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CBJSprague24 posted:At the end of my first lesson (June 10ish, 2005), my CFI decided to have some fun on final to show that "lessons aren't always as boring as this", adding power, pitching the nose up, then pitching back down quickly. We both laughed, but during the debrief, I noticed dizziness which intensified as I was watching my homework at the hotel (a Patty Wagstaff-hosted DVD on runway safety). It was an ear infection which had flared back up. That, combined with a vacation planned before training was even considered, kept me on the ground until mid-July. With weather (we lost like five days in a row due to IFR) and a couple review flights, I got to Lesson 13, which was the first solo, on August 9th, 2005. We pushed to Lesson 17 or so before I had to go home for my Senior year of high school about 10 days later. I managed to gently caress up my first checkride for the recreational pilot permit too... hosed a short-field landing hardcore, it was probably the worst landing I'd done in any part of my training. Had to do a partial re-test on that skill, which I nailed, but it still stung the pride a bit. I also screwed up a traffic pattern once during a solo XC during training -- ASK me why you should write down crossing altitudes and circuit altitudes even if you should be able to add increments of 500 feet in your head... I would be curious to hear why you did right traffic at a left traffic airport, though. I assume just a simple mistake, but I wouldn't mind knowing if it's something more than that -- I prefer learning from other people's mistakes compared to my own, all things being equal 
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Aug 10, 2016 04:40
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(I later realized why and can make an effortpost on it if anybody wants some deep-thinking aviation learnin' 
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PT6A posted:I managed to gently caress up my first checkride for the recreational pilot permit too... hosed a short-field landing hardcore, it was probably the worst landing I'd done in any part of my training. Had to do a partial re-test on that skill, which I nailed, but it still stung the pride a bit. When we did Lesson 25 (the dress rehearsal for the actual checkride), we departed DAY to the East with Zanesville the destination (picked deliberately by my CFI as a nod to my hometown). My CFI knew the diversion tended to happen in the Springfield area and it was strongly suggested to me I pick Urbana as the diversion airport. http://vfrmap.com/?type=vfrc&lat=40.132&lon=-83.754&zoom=10  On 25, the winds favored Runway 2 which, when completed with Left traffic, put me to the West of the airport. In the chaos of "you've done this 100 times", "don't gently caress it up" and "this is your checkride" in my mind on the actual checkride, I knew I was on the West side of the airport when we'd flown in there before and thought I was doing fine. Problem was they were using 20 that day. I flew up the West side of the airport and did the best Right traffic pattern you'll ever see at a Left traffic airport. The check instructor said "I mean, that was pretty good, but I can't count it.". (On the re-do, he and I had a laugh about it, with him quipping "That was a nice left traffic pattern."
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Aug 10, 2016 04:52
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I think my biggest oh gently caress in the plane moment was when I realized I completely misread the GFAS and had to outrun a thunderstorm back into Ottawa in a katana.
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Aug 10, 2016 05:01
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bunnyofdoom posted:I think my biggest oh gently caress in the plane moment was when I realized I completely misread the GFAS and had to outrun a thunderstorm back into Ottawa in a katana. See? I bet you'll be double-checking from now on Every possibly-fatal fuckup is a learning opportunity!
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Aug 10, 2016 05:09
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CBJSprague24 posted:Problem was they were using 20 that day. Odd question ... Who is 'they'? Tower?
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Aug 10, 2016 05:13
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PT6A posted:See? I bet you'll be double-checking from now on I also learned to keep clean underwear in my flight bag!
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Aug 10, 2016 05:21
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bunnyofdoom posted:I also learned to keep clean underwear in my flight bag! On a (I hope) more serious note, I do advise taking a roll of TP on any manner of long XC or even road trip. Better to have and not need...
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Aug 10, 2016 05:39
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Tide posted:Odd question ... Who is 'they'? Tower? Nobody and nothing, actually, other than the winds favored 20. Not sure why I said "they" to refer to that, though. Maybe it's like South Park. "They killed Kenny!" "Who's 'they'?!?" "...you know, 'they'..."
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Aug 10, 2016 05:46
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CBJSprague24 posted:Nobody and nothing, actually, other than the winds favored 20. Not sure why I said "they" to refer to that, though. Maybe it's like South Park. Did you do your training out of a towered airport? I did mine out of one of the busiest GA airport in Canada, towered of course, and while apparently a lot of people find that chaotic, I'd take it any day over an uncontrolled airport. The worst thing that happens is you gently caress up and they tell you what to do in a Very Stern Voice, instead of being left to your own devices to gently caress up in any number of ways (EDIT: and deal with other people who might also be loving up at the same time)!
