresses of our photographers - all correspondence must be sent via this form.

submit your name, e-mail address and message to contact the photographer below. In order to delete your photo we need to verify your identity. Please enter your password to delete this photo. Note: This operation cannot be undone and you will be redirected to the start page upon successful deletion.

Overseeing the maintenance activities on an aircraft fleet can be a challenge when you lack the appropriate tools to streamline and expedite tasks. With WinAir Version 7, you can do all of this and more. The software is capable of handling almost any aircraft type, including the Bombardier Dash 8. At present, WinAir has numerous clients worldwide who operate with this aircraft in their fleet.

For each of these operations, WinAir is regarded as a fundamental and indispensable tool for maintenance management and for ensuring inventory control. The Bombardier Dash 8 (DHC-8) aircraft is a series of turboprop-powered regional airliners that were originally manufactured by de Havilland Canada.

The aircraft, which was developed from the Dash 7, boasts improved cruise performance, lower operational costs, and is less expensive to maintain than its predecessor. It combines common turboprop attributes with jet-like features. While it does not have the same level of STOL performance as the Dash 7, the Dash 8 is larger, faster, extremely versatile, and even more robust;

it can operate from small airports, utilize unpaved runways, and is capable of carrying between 82 and 90 passengers. This makes the Dash 8 an ideal aircraft for short-haul regional airlines. Designed to simply be an improved version of the DHC-8-200, which can easily seat between 37 and 39 passengers, but has better engine performance, the Q200 is an advanced aircraft that is easy to maintain and is powerful.

In addition to its industry-acclaimed aviation management software, WinAir offers a variety of additional services to ease the transition to the software, shorten the implementation timeline, and to assist aviation operations in reaching their particular goals.

These services consist of a process consultation, project management, data migration, training, hosting, integrations, client success, and aircraft template building. In terms of its aircraft template building service, WinAir's Aircraft Services department has built aircraft templates for the Dash 8 and an array of other fixed-wing and rotary-wing aircraft types.

This department has the skills and direct aviation industry experience to translate specific manufacturer maintenance requirements into accurate electronic templates. Deputy Editor - An experienced photographer and video producer, Chris is a journalistic natural. Degree educated with a wealth of traveling history, Chris' insight into routes, networks, and alliances brings a depth of quality to his work that is hard to beat.

His strong relationships with Middle Eastern and Canadian airlines make him an asset to the team. Currently based in Vilnius, Lithuania. The short fuselage on the Q200, along with the Q100, is why this aircraft has such a small seat capacity when compared with other aircraft in the Bombardier Q-series.

This shorter design was deliberate, however, as it ensures that the plane will be at full capacity most of the time when operating on shorter routes. Based in London, Ontario, Canada, WinAir has over 30 years of experience as a leader in aviation management software.

Companies rely on WinAir to efficiently and effectively track and manage aircraft maintenance and inventory control. WinAir is proud to lay claim to hundreds of installations at aviation-specific organizations worldwide. From airlines to heli-ops, law enforcement agencies, oil industry suppliers, MROs, CAMOs, medical evacuation response teams and more, businesses using WinAir regard the solution as a necessary component to the successful management of their fleet maintenance programs.

“[De Havilland Canada is] a leaner, betterequipped and more efficient organization…we are pleased to have aligned de Havilland with buyers who can protect the long-term interest of its customers, employees and suppliers,” – Bruce Gessing, Executive Vice President

of the Boeing Commercial Airplane Group and chairman of Boeing of Canada via AP The engines in the Bombardier Q200 have been updated from the Q100. They are designed by Pratt & Whitney Canada and are the PW123.

With impressive ratings of 2150-hp or 1,6000kW, they offer all of the power that this smaller plane needs to make its flights safely and on time. One of the key features of this powerful and small plane is the large T-tail.

This was designed specifically to keep the tail from gathering prop wash when taking off. The elongated engine nacelles help hold the landing gear, and the pointed nose profile also helps to set this aircraft apart from others.

This powerful small plane can use a much shorter runway than larger jets require for take off and landing. When it is fully loaded, it still only needs a runway that is 670 m for take off.

The maximum payload of 4647 kg makes this a powerful little aircraft to ride in. The 'Keywords' field is perhaps the most useful field included in our search engine. Using this field, you may search for any word, term, or combination of terms in our database. Every photo field is covered by the Keywords search routine.

This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets. For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4)

times hourly, and may be slightly inaccurate. The original Dash 8 aircraft was first introduced in 1984 by de Havilland Canada, bought in 1988 by Boeing, and then in 1992 by Bombardier. Finally, in 2019, Longview Aviation Capital bought this series of regional airliners in 2019.

In terms of WinAir's aircraft template building service, this service has helped operations tremendously. It has provided them with precise data that they can rely on and has saved them valuable time that they have been able to redirect towards their daily business activities.

Operations that have used this service have praised WinAir for the accuracy and trustworthiness of these aircraft templates built by their Aircraft Services department. So no matter the aircraft that you command in your fleet, with WinAir Version 7 and our Aircraft Services team, we've got you covered.

This aircraft series achieved first flight on June 20, 1983, with the Dash 8 Series 100. It was introduced into service the following year on October 23, 1984, by NorOntario, the first airline to order and take delivery of the aircraft.

The program gained popularity throughout the mid-1980s and was bought by Boeing in 1988. It was later sold to Bombardier in 1992 and then resold to Viking Air's parent company, Longview Aviation Capital, in early 2019.

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