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File: comfiestcub.jpg (149 KB, 1536x2048)
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/comfy/cub edition
>>
>>1113182 comfiest morning ever is going up on a cool, clear morning with an insulated cup of coffee, double ear protection for hearing yourself think, and your girl dozing in the front seat.

Bonus points for landing at a fly-in pancake breakfast and meeting all the old ones and hearing "big fish stories" about flying adventures.
>>
>>1113209
Unless its an got an 85 stroker on it I really just see the chick as a massive performance penalty. But everything else you said was spot the fuck on my guy.
>>
>>1113182
Finally a /gag/ with an actual GA picture.

So who here has their tailwheel endorsement?
>>
>>1113220
How much performance do you need to putt around at 200ft agl?
>>
>>1113242
Lots.

X-Cubs are sexy beasts.
http://cubcrafters.com/xcub
>>
>>1113246
nooooo, too much. don't need it. great for bush flying, but i don't need all that to get my tail dragger fix
>>
>>1113182
Not gonna lie OP that looks comfy as FUQ
>>
>>1113251
But you want it.
>800 mile range at max weight
>126 kt cruise
>In a Cub
>>
>>1113259
That's what I have my Aztec for.
>>
>>1113294
But can you take off and land in less than 200 ft.?
>>
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>tfw getting hella close to my CPL ASEL
>had a bad af flight today, forgot to do a few of things and did a lot of other things poorly
>times like these I question if I really was meant to be flying

Worst feel to be quite goddamn honest

>>1113182
>>1113228
I really wanted to get my tailwheel endorsement as soon as I finished my IFR, but the flight school's super decathlon was sold the day I passed my checkride.

>>1113294
Aztecs are sexy beasts
>>
>>1113300
600 is good enough for me.
>>
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>>1113294
>>1113344
I keep hearing bad things about their single engine climb rate
>>
>>1113390
Well afaik, most light twins (Senecas, Duchesses, Aztecs, So on) have really atrocious SE climb performance, mostly because they are usually old (Diamond Twin Stars seem to be a major exception, being light and efficient as they are.)
>>
>>1113390
they're a hell of a lot better than Seminoles, Senecas, etc., they're there with the barons.
>>
>>1113182
>comfy
>cub
Oxymoron
They're fun, though.
>>1113228
>So who here has their tailwheel endorsement?
Most of my time is in tailwheel airplanes.
>>1113246
X-Cubs are a direct affront to the very idea of a Cub.
>>1113259
My point exactly. Not to mention springy, unforgiving landing gear. Why don't you just buy a Scout if that's what you're after?
>>
>>1113552
x-cubs are just the next evolution of the cub series of airplanes. I haven't flown one and can't speak to the spring landing gear, but a scout also has spring gear and less useful load so I don't really track your argument.
>>
>>1113552
>An aircraft that has far more useful load, better speed and climb performance, and only slightly less agile with slightly longer take offs and landings is an affront to an 80 year old aircraft.
No it's not, grandpa.
>>
Alright so I have a question on timing corrections in a hold.

If I have an inbound timing of let's say 1:20, the logic in my head is that I would fly an outbound of only 40 seconds. Or a 2:00 inbound would leave you with no real outbound. However my instructor has this formula that he uses which confuses me in flight and the times end up different from my way of doing it.

Is "my" way how some of you guys do it or what does everyone here do?
>>
>>1113718
>If I have an inbound timing of let's say 1:20, the logic in my head is that I would fly an outbound of only 40 seconds.
You want to maintain a 4-minute pattern overall. So if you fly two 1-minute 180s, a 1-minute outbound and the inbound (and thus the pattern) ends up 20 seconds long, you're gonna want to subtract 20 seconds total; 10 from each leg. Corrected outbound will be 0:50 and inbound will be 1:10.
>Or a 2:00 inbound would leave you with no real outbound.
No, it'd leave you with 0:30 outbound and 1:30 inbound. Keep in mind, the shorter you cut your outbound leg, the smaller your pattern will be and the closer you will be to the fix when you roll out onto the inbound leg.
>>
>>1113725
Ahem.
>if you fly two 1-minute 180s, a 1-minute outbound and the inbound (and thus the pattern) ends up 20 seconds *TOO* long
Sorry. Hope it makes more sense now.
>>
>>1113718
Who cares?
>>
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>>1113740

people who have the cerebral functioning to fly instruments
>>
>>1113742
It's not the marshal stack. Controllers want you to be in roughly this area on an altitude. That's it.
>>
>>1113743
The compulsion to persue perfection in everything we do is part of what separates good pilots from mediocre ones.