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Aug 10, 2016 05:52
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PT6A posted:Did you do your training out of a towered airport? I did mine out of one of the busiest GA airport in Canada, towered of course, and while apparently a lot of people find that chaotic, I'd take it any day over an uncontrolled airport. The worst thing that happens is you gently caress up and they tell you what to do in a Very Stern Voice, instead of being left to your own devices to gently caress up in any number of ways (EDIT: and deal with other people who might also be loving up at the same time)! What, it's fun at uncontrolled airports! Nothing beats being on a right downwind for runway 1 while someone is on an unannounced 45 for left downwind to runway 19. Happily we saw each other before bad things happened, and he somehow ended up right on my tail on the right downwind (a 225?) with my unhappy CFI telling me unprofessional things like "I'll give you a dollar if you can keep the aircraft slow enough on final to make him go around." This was the same training flight where we doing touch-and-goes at the local controlled airport when we had to do a 90 turn 300 feet off the runway because another aircraft practicing IFR approaches stopped responding to the tower (instructor probably turned down the radio or they fumbled to switch from approach to tower) and we were head-to-head with them. They got the Very Stern Voice when they got back on frequency.
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Aug 10, 2016 14:20
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When I was near the end of my pilot training, doing some solo work to prepare for my examination, I was coming back to my towered airport and I got to witness a controller screw up sequencing (which I later found out was because he too was training): The controller put me on an extended downwind while a commercial jet was departing the runway. A big military C-17 was inbound for landing as well. During my downwind I informed the controller that I was in no rush and had plenty of fuel so I was willing to make turns and wait for the traffic. He said something to the effect of "no its fine, clear to land 28 just hurry". So I turned from downwind directly towards the numbers (no base) to land as quickly as possible. Since I was a student pilot I didn't want to do anything nonstandard like try to approach at a higher airspeed than typical and dump speed with a slip because I figured I would screw something up, so I just puttered in at my standard 78 knot approach speed. I had a great landing. The C17 had to go around. He was not happy.
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Aug 10, 2016 15:30
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PT6A posted:Did you do your training out of a towered airport? I did mine out of one of the busiest GA airport in Canada, towered of course, and while apparently a lot of people find that chaotic, I'd take it any day over an uncontrolled airport. The worst thing that happens is you gently caress up and they tell you what to do in a Very Stern Voice, instead of being left to your own devices to gently caress up in any number of ways (EDIT: and deal with other people who might also be loving up at the same time)! I trained at Dayton International (KDAY) for Private and the first part of Instrument. We even had heavies to deal with in 2005, as Express.net was using the old Emery sort building and had A300s in and out mostly at night, but occasionally during the day. One of their F/Es sat reserve at the Fairfield Inn I called home. I finished Instrument at Dayton-Wright Brothers (KMGY), which is non-towered. Working CTAF is fine for the most part except when you get things like: fordan posted:What, it's fun at uncontrolled airports! Nothing beats being on a right downwind for runway 1 while someone is on an unannounced 45 for left downwind to runway 19. Happily we saw each other before bad things happened, and he somehow ended up right on my tail on the right downwind (a 225?) with my unhappy CFI telling me unprofessional things like "I'll give you a dollar if you can keep the aircraft slow enough on final to make him go around." I was in the pattern at MGY on a rare sunny December Saturday when a Private student with limited working knowledge of English chopped me off on base. I was ahead of him and doing the same pattern I'd always done ("Turning Base to 20 as you reach the fountain for the apartment complex is a pretty safe bet, that's what we tell people") and, about 10 seconds after calling Base, he called Base for 20. So, I look to my left, and there he is, a safe distance away but far enough out that if I turned final, we'd probably both get dead, so I do a go around from Base and join the Upwind, hoping to Christ he doesn't run out of talent again in the process and leaving him lots of room in case he does a touch and go. MGY also has a displaced threshold on 20, reducing the landing distance significantly, so any jets needing lots of room have to use 2 regardless of wind conditions. I had this happen on a Saturday in June (gently caress Saturday Flying, in case you couldn't tell): an auto parts factory had closed and a charter company was using Shorts 360s and Falcons to move the parts to Tennessee. Sure enough, on short final, I see this hot dog in a Falcon turn about a 2 mile final, so I get my SP slowed up and off the runway on B, because if I had to roll to C, I'd have needed new underwear. (e- Because I like visual things:  A wraps all the way around the airport, B is the middle taxiway, C is the stubby one toward the bottom.)One of our instructors gave the Very Stern Voice in the pattern one day to a Piper from the WPAFB Aero Club and drat near went over to kick somebody's rear end over whatever they did. CBJSprague24 fucked around with this message at 23:49 on Aug 10, 2016 |
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Aug 10, 2016 18:29
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Goddamn these ATP questions are a grind...
