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foghorn posted:I've got it based at GTU but my mechanic is over at CVB. I was thinking I would have a CFI buddy fly me back and do an IPC at the same time. That'a Apollo. He's a CFI, he can do your IPC, and he wants to be your buddy. He'll even do it for no money, but not for free,  .
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May 30, 2017 03:15
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vessbot posted:If I was king of the world... all airspeed tapes would be with the high speed at the bottom and low speed on top. Why's that? I agree with everything you've said, but the reasoning here is opaque to me.
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Jun 27, 2017 23:11
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vessbot posted:you move the nose toward the value you want to achieve. Brilliant. Thank you very much for this.
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Jun 28, 2017 17:13
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Rudest Buddhist posted:Who are you guys using for oil analysis? Blackstone? Just got word from our parts guy. We have several customers with "subscriptions" to Aviation Laboratories GA-001-SP kits. Postage-paid, and they get a sample done every oil change. We cut the filters open and look at them, and include a cutting if there's abnormal amounts of shiny bits, but the filter analysis is extra.
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Jul 27, 2017 22:41
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We had some microbursts roll through the desert so it was VRB07G45. Training was flat cancelled that day.
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Aug 26, 2017 05:09
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Rudest Buddhist posted:Flying club does good. Increases air traffic use in a given month by 67 precent. So there were three flights this year, and one last year.
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Oct 6, 2017 22:29
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Rolo posted:It’s been years since I’ve been familiar with RDU schools, so the only name I know to avoid for certain is ATP because I will never recommend them. I know the guy who does all the maintenance for the ATP planes at RDU. He's a good mechanic, and has no complaints about their airframes or willingness to pay for repairs, so at least they've got that going for them.
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Nov 1, 2017 19:42
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overdesigned posted:The 3-star airboss had to make a public statement about the #skydick. The public statement should have been "The US Navy executes precision maneuvers which, when closely chained, can seem to form images in the sky. Any resemblance to a floppy-eared elephant is unintentional."
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Nov 18, 2017 00:12
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hobbesmaster posted:This nifty article explains a lot of it: https://www.verticalmag.com/features/20112-flying-the-v-22-html/ This article is great.
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Jan 18, 2018 01:47
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Rolo posted:I love Gulfstream because every time I visited them as a mechanic they loaded me up with so much free stuff. There was a brand-new G550 on the ramp with the Gulfstream sales team and stuff. We walked over and asked to look at the mechanicals. They let us traipse around the plane, poking at servicing ports and panels and whatnot. Good dudes. That thing doesn't have a hellhole, it's got an aft equipment lounge. It's pure luxury, even for maintainers.
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Jan 27, 2018 04:25
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PT6A posted:Does NetJets hire assholes, or does working for NetJets turn people into assholes? The philosophical question of our time. It's a corporate climate of assholes. The shareowners are assholes, and make sure their management reps are assholes, so the HR people that can actually deal with all these assholes are assholes, so the rear end in a top hat HR people hire rear end in a top hat pilots. If you manage to sneak in, you soon conform or quit. This from an ex-netjets pilot (total time: one month).
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Jan 27, 2018 21:06
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Rolo posted:yeesh. I'm confused what a circling approach is. They're set up on the ILS for runway 6, then at the FAF they turn on a DME arc to intercept runway 1 visually? Meanwhile, these clownshoes managed to not be able to maintain an airspeed for a whole half-hour, and were fighting to maintain altitudes the whole time, too?
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Feb 9, 2018 02:46
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Kerosene19 posted:Follow the skid mark up bravo then right on Quebec. How many anti-skid valve failures does it take to get to the tootsie-roll center of a tootsie-tire? One.
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Mar 10, 2018 06:12
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Rolo posted:I’ll have to check that out. I’ve gotten both the “do you like working here” and the “I know you don’t know how much money that is but” speeches. No I don’t want to drive the floor cleaner. I don’t know how to use it, let alone around expensive equipment. Also I’m not a god damned janitor. Do janitors take on this much debt to be able clean the floor? Our management just decided to cancel the uniform service we use. Their reasoning: of ten mechanics, only three use the service, and why are they paying for something most people don't use? I guess they get to figure out if losing 12 man-hours per month to have mechanics do their own laundry is worth it, because like hell I'm washing work clothes in my washing machine. I'm covered in jet fuel and hydraulic fluid literally daily, and if it's a bad day, then add in any fluid that could be in an aircraft plus most of the fluids that could be in a human. Plus metal shavings.
