Jump to content


  • Content Count

  • Joined

  • Last visited

About MattP

  • Rank
    Active member


  • Aircraft
  • Location
  • Country

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Its come a long way on Android but still not fully featured. I carry a Samsung tab A7 as a backup but use an iPad pro 10.5. Everything else in my life is Android but the decision for an apple tablet was driven by the fact the Android tablet ecosystem seems to never get itself sorted, the apps are always kinda nearly there, so I just went with what worked. Also the apple pencil 2 was game changing and finally let me go fully paperless in the cockpit. Best pencil for a tablet I've used hands down, and I've tried a ton in the past. You might want to consider holding onto the Samsung a
  2. Ah ASIC cards. You could always grab a bunch of $50 notes and burn them for a similar effect. I just treat it as another in a line of not cheap things required to aviate and get on with it. My last renewal was fairly painless and all online, with only the ID checks at pick up required, so overall without arguing the actual need for one / utility of the whole ASIC system, it wasn't too much of a drama. I did get caught out years ago without one landing at an RPT serviced field for an unscheduled diversion due to bladder endurance problems, by the time I finally offered t
  3. I've mentioned this before in another thread, but the training implemented to combat the high accident rate actually covers when to / not to use the chute, as deployment out of parameters isn't great. You can look up the stats but I think there's not been a fatality for an in-parameter deployment and the rate for outside parameters is about 1/2. Challenges they were having was indeed the not pulling because "people will think I'm not a real pilot", pulling too late and also thinking the chute is magic and will just save you from really poor decision making. The way Cirrus teach ch
  4. I’m glad I wasn’t the only one who found his attitude judgemental and that there was more than a sizeable chip on that shoulder. My experience has been the opposite in that most times people are fascinated by why we fly little planes and what you get up to. I used to travel all over the place for my work talking to all sorts of people in very senior roles and generally found most have some interest that once you get them talking levels the conversation. You’d also be surprised how many of those types also like aviation, and get the same gleam in the eye when you start talking
  5. I’ve only had two experiences where I was genuinely scared or just plain wanted off this ride now. One was in a c172 many years ago starting my ppl and coming out of Essendon. I got caught in a decent wind shear just after takeoff combined with the usual mechanical garbage coming off the buildings taking off on 17. The thing dropped and rolled and by the time I figured out wtf just happened i was rolling left and sinking with full power on, it was terrifying especially with my massive few hours of experience at the time. Never been more thankful for an instructor next to me. Decided
  6. I tend to use both. The ADSB display is good for showing the general direction of traffic, helping you look in the right place and giving an idea of what they’re doing. It also shows direction and you can work out climbing / descending, great if they’re in a spot your scan wouldn’t normally pick up, or just for directing focus.
  7. There’s something retro cool about a tri pacer and especially the interior when they’re restored in red or green or white with the two tone seats and panel, those old style yokes etc. This thing is just ugly! I’m sure it’s a fine aircraft but not one I’d want to be seen getting into on the ramp. I do feel sorry for those buying these other than the price 😱. Cub /tail dragger types will claim it’s not a real one, and everyone else will wonder why they bought that monstrosity. im guessing they have a market for them though, and if someone likes it enough to buy,
  8. I must say I do find the thread drift on some of these topics confusing. We start out in a discussion about flying above freezing level in clear conditions, segway to rain being cloud or not and then onto putting potato on your windscreen. I do worry that given this is a student forum that some might actually read this and consider some of these strategies. To that end, since the conversation is based on an RAA context, why not make it simple? Others have put some well constructed and technically accurate answers to cloud and rain, but I thought simplifying it would als
  9. Agree on the statement but this guy was an ifr rated experienced pilot, so would suggest complacency or just not being mentally ready to conduct the flight. The demonstrated walk around for the sr20 has at least three places where you check the cover, one on the initial outside scan, then again on the pitot heat test when you check that and the stall warning and again when walking around checking the nav lights. it’s also in the checklists. Even if this was the case and he took off with the cover on, because nobody is perfect and stuff happens (also assuming
  10. And I for one are thankful that happened. Really thankful I got a chance to see his routine live. What a legend.
  11. Was having the same conversation this afternoon with someone, not sure on RAA specifics on passenger numbers but CAO 20.16.3 (11) does talk about infants being able to be carried on lap, and the usual rules on dual control and interference etc. How you could sit in a P2008 or any of the Tecnam 2 seaters and have enough room for passenger and child on lap, and not interfere with controls would be something I'd love to see. Assuming said person was very very slight. Either way, I wouldn't like to be that guy if this turns out to be outside the rules, CASA woul
  12. This is true, but you can offset the main systems based stuff using your home PC with a relatively accurate simulation package. The garmin trainer is good for G1000, as is X-plane (to a fairly decent degree). That way you can practice procedural and systems things, and keep up to speed. There are also various "study" level sims out for many avionics packages. Not suggesting these proxy for real flying in IMC, but they help keep the systems knowledge up. Again, choice wise as a private pilot, I can choose what I fly (renting) and how it's equipped, but you're not going to get that l
  13. It’s in table 61.935 part 6 item 22. Note the difference between the same table for instrument rating and Pifr. The pifr specifically mentions only at night under the ifr. table 61.890 says at night under vfr or ifr for instrument rating (cir) if it’s not specifically in the table you can’t do it. same as the basic pifr only allows you to navigate at day enroute, not do approaches or departures etc without the fpas. either way, don’t take advice in an Internet forum as gospel, go and check for yourself with an instructor when you go and do your r
  14. If you go the PIFR route, note that to fly at night you need to add the Night FPA to the rating, but if you do a CIR you get night as part of it, and you can fly night VFR, whereas PIFR and night FPA means you can only fly at night under the IFR. Don't ask me why, but that's what's written in the rules... On this, they are generally (compared to NDB!) but there's still traps if you get complacent. RNAV/VNAV is nice, especially if you have something with BaroVNAV capability.
  • Create New...