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nathan_c

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About nathan_c

  • Birthday 24/08/1992

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  • Aircraft
    Many
  • Location
    Brisbane
  • Country
    Australia

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  1. With the exception of a few Northern Australian sectors, generally no there is no playback (at the moment, this will change soon). The delay could be anything from simply thinking about what you said and what needs to be done in response, activating a flight plan, they could be talking to another controller on a ground line at the time which you cant hear etc.
  2. You could well be right, like I said I know little about IFA's, and this thread has actually lead me to learn a bit about them myself. I only have CSU experience, and on a CSU you would fine up the prop first in that situation. It is a shame I can not edit my posts above to reflect the incorrect information.
  3. I’ve just deleted and re written my reply as I have just done some research on how your system works and my reply wasn’t quite right. Everything I wrote above is more applicable only to a constant speed system as I understand it now. As I understand your in flight adjustable system now, I believe that in some ways it works like a fixed pitch, and as fact hunter says just like in a car, as your speed increases your rpm will also increase so as this is happening, that would be when it is appropriate to coarsen your prop so that the rpm sits at the appropriate range. I admit to knowing little about what settings you should use, so if rotax suggests 5300 then that would be the best advice to follow. The main point to take out of all of this would be to make sure that if you need to increase power to begin a climb, increase the pitch on the prop before adding power, and reverse if you are reducing power, make sure you do power before prop.
  4. I’m not familiar with the system on your plane, but if it is the same as regular constant speed units or in flight adjustable (and as you have a manifold pressure gauge im assuming it would be), I just want to clarify a few terms and procedures that relate because there is a few posts here with wrong or ambiguous wording. Most importantly (vs a fixed pitch), your throttle is now controlling power (i.e manifold pressure), and not your RPM’s. Your propellor rpm is now controlled by your pitch control. You should be setting your power setting based on the manifold pressure gauge, and not the rpm gauge with an adjustable system. In full fine mode, you are effectively using the prop in a fixed pitch like configuration, and the RPM will rise and fall correspondingly with power changes, however it’s important to note that you are still directly changing the manifold pressure with throttle position changes and not prop RPM. Importantly you need to be aware in what order you change things depending on your phase of flight. Let’s assume you are already stable in the cruise, if you wish to increase power and climb, the correct technique is to increase propellor RPM first to the desired setting, and then increase MP second and begin the climb. When you level out, the procedure is reversed. Level out, decrease the MP first to your desired power setting, and then reduce the prop RPM second. In a constant speed unit, for a descent a reduction in MP is sufficient with no pitch change, however in your manually adjustable system you may need to bring the RPM back (after the MP reduction) to avoid overspeeding the prop ( you would need to have a play and advise on that point). If you make sure that you follow the correct technique and try and avoid lugging the engine by having a high power setting with a far too coarse setting like you said, you should not have any issues with damaging the aircraft. An hour with a qualified instructor may also be beneficial if you still are unsure of how to approach the system and get the most out of it safely. I mainly wanted to write this post because some comments have been referring to reducing RPM by reduction of throttle (only relevant on the full fine stops), and some other phrases have been thrown about which havnt been quite correct, so I felt it beneficial to point out exactly what controls are changing what in an adjustable system, and the difference between fixed vs adjustable re. What the throttle is actually doing. Hope that was helpful to people out there
  5. Umm, no there is not? For the issue of a CPL there is a minimum of 10 hours of Basic IF training, of which 5 must be in an aeroplane and up to 5 in the sim. There is no requirement to do night hours for the issue of a CPL. There is nothing to stop someone doing a NVFR rating and having night hours before the issue of a CPL, but it is not mandatory. If you are going to make claims like this in support of your argument please fact check them first, its readily available information.
  6. Just because you have a personal issue with it doesn’t mean that it isn’t a valid and rewarding form of flight, and people shouldn’t be scared away from doing the training. That’s not a jab at you, please don’t take it that way. People should definitely be aware of the additional risk, but just because it’s not for some doesn’t mean everyone should be discouraged. I quite enjoy NVFR.