"That's good enough" will never get as far as "I have to do that better next time"
>>
>>1113725
Okay I think I"m starting to get it. I'm probably going to have to get those formulas drilled into my head so that they don't confuse me in flight. Thanks m8

>>1113740
Someone who wants to pass a checkride?
>>
>>1113795
>"That's good enough" will never get as far as "I have to do that better next time"

"If you can walk away from a landing, it's a good landing,"
>>
>>1113797
Trite and stupid.
>>
>>1113797
I hate that saying. Don't ever settle for mediocrity
>>
>>1113795
What does having exactly a 1 minute outbound leg get you?

>>1113796
Why would you ever do more than an entry into holding and then immediate push?
>>
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What the fuck are these things on the engine nacelles? What are they called? What is their purpose? What is their favorite color?
>>
>>1113931
Not 100%, but I have seen other jets that use something similar to reverse the thrust. They would pop out and redirect the thrust, allowing them to slow down or push back.
Again, I'm not 100%.
>>
>>1113931
>>1113938
And I didn't mean the things on the side, I think they're just supports for it. The cowling on the top and bottom would open up and swing back. You can sort of see the lines where it would separate in the image.
>>
>>1113938
Neat, thanks anon. Found a video of a jet with similar thrust reversers, and it extends to right where they meet. Guess it's there to keep some of the exhaust from just going out the sides of it. I wonder how much of a difference it makes.

https://www.youtube.com/watch?v=3WlaW5DStvQ
>>
>>1113961
A&P here. I've always heard of them referred to as stangs (or at least the fairings that cover them as stang fairings). They cover the actuators, rods, and linkages for the T/R doors, providing for better aerodynamic efficiency.
>>
Google says they are called thrust reversers.

I think on some aircraft they can be extremely sophisticated and multidirectional. IIRC the vectored-thrust meme grew out of some guy landing a twin jet with one damaged engine and one good one by applying some degree of control on his thrust reversers. Or whatever.
>>
>>1113931

Pretty sure they're just part of the thrust reverser.
>>
I got into a heated argument with a CFII because he tried to force me to use the old shitty clock in the plane when I had a timer on my wristwatch that was much easier to read in flight.

91.205 says a clock must be installed, not that I have to use it.
>>
Anyone parasail/paramotor here? How much should I look to be spending to go from where I am (never even been around one) to going to p3/4 with my own paramotor setup being the goal?
>>
>>1114155
If you really want to have a fun go with an instructor, ask them to show the reg REQUIRING a preflight for GA.
>>
>>1114168
You're going to be pedantic enough to argue weather or not you have to do a preflight because it either is or isn't in the regs?
>>
>>1114190
>weather
I mean whether
>>
>>1114155
If you really want to piss him off remind him that the aim is non-regulatory, and therefore it's a big book of suggestions.
>>
>>1114168
91.7 (b)
>>
>>1114155
If I were that instructor I would ask for you to demonstrate that you knew how to use the installed timer, after all, it is installed equipment so you aught to be familiar with it, but I wouldn't force you to use it for approaches if you had a better way. My 2¢ as an instructor.
>>
>>1114190
No, it was a conversation I had with one, and >>1114197 was brought up, but 91.7's single sentance on the subject leaves it very open for what metric you use for ' determining whether that aircraft is in condition for safe flight'
>>
>>1114205
You're right, it's vague on purpose. It's so vague that if there's anything wrong that you could have possibly figure out on your own before you took off, and it causes an accident, you're in violation.

A reasonably competent lawyer could successfully argue that a pilot who did not perform a preflight consistent with the checklists provided in the Pilots Operating Handbook for that aircraft is in violation of this regulation.

If you do not perform a preflight, and as a result you operate unsafely, you are in violation. Not really much of a conversation.

If your whole point was "the word preflight isn't in the regs", you're right. So what?
>>
where y'all flying out of?

