Search results
Results from the WOW.Com Content Network
This intersection is the coffin corner, or more formally the Q corner. [3] The above explanation is based on level, constant speed, flight with a given gross weight and load factor of 1.0 G. The specific altitudes and speeds of the coffin corner will differ depending on weight, and the load factor increases caused by banking and pitching maneuvers.
The plane was approaching the coffin corner of its flight envelope, when the turbulence was encountered. After that near disaster, the stall mach buffet margins were widened on all jet aircraft, to preclude a plane getting into that situation again, where severe turbulence narrows the "coffin corner" margins so severely that the pilots do not ...
The pilots' unprofessional behavior, deviation from standard operating procedures, and poor airmanship. The pilots' failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites.
Pilots had to adjust to the U-2's unusual combination of jet engines and enormous, high-lift glider wings; because of the "coffin corner" they learned of the need to pay complete attention to flying when not using the autopilot. [61]
Tu-144 pilot Aleksandr Larin remembers a troublesome flight around 25 January 1978. The flight with passengers suffered the failure of 22 to 24 onboard systems. Seven to eight systems failed before takeoff, but given the large number of foreign TV and radio journalists and also other foreign notables aboard the flight, it was decided to proceed ...
That is the precise coffin corner that a pilot will be forced into: Hold the nose up, to prevent the plane from losing altitude----which would guarantee a stall and loss of control----or lower the nose to maintain control until it slams into the ground.
Each increase in height increases the pilot reaction time. This is the reason the bottom right part of the H/V curve has a shallow gradient. If above ideal autorotation speed, a pilot can avoid the deadman's curve by flaring, converting airspeed into height, and increasing rotor RPM through coning. [4] [1]
The pilot in command was 41-year-old Damir Yusupov [ru; pl] who graduated from the Buguruslan Flight School of Civil Aviation , in Buguruslan, Russia, in 2013. He has also received a degree in Air Navigation from the Ulyanovsk Institute of Civil Aviation, in Ulyanovsk, Russia. At the time of the accident, he had over 3,000 hours of flight time.