User manual GAMES PC FULL THROTTLE

[. . . ] 10 Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Straight-and-Level Flight . . . . . . . . . . . . . . . 18 Class 2: How Airplanes Turn . . . . . . . . . . . [. . . ] I thought she was having a Nyquil® flashback until I found out that she was afraid of damaging either the lights or the tires. You won't hurt the lights or Runway-hold markings. If the broken doubleyellow lines are on your side, you may cross them and enter the taxiway thus moving clear of the runway area. Solid double-yellow lines require a clearance to cross at a controlled airport. Adapted from Rod Machado's Private Pilot Handbook Figure 7-7 Taxiway Markings. Rod Machado's Ground School | 85 CLASS 7: TAXIING THE AIRCRAFT If the two solid lines are on your side, then, at a tower-controlled airport, a clearance is required to enter the runway. If the double dashed lines are on your side, then you should cross those lines to clear the runway and enter the taxiway. (From now on, we'll assume that a controlled airport is one having an operating control tower. ) Assuming you have just landed and are taxiing off the runway, you should taxi across the double dashed lines and clear the runway. The FAA assumes that your airplane hasn't cleared the runway until the entire airplane (down to the last rivet) is on the other side of those double dashed yellow lines. The reason for this is to prevent the tails of long airplanes (like a stretched DC-8) from poking out onto the runway. This could make landing quite challenging for another pilot and possibly give him or her an extra EKG blip. At airports without an operating control tower (meaning the airport has no control tower or the tower has shut down for the night), entering an active runway is done at the discretion of the pilot. (From now on, an airport having no control tower or one at which the tower is not in operation will be referred to as an uncontrolled airport. ) In this instance, you should hold short of the runway, behind the solid taxiway-hold lines. Taxi onto the runway only when it's clear of traffic and no airplanes are on a short final (getting ready to land). It's difficult, but not impossible, for pilots to accidentally taxi onto an active runway at a tower-controlled airport. One pilot at a busy airport once taxied right into the middle of an active runway and just sat there (probably waiting for one of those yellow trucks to bring him a sandwich). Completely confused about the tower's directions and unwilling to ask for clarification, he stopped his airplane while a jet was on final approach. The tower controller said, "32 Bravo, do you know where you are?" The pilot replied, "Burbank Airport?" The controller said, "Yes, that's good, but do you see that big Boeing 707 out there on final approach headed directly for you?" The pilot replied, "Yes. " "Do you want him to do a touch and go on you?" The pilot replied, "No. " The controller said, "Then you'd better get off his runway. " The pilot, not wanting to get bounced on by a Boeing 707, immediately exited the runway. Additional Runway Markings Just because there is concrete in the shape of a runway doesn't mean that it can be used for landing. Some runways have yellow chevrons painted on them (Figure 7-9, position A). This signals that the surface is unsuitable for taxiing, taking off, or landing. It's basically an airplane no man's land. Don't use any portion of this area. It might be off-limits because the surface won't support the Rod Machado's Ground School | 88 CLASS 7: TAXIING THE AIRCRAFT weight of an airplane even for taxiing, let alone landing, or because the surface is otherwise unsuitable. Planes that venture onto chevrons can find themselves up to their axles in asphalt and trapped like a gigantic fly on a No-PestTM strip. White arrows pointing in one direction form what is called a displaced threshold (Figure 7-9, position B). [. . . ] looks like we're gonna have to hold here for a while, " you probably groan and think, "Great. A delay. " Well you know more about instrument flying than you think you do, because that's exactly what holding is designed to do--delay an aircraft. An airplane can't just pull over to a rest area when ATC needs to delay its arrival somewhere because of traffic congestion or weather conditions. So the controller tells the pilot to fly a holding pattern. [. . . ]