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The anatomy of a commercial flight – all you ever wanted to know:   Part two   

Aerotime

Having been cruising along at around 500 miles per hour (800 kph) or so, depending on aircraft type, the crew will need to reduce this to around 150 mph (240 kph) for the final approach, and even lower for the actual landing itself. At this point, the use of the aircraft’s flaps becomes critical.

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Welcome to LaGuardia…

Plane and Pilot

The RNAV approach to the 7,000-foot Runway 31 that snakes around from the Runway 4 extended centerline, loops past Citi Field, and rolls out on a tight-in final approach. I spent our 82-minute flight to New York’s crown jewel of airports explaining the intricacies and idiosyncrasies that go with landing there.

Runway 66
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Danger lurks in circling approaches

Air Facts

For example, some aircraft limit flaps and gear in icing until on approach or forbid the use of speed brakes or require a minimum thrust setting. Higher TAS = different category aircraft = higher MDA) A higher TAS does yield a larger turn radius, even in the same aircraft approach category. What speed on final approach?

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Power-off Stall: Recovery Steps Made Easy

Pilot Institute

On final approach, it can be the difference between recovering and crashing. It’s mainly due to the effects of thrust and the high-energy slipstream from the propeller preventing boundary separation. If the aircraft stalls and you are surprised, you might not be able to recover in time. Why should this matter to you?

Descent 52
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Flying on (Former Malindo) Batik Air Malaysia Boeing 737-800 from KUL-SIN

Charles Ryan's Flying Adventure

On final approach to SIN. We touched down firmly on the ground with the reverse thrust deployed to slow the aircraft down. After the engines were started up, we taxied to runway 15 for departure. Another view of KUL airport during take off. At this point of time, we started our descent not long after. We parked at terminal 3.

Runway 59
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One of the last in the air on 9/11

Air Facts

After completing the approach briefing, we were given our descent clearance and I initiated the Vertical Nav profile that was loaded into the FMS. As the thrust levers rolled back, I asked for the descent checklist. I remember Jim saying to me, “Mark, I don’t care how bad your landing is, but whatever happens, don’t go around.”

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Unbolted in Fairfield (Update on the 2022 Bell 407 GXP Crash)

Fear of Landing

The indications for the loss of tail rotor thrust are listed as: uncontrollable yawing to the right (left side slip) nose-down tucking possible roll of fuselage The severity of these symptoms is affected by airspeed, centre of gravity, power being used and density altitude.

Torque 98