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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
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>>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
>>
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>>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
>>
>>1120454
If I had one as well equipped with instruments, yes.
>>
>>1120454
No. After flying only multiengined aircraft for the last five years I'm not tempted to even keep my single engine licences current.

If I had a general aviation airport close by with cheap rents for some aerobatic class planes and ifr/autopilot capable planes, I might renew my piston licences. But after sitting thousand hours in cessnas in the past, I'm a bit fed up for now.

Kudos to those fags.
>>
Got to fly a brand new 2017 Cessna Skyhawk today to KCXY today for Instrument training. Cool place!
>>
/comfy/ plane
>>
BENIS :DDD
>>
>>1120722
Does ATC care if your hold looks like a perfect rendition of the Darlington speedway or if it looks more like a deformed egg or they simply not give a shit?
>>
>>1120531
What's wrong with single engines?
>>
>>1120742
Performance and safety come to mind.
>>
>>1120699
>>1120703
G1000 Equipped?

I can't wait until IFR training when I get to play with ours.
>>
>>1120728
pretty sure they don't give a shit as long as you remain in the protected area
>>
>>1120748
Bah, "safety." What a pansy.
>>
>>1120750

Yes! It still even has its new plane scent.

>>1120728

Well Approach did call up saying “Cessna 751TH, hows things? It looks like you’re doing turns around a point on my scope..”

To be fair, We haven’t practiced holds yet since I’m still in Stage 1 of Instrument. So it was my first time doing an unpublished hold in the air over a GPS waypoint, but we also were encountering 51kt winds. We had filed “Training” in our flight plan under remarks. So I guess the controllers understood
>>
any aerial survey pilots in the house?
>>
>>1120893
Not yet but I'm sure I'll get into it one day. Couple of buddies who do it though. 2 Guys that do it in 310's and one who's been farting around everywhere in a 206.

Do you survey too anon? If so, how's the money?
>>
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does /gag/ fly?
>>
>>1121164
Cubs give me such a chub. Especially ones with floats.
>>
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>>1121177
>>
>>1120757
Of course they do because when flying ifr it's generally controller's job is to maintain separation to other aircraft and/or obstacles. If all wankers fly awfully in busy airspace, things wouldnt work.
>>
>>1121164
I haven't flown in almost a year at this point. Thanks FAA.
>>
>>1120703
square control towers are so aesthetic
>>
>>1121164
Just spent two hours this morning in a 172S.

I'm on the home stretch for my PPL now, only the written, the checkride, IFR, CPL, CA endorsement, ME endorsement, CFI, CFII, MEI, and eventually ATP to go!
>>
What experience does /gag/ have with those aux in/bluetooth adapters for aircraft intercoms?

I plan on flying a lot at night and I want to be able to chill to the Blade Runner soundtrack so I can have some added a e s t h e t i c s when I fly over the neon/LED-draped sprawl of my local conurbation.
>>
>>1122533
they work okay. Doesn't sound as good as a bluetooth/aux on your headset instead. If you're flying solo at night just get a headset that will do it because you will be able to enjoy the same setup in any airplane.
>>
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>EALTS exam in two weeks
>have not studied anything
>non-english speaking country

what am I in for lads
>>
What does /n/ think of Mooneys?

I'm confused why anyone would want to get a 172 when you can get a 20 year old decently equipped Mooney with a recent overhaul for $160~

Is the speed just really too much for a lot of people to handle?
>>
>>1123308
>for $160
wot
>>
>>1123360
$160k.
>>
>>1123308

>Mooney
Just the difference between fixed gear and retractable gear is enough. It causes higher insurance prices, increased maintenance costs, additional training....

Not to mention the engine is bigger and when something breaks on it it'll get costly.