KALM here
>>
>>1114871
KSUA

(pic is out of KNEW tho)
>>
>>1114871
Hangared in KVDF at the moment.
>>
>>1113228
>tailwheel endorsment
>faa
>>
>>1114208
you, i like you.

>>1113718
m8, this guy is basically correct:>>1113725
The requirement is for a 4 minute total time.

How does your instructor compensate for a crosswind? I'm curious how you do it across the pond.
>>
>>1115032
why 4 minutes?
>>
>>1115093
uh, cause the standard procedure is 1 minute inbound and outbound, and rate 1 turns.
>rate 1 turn
>360 degrees in 2 minutes
>two 180 degree turns

read up here, good stuff:

https://www.faa.gov/documentLibrary/media/Order/7130.3A.pdf

t. easa fi/mep/ir
>>
Anyone know where I can get a list of maintenance procedures for a 777? I found an MRB for a 747 that was perfect, now I need one for the 777.
>>
>>1115119
>asking for aircraft maintenance docs on an Ugandan cycling forum
nigger you what?
... and you do mean MPDs, not MRB, right?
>>
Simplest way to plan a descent on a Non-precision approach?
>>
any android replacement for foreflight?
>>
>>1115499

Paper Charts.
>>
>>1115463
dive and drive is pretty simple.
>>
>>1115499

Garmin Pilot?
>>
>be me
>I’ve been talking with a qt for a few weeks now
>she asks lots of technical questions about flying
>I give her answers
>everytime I answer she starts giggling and smiles at me

Is the meme real?
>>
>>1114871

KJYO

first Remote Tower in the US is being tested here (pic related)
>>
>>1115463
to plan a descent? from where? from the faf/fap (kek), that is the final approach segment, or from enroute/iaf?
cause for the latter there's no relevance if you're executing a precision or non-precision approach.
>>
>>1115546
Some girls like guys who are experts in their field. Before I was a pilot I was an auto mechanic, and that was before I met my wife. She likes it when I fly her places and fix her car, it makes her horny.
>>
>>1115463
fucking system deleted my reply
>plan a descent from where?

cause it's a sorta different animal of you mean the final approach segment (from the faf or fap kek) or from enroute / iaf.
>imb4 some faa ir instructor baiting
>>
Just got a job as line service at buttonville airport CYKZ, what am i in for?
>>
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Challenger300
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>>1115365
I figured it was a long shot
And maybe an MPD, not sure on the semantics. I'm only familiar with the 747 MRB which had stuff like "Perform a detailed inspection of the main deck side cargo door master latch locking mechanism", "Perform a leak check of the engine strut drain system", etc etc. Really specific maintenance details
>>
>>1115781
you're talkina about an MPD - maintenance planning document. an MRB is a maintenance review board - a roomful of people making decisions about which items on the document should be included and other shit like that.
also, can't help you there.
>>
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>>1115767
work,,, GETOIT!
>>
>>1116228
how do you pilots tend to treat line service/ramp workers anyway?
>>
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>>1115767
DONT STAND NEAR THE PROPELLER!!,
,,,,,, EVER!, treathat zone, like LAVA!
>>
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>>1116229
itsup to YOU., pilots are mostly nice., SUPER touchy about handling plane,, DONT grab the tail!
,if you have snacks,, plus., check the tires closely,, the more you learn about clean edges, windsheilds, seats,,,, GAS?! thebetter.,
, if you can spotrouble,, HERO!!!!
>>
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geta flight bag,,, overnight., just in CASE!
>>
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>>1116229
trustakestime., beit.
>>
>>1116228
>>1116230
>>1116232
>>1116234
>>1116236
Explain your use of commas.
>>
>>1116280
>tripfag
only explanation you'll ever need
>>
>>1116314
Bacon is moots favorite tripfag tho.
>>
>>1116280
His fingers are cold, they chatter over the keyboard. Not his fault.
>>
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>>1113992
>https://en.wikipedia.org/wiki/Thrust_reversal#Thrust_reversal-related_accidents_and_incidents
>be flying along as usual
>one thrust reverser fails and deploys
>violently spin out
>everyone dies, the end
Fun stuff

