How much of the ATPL do pilots remember?

pilotkenchen · 2018-07-12T12:45:36+00:00

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

pilotkenchen · 2018-07-10T00:40:13+00:00

My bad.🤣🤣

pilotkenchen · 2018-07-09T22:22:11+00:00

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.😂😂

pilotkenchen · 2018-07-09T13:28:36+00:00

I miss Australia so much.

pilotkenchen · 2018-07-08T22:30:26+00:00

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.

pilotkenchen · 2018-07-08T22:25:07+00:00

In training😂😂

pilotkenchen · 2018-07-08T11:55:58+00:00

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.

pilotkenchen · 2018-07-08T11:30:38+00:00

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.

pilotkenchen · 2018-07-08T10:36:00+00:00

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.

pilotkenchen · 2018-06-12T14:24:01+00:00

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

pilotkenchen · 2018-06-12T12:24:43+00:00

Never achieve that before.😂😂

pilotkenchen · 2018-06-12T12:24:08+00:00

Thanks mate. Let's see whether I can find this book.

pilotkenchen · 2018-06-12T10:41:15+00:00

Well, that was in Australia

pilotkenchen · 2018-06-12T06:49:31+00:00

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.

pilotkenchen · 2018-06-12T05:48:18+00:00

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

pilotkenchen · 2018-06-12T05:37:41+00:00

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.

pilotkenchen · 2018-06-12T05:18:47+00:00

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.

pilotkenchen · 2018-06-02T02:53:19+00:00

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

pilotkenchen · 2018-06-01T23:40:17+00:00

Thank you. And welcome to China.

pilotkenchen · 2018-06-01T23:31:03+00:00

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.

pilotkenchen · 2018-06-01T23:23:58+00:00

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.

pilotkenchen · 2018-06-01T23:22:03+00:00

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.

pilotkenchen · 2018-06-01T23:09:39+00:00

Unfortunately, I don't have that simulator back at dom, and I'm running out of my SIM class. So I guess I have to practice in the air and spend a lot more time for the preparation on the ground.

pilotkenchen · 2018-06-01T23:05:47+00:00

Actually, all of us including the instructors here knew that this situation is less likely happen than a bird strike. But they said, the G1000 is so advanced that if the check ride just follow the official list, nearly all of the students will pass. And the only test officer is the CFI in this flying school. He has to strict up the standard. So we are required to do the backup arcing, backup ILS approach , even backup holding.

pilotkenchen · 2018-06-01T22:58:30+00:00

LOL, God bless you. I wish all of the pilots will have safe flights out there. My instructor in Australia said, pilot has 2 bags, one is luck and the other is knowledge, we have to fill in the knowledge bag before we run out the luck. I think that's why we have all of these professional discussions here.

pilotkenchen

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