>172
it's cheap (sub 100k), especially if you just want a fair weather flier, the engines are everywhere every maintenance shop has worked on them at least 100 times over, there's no extra training (except maybe transitioning if you originally trained in a piper product)

I've personally been dreaming of getting a 210. Just, that strutless look and the yuge useful load for under $200k is real nice.
>>
>>1123308
It's always weird to me how Mooneys use rubber compression disks for their landing gear; it just seems like such a cheap and outdated method of shock absorption instead of regular oleos for an aircraft that has a reputation for performance and quality.
>>
>>1123577
Mooney's are cheap tonoperate and it goes with the territory. It's not elegant, but 175 kts. cruise at 12 gph should give you an idea about the aircraft.
>>
New to /n/. Do we hate on rotary here?
>>
>>1123759
Shouldn't we just feel sorry for them with those operating costs?
>>
>>1120454
Yes but only if I had someone at the end of a HF radio listening for me.
>>
>>1123436
the whole idea behind the mooney is lightweight simplicity built around a sleek airframe and economic engine.

The major tradeoff is room for people and baggage.

Most mooney m20s and the like are just running a run of the mill 180-200hp o/io-360. Compared to a comance or bonanza with a 470 (low end bonanza) or a 540 that's a big difference between the types.
>>
>>1123814

desu I don't know much about Mooneys. Didn't know they were running those engines. thought since it was faster it was bigger.

If I were to look for Mooneys as if I was buying one, where would I start? Like, what model?
>>
>>1123759
How do the job prospects compare to fixed wing?
>>
>>1123817
231s are pretty cheap

https://www.trade-a-plane.com/mobile/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20K+231&listing_id=2288865&s-type=aircraft

That one is a pretty okay deal if you don't mind the older style GPS.
>>
>>1123814
This guy gets it. Mooneys are meant to be high speed and cheap to run. The downside is that they aren't as roomy as Bonanzas.

Aviation, like life, is full of compromises.
>>
>>1123619
>>1123814
>>1123817
>>1123838

Would I be crazy to consider a 60's shortbody C or E as a cheap time building bird?

I'm thinking of taking that plunge and right now the #1 is the Tomahawk because how can you argue with a sportier trainer than the 152 that you can get in pristine condition for $30k.

#2 is a tie between the Cherokee 180 and the Grumman AA5, as both can be had in decent shape for the 30's and are both obviously faster/more useable than the Tomahawk while having very similar maintenance/fuel burn requirements.

Recently though, I went down the Mooney rabbithole and on Trade A Plane there are a bunch of 180hp 60's shortbody articles with current IFR certs, decent avionics stacks, and SMOH numbers in the ~500-700 range for less than $40k.

Is there some real reason why these are so cheap, or is it just that they're small and old and the average Mooney buyer has the money for something newer, or are there major maintenance headaches that come with them that significantly raise the operating cost of one compared to a 172/Cherokee/AA5/Musketeer? Because otherwise, they seem damn near identical to a Cherokee 180 in terms of purchase cost, age, and fuel burn, while being significantly faster/sexier.

Am I crazy for considering one? Or should I just buy a nice IFR Tomahawk and spend the money I saved on building time instead?
>>
>>1124251
I'd bet you it's the small and old. Also know that the old Mooneys have a MANUALLY operated landing gear. Like you're cranking a fucking bar to raise and lower it.
>>
>>1124252
>Also know that the old Mooneys have a MANUALLY operated landing gear. Like you're cranking a fucking bar to raise and lower it.

YOU MEAN LIKE TOM HARDY WITH THE SPITFIRE AT THE END OF DUNKIRK???

THAT FUCKING SOLD ME RIGHT THERE
>>
>>1124252
Seriously, though. This isn't helping.
>>
>>1124254
In talking you out of getting one?
>>
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*crashes*
>>
>>1124291
*triples in price*
>>
>>1124297
http://www.wtsp.com/mobile/article/news/former-mlb-pitcher-roy-halladay-killed-in-gulf-of-mexico-plane-crash/489944976
>>
>>1124301
Wow! Just kill the A5 already.
>>
>>1116812
>CDI failure
... interesting excuse
as for the attitude failure, i'm sure that was fun
>>
>>1113380
based super viking
>>
>>1124301
Damn Son
Hard to make it now, I reckon
Wew
>>
>>1124366
Uhh, that's a Comanche, bud.

Just as based though imho.
>>
>>1124257
Yep. $35k for a C or E seems insane when you can barely get a Cherokee 180 or an AA5 for that much.
>>
>>1124251
Tomahawks fly like butt. A cherokee as a sole source of time building will rob you of a lot of stick and rudder but is a more stable IFR trainer. A 150 flies well but there's little fuel and its actually so slow a 172 is a more efficient IFR trainer. Grummans fly well but its a smaller market and IFR equipped grummans will be more expensive than any of the others you mentioned.

