What is more challenging takeoff or landing?
ANSWER landing because you can crash the plane and you must now how to do it ANSWER Landing is more difficult because there are more variables that must be taken into consideration and controlled by the pilot(s) A pilot needs to reduce altitude and airspeed properly, set a rate of descent and adjust it moment by moment, get lined up with the runway which may not be possible until final approach and keep lined up regardless of wind conditions. If a plane has flaps they need to be lowered at the proper times and airspeeds, and if the plane has raiseable wheels they should not be lowered until just before touchdown. At the appropriate time the pilot must place both feet on the pedals and use them to gently control the rudder to help control the plane's direction Everything must be executed with near perfection so that the plane touches down at the center of the near end of the runway, at the correct speed and rate of descent, aligned with the runway.
When the plane touches down and the wheels come up to speed, the pilot steers the plane with the foot pedals. If the plane has thrust reversers or reversable propellers, they must be used to slow the plane until the speed is low enough to safely use the wheel brakes, which are usually activated by pushing both foot pedals at the same time While this is all happening, the pilot needs to be prepared to abort the landing (a decision that needs to be made before touchdown) or "touch and go" (taking off again as soon as the wheels touch down) There are a lot of precision maneuvers that need to happen in a very short time, and it takes a lot of repeated practice Taking off in good flying conditions is a relatively simple procedure that can quickly be taught to a student pilot. If the controls are correctly set, the plane will almost (not quite) take off by itself when the proper speed is reached on the runway.
Rotate the nose upward, immediately get your feet off the pedals and keep them off until landing. Raise the wheels if they are raiseable, start reducing the flaps settings if you have flaps, and you will continue to fly as long as you don't try to climb so fast that you stall. That's about it.
For me, landing an airplane is trickier than taking off; both taking off and landing in a helicopter have their particular challenges depending on how much room and power you have to play with. While often a helicopter takeoff is just a matter of yanking it into the air, when you're in a confined area or don't have much power to play with, a certain amount of finesse is required. Now, the objective (and much more deep-diving) look.
Find a comfy chair. * * * * *Like I said, the perceptions of relative difficulty between takeoffs and landings vary from pilot to pilot, and tend to be colored by the limitation of their particular flying machine or the kinds of environments within which they do their flying. However, if the measure of "challenge" might be considered the relative hazard associated with each, you get different answers based on whether you're talking about air carriers, general aviation (non-commercial), and helicopters.
Exhibit A: Air Carrier Accidents by Phase of Flight (from Page on boeing.com):On average, air carrier flights spend just 4% of their total flying time in the final approach and landing phase of flight. About half (48%) of all fatal accidents occur during this brief period. Landing = tricky.
Exhibit B: General AviationThe Aircraft Owners and Pilots Association (AOPA) Air Safety Institute publishes an annual compilation of data similar to the Boeing product, but with more words and fewer summary graphics. Here are three relevant quotes from their 24th Joseph T. Nall Report (Page on aopa.org):"Takeoffs 150 total accidents/22 fatal consistently see the second-highest number of pilot-related accidents and account for more than 10% of fatalities.
This pattern continued unchanged in 2012...; indeed, the numbers of both fatal and non-fatal takeoff accidents have barely fluctuated over the past four years, as have the proportions of non-commercial fixed-wing accidents blamed on takeoff errors.""Descent and approach accidents 50 total accidents/24 fatal are defined as those that occur between the end of the en route phase of flight and either entry to the airport traffic pattern (if VFR) or the missed approach point or decision height of an instrument approach procedure on an IFR flight. After spiking the year before, 2012 saw 50 of these accidents... Twenty-four were fatal. This was the second lowest number in the past decade, but still made up 11% of all fatal accidents.""Landing attempts led to 30% of all non-commercial fixed-wing accidents in 2012, a proportion that has shown remarkable stability over time... Eight of 346 were fatal."Landing = tricky, but not nearly as lethal as other phases of flight.
Exhibit C: HelicoptersCaution: you'll need to wade through the next few paragraphs to really understand where my proposition winds up regarding the safety of helo takeoffs and landings. While the Nall Report addresses helicopter safety, the International Helicopter Safety Team (Home) is entirely focused on it and has been for more than a decade. One of the more challenging aspects of assessing helicopter safety is recognizing the differences between a typical helicopter flight and a typical airplane flight.
It's not valid to try to compare the two using the same metrics, since both the aircraft and the operations they carry out are substantially different. For example, the IHST identifies a different (though similar) "high-level set of activities performed by pilots on all operational flights (i.e. , preflight, engine start, hover, taxi, takeoff, climb, cruise, descent, holding, approach, landing, taxi, and post flight operations)" than that used by the fixed-wing community.
By including "hover," this highlights the different risks faced by helicopter pilots based on the differences in helicopter operations. Transportation Safety Board Canada uses a simpler taxonomy that seeks to allow comparisons between fixed wing and rotary wing accidents (Page on tsb.gc.ca): standing/taxiing, takeoff, en route, maneuvering, approach, landing, and "post-impact." However, the resulting "tall bar" of accidents occurring in helicopter "maneuvering" tends to mask the root causes underlying accidents in this phase of flight.
Different approaches to helicopter accident tracking by phase of flight have shown other deficiencies as well.
I cant really gove you an answer,but what I can give you is a way to a solution, that is you have to find the anglde that you relate to or peaks your interest. A good paper is one that people get drawn into because it reaches them ln some way.As for me WW11 to me, I think of the holocaust and the effect it had on the survivors, their families and those who stood by and did nothing until it was too late.
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