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The FAA does not appear to have issued a regulatory definition for wet or slippery, nor included such definitions in any current advisory circulars. However, in addition to the information provided by @Bianfable, certain guidance has been provided which may be informative. The original issuance of AC 91-79 (now superseded), Runway Overrun Prevention, ...


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The extensions are aligned with the runway for instrument approaches. The following is an excerpt from the Aeronautical Information Manual (AIM, Chap 3. Airspace, Section 2. Controlled Airspace) e. Functions of Class E Airspace. Class E airspace may be designated for the following purposes: Surface area designated for an airport where a ...


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I also could not find a definition for wet or slippery by the FAA, only for a contaminated runway: CONTAMINATED RUNWAY− A runway is considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or other substances are present. A runway is contaminated with respect to rubber deposits or other friction-degrading ...


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Part 91 does not require an EGT probe for any operations so the next thing to look at is your AFM. Your C172S has an AFM that includes a Comprehensive Equipment List. It is probably similar to this one that indicates that the EGT probe is standard equipment—not required for certification, this airplane can fly with it placarded.


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The problem is that there is no redundancy in the sensor input. The quote from the article is: This original version of MCAS, according to two people familiar with the details, was activated only if two distinct sensors indicated such an extreme maneuver: a high angle of attack and a high G-force. So on the original design, MCAS activation required two ...


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That's a completely incorrect understanding of the article. The summary should be: MCAS activates if: a) Sensor detects a high angle of attack and b) Sensor detects a high normal G load If one sensor is erroneous and and the other one isn't, then MCAS would not erroneously activate.


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The meaning of E3 airspace is spelled out in several answers to this related question-- What are E2 and E4 airspace?


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From publicly available sources, the first motive of the MCAS was to satisfy the stick force per G requirements, or maneuvering stability (not static longitudinal stability, which deals with speed stability). This is confusingly captured in 14 CFR 25.255(b) and (c) under Out-of-Trim Characteristics, but also applies broadly to buffet characterization at mid/...


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The Boeing 737 MAX MCAS system is there ONLY to meet the FAA longitudinal stability requirements as specified in FAR Section 25.173, and in particular part (c) which mandates "stick force vs speed curve:, and also FAR Section 25.203 — "Stall characteristics". FEDERAL AVIATION REGULATIONS Sec. 25.173 — Static longitudinal stability. Sec. 25.173 — Static ...


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As the Internet is a World wide communication medium, it should be noted what country's rules are being quoted. In Australia the rules for recreation aviation activities is governed by CASA (Civil Aviation Safety Authority). The general rule is 120 metres or 400 ft. AGL. and not within 5 km of airports and requires apecial approval with a zone and conditions ...


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The MAX feels like the NG, which feels like the Classic, which feels like the -200. The flight control artificial forces are identical across the different versions, which share a type rating. No need for MCAS there. Also, the MAX is longitudinally stable. MCAS was implemented for tackling some situations in extreme corners of the flight envelope, as ...


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You will need to pass the US commercial pilot test to remove the restriction. If you have enough hours, you may want to consider applying for an ATP certificate. A couple of things are required to be completed. Verify the authenticity of your foreign license through the FAA https://www.faa.gov/licenses_certificates/airmen_certification/...


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Two points - 1. compliance with 91.225 requires performance that meets TSO-C166b - that TSO invokes DO-260B. Earlier versions of ADS-B Out do not comply. 2. Compliance with 91.227 requires broadcasting (approx.) 18 message elements, including position and velocity. So, while the OP may be compliant with the equipment requirement of 91.225, he/she would not ...


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Where noted, the information in this answer is from Advisory Circular 103-6, which was issued in 1983, but which apparently is not actually obsolete. Is it possible to get the equivalent of flight following or at least call up ATC to let them know you are there, if you are planning on flying at higher altitudes? I am used to doing this for a D airspace if ...


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This relates to Canada only I know you’ve asked about paraglider but I shall refer to paramotor first: You may call the ATC but is the Navcanada that you need to let know. They are able to issue a notam. If you called the ATC you will get redirected to navcanada. You do have a call sign. All paramotor pilots hold license and registration. Like any regular ...


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The only requirement is the height of the registration number, 12" if flying internationally (from the US anyway), 2" I think if staying domestic, and maybe new weight & balance - but usually a layer of paint and primer is taken off, and a new layer is put on, so the weight change is minimal. Any control surfaces that were removed may need rebalancing. ...


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The use of FAA's anticipated separation rule is theoretically optional, and there are indeed times when controllers don't use it. While not common, now and then one hears "continue approach" (or similar) instead of an early landing clearance, as is normal under ICAO rules. Ditto for the occasional canceled clearance. However, anticipated separation exists ...


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The entire point of an Air Defense Identification Zone (ADIZ) is to notify pilots that the relevant defense forces require identifying all aircraft to determine whether they are a threat. They much prefer to do this via you filing the appropriate flight plan and talking to ATC/FIS. If you don't do that, you should expect to be intercepted by said defense ...


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You normally never ask for a landing clearance itself. At a VFR airport the controller is mentally sequencing aircraft as they arrive and are cleared into the zone, and gives routing instructions as necessary to make aircraft find their way onto final in the desired sequence with the necessary spacing. Having already been cleared into the control zone the ...


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Your question is quite broad, as flights can be conducted in several different ways and the events leading up to a landing clearance are different. Generally speaking, ATC will be aware of a flight some time before a landing clearance has to be issued. The actual landing clearance is typically issued somewhere between 5 minutes to 30 seconds before ...


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Imagine going for the "I'll come within 1 foot then go-around" option at night when due to a comms failure a plane was lined-up (also, ATC is allowed to withhold the landing clearance in this scenario), or there is a departing plane that has just rejected its takeoff and the comms were blocked due to a simultaneous transmission. While nothing seems to ...


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