Where you might find the mooney less tenable is maintenace costs associated with a more complex airplane. A constant speed prop requires mx, the gear (even though its simple) will require attention, and there's also more AD's to deal with.

Your best bet is keeping your bird as simple as possible while buying the best avionics you can afford with any given airplane. Fixed gear, fixed prop, o-320, all with a 430w in the panel? You're good to go.
>>
>>1124291
It's like the original cirrus type club but with even lower barrier to entry. Is anyone else not surprised at all?

Seriously, lets market an ercoupe on floats to people who wouldn't bother to fly if it were even a little bit harder than our "super safe" airplane makes it.

I genuinely think there's nothing wrong with the Icon A5 besides the cost and the marketing. I'm sure it flies pretty well but is slightly underpowered.
>>
>>1124616
^This guy gets it
>>
How bad is it that I just want to start building an RV-10?

They just seem so... nice in the options that you can have in terms of equipment and paint and whatnot for under 200k

Is there any airplane I could buy under 200k that has glass cockpit+full autopilot, min 1k# useful load and relatively cheap maintenance?
>>
>>1124616
Boooo, but I want to justify my bare-bones IO-360 speedster

>>1124656
Yeah, I get that.

So I should look for an O-320 equipped 172 or Cherokee? FWIW all of my non-complex/ME training is/will be in 180hp 172S's, so I'm not as worried about missing out on not having to work the controls. In fact, after a bunch of cross-countries on gusty fall days, my left arm could honestly use a break, and since I'm aiming for my ATP I'd rather get used to low-wing aircraft ASAP since as of right now, hot rod skyhawks are my only flying experience.

On the flip side, it's great being able to fly a 1000+ feet/minute final to cut through chop near the surface as quickly as possible on a gusty day, knowing I have enough power on reserve to arrest the sink rate more or less instantaneously, but I also don't want to learn bad/cocky habits.
>>
>>1124672
>Spending $200k on a time builder

And here I was, thinking that /k/ had the monopoly on richfags here. And I say that as someone who is comfortably upper middle class.

If I had $200k for a time builder, I'd buy the nicest IFR AA5 I could get my hands on and dump the rest into flying 6+ hours of cross country every living day that I could. If we're talking complex, make that a gucci Super Viking and the hangar to keep it in, an 80/90s's Mooney, or a maybe a 210 or a turbo Skymaster.
>>
>>1124755

Never said I had the money to do it hah

Though if I had to buy instead of build I'd go:
>210
>177RG
>Socata TB-20/21
>Commander 114TC
>36 series Bonanza

Though once I get to the point where I'd be able to buy or build time building is the least of my concerns
>>
>>1124768
>177RG
>Commander 114tc

My nigga. Almost makes up for preferring the normie-tailed Bonanza over the more a e s t h e t i c OG one.

Also, I'd consider a Comanche in this:
>>1120198
>>1113380
Sort of shape. They just have such a perfect look to them and are just as fast as any similar Mooney/Super Viking/Bonanza.
>>
blink
>>
>>1124768
If you are a big guy, find a nice Commander.
>>
>>1124880

I just haven't seen any nice commanders that I like. I've also heard they have some pretty annoying maintenance/performance issues too

Ideally I would jump on this Socata right now if I had the credit:
https://www.controller.com/listings/aircraft/for-sale/1385181/1999-socata-tb-21-tc-trinidad
>>
>>1124887
guy at my local has a nice Tobago, they have their own quirks

he's on vacation right now touring out West with his wife in it, putting around the Central Valley at 100kts. If I'm going to go that slow, I want shoulder inches
>>
>>1124672
>Is there any airplane I could buy under 200k that has glass cockpit+full autopilot, min 1k# useful load and relatively cheap maintenance?
Well, at least you said 200k rather than 20k...
>>
>>1123829
Much more competitive, and more networking is required.
>>
Anyone want to share any of their IFR sequences so I can practice in the sim? I want to try something different than my home airport
>>
>>1125351

RCM takeoff 01 (airport identifier 9K4 in FSX)
HIG GPS 34 (touch and go or go missed)
VOR/DME-A @ RCM (go missed to the south)
RCM GPS 01 (practice procedure turn and LNAV Approach)

That's what my school usually flies for people near the end of Instrument. It's really quick so make sure to do your briefings and checklists properly and efficiently. Also gives you the chance to practice the DME Arc and gets you thinking about procedure turns.