>>1115767
Congrats bro

Still sitting on a couple applications I sent in to Cessna, hoping and praying I at least get an interview
>>
>>1116280
i think bacon has a good way of expressing pauses that u cant really do with just peri.ds and c,mmas
2021 shit
>>
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Comfy solo XC today.
>>
Okay, help me out here. So I know what a minimum holding altitude IS, but where the fuck would you actually FIND one?
>>
>>1116464
Here's another one for you, albeit turboprop and single-engine:
https://www.youtube.com/watch?v=BJWjbpA_zIc
>>
I need to get flight hours cheap to get my PCSM score up. I have a few questions.
First, is $145/hr tax incl.a good rate for wet rental of a Piper Cub and instructor?
Second, is the cub a good plane to learn on? I've heard taildraggers can be tricky and I know the cub is light on the instrumentation.
Third, is learning to fly a good idea in the winter? Does it matter? Should I wait until spring?
>>
>>1114871
PHNL

One of my 172s mags went out or is acting up, what is the likelihood of the magneto being bad or it being a simple grounding issue?
>>
>>1115499
What's foreflight?
>>
>>1116739
Whereabouts are you flying? 145 sounds maybe a touch high for a cub but these days its all stupid money. As far as learning in a cub goes, you'll be laying a very very good "stick and rudder" foundation that may or may not translate well into what you do in the Air Force/Guard. I would suggest you learn in the cub if you really want to be a good stick, otherwise start in something more modern. As far as winter goes, idk, am Florida.
>>
>>1116761
I'm in upstate New York so gas prices tend to be a tad high, might explain it. the breakdown is $85/hr for the cub and $50/hr for the instructor, so by-the-hour everything included will be $145ish. If I end up getting a pilot slot, I'll be getting more "modern" experience in IFT, where they get you started in da20s. "Stick and rudder" skill sounds great.
>>
>>1116765
Most of this stuff about IFT is anecdotal so bear with me. That being said its echoed by pretty much everyone I've asked. The worst part of IFT is the structure. I'm just going to assume you're AFROTC and if that's the case, IFT can be compared to roughly the same level of mental gymnastic bullshit that you might have already experienced in LEAD. The DA20 is a nice enough airplane but they fly hot and high for that airplane so its a piece of shit.

Fly the cub as much as you can and the diamond will come naturally.
>>
>>1116743
Symptoms? Need more info.
>>
>>1116753
An EFB
>>
My first Instrument flight. First day in actual IMC...

.. had attitude indicatior and CDI failure while on an ILS. This is going to be an interesting course!
>>
>>1115499
DroidEFB is the best but still not nearly as good.
>>
>>1116812
>AI and CDI failing simultaneously
That's a very odd combo.
>>
>>1115547
>Remote Tower
Ugh, please no. I like my uncontrolled fields...
>>
>>1116816

It was weird. the thing is the AI didn’t like completely die. But it “tumbled” and showed us on a 45 degree left bank which we definitely weren’t doing. After a few minutes it reset itself. It was very weird but after that happened we stopped trusting it and got diverted to our alternate which was in VMC conditions.
>>
>>1116812
I remember having a garmin failure shortly after losing contact with ATC while in IMC descending into a literally nowhere airport. Lost all navigational data into the airport.
>>
>>1116571
uh...on the relevant plates?
pic related
>>
>>1116878

fugg
>>
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>>1116777
Nice trips.

I got a hold of my A&P yesterday and he said it could have been a loose ground. Anyways, I wasn't getting a solid drop when I ran through the magneto check for the left mag. Also, my climb out performance wasn't the best either.

Have any of you went for an apprenticeship to become an A&P?
>>
>>1113931

part of the clam shell reversers
>>
>>1113718
I don't know what these guys are trying to pull, but a 4 minute hold is a common myth. The FAA only cares about a 1 minute inbound leg, and in the international community it's a 1 minute outbound leg so adjustments aren't needed. length of outbound is irrelevant in the US.

t. CFII
>>
>>1115463
GS x 5 gives a approx 3 deg glideslope, but always keep some extra fpm in there
>>
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Any of you carry a back up radio in your flight bag? If so, what would you recommend?
>>
>>1116949
Not him, but I have my A&P but I've only limited experience with recips, most of my experience so far has been small jets.