  7. To be more accurate however, you can’t do the ATPL exams unless you hold a CPL, or a pass in the CPL theory subject of the ATPL subject you are trying to do.
  8. You can sit the theory exams whenever you want, you just can not do the flight test for the grant of the licence itself until meeting the flight time requirements
  9. You only need an ATPL to be the Captain. The FO can have just a CPL, and while I can’t tell you whether it’s a regulation or not because I havnt looked it up, most if not all airlines require FO’s to have passes in ATPL theory subjects before they are hired. They certainly can and do have hands on controls as the pilots will swap pilot flying/pilot monitoring roles, but at the end of the day the PIC is ultimately the one with the ATPL regardless of who is flying at the time. In the case of zero to hero cadet ships, the FO’s may very well be pilots who have just received their CPL with ATPL theory subjects through the airlines Cadetship and then are out straight out onto airline ops straight after.
  10. True, but there is a difference between self reporting and admitting something stupid like your phone distracted you, vs self reporting and making up some other reason to make yourself sound better. Thats what I was getting at. Camel, I agree about starting a checklist again (particularly memory checks) if disturbed, but I refuse to lynch someone I dont know and make accusations about their flying ability. You could guarantee this pilot is kicking himself about making this mistake right now, but at the end of the day it was just that, a mistake (unfortunately for him a serious and high visibility one). However I feel its unfair to use this as an excuse to outright attack his flying ability or state that he doesnt do any checks...
  11. Im not trying to come across as rude Camel, and I don't know the guy or his story but if his first wheels up was truly because of a nosewheel that failed to extend, you cant really have a go at him for the first one... But you know what, I would go fly with him tomorrow because he self reported it like you are meant to, was honest enough to admit the distraction was caused by his phone and not try and make up some other excuse. Also while 'banning yourself from using your phone again' may seem a little light on the corrective side, to be honest what else are you meant to do as a fix?
  12. Wow Camel you are being extremely harsh on this gentlemans flying ability.... do you have a personal issue with the guy? He wont be the first, and he wont be the last person to ever do a wheels up, and if you do any study into human factors you will quickly realise that the mistake is a lot easier to make then you might realise (no I have not done it). Distraction is often a dangerous thing that can very easily happen to even the best of us. When was the last time you made a slight error in the cockpit? If you really do teach people then I am surprised you have not seen how easy it is for people to miss things when they are under the pump or distracted by something the brain deems to be more important at the time. Give the guy a break.
  13. My suggestion would be if you are on a Nav, you should always be aware of what the centre frequency is because you should be keeping track of your position on the map as you go. If you are in your local area well then you don’t really have an excuse for not knowing the area frequency either... If you only have one radio, best practice I would think would be area on secondary, and then either CTAF or 126.7 on primary depending on what aerodromes you are near. If you are on a discrete CTAF there is a slim chance someone may be flying at an unmarked ALA on 126.7, but you would be unlucky and the CTAF is probably the more appropriate choice. An inclusion I would like to see is if an unmarked ALA is within the CTAF then pilots should operate on the ctaf freq not 126.7. Would put everyone on the same frequency as much as possible.
  14. I’ve just had a look at CAR 1988, and I’m willing to admit I may have missed something but I stick with my comment from before. From what I read, if you have two qualified pilots in the aircraft, at least one has to be at the controls at all times (I.e there can’t be no one flying at any one time). The PIC is required to make sure this happens, but it doesn’t say the PIC has to be the one flying specifically. I also can’t find anywhere where it states PIC must be in the left or the right seat specifically, or that if the PIC is in the right that they must be an instructor. So we come down to the requirement to follow the flight manual. In a flight manual that states the aircraft must have a pilot in the left seat, I still believe you can have a pilot flying from the left but the PIC may very well be the pilot in the right. Note this is not instruction, both pilots are qualified just one is deemed PIC and ultimately responsible for any actions or decisions made. The problem for the original poster is that if the jabiru operating manual dictates a pilot is required in the left seat, then if he has to fly from the right he will not be able to do so solo as this does not meet the requirements of the flight manual. If you believe I am wrong or have a reference I have missed, please point this out to me as we are all here to learn, but that is my current interpretation.
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