Why does the US use two types of aerial refueling? There are two main types of aerial refueling, the boom and the drogue The US uses both, while most other countries use just the drogue How are they different and why does the US use both?
Do any commercial airline models have a parachute at rear to help in . . . 25 Some land-based fighter aircraft have a drogue-chute to help them slow down during landing Do any current models of commercial aircraft have a similar mechanism? Secondly, would such a mechanism help aircraft in making a better landing and reduce landing related incidents accidents?
Why are flying-boom tankers restricted to a single boom? 4) The high flow rate of a boom is only useful for larger aircraft like bombers, which are too big for simultaneous refueling This somewhat reduces the advantage of having multiple refueling points Probe and drogue has a lower flow rate through a lighter, narrower hose It is passive from the tankers point of view, and it is flexible
How do aircraft refueling in-air deal with wake turbulence? Whereas, as with "probe and drogue", the shuttlecock basket is trailing behind and below the tanker, the receiver pilot flies their aircraft such that the refueling nozzle goes into the basket I'm not sure if the tanker has any directional control over where the basket goes other than just extending the hose
What is the maximum height for deploying a parachute? A small drogue chute is necessary just to keep from tumbling uncontrollably Deployment of a parachute in this state would be extremely dangerous Even once you are stabilized, this same phenomenon might make it difficult to inflate a parachute once it has been deployed
How is it safe for helicopters and Ospreys to refuel in mid-air? How do military helicopters like the Blackhawk and CH-53, as well as the V-22 Osprey, perform mid-air refueling without their rotor blades (periodically and accidentally) contacting the drogue or f
aircraft design - What are the advantages of a variable-incidence wing . . . The main reason for having variable incidence wing in the F-8 was that it allowed the production of increased lift due to a greater angle of attack without reducing pilot visibility as the fuselage stayed level For aircraft with high angle of attack TO landings (like delta winged aircraft), pilot visibility is a problem in low speed landings, as the nose will obstruct the runway (or carrier