I can't remember if the sim properly does the LPV functionality... if it doesn't just make the HIG GPS 34 into an LNAV and skip the RCM GPS 01.

Picrelated is the space you'd be working in.
>>
>>1125351
>KPKB
>ILS RWY 3 via the NABLE DME arc
>go missed as published to the JPU VOR
>VOR RWY 21
>go missed to UNSAW
>RNAV RWY 3
>LPV or partial panel LNAV minimums, your choice
>>
So what do you do when your aircraft is in maintenance for a month and a half.
>>
>>1125524
Find a new mechanic, that's too long. I am joking, but that is a very long time. What is being done? You could build a new airplane in a month and a half.
>>
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>>1125524
>>
>>1125524
Buy a boat and then immediately declare bankruptcy.
>>
>>1125536
Annual inspection. Wouldn't be surprised if they found some part that shit the bed and they had to order a new one and shoved the plane to the back of the line.
>>
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Guess the aircraft
>>
>>1126022
That's an awful lot of chemtrail equipment they've got packed into there.
>>
>>1123308
They're sexy to me and I want to fly one.
>>
>>1126024
>>>/x/
>>
>>1126035
>>>/r9k/
>>
>>1126022
Looks like something russians would produce
>>
>>1126197
Manufactured 2014 and not Russian
>>
>>1126212
>>1126022

The circular opening for where single-wheel main gear stows in the aircraft gives it away as a 737.
>>
>>1126215
Correct. 737-800

I thought the Delta logo in the back would have given it away
>>
>>1126232
I saw that and figured it was a Boeing, but held back and let the kids take their shots on the off chance that it was an MD bird.

And yeah, my guess was going to be one of the later NG's given the length of the main gear.
>>
>>1126024
gotta build hours somehow
>>
I just realized I’ve spent $10,000 so far on my Instrument Rating and I am not even done yet....


REEEEEEEEEEEEEEEEEEEEE
>>
Bad day, amigos
>Can get a check ride
>It's on Saturday
>The family wants me home for Thanksgiving
Shit
>Still need 3 hours solo
Double shit
>Perfect morning
>Clear, winds calm, beautiful
>Notice on AWOS that VFR corridor is gonna be closed soon by nearby AF base
>Go up
>Accidentally get into VFR Corridor like a minute after it closes (it overlaps with North practice area)
Shit shit shit
>People hit me up on radio
Fuck shit fuck
>Turn around and book it back to airport
>FBO guy is waiting for me with a phonecall from the airforce
>Apologize, explain that I Turner around as soon as I knew, apologize more, etc.
Just fuck my whole life up senpai.
R.I.P. me
>>
>>1126743

I guess be thankful you're in the US of A where small violations like that don't mean Jail Time.
>>
>>1126675

Anon, I think something might be up with your instructor/school....
>>
>>1126743
Forgot to mention, I'm like 1200 miles away from the senpai which is why the check ride schedule is stressing me out more
>>
Glad to know I'm not the only one who thinks the lightning distant aaaaaaalllllllllllllllllll quadrants AWOS voice is hilarious.
>>
Was holding short of the runway about to take off for my instrument stage check and a United flight reported icing as they were coming in to land. Fuck my life, I just got charged for .2 of doing a runup.
>>
Whats a good way to practice holding pattern entries on the ground? I have no problems with holds once I'm in them and can figure out the entries when it's published and I'm looking at it on paper, but as soon as I get non-published holding instructions my brain seems to shutdown. Any advice?
>>
>>1126826

My instructor just taught me this a few days ago. I had trouble with it too until he explained it this way.

