I was taught

75: Taken alive

76: Can't get a fix

77: Going to heaven

78: Pearly gate :ok:


HF2

Its nearly my bedtime, but don't want to sign off without one more yarn, though I rather think I have mentioned this episode before....

Regarding radio failure. Used to happen a lot in my Supercub. But radio yak is a pain anyhow. When flying X-country without an engine, I usually turn the radio off just to enjoy the peace and quiet.

Coming back from my first X-channel flight in my dear old Supercub, the radio was unreliable despite attention from various experts on the continent. So before departing Le Mans for Le Touquet, I thought it wise to telephone the tower at Le Touquet.

Very sorry to trouble you, but I am intending to arrive at your airport about 10 am, my radio will transmit but not receive.

Not to worry, said the charming ATC, just give us a call when you are near and we will give you ze green light!

How splendidly traditional is that! As instructed, I radioed inbound and as I turned base onto final, ATC stepped out on her balcony, and flashed three greens!.

Back to basics in every sense.

Back To Basics
Bring back Bradshawing and IFR ( I follow roads)

lets face it those of on here that are more than comfy with the radio tits up, the transponder tits up, the alternator tits up, the starter motor tits up.

Are in an ever getting smaller minority.

Give me an engine that provides power and window to look out of and I happy as a happy thing in class G. But I know that is so so outside the comfy zone for so many pilots now.

We more than likely have several people reading this thread nashing teeth and saying to themselves irresponsible arseholes should have their licenses taken off them.

Hope not, if I am just faffing around locally I sometimes don't bother with the headsets, I like to listen to the engine and any other noises just to hear how things are doing.

The radio and transponder (and navaids come to that) wouldn't bother me (in VMC) (except that I'd be mildly irritated that I wasn't getting what I was paying the rental for). An alternator failure would probably make me return home. A starter motor failure would prompt the response "you must be joking, find me another one".

piper utter rubbish that comes out of certain CFI's is unbelievable.

Would like to say its a southern English thing but we have our own ones up North as well.

The utter rubbish that comes out of a PPL examiner way up north is unbelievable. He has crashed planes through wires has allsorts of club rules and all the rest which he frequently ignores himself. But people see him as a god of aviation.

Rest of us see him as a fat idiot that needs to go up three sizes of flight suits. I think the record of one of my students was 45 mins out of 2 hours on a test him showing them how it should be done. The idiot even tried to MOR me for sending an expired SEP PPL out solo using normal rules doing solo circuits and refused to do a test because of illegal flight activity.

It took his wife and the head of policy at the CAA to make him do the test.

Had parked for a week taking a course. Returned to field in the late afternoon, paid the fuel bill, then proceeded to do preflight. Undid the caps to check and only fumes visible. Went pack to office, VISA slip promptly torn up, but the fuel truck had just broken down; so had to do short flight to get gas in the dark.

Could not get second radio to work, even with the volume all the way up:confused: The first radio was working; so called the destination tower.

After landing while getting gassed up, examined second radio more closely. The power switch was independent of the volume and not lit:mad: That was my first night flight in that particular aircraft.

Sadly a few weeks later another pilot wrote it off after a PIO collapsed the nose strut.

Training
 

I at lease once in a PPL course fail the radio on the student, ATC is briefed to expect the non radio arrival and I get to listen to the goings on as the radio magically only fails for the student.

It is a real confidence building excersise for the student to see the system on light signals kick into action and to see that a VFR radio failure is NOT a crisis.

However other pilots in the CCT sometimes seem to be able to make a non- radio aircraft into their own crisis, it's very abusing to listen to when your student is blissfully following the proper course of action totaly unaware of the crisis others are making of the situation.

A and C

But if your on an instrument approach with a cloud base of 300 feet and an RVR of 700 meters you aint going to see NO lights :{ sorry you will not see landing clearance lights

Pace

Pace
 

I an not going to be training a PPL with a 300 ft cloud base and 700m RVR and see little point in discussing the drills to be used for LVP on a private flying forum.

What is needed on this part of the forum is good advice for the average private pilot.

A&C

Apologies! Just me being silly :ok:

Pace