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Mar 15, 2018 02:50
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Rolo posted:Yeah exhaust shroud heaters aren’t very safe either, you’re basically choosing between possible tail fire and possible hypoxia. Hypoxia if you're lucky. CO poisoning if not. Thirding the "where is Captain Apollo." I've maintained a bunch of those Janitrol heaters this winter, and when properly maintained they're great pieces of kit. We did end up replacing an awful lot of pressure switches that had been bypassed and patching leaking seals. The leak between the combustion chamber and the air chamber is in the tenths of inches of water differential pressure. The maintenance manual spells out pretty clearly all the different and horrible ways these things can go wrong.
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Apr 7, 2018 22:48
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Rolo posted:There will be an AD made of this to check for this particular thing, but I wouldn’t be surprised if up until this point the annual/100hr checklist was simply a visual inspection. They’ll probably up it to a dye penetrate test or something, it’s been awhile since I did mechanic things. I don't think you can see the spar caps on a Piper Arrow without installing an access panel or drilling off some rivets and pulling the skin back. I remember there being some rumor floating around last year when a guy brought one in for his annual. edit: https://www.aopa.org/news-and-media/all-news/2017/november/07/wing-spar-ad-proposed-for-some-piper-singles Yeah; I think the Arrow falls in this range where you just can't get to spar caps without a lot of work. Although "wing falls off" is probably worth the work, given the risk.
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Apr 25, 2018 03:06
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PT6A posted:What are your thoughts about taking PPL students to do circuits in marginal VFR conditions? We've had 4-6SM visibility in smoke for the past few days, and I think it's completely safe for dual circuits and actually a good experience for students to see what the bottom end of legal VFR conditions look like, and my supervising instructors have agreed inasmuch as they've shown no hesitation to sign my supervision sheets, but some other instructors with roughly the same level of experience as me (which is to say, quite new) have the attitude that students won't get much out of it and it's just a complete waste of time. I think it's a great idea. I got to do exactly one day of weather training during my PPL because I lived in the high desert and it was either thunderstorms with the airport shut down or clear unlimited visibility. The one marginal day we had, we went out and tried to find windshear and microbursts at altitude. Really eye-opening. Also what solid overcast directly above you feels like, what a mile of lateral separation looks like, etc. I know other people fly in that all the time, but for desert folks, it's a different world. Then we got windshear on final, and a good time was had by all.
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Aug 9, 2018 19:56
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I'm not sure if this is the kind of thing that goes in the OP, but I now have three FAA plastic cards. PP ASEL, A&P, and Radio/Avionics repairman. I might as well get dispatcher and rigger at this point. Money-wise, the PP cost more, but the A&P was a significantly more difficult journey and investment in time.
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Aug 9, 2018 22:24
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PT6A posted:Any other instructors have advice on how to deal with a student who really, really wants to flight test this weekend to make a deadline for an aviation college, despite already failing one flight test (and how!), and turning in a rather poo poo flight during our review today (we're talking at least one outright failed item, and two that were right on the line)? With everything else: remind him that this is aviation, and sometimes things don't happen at a specific time just because you really want them to. Planes may not be ready due to maintenance, flights may not be ready due to weather, pilots may not be ready due to fatigue, and he may not be ready due to training. Wanting it more doesn't make it happen earlier. Rushing to get things done at the last minute does not produce a quality result. From our previous examples: missed maintenance items, scud running, loss of judgment, and bad pilots. Take the time, do it right, and try to learn why it took longer than expected so you won't make that mistake next time.
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Sep 6, 2018 11:02
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Let's put two pilots over 6'4 225lb in a Lear 36. They'll both fit, sure, but watching them climb in would probably make for a very specific kind of porno. e: beaten! Now that I think about it, any video of someone trying to get in the cockpit of a Lear 20-30 would probably make a very specific kind of porno.
