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About MattP

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  1. 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
  2. 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
  3. 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.
  4. 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,
  5. 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
  6. 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
  7. And I for one are thankful that happened. Really thankful I got a chance to see his routine live. What a legend.
  8. 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
  9. 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
  10. 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
  11. 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.
  12. Might be a good idea to get your class 1 medical sorted before hand too, as dependent on your ability to hold one may limit your path. My advice would also be to knock off the IREX first then do the flying as there is a lot to the theory and getting it out of the way lets you concentrate on the flying, although opinions vary on this. I've mentioned this before on another thread, but the flying in cloud is the "easy" part. Keeping a mental picture of it all, juggling systems and navigation as well as keeping ahead of the aircraft takes practice and currency. Doing it
  13. Given the direction of the turn and where they were relative to one another he would not have seen him, probably even as he hit him. I haven’t seen anything on the pilot, ie his experience in operating at high da airports or if he was a local or from around there. There was a lot going around about him being solo etc but that was confusion with the Cessna. I don’t know about pinning this on atc though, he was cleared visual and regardless of if you like it or not, that means it’s on him to get himself landed safely. The student soloing in a 172 ahead of him was doing it
  14. Yeah, just saw this was gs so accounting for density he was around the right speed. Why he misjudged the turn is the critical question and I’m guessing until the pilot talks about it to the investigators were all just speculating.
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