“Skyhawk 712TH hold on the 360 radial of the NIG Radial, right turns, 1 minute legs”

1. Draw your compass rose with oriented north

2. Put your pen on the top of the radial given (in this case, put your pen at the top of the compass rose on 360.

3. Draw your line straight in to the VOR or whatever you’re holding on.

4. ATC said right turn. So without even lifting your pen off of your chart, draw a right hold.

5. Now your hold is shown. Now just figure out your entry based off your location
>>
>>1126826
Have you practiced the pencil method?
>>
>>1119923
My flight school had a good chuckle at this meme. MFW My local airport AWOS keeps saying distant even when lightning is right over the field.
>>
>>1126748
Where do you fly where you're inside a restricted area?
>>
tfw foreflight isn't on android
>>
>>1126022
Looks like a nuclear submarine to me
>>
Does SkyDemon not work in the states?
I never see it mentioned here, but nearly everyone uses it in the UK.
>>
>>1127027

What about Garmin Pilot?
>>
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>>1113182
Student pilot here, at about 29 hours so far. Any tips for passing my PPL checkride?
>>
>>1127037
Buzz the tower after you pass the checkride. When your examiner asks what you're doing, say: "I am become the best f14 I can be", and imitate an f14s after burners.
>>
Who /night rating/ here?
Night flying is so cozy.
>>
http://www.military.com/daily-news/2017/11/09/air-force-pilot-shortage-climbs-2k-pilots-general-says.html

>Air Force Pilot Shortage Climbs to 2K Pilots

thoughts?
>>
>>1127086
Once I get my PPL I'm just going straight into IFR training.

But yeah, night flying >>>>>> day flying.
>>
>>1127086
>>1127095
it's always so peaceful. and it feels quieter too, somehow.
>>
How much should an Instrument Rating cost?

I feel like I’m spending too much..
>>
I feel like I’m going to be sick
>>
>>1127094
USAF has a cultural problem that I'm not going to do a good job explaining and as a result their mid level pilots aren't reupping at the rate that the Air Force expected them to.

In addition USAF has alot of "staff" jobs for pilots that they factor into that shortage, and its those very staff jobs that are running pilots off in the first place. That and the majors are hiring well right now, paying much better, and the quality of life is much better for an ex-mil pilot and his family.

TL;DR Air Force isn't worth the bullshit lately so people are leaving.
>>
>>1127134
I always thought it was about as much as your PPL.
>>
>>1127145

>I’ve always thought it was as much as your PPL


I think I’m going to throw up
>>
>>1127147
How much have you spent?
>>
>>1127150

$12k so far and I haven’t done my long XC yet.... granted, we have done several XCs on days with actual IMC, so we’d file and go, so that certainly added cost. But still. Fuck. Like today, I logged 1.6 and it was $425.
>>
>>1127151
How much are you paying the instructor? That's a lot for 1.6 logged. Whst are you flying?
>>
>>1127154

Instructor is $50/hr

Aircraft is about $174hr. It’s a fresh out of the Cessna factory 172S G1000. It still has factory grease on it it’s so new
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>>1127155
Oh, that's why. You're paying all that money for that fancy ass glass.
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>>1127161

the G1000 is beautiful though. When I finished my private checkride, my DPE had told me to do G1000 for my Instrument since I’m planning on going to the Airlines for my career, that I need to get used to glass. not only that, but the G1000 makes the Instrument checkride super easy.

But yeah maybe that’s it. I was freaking out because I did my private for $9,000 but that was on a 2004 C172R with steam gauge
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Who in South Florida is ready for /TFR/ season?
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>>1127086
Night flying around here is like flying into a black hole. No lights for miles.
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>>1127094
It means AF is losing pilots faster than they're able to produce. Surprisingly enough military pilots, especially combat pilots, who've spent X number of years to get a degree and commission, then 2+ years of training to finally fly get pretty cynical about staying in when they get inevitably slammed with non-flying jobs half way into their career. And that halfway point is conveniently around the same time when their service commitment expires. Another phenomenon is combat pilots switching to RPA after that magic 10 year point, presumably so they can stay in operations without getting some shitty staff job.