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Sep 29, 2018 07:16
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e.pilot posted:Fatigue is a hell of a thing. PT6A posted:But yeah, mistakes happen. Expecting humans to do things perfectly every time is stupid, it's not a reflection on ... skill. Hi, I'm a maintainer, and I just got tasked to work four 14-hour days in a row on the road to hang the engines on your airplane. I think they're fine, the guy who's working the same schedule as me looked over my work and he thinks they're fine. They just ran up fine and no large pieces came out of the tailpipe, nor did abnormal quantities of smoke nor flame. Please don't complain about the fingerprints on the cowlings. Or the fact that the snack box is empty. Seriously, two guys to take two engines from crates to installed in four days. Not engine quick-change kits. Stuff that other people disassembled weeks ago and left the parts therefor in sandwich bags on tables they had to buy from Staples. Everything's guaranteed not going to be 100% perfect the first time these things fire up. Absolutely do not bitch about it. We do not get crew rest.
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Oct 21, 2018 03:42
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Reztes posted:Alright so the dude I moved the Grumman for is offering to sell me a 1/4 share of the plane and I was not expecting this. Seems possible it could be a good deal financially vs. continuing to rent club and flight school planes if I flew it in the neighborhood of 60-80 hours. Anybody have good resources for estimating expenses or how to otherwise evaluate a co-ownership deal like this? Call the AOPA. They've got numbers guys who will run everything for you (then try to sell you insurance).
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Nov 21, 2018 23:21
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I know it's a long shot, but does anyone have the serial timing diagrams for King DME serial? It's a protocol from like the 70s or something. Synchronous, with a clock and data, and perhaps an out-of-band request channel? I know it's probably on a physical book somewhere, but I can't figure out which one, and I'm not sure which specific maintenance manual would have it in there.
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Feb 6, 2019 00:55
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fatman1683 posted:Once I have a bit of free cash flow I plan on signing up for PilotEdge to practice ATC procedures. I've heard good things about them in terms of developing those radio skills. Thank you so much. That's exactly what I needed.
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Feb 6, 2019 03:23
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simble posted:I still think you're wrong. QNH is literally atmospheric pressure adjusted to mean sea level. By your logic, the same thing would be true at higher than standard temperatures, but it isn't. That affects density altitude, not true altitude. Quote your source. Colder temperatures have way more of an effect on indicated altitude than higher temperatures. https://www.flyingmag.com/everything-explained-all-about-altitude is a decent overview. If the atmosphere isn't getting colder at the standard lapse rate, then your indicated altitude won't match true altitude. Calibrated altitude will be closer if your altimeter has an OAT input, but without a temperature input to your altitude display, then indicated and true altitudes may not match.
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Feb 6, 2019 05:04
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PT6A posted:A fun question to ask students during the controls check: without looking at them, which aileron should be up and which should be down? Terrifying corollary: ask mechanics which aileron should be up after a control cable re-rig. Did we just end up with redundant flaps? Extraneous spoilers? It's even more scary when your yoke doesn't act on the control surface directly. Now you move the yoke and as "which servo tab is up?" or "which spoileron is up?" or "which rudder bias cable should be tight?"
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Mar 9, 2019 09:43
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Per posted:I'm confused, is there some reason to not have gustlocks on planes (re: that accident above)? You climb up the t-tail and install it. All aircraft have design decisions. This aircraft wasn't knowingly exposed to conditions outside its limitations. Localized conditions probably caused a situation outside its limitations which was undetectable to flight crew before the takeoff roll. Modern aircraft are unlikely to be designed this way.
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Mar 9, 2019 12:18
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Pro-rata means cost/participants. So 500/2 = 250. Pilot pays all rounding errors.rldmoto posted:I think we've talked about this in the past? Maybe. I have a house near KSOP and kept my plane at BQ1. This is definitely the bad part. babyeatingpsychopath fucked around with this message at 20:55 on Mar 23, 2019 |
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Mar 23, 2019 20:51
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Animal posted:Congrats on becoming an instructor I guess! I thought the V-22 would be fairly modern, so you are telling me the avionics are poo poo? Avionics would be state of the art for when the contract was finalized, so 1988? It might have gotten some flavor of upgrade when authorized for full-rate production in 2005. Pick whichever date's avionics suite makes you happier.