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Aug 11, 2016 01:12
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Are they at least somewhat relevant now? I did the "old" ATP written back in 2013, and remember there being several instrument approach charts labeled "effective upon opening of the new Denver airport" (which was in 1994), along with a bunch of completely useless math problems.
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Aug 11, 2016 05:09
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Some are, some aren't... There's still 10th generation photocopy approach plates from the 80s that that I remember from 2 years ago on my first go-round. Have not yet encountered "the new ICAO compliant airspace system" though.  No more 135 version or airplane choice. Only one test for the multi and one for single. vessbot fucked around with this message at 01:21 on Aug 12, 2016 |
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Aug 11, 2016 21:22
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http://sheppardair.com/atp.htm I have no idea what 2 3/4 ANU was but I know that was the answer! Got a 94 with about a days worth of cramming.
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Aug 13, 2016 00:52
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First cross country solo. Didn't get lost. Got this poo poo in the bag.
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Aug 13, 2016 20:11
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EvilJoven posted:First cross country solo. Didn't get lost. Got this poo poo in the bag. I think I said it here before but I got "lost" once on a solo. Ended up drawing lines on my map using the VORs. I say "lost" because I had a general idea where I was and was just a bit more east than I expected. Where I live I saddle class B airspace so I always need to be careful about my location. All in all it was kind of a nice experience to have as a student pilot with no instructor as it made me a bit more level headed.
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Aug 13, 2016 22:54
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"Lost" is less a binary state and more of a question of just how certain you are of your position, of course, especially when you're navigating without any kind of navaids or GPS.
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Aug 14, 2016 00:53
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My first cross country I got lost, so I started circling over an airport while I figured out where I am. 5-10 minutes later, it turned out I was exactly where I was supposed to be; the airport under me was indeed the one I had chosen as my checkpoint for that leg, but the tick mark I drew on the chart had obliterated one of the runways, thus turning what I could see on the chart into a mismatch wrt. what I could see outside.
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Aug 14, 2016 01:47
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My first solo cross country was when my local football team was playing their first home game, so I had to dodge CF-18s doing a fly by. It was awesome.
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Aug 14, 2016 02:03
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My first solo XC was DAY-OSU-Delaware, OH-DAY. I got slightly lost on the last segment, but asked for best heading back to DAY, in part because Dayton has two sets of Southwest-facing parallel runways (Wright-Patterson AFB 23L/R & Dayton International 24L/R). Had I aimed for the wrong one, I probably would've picked up on it through pilotage before I got there, but I'd been screamed at on the previous lesson (a Stage Check) by the instructor because I'd confused the two and had no interest in replicating that. The biggest soiled pants moment in my flying career came after that XC. I forgot to close my flight plan and, upon returning to the flight school about 30 minutes later, saw a big plume of black smoke in the distance. I thought to myself "I hope that's not a plane cras---" and felt really stupid all of a sudden. After hauling rear end to the phone inside the school, I got Very Stern Voice from Flight Service.
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Aug 14, 2016 02:29
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My biggest soiled pants was during training, practicing full stops in the pattern. It was pretty busy with weekend traffic and the tower was getting frustrated with some people. I'm not exactly sure what happened now that I think about it, but somebody was coming in for a landing but wasn't responding to the tower, after I had already been cleared for take-off. Tower told him to change course but he didn't, but luckily decided that he couldn't make the landing and decided to go around. He passed over the top of me going straight and level, less than 100 feet away, as I was climbing. When I was cleared to land I told the tower that was my last time around and his tone of voice had a very "yeah I don't blame you" undertone.
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Aug 14, 2016 03:08
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CBJSprague24 posted:After hauling rear end to the phone inside the school, I got Very Stern Voice from Flight Service. I went to a seminar recently where they noted if you sign up on https://www.1800wxbrief.com/ you can now get an "easy close" flight plan where they text you and you can close it right on the spot from your mobile. Haven't tried it yet, but it sounds like it would be really convenient.
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Aug 14, 2016 03:18
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Lockmart can't seem to decide how to integrate with mobile flight planners, but if they're offering text options then I'm pretty impressed.