Unfortunately the AF can't really do much about it besides max-performing their pilot training pipelines, which are always limited by instructor pilots and aircraft availability, and providing large bonuses to combat pilots, which still turn out to be less than what airlines offer.
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>>1127086
Night time is the right time
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>>1127317
So in other words don't even bother with the military, just fly ga.
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>>1127338

Damn right
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Any pilots have recommendations on oakley lens tints for flying?
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Failed my instrument checkride twice now. Once on the oral and once on the flight. Fuck this shit.

I should've just skipped it and gone straight for restricted commercial. All I want to do is fly helicopters anyways...
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>>1127763
What did you fail in both instances? There's likely something you're doing wrong and there's also a fair chance you're not receiving instruction that's up to par.

Take a little while away from flying (not too long just a week or two) and take stock of the whole process. If something feels off, it probably is.

It's also probably worth mentioning that in any future (flying) job interview you may have the interviewer is going to expect you to admit that the failed rides were your fault. That's fine and you shouldn't let it bother you.

Keep a good attitude about the whole thing and be happy you're not an incompetent IFR pilot being read about in an NTSB report. Chin up anon, and tailwinds from here on out <3
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>>1127774
>What did you fail in both instances?
The first oral was just atrocious. It's been over a year since I took the written, and I only got a 77 on that. Doesn't help that most of the pilots I know are old farts who fly GA and haven't taken an instrument practical in decades, and are absolutely chock-full of misinformation. CFI didn't exactly do a thorough job evaluating my knowledge before the ride. He threw some study materials at me about a week before the test, and my cramming only really served to reveal how much bullshit I had left to unlearn. I felt very unprepared and should have postponed the ride, but didn't. It was a total shitshow.

We scheduled a retest nearly a month later - the soonest the examiner had available. In that time, my CFI and I buckled down and beat all that long-learned misinformation out of my skull. Kept on with flight instruction too. And when that retest appointment came around, we got rained out (for an instrument checkride... oh, the irony) and had to reschedule for ANOTHER month later. That left PLENTY of time for preparation. By that point, I felt better prepared than for any checkride I've ever taken.

This time around, the oral was a slam-dunk. We got in and cranked up, and right off the bat I spilled my spaghetti. Forgot to pick up my clearance before taxiing, and had to pick it up in the runup instead. Pulled myself together and managed a textbook IFR flight and approach to the next (nearby) airport. Surprisingly, the engine died in the flare when I pulled it to idle. Got it running again, took off VFR and flipped the hood back down. [cont]
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>>1127774
>>1127818
>[cont]
Examiner failed my vacuum instruments and started giving me rapid-fire vectors for a GPS approach at another nearby airport. Being a short leg, I didn't have a lot of time to set up, and between that, the partial panel and the constant new headings, I got overwhelmed. I was still setting up at what must've been less than a mile away from the IAF when he threw a final heading at me and "cleared" me for the approach. I misheard the heading, turned the wrong way initially, finished pulling up the approach and went to activate it, got clarification on the heading and then started working my way back to course. By the time I noticed that the approach didn't actually activate, it was too late. I leveled off, told him we can't continue the approach and that we'd have to go missed and ask to re-shoot, but he failed me there.

>There's likely something you're doing wrong and there's also a fair chance you're not receiving instruction that's up to par.
Oh, definitely. Every checkride prior to this last one has felt like I was just skating by. This time I felt actually, fully prepared for once, and I still fucking blew it.

>Take a little while away from flying (not too long just a week or two) and take stock of the whole process.
There was plenty of time for that between the two failures.

>be happy you're not an incompetent IFR pilot
It's sure starting to feel that way. I'm at the end of my rope. I don't see how I can prepare myself any better. I've got one more checkride scheduled, this time with a different examiner, and if that goes sideways too I'm fucking done with this instrument shit.
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>>1127822

Damn lad that sounds rough.
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>>1127822
>>1127818
The original anon from last night here.

I finished my IFR in about a month flat, but I flew 3 hours a day and sold my soul to do it. Cost me a long term relationship and basically an entire winter break of socializing. Totally buried myself in it. I was also lucky to have an INCREDIBLE CFI-II who just fucking ruined me day in and day out so that my checkride was a cakewalk.