Magnetos are kinda stupid simple mechanically so unless they've been neglected for years I'd be kinda surprised if the whole thing was jacked, but stranger things have happened. If you still had ignition when running off of just that mag, it's obviously still working. I'd say, like your friend said, to check or have someone check and clean the grounds for the mag first and see what that does. Might just need re-timed too.
>>
>>1117039
What you are saying is partially correct.
TERPS (USA and others) says in the document "HOLDING PATTERN CRITERIA" chapter 2, point 2:
>2-2. TURN EFFECT. Pilot proceduresncontained in the Aeronautical Information Manual (AIM) specify 30° of bank (or a standard rate turn, whichever requires the least bank)

and PANS-OPS (ICAO) says in doc. 8168 OPS/611:
>1.3.2. Bank angle/rate of turn - All turns are to be made at a bank angle of 25° or at a rate of 3° per second, whichever requires the lesser bank.

So you can't run away from the rate 1 turn. As i said before: rate 1 turn = 2 minutes for 360 degrees. You have two 180 degree turns, that means automatically you have 2 minutes. One more minute for either inbound or outbound, and you will find that, with a crosswind, the circle doesn't close. You will need a heading correction, not only a timing correction, when you have a crosswind.
>>
Are there any worthwhile online programs or textbooks to teach yourself what you need to know to get your PPL? I don't want to drop cash on ground school.
>>
>>1117175
Jepppenen's private pilot textbook is good. Sporty's learn to fly course and study buddy app are very good.

Am CFI
>>
>>1117175
Depends on where you are, but harvair's online groundschool is supposed to be pretty good. Pilot training .ca is also supposed to be good. These are canadian only sites afaik. Might be able to find a US counterpart on their websites though
>>
>>1117175
Gleim worked well for me, the books they offer are pretty extensive and go well into depth. They also have some fantastic online tools that you can use to quiz and test your self. It was definitely worth the money and really prepared me for my written test.
>>
So I was on a trip the other day and the controller gave someone a number to call, I dont know what they did but it made me wonder, What happens if you deviate from a controller and then just don't call the number when you land?
>>
>>1117243
>"someone"
>>
>>1117245
No it wasnt me as "asking for a friend ;)" as it sounds. I'd be significantly more concerned if it were
>>
>>1117243
>What happens if you deviate from a controller and then just don't call the number when you land?
They hunt you down and sacrifice you to the radio gods.
>>
>>1115767
actually used to work there
its fun
is rob still there?
>>
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>>1117077
>>1117065
>>1116949
>>1116777
>>1116743

Turns out the issue was caused by a bad switch and the right mags were disconnected the entire time. It explains a lot as far as climb out poor performance goes and no drop when switching to run only the left mag.
>>
>>1117459
seaman? yes
how long ago did you work?
>>
>>1117243
You see, the smart thing would be to file a NASA ASRS report before you call anybody.
>>
>>1117463
So you got a bad mag drop and went flying anyways?
>>
Do I need a license for an ultralight?
>>
>>1117751
What country?
>>
>>1117620
FLYING ON THE WILD SIDE
>>
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Are aircraft fuelers the most underpaid workers in existance?

>requires enormous amounts of training
>terrible hours, either very early or very late
>need to remember a shit ton of technical knowledge and know how to operate fueling systems for every plane imaginable
>every airline and company has different training modules and procedures
>in contact with dangerous chemicals and in dangerous environments
>injuries always occur, always inhaling fumes, and loss of hearing are common
>handle multi-million dollar machines in the vacinity of multi-million dollar aircraft
>lots of heavy lifting, heights, and getting in tight spaces
>no benefits, travel vouchers, etc
>always on someone else's schedule
>tons of paperwork to fill out and lots of numbers
>extremely exhausting, soaked in sweat and tired at the end of your shift
>no room for promotions or advancements
>barely make above minimum wage if not minimum wage

I make $9/hr and can confidenely say I hate this job. No wonder the average turnover rate is like 2 months.
>>
>>1117936
>>requires enormous amounts of training
Wait, what?
>>
>>1117936
>Are aircraft fuelers the most underpaid workers in existance?
>requires enormous amounts of training
Lol wtf


>handle multi-million dollar machines in the vacinity of multi-million dollar aircraft
A fuel truck costs millions? Doubt

>no benefits, travel vouchers, etc
Lol travel vouchers for what?

