Survivalist Pro
Survivalist Pro
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Tim Morgan, a commercial pilot writing for Quora says aircraft can fly above 40,000 feet, and hence it is possible to fly over Mount Everest which stands at 29,031.69 feet. However, typical flight routes do not travel above Mount Everest as the mountains create unforgiving weather.
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Read More »Why should anyone climb Mount Everest when one can fly down and land on it? Wish it were that simple. Except for one gentleman, Didier Delsalle, a French test helicopter pilot who was able to pull off the stunt on May 14, 2005, none others have dared to make an attempt as the chances of succeeding is zero. After several years of planning and weeks of waiting for the perfect conditions, Delsalle managed to land a stripped-down copter on the summit. Writing for wearethemighty.com, Eric Milzarski says there are several factors that limit a pilot’s ability to fly to the top of Mount Everest. For much of the year, the mountain is covered in hurricane-force winds and sub-freezing temperatures. Even flying over Mount Everest is as tough. Most pilots flying commercial jets usually avoid flying over such peaks as navigating through the maze of some of the highest mountains in the world is extremely risky. Tim Morgan, a commercial pilot writing for Quora says aircraft can fly above 40,000 feet, and hence it is possible to fly over Mount Everest which stands at 29,031.69 feet. However, typical flight routes do not travel above Mount Everest as the mountains create unforgiving weather. James Durden says Route L888 is probably one of the most technical and famous routes flown. It crosses this region. “If one were to lose an engine, you generally begin a drift down as most planes cannot maintain a high crushing altitude on one engine.” They’re going to drift down from the high 30’s or low 40’s to roughly 25,000 feet. This is a gradual but mandatory descent. Since many Himalayan peaks are higher than 25,000 feet, an exit strategy has to be in place. If we lose an engine “here”, we go to this point on the drift down and exit L888 from this point to escape high terrain, says Durden. Aircraft come with 20 minutes of oxygen. If a plane loses cabin pressure, the flights have to descend to an altitude with breathable oxygen. This is known as Drift Down Procedure. The only way to do this would be to crash into one of the nearby mountains. Not a pleasant experience.
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Read More »The RCO is used to make a radio call to the outlet as if the pilot were making the call directly to the FSS or FIC. The outlet will relay the call (and the briefer's response) automatically. RCOs are sometimes confused with RTRs, or remote transmitter/receivers.
Remote communications outlets (RCO) are remote aviation band radio transceivers, established to extend the communication capabilities of Flight Information Centres (FIC) and flight service stations (FSS). Pilots can find RCO frequencies in charts or publications such as the Chart Supplement or Canada Flight Supplement. The RCO is used to make a radio call to the outlet as if the pilot were making the call directly to the FSS or FIC. The outlet will relay the call (and the briefer's response) automatically. RCOs are sometimes confused with RTRs, or remote transmitter/receivers. In fact, the difference between the two is subtle. While RCOs serve flight service stations, RTRs serve terminal air traffic control facilities. RCOs and RTRs may be UHF or VHF and are divided into a variety of classes determined by the number of transmitters or receivers. Classes A through G are used mainly for air/ground communications. Class O facilities were created specifically to provide ground-to-ground communication between air traffic controllers and pilots located at satellite airports. The idea was to create a way for pilots to receive en-route clearances or departure authorizations and cancel IFR flight plans. Class O RTRs also were intended to allow pilots flying below the coverage of the primary air/ground frequency to continue to receive advisories from air traffic control. Class O facilities are non-protected outlets and are subject to prolonged outages which may go undetected and unreported. There is also a special variant of RCO which in Canada is called a Dial-up Remote Communications Outlet (DRCO) and in the U.S. is called a Ground communication outlet (GCO). DRCOs and GCOs connect to an FIC or FSS over a phone line, and pilots initiate the connection by keying their microphones in a prescribed pattern.
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