During accelerated training like that, problems become exaggerated since you don't have a week to forget about them. I could tell when I burnt out, I could tell when I plateaued, I could tell when my stick and rudder was really sharp or not. That's kind of why I'm telling you to just relax and take a break. There were flights on like the 6th or 7th day in a row that were just so garbage and I couldn't hardly maintain altitude let alone shoot an honest approach. On a day like that it was just "hey I'm gonna stay home and study and just not think about being in the airplane for a few hours" and every single break like that made me fly 200% better when I hopped back in the plane. There were also occasions where I elected to plow through the plateau, and guess what? I never did. I just wasted more time before I had to take a step back and think about something else.

My advice to you is don't sweat it, don't let it knock you down, just keep doing your thing. Maybe a little extra driving is worth finding a new instructor and a better airplane. You're not reinventing the wheel, you're just learning a slightly counter intuitive ever-changing set of rules that allow you to exist in a world where not understanding the rules makes you dead.

My last bit of advice is that you probably need more self guided study. There's infinite resources that can help you learn all this stuff but the more you know about it the better your questions get. Once you start asking good CFI-II's those questions you thought of on your own time then you really start to make leaps and bounds in real IFR flying
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>>1127822
>>1127901
Oh and the last point I was gonna make is that training has a way of making you feel like total shit about yourself. Even before you fail a checkride I'm sure you felt like dogshit more than once in IFR training.

Protip: don't. Its hard for everyone. Everyone hits those moments in flight training where they just go "holy fuck am I even capable of this?" The answer is yes, you are. You just make it easier on yourself by only having to learn the flying part because you studied IFR/procedures/cockpit diagram/systems/whatever so hard on your own time. This goes for the rest of your flying career.
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>>1127763(me)
Welp, my second retest was scheduled for today but I got weathered out. Again.

>>1127901
>I finished my IFR in about a month flat, but I flew 3 hours a day and sold my soul to do it. Cost me a long term relationship and basically an entire winter break of socializing.
Sounds almost like the direct opposite of my situation. At most I was only flying about 10 hrs/week, and most of that was just casual XC trips with my dad to chip away at the 40-hour total instrument requirement. More typically it's been only like 3 hours a week with my CFI-I, if that. Also I don't have much of a social life to begin with but I met a qt who flies charter for my CFI and I'm pretty sure she's into me.

>There were flights on like the 6th or 7th day in a row that were just so garbage and I couldn't hardly maintain altitude let alone shoot an honest approach. On a day like that it was just "hey I'm gonna stay home and study and just not think about being in the airplane for a few hours" and every single break like that made me fly 200% better when I hopped back in the plane.
Yeah, again I think I'm on the opposite end of the spectrum. CFI's got a day job with the airlines and is gone for the better part of a week at a time, and some of my sloppiest flights have been after one of these breaks. We've decided this time that he's gonna come along and give me a warm-up on the way to the next retest, I think it will help.

>Maybe a little extra driving is worth finding a new instructor and a better airplane.
I've worked a few times with a second CFI at the same outfit, and honestly I think he's better when it comes to the procedural stuff, which is really where I'm weakest. My stick-and-rudder skills are pretty solid, and I think that tends to lull instructors into a false sense of security sometimes and they gloss over the procedural side. Definitely happened that way with my rotorcraft instructor, and it seems to be that way with my primary CFI-I as well.
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I’m starting to get stressed out with the Instrument written.