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Aug 14, 2016 04:01
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Just found out my half-brother is the Navy Captain (O-6) in charge of Pilot Slots............ *starts dreaming of some serious top gun poo poo*
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Aug 15, 2016 04:09
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Ok, here's a question for all the instrument people/CFIIs. So, I got my instrument rating back in like 2009 and the aircraft I was flying definitely did NOT have GPS (I had to do a partial panel NDB on my check ride btw). Now, I'm no longer current and I'm looking to do my IPC soon so I've been studying up on all things GPS since the aircraft we have in the club has a sexy, sexy GNS 530. Now, most RNAV GPS approaches have a hold at the IF/IAF with 4nm legs. What happened to 1 minute!? UGH. So, what's the best way to make sure you stay in the protected part of the hold (say in a piper or cessna at like 105 knots) from say a teardrop entry? Obviously, if you fly for 4nm from the fix before turning inbound, you risk getting outside of that. So, is the best practice to just use time on the outbound of the teardrop? If you fly for 1 minute, that's about 1.75nm (at 105) which keeps you in the protected area I guess but if you wanted to fly for EXACTLY 4nm on the outbound leg, do you just have to convert nautical miles/hour to nm/sec and then just check it with your GPS DME from the fix on the inbound leg? I am also fully aware that the AIM says the the 4nm (or whatever is published) is the MAXIUM distance under protection so you're free to go under. Idk, how do everyone else do it? Also, NO AUTOPILOT...smartasses.
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Aug 15, 2016 05:31
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The best way is to approach the IAF more than 90° from the final approach course, and not fly the hold at all.
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Aug 15, 2016 13:12
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The GPS will tell you how long your leg is from the fix. Or just do 1min legs and you'll stay in the protected area because you're not doing 240kts.
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Aug 15, 2016 14:33
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You're required to fly it as depicted. You shouldn't turn in early.
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Aug 15, 2016 16:54
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IIRC, holding entries are all based on time, so a teardrop or parallel entry would involve a 60 second outbound leg before turning back in, even if the associated holding pattern uses legs defined by distance.
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Aug 16, 2016 06:40
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Have my first non-cfi job interview with a 135 charter operator next week.  One year contracts and pay is about on par with what I'm making as a CFI, will be a nice bridge to 1500 if I get it.
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Aug 16, 2016 16:12
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Flew this bird a few days ago from ILN to SEA. Flies pretty good but has an annoying quirk. Condensation builds up in the cockpit in between the circuit breakers and the windows, which weeps and drips down all over your paperwork. Otherwise, nice plane.   
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Aug 16, 2016 16:41
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Animal posted:Flew this bird a few days ago from ILN to SEA. Flies pretty good but has an annoying quirk. Condensation builds up in the cockpit in between the circuit breakers and the windows, which weeps and drips down all over your paperwork. Otherwise, nice plane. Nice! You didn't get to do the Seafair flyover though, I take it?
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Aug 16, 2016 19:14
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ATP written passed... again! 
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Aug 16, 2016 21:06
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movax posted:Nice! You didn't get to do the Seafair flyover though, I take it? I saw pictures of the event and thought it would be cool to fly it sometime, then got the call two days later. I'll let you know when I have a long layover in SEA so we can meet and talk about float planes and video cards. vessbot posted:ATP written passed... again! Congrats... again?
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Aug 16, 2016 23:37
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Animal posted:
Hahah. Thanks. Yeah, I did it first in '14, just before the CTP rule kicked in; but never got the pieces aligned to where I could get the rating. Now, just weeks after it expired, I just finished CTP sponsored by Endeavor, did the written today, and it's off to indoc next week! vessbot fucked around with this message at 06:14 on Aug 17, 2016 |
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Aug 17, 2016 06:11
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Animal let me know about that long Seattle layover too (if i'm not out on a trip). I just did SFO-SEA with 25 pax, very little hold fuel and no alternate. In an E170.. lightest I've been in awhile- zero fuel weight was like 56,000 lbs holy poo poo. We were pretty much immediately able to go up to FL400 after departure, but dispatch asked us nicely to stay at 380 because they get nervous about 400. Thanks a lot, Pinnacle 3701. (I assume that's why they always seem to get weird about it, we could have gone up anyway but w/e the fuel burn up there was not that much better and 380 was smooth as glass, so 380 it was.) It's kind of fun when you get rocket-like sports car performance, though. It's a noticable change from a 90,000 lb E175. Normally we fly somewhere between 310~350 w/ 360 on the odd day we're not entirely full with 65 bags.
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Aug 17, 2016 09:26
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Animal posted:Flew this bird a few days ago from ILN to SEA. Flies pretty good but has an annoying quirk. Condensation builds up in the cockpit in between the circuit breakers and the windows, which weeps and drips down all over your paperwork. Otherwise, nice plane. I was at a Walmart in Wilmington, OH in June of this year when I noticed several plain white 767s over at Airborne Airpark. Now I understand!
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Aug 17, 2016 12:43
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Juat got back from my my CYAV CYBR CJV5 CYAV XC solo today. And I did it in an aircraft with a busted VOR.
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Aug 17, 2016 20:40
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