>always on someone else's schedule
>tons of paperwork to fill out and lots of numbers
>extremely exhausting, soaked in sweat and tired at the end of your shift
Thats work, you know. Its not supposed to be all fun and games or your boss would do it
>>
>>1116772
The thing about IFT is that it's meant to be a 0-hour program for peep's with no PPL, as well as an introduction to the way the Air Force does flying. And if you see IFT as a lot of mental gymnastic bullshit then UPT will be like 5x that lol.
>>
>>1117962
Every airline requires certification for you to even touch their plane. Each aircraft has different certification.

10 airlines fly into an airport? Each airline uses 4-5 different planes? That's 40-50 different training sessions you need to take. Each training session takes a couple hours and you have to pass the test at the end with +80%. And then on top of that you need to take In-Op training which you can go ahead and double the number I just gave you. All of these tests are math heavy too. You also have to renew these every so often and sometimes the inspectors come you have to take a rigid test and pass so it's not like you can take it once and forget about it.

And you also have to learn how to operate the fuel trucks, fuel carts, fuel farms, fueling systems, fuel distributions, pitch and roll, sticking, etc. Every plane and every truck is different.

>>1117965
See above

Okay, so a fuel truck may not cost millions but they do get up into the half a million dollar range. Fuel farms are multi-million dollar though.

You work around ground crew who are employees of airlines and get paid more + easier work and they get to brag about their travel rights while you get nothing. We also don't get paid holidays, time off, insurance, and so on.

>Thats work, you know. Its not supposed to be all fun and games or your boss would do it
I'm not saying it's supposed to be easy or fun. I'm saying it's not a minimum wage job.
>>
>>1118048
dam that sucks anon, im ground crew at a somewhat small airport and refueling is just another job of ground crew here
>>
>>1118048
sounds like y'all need to unionize
>>
>>1117936
I am an aircraft fueler.

It doesn't take much training.

The hours suck, yeah.

There isn't that much to remember, and you don't need to know how to operate the fuel systems. If there's uncertainty you ask the crew.

Procedures being different at every company is how the world goes round

Jet fuel isn't dangerous.

Wear your PPE and you'll be fine.

There is a lot of money rolling around the ramp, sure. But it's not like you have to drive close to anything. The hoses are plenty long. Don't be a dunce and you won't crash.

Not that heavy. what tight spaces?

There isn't that much paperwork.

It's not that exhausting, you get used to it.

You can be promoted to line service sup.

You sound like a whiny bitch.
>>
>>1118048
If it's not a minimum wage job, why are you agreeing to work for minimum wage? Quit if it's that hard.
>>
>>1117620
It was more of a subtle drop, my CFI figured there was carbon on the plugs. Lessons learned and fun times.
>>
>>1115547
>Remote Tower
>using the electric Swede
>>
>>1118121
You must work at a regional airport with 2-3 airlines operating solely on CRJs and EMBs. There's more too it than what you make it sound like

>>1118122
Well I didn't sign up to be a fueler, I got transferred here from line service. I'm just saying that the position is definitely underpaid and it's like that all across the country. Most I've seen advertised online is $13/hr but that's in a city with a high cost of living
>>
>>1118164
You're being dramatic. I work b737's, a320's, emb145's, and I've done kc10's, 727's, a350
s, and others. it's work, but it's not like you're out there welding or maintaining. The job doesn't take any real skill.
>>
>>1118170
also md80s
>>
>>1118164
look I'll tell you how it goes
"WHICH AIRPLANE? HUH? OK. OK. YEAH, 2000. OK." -scribble 2000 on piece of paper-
-drive to plane-, chock, tether to plane, drag hose, or ladder, or get on a lift-
-ker chunk you're hooked up-
-set valves-
-check precheck-
-hold button until meter says the number you were given-
-record meter-
-kerchunk, unhook-
reeeeeeeeel it in, untether, unchock
drive to next plane
>>
>>1118172
Yeah we do it a bit different.