I’m using Sheppard Air but my brain isn’t absorbing a lot of this shit. The IR and Navigation knowledge section is like a fucking overload..
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>>1125823
Annual shouldn't take anywhere near that long
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>>1127162
LOL training on a g1000 because "airlines" is stupid. It's not what is in an Airliner. Also that's why you go to type rating school
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>>1128680
grab a pencil, grab a pad of paper, and write write write. Have a chart you need to know? Sketch it. If you write things down and sketch them out, you will remember it.
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finally got my first flying job. Doing aerial survey. Got 20 hours in the last 4 days. Looking to get 6+ tomorrow. Feels good finally building hours quickly.
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>>1128767
I'm actually looking into aerial surveying. Would you recommend it?
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>>1128965
If you're not married with kids and you're low-time, yeah I would. Why are you looking into it?
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>>1128965
I would make sure you go to a decent company though...cough cough not Sandhills. Survey worked well for me because my apartment lease ended in September and I had to be on the road full-time starting in October. The pay isn't good....think $500/$600 per week. But I have no bills at the same time. I'm racking up tons of hotel and rental car points. Getting a lot of flight time (5hrs per day right now....will look more like 10hr per day in the Spring). I didn't want to CFI and I was able to get hired at 260hrs. Most of the people in my company are in early to mid twenties...most of them CFI's who weren't building time quickly enough. Valuable experience if you're looking to go into the 135 world as far as being in charge of booking FBO's, your airplane's maintenance, hotels, rental cars, etc. So far, its been a really fun job. Flying the lines is boring as fuck, so almost everybody listens to music or podcasts or goofs around on 123.45. Feel free to ask any questions I'll try to check this thread every day.
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>>1129064
>>1129069
I'm doing the CFI thing right now and I'm not sure if I should stick it out or find something better/different. I have about 450 hrs. How long are you gone on average? I just want to make enough money to pay rent and not live paycheck to paycheck
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>>1129100
Some people do like teaching. Most people I've met only went the instructor route for the hours and couldn't care less about teaching though. The pictometry season runs from October to May, and you'll be on the road the entire season. There are other aerial survey gigs that run in the summer. There are also some that are like 4 weeks on 2 weeks off. You'll build time faster by doing survey than you would instructing.
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>>1128680
I'm the same way. I'm normally great at learning shit and taking tests, but for some reason a lot of this aviation knowledge stuff just doesn't soak in.
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>>1129069
Any good/bad info on Woolpert?
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>>1129296
actually I've never heard of them. Not a pictotometry vendor but the work is probably similar.
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>>1128767
Congratulations!
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>>1129727
Thanks! Just finished for the day. 33 hours in last 7 days. So much better than paying $100/hr!
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>>1129069
>I didn't want to CFI and I was able to get hired at 260hrs
NICE. I'm not going to be getting my CFI so this sounds great.
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>>1129813
Yeah I highly recommend it if you're willing to be on the road for 6 or 7 months straight
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I have a question about the 141 commercial requirements

for the 7 hours night Solo flight, does that actually mean solo? Or could I bring someone along with me? I don’t like flying alone, it’s too quiet, I like being able to talk
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>>1130078

See Part 141, Appendix E Paragraph 5(a)

First, it's 5 hours not 7 Solo Night (5(a)(3)) but knowing 141 operations it would make sense to read this part as "the FAA approved 141 program must include at least these hours". So, go with the time requirements that your 141 program has been approved for.

Second, if you just read 5(a) it says that the flight time could be Solo flight time or Performing the duties of PIC with an Authorized Instructor. READING BETWEEN THE LINES that gives me the sense that the FAA wants this time to be PIC time. HOWEVER, ask your chief flight instructor, and if they don't know, it's a FSDO Question.
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>>1130059
That however sounds difficult.
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>>1113182
Just need some advice guys. I completed all my required flying and literally had to only study for the written, pass that and then take the practical but I lagged and had to move for school so I've been away from flying for about 4 months now..

What's a good way to get back in it and finish up? I feel like I fucked up by taking a break, so now my solo endorsement is gone and I need to retrain a lot..
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>>1130773
Talk to your CFI. Regaining your solo endorsement should be no big deal - if you're really worried about that, you're a LONG ways from being ready for a checkride.

I'd recommend asking your CFI to give you a mock checkride and note down the areas that need work. Try not to waste time on areas you're already solid with.

As for the written, start studying NOW in whatever way works best for you. Rote memorization works great for a lot of people. Not so much for me - I can't remember this shit without digging in, asking lots of questions and learning WHY things are the way they are.
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>>1122532
good luck

I hope you have money. I sank mine into a cs degree and I sometimes wish I could go back to senior year highschool and apply to aviation school instead.
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>>1127094
>thoughts?
I hope it keeps growing.
-t. oh god I want a pilot slot more than anything else in the world
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>>1130972
Thanks, those are all great suggestions, but unfortunately the problem is that I moved about 2 hours away for school (LA to SD) so now I have to find a new club, instructor, and plane to do it her...

I was thinking to study for written, pass that here in SD, and when I'm back in LA for a break, try to get the PPL in the plane and airport that I know by heart (have about 80 hrs)




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