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rage83

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About rage83

  • Birthday 15/12/1983

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  • Location
    Townsville
  • Country
    Australia

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  1. I got heart thing as well, had to see a heat specialist in initial medical, still didn't take longer than a month
  2. I must be one of the lucky ones, from medicals to PPL and different endoresments i have never had to wait longer than a month to recieve.
  3. readback according to AIP includes runway. therefore rwy 06L Clear for takeoff. granted when there is only one active runway on frequency there shouldnt be an issue however it is a double check. Truth be told its poor form not to include it.
  4. the 150 hrs would be an integrated CPL course
  5. Seems like aviation is suffering from similar problems as other industries. Over regulation comes from one thing. People not admitting liability, be it from fear or from arrogance. If people stick there hand up and say i screwed up or i was being a dick. Yeah the idiot might lose his job but the industry would be better for it. Thats something that i have seen from personal experience and reading the comments here it appears like it is true in aviation.
  6. Only has to be on 3000 upon entering
  7. I just flew direct from yday at 4500. I just called inbound when I was between mt gelobera and mt Isabel. I just called up stating 25 miles south. That gave me a bit of a buffer if they wanted to get me to hold octa but wasnt an issue
  8. There is no required approach points at rocky so u can go direct if it suits I did coming in from the south. It is easier to fix your position over a vfr point though
  9. yeah I gave em a call a couple of days before. They were easy to deal with I planned to stay out of class c. Ended up low enough I went straight into CTR. Got lucky was a straight in approach as well so didn't have to think too much.
  10. if engine temp isnt coming down then you have a problem its that simple find the nearest suitable spot to land.
  11. Flying a plane at a speed into the yellow arc will NOT stress the airframe. Flying above Turbulent air Penetration Speed in turbulent conditiions will stress the airframe. Aircraft often descend at speeds within the yellow arc in the right conditions. Your instructor is right lowering the nose increasing airflow may assist in cooling. However i would be reducing power as well and increasing airspeed obviously height permitting. If my temperature is getting close to or above the upper temp limit i would attempt to cool in then look at cutting flight short landing at nearest suitable. Just remember unless its turbulent you can fly a plane right up to Vne without damage.
  12. Its not about blind faith. Do they let you jump in an aircraft on your own without training? My reasoning is based on myself liking to have been showed how to do something correctly, then being tested. Yes it increases risk however that is why i prefer to do it when i have someone else in an aircraft for the first time. I would rather know that i can handle it and how to handle it than just having someone say aw yeah by the way if the engine stops short final just land it. Most people i know and fly with would prefer me to have been trained in a particular event as apposed to purely winging it when it happens. Cutting mags is probably overkill but it drives home the reason why you need to be able to fly a plane well without an engine. When you are in a situation when the engine stops for real you want to know you can get it the first time because there is no engine so you cant say oh well you butchered that so lets go around and try agin. As for aborting landings yes there are times when you need to abort but that is where the threat and error management of the instructor will need to come into play to decide if it is appropriate. I'm pretty confident there is going to be no instructor on the planet that is going to switch mags off if there are birds or other aircraft on the runway.
  13. if your short final and the mags or mixture is cut what is your option? LAND THE PLANE at short final you should be able to make the field with or without an engine. if you are to have a real engine issue be it mag or otherewise its not going to wait untill you have sufficent height. Engine failures happen at any and all times during flight. Thats why you are trained to deal with it. I kind of disagree with the posts here about being less than impressed. I would rather have it happen when i have an instructor on board the first time to at least be a back up in the event i can't bring it down safely. At what point in the takeoff roll do you practice an engine failure after takeoff? Engine failures at altitude are easy because you have time but that doesen't test you when it counts. The only way to test some one is in a real situation and if an engine fails just after lift off and you cant recover it because you havent been shown it then your in trouble. If the engine fails short final and you havent done it before your in trouble. The reason you have to spend more time and money to learn to fly a plane is because it is a complex process. Emergency procedures are part of that process and emergencies can happen at any time. I for one would prefer to have experienced it under simulated conditions with an experienced instructor beside me then having family or friends sitting beside me and not being full over the best way to get the aircraft down safely.
  14. Just remember it takes a moment to switch fuel pump on or off. So switch off check for rough running no good if it is switch back on. I was always taught not to take my hand off switch untill i have confirmed fuel flow stable. Not all aircraft require fuel pump to be used on take off or landing the 172R and S ( with the injected engine ) are examples of this. Fuel pump is only used to prime the engine and obviously in the event of mech pump failure. but not for take off or landing.
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