SAS443

Where I fly the METAR ( and ATIS) is issued 20 and 50 minutes of the hour. And you will have a METAR "SPECI" if weather deviates from previous observation - to avoid the issue you brought up. Edit: @ryanbatcund, with the quicker draw 🙂

Mudry CAP10 (or any other Aircraft certified for aerobatics)😁

Both yes and no I think. Convective clouds are always reported (CB,TCU), also the type of precipitation will give you hints what kind of clouds there are. Nimbostratus clouds usually gives SN, RA, FZRA, PL Stratus = DZ, FZDZ, SG CB = Showers But it obvously needs to be some sort of precip.

Is also a North American nomenclature 🙃 Europe uses EGNOS, MSAS (Japan), GAGAN (India) etc... All are examples of Satellite based augmentation system (SBAS). WAAS is just the american flavor. I even think My real Garmin Unit fails WAAS check during pre-flight.

They are commonly known as 'hot plates'. Electrically heated windshield.

I've seen some very contradicting reviews of this one. Ranging from top notch to awful. Acquaintance of mine (flew the Seneca for his CPL, granted it was 20 years ago) gave it a 2/5 rating, mostly due to how engine-out (yaw/ airspeed decay / cross control) was portraited. Engine parameters like oil temp/pressures were off aswell.

You did one spin and that makes you properly trained? I must be an expert on alot of things then.... Can you even claim this with a straight face? PPL pilots like you and me are the least educated in the skies.... Unless you fly AVA or have undergone basic UPRT your training in spins is not sufficient and is not safe for you.

@Mace granted I have never done it myself, but one of my CFI:s adviced me to conduct a full power run up and start leaning until you get max power (RPM) if taking off from an aerodrome with a high DA. Be adviced that during the run up you will never achieve the RPM you will see during the actual takeoff roll, due to no relative wind. Let's get @sd_flyer in here. 🙂

Not really an expert of the matter but I know some unusual alerts can occur when doing polar flights. Not saying you will have them, but they are rare on other types of routes. The FMC - depending on add-on - might throw a SPLIT IRS OPERATION message around 85 degree Latitude. This is normal and means that each both FMC's locks in to single IRU position (747 has three IRU's: L, C, R) in order to prevent sudden position jumps. You will probably see a "GRID XXX" indicator on the Navigation Display, where XXX is Grid Heading. This is to assist when referencing North Polar stereographic charts, which has a grid north datum. Indeed. MAG-reference is completely useless in these areas. (and it is dictated by LAT, not LON 🙂 ) Fuel Freezing. Not likely to happen, but obviously the OAT/TAT is rather cold. Keep an eye on the fuel temps and know your fuel type freezing point. One type of escape is to drop at least 3.000ft in order to have a warmer TAT should you get FUEL TEMP LOW warning on the EICAS. Does your fuel plan accomodate such a maneuver, in other words a long cruise at sub-optimal flight level?. You can even speed up in order to get a higher TAT, But that would also burn more fuel that calculated, obviously.

yikes. Yes LM got served on that one.

You don't need to be that exact. Just type TAS 450 in your VATSIM flightplan if you are flying a B738. No need to be super accurate. File the plan and Enjoy your flight!

Any flightplan I have filed for VATSIM and (and IRL for that matter) have always been TAS cruise speed, not an average?

Anyone happened to see on their website if their axis are hall effect sensors or traditional potentiometers? Me personally would not buy anything that is not hall effect. This is 2021 after all. I got myself a high end 767 replica throttle 10 years ago, also from South America. Had to return it due to being completely destroyed in the shipping process. So I'm also kind of scared of that happening again. But I admit, their stuff looks quite good actually, but I'd prefer to buy it from an EU distributor.

Yeah sometimes. 😁 I fly much older airframes than the Vans RV10 with all glass in the video. And more often than it should, I've had ATC asking me If I am squawking Mode-C after a few minutes airborne. So I do the standard troubleshooting Recycle Transponder power, and let it warm up in STANDBY for a few minutes, then to ALT. NinjaHack; Gently push the whole unit against the panel (that has worked a few times!) if nothing of the above works....pull the c/bs , wait for a while and push them in again. There are two in our plane, one for Transponder and one for Mode-C if I remember it correctly.

Convective clouds - yes avoid if you can. But stratiform clouds when no icing is anticipated is flyable by using your instruments. for planning purposes Sigwx-charts are very accurate with freezing points (which altitude OAT is 0c/32F) and moderate to severe icing areas.