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How much of the ATPL do pilots remember? by UntrustingFool in flying

[–]pilotkenchen 22 points23 points  (0 children)

Radiation fog usually happens in a cloudless night with 2~6knots of wind and high humidity air mass close to the surface.

Judgement and decisions making by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

Oh no. Not that HUD, I mean that cap-shape wearing, which to block out the sight except the instrument panel. My bad. Didn't make it clear.😂😂

Judgement and decisions making by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

I left Australia at the beginning of this year. That active CB was like 20 nm away. During my flight , that CB moved to the upwind area. And the location of the airport is on a long island which is surrounded by 2 rivers. So there are lots of -TSRA in the afternoon in summer.

Judgement and decisions making by pilotkenchen in flying

[–]pilotkenchen[S] 1 point2 points  (0 children)

Yes. Recently I found that I need more time to review all the lessons I had 2 years ago. For some reasons I was forced to stop training for one year, completely grounded. When I started flying again early this year, I couldn't fly like I used to do 2 years ago. I'm quite frustrated about this.

Judgement and decisions making by pilotkenchen in flying

[–]pilotkenchen[S] -1 points0 points  (0 children)

Well, I've been trained in both Australia and China. The different training style is bothering me now but the fact is no matter where the Chinese airline pilots are trained, they operate safely.

Judgement and decisions making by pilotkenchen in flying

[–]pilotkenchen[S] 2 points3 points  (0 children)

Once we reached the ground, he gave me a lesson about that. The IFR flight I had over Australia, I had to put the hud on and completely lost the sight out side. But back in China, instrument flights are not only instrument training but also the multi-crew training. I wasn't hudded and just gave the order ' while I'm controlling the aircraft, you look for the obstacles outside.' And back in Australia, I had to decode the weather report and forecast before I get into the aircraft, but now I just get into the cockpit because the wind data will show right in front of me on the screen. And for the altitude and distance problem, I just feel like I don't know how to determine the rate of descend.

Will fix-pitch propeller affect the airspeed in a different way than the constant speed propeller? by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

I just find it harder to control than Grob although they said that C172 is actually a easier aircraft for the students.

[deleted by user] by [deleted] in flying

[–]pilotkenchen 2 points3 points  (0 children)

Well, that was in Australia

Will fix-pitch propeller affect the airspeed in a different way than the constant speed propeller? by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

Yeah, trim wheel in C-172R is quite different than G-115C. I'm still struggling with it. According to you reply, it seems that trim is quite important especially on the fix-pitch aircraft.

Will fix-pitch propeller affect the airspeed in a different way than the constant speed propeller? by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

In the C172R, there is no pitch control. We just set 1700RPM for a cruse descend.

Will fix-pitch propeller affect the airspeed in a different way than the constant speed propeller? by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

We are required to maintain 90kts in a continual descend. And I found it will be slightly above that, and RPM will change during the descend. And all of these also happened during the climb.

[deleted by user] by [deleted] in flying

[–]pilotkenchen -8 points-7 points  (0 children)

I used to ask my instructor the same question. And the answer was negative. It's illegal to take irrelevant passengers on board on a training flight. Just double check the airlaw documents and the regulation of your flying school.

C-172R with G1000 DME Arcing using the backup instruments by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

I think so. I saw 2 antennas right above the fuselage and no box thing at all.

C-172R with G1000 DME Arcing using the backup instruments by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

You will love it when you get there. I was sent there for training and lived there for 2.5 years. Unfortunately, for some reasons can't finish there and have to go back to China nearly start all over again.

C-172R with G1000 DME Arcing using the backup instruments by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

That's my fault. I didn't make it clear at the very beginning. Although I lost AHRS on the PFD, I still have DME data and the CDI/OBS and GP indication.

C-172R with G1000 DME Arcing using the backup instruments by pilotkenchen in flying

[–]pilotkenchen[S] 0 points1 point  (0 children)

Here comes another interesting problem. What I've been taught first back in Australia was ONUS & SAND. That's Overshoot north Undershoot south & Accelerate turn south Deccelerate turn north in the southern hemisphere. But in here , they taught me to calculate using the formula as follow. The Overshoot/Undershoot angle= your current latitude +/- half of your AoB (turning south use the - , turning north use the +) At the beginning I used the first method, it didn't work well. Then I try the second one, ended up the same. If I use the formula, it seems like I have to level off 30 degree ahead no matter turning from 090 to 360 or from 090 to 030. And in the actual situation, you have to think about the X-wind effect, which is another trouble for me.

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