There's paperwork to fill out for the company I work for, Avfuel (fuel provider, or 3rd party fuel providers like Southwest's), the airline's ground crew, and then finally the airline itself. Every meter number, what the fuel quantities per tank on arrival are, how much you pumped into what tank, the fuel quantities on departure, etc is noted. Lot of numbers to get confused on, especially when it's double digit iq drop outs working with you.

Some airplanes have 6+ tanks that require fuel. For example it could be 8200 12100 2600 0 12100 8200. If you put fuel into the wrong tanks first you could fuck up and cause the airplane to lose balance. You have to know how much each can hold because the prechecks rarely work on older airplanes. Some lazy airlines will tell you a certain quantity altogether and you have to decide how to distribute it. Some guy just the other day tried to put 8.9×1000lbs into the wings of a 738 and ended up spewing fuel onto the ground because he didn't know the difference between a 738 and a 733.

And then I work in Florida so it's +90° heat with boiling apu wash blowing on you the entire time while hooking heavy single points over your head. It gets tiring after 8 hours straight.

I'm not saying it's rocket science but I'm also not saying anyone can do it for piss poor pay.
>>
>>1117936
>>1118121
What gloves do you guys wear? The smell of jet fuel seems to haunt me no matter what I try.

>tfw work as general busybody/refueler at a small GA airfield
>nice chill job with avgas/avtur mobile bowsers
>hardest part of the job is making sure shitty fuelcaps are tight
>occasionally have interesting charter jets come through
>lots of rotors running refuels to keep things interesting
>commercial airport refuelers will never know this much comfy
>>
>>1118184
I work in florida too. It's not that fucking hard.
>>
>>1118251
industrial nitrile gloves, preferably the kind with the longer cuff. In florida your gloves will fill with sweat and it'll be like a water baloon, it feels like it's full of jet fuel but it's not. Don't use vinyl, fuel goes right through it.
>>
>>1118184
>>1118164
>>1118048
>>1117936

I'm siding here with >>1118121. I always go down to chat a few words with the refueler during my pre-flight and it doesn't honestly look like a difficult job.
>>
Enough of this A&P/FBO shop talk BS, and let's get back to some REAL GA discussion.

I just soloed this week, and I didn't kill myself. How much longer after that did it take most folks here to get their PPL? I'm flying 2-3x a week fwiw.
>>
>>1118946
30 or 40 hours. what part of the country are you in?
>>
>>1119131
Mid-Atlantic, my program frontloads us with airwork, etc and so at this point all I have to do is finish the Sporty's course and knock out my nights and cross country flights to be eligible, while polishing up on my turns, ground reference maneuvers, and slow flight on my own.

I'm in the low 20's for total time right now and my instructor seems to think that I'll be ready by 35 hours, and that's including some self-directed airwork and pattern work.
>>
Who here is generally aviating this weekend?

Should be flying a 150 tailwheel, a cub, and maybe a Seneca if everything pans out how I want it to.
>>
>>1119456
Lucky. I'm working this weekend, but next week I'll be getting in some hours in the ol' 172S.
>>
https://vocaroo.com/i/s1t3C1ML5FMT

I love calling my airports AWOS during storms because of how he reports the lightning

>[whispers] lightning distant
>[screams] AAAAAAAAAAAAALLLLLLLLLLLLLLLLLLLLLLL
>quadrants
>>
File: ALLQUADRANTS.png (1.82 MB, 1080x2686)
1.82 MB
1.82 MB PNG
>>1119910

I had an idea and ran with it.

In the midwest I presume?
>>
>>1119923
hah that's fucking great anon. and yes oklahoma.

it's also funny when he gives a direction, because he yells it like a question
>lightning distant......... SOUTH?
>>
>>1114873
TCFT represent!!
>>
>>1114871
KHIO
>>
>>1120101
yoooo

[spoiler]who dis[/spoiler]
>>
Very windy in SoFlo this weekend, kind of made the flying unpleasant. Instead of the Seneca I got a couple hours in a buddy's new Comanche, what a bird.
>>
>>1120195
I have such a soft spot for Comanches. They just have such a classy 1950/early 60s air about them, like an early fiberglass Chris Craft with wings.

What a criminally underrated bird.
>>
>>1120198
I say let them stay underrated before the market catches up to them. I want one some day.
>>
Would you?

https://youtu.be/W9Uf-ynoDUE




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