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Apr 14, 2019 20:27
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Animal posted:How’s Asheville to live in? I was considering it as it’s a reasonable distance from CLT without having to live in Charlotte. It's not really a reasonable distance to CLT. It's a couple of hours drive without traffic. If there's any kind of weather, it's not unusual to double that. Asheville has recently gotten extremely yuppified and expensive to live in for no appreciable reason. There are piles of much cheaper places to live within reasonable distance. Matthews, Pineville, Gastonia, etc. Even King's Mountain isn't too far away from the airport. 485 is completed so Concord/Kannapolis/Mint Hill are commutable. A lot of people live over on the SC side (Rock Hill, etc) for the cheaper gas. If you're making big bank then you could live out on Lake Norman and deal with gridlock 77 both morning and afternoon!
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Apr 29, 2019 01:16
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PT6A posted:Yeah, it's ambiguous and what compounds it is I was pretty sure, given the usual operations at the airport (which is to say, they'd usually say "exit 08 if able" given where I'd landed), that he did in fact intend for me to exit onto the runway. But, gently caress it, I'm not exiting onto a runway without explicit clearance. At our local Class B airport, runway 5/23 was closed for a while and there was a NOTAM for 5/23 being used as a taxiway. That STILL required "exit 36 right onto 23, then C to the ramp" when 23 was the next available. For planes landing shorter or longer, it was "exit when able or on 23"
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May 13, 2019 12:28
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Captain Apollo posted:https://buy.garmin.com/en-US/US/p/570665 I just pulled out a pair of 430s (non-waas) and a gtx-327 and installed a pair of 440s and an L3 NGT-9000. The 440s are drop-in replacements for 430s, no wiring changes required at all; they even use the same racks. The big, solid buttons are nice, but there are non-obvious things about the UI on that unit, too. On the garmin units, you can just tweedle the knob to get to satellite status. On the avidyne, you've gotta click the aux key, then click over to the status page, then you have to touch the button that says "software status" until it says "system status" then scroll down to see your satellites. Everything else was hard button presses, so I didn't even think that the box that said "software status" was an actual soft button, just an information window. Also, the NGT-9000 is a very, very L3 product. They won't give you the time of day unless you're a government contract, and everything is done in a very specific L3 way. It requires its own GPS antenna, for no appreciable reason, especially because it's still getting GPS information from the navigators. It also wants sole control of the skywatch and stormscope. Also, configuration is only done on a laptop with a USB cable; nothing can be inputted into the front panel for configuration at all.
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Jun 14, 2019 02:54
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Julius CSAR posted:Anyone have an idea how much I should be looking at here? Also I live in Kansas City fwiw This is called aircraft parts salvage and reclamation. I work in maintenance and we buy a bunch of parts from shops like these. Stealing parts off of planes without breaking them is skilled labor. Make yourself known as the guy who can identify the correct part the customer wants off of one of your hulks, then get it in good condition. If the customer asks for the rack for the equipment, get that too. If the customer states "NO RACK" then take the rack out and have it separate, because getting those out sucks, and you're in there anyway. I don't know about cost of living in KC, but $25/hr is not a lowball. There are a ton of avionics shops in the area, and about two orders of magnitude more if you're willing to move to Wichita. If you've got an actual A&P license, then $30-40/hr is reasonable.
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Jun 26, 2019 12:58
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Sagebrush posted:Thanks all! It feels really good. Can't wait to get up there again... And now the schedule is way more open "Livin' the dream"
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Aug 22, 2019 03:20
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e.pilot posted:If you’re not complaining about something are you even a pilot? What's the difference between a jet pilot and a jet airplane? An airplane stops whining when the engines shut down.
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Aug 23, 2019 11:27
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I needed 2.9 or something to hit 40 to be able to go for my checkride, so my instructor said "go burn hobbs time and practice everything." So I did a whole plan to an airport .4 away, flew there, came back into the practice area, did the whole test routine twice. Slow flight and power-on stalls are WAY different without a couple hundred pounds in the other seat. Good to know. So i'm sitting at like 1.8 hobbs and racking my brain to come up with something to do to burn another hour; I'm just really confident with everything in the testing, so I decided to not practice anymore and toodle around. Just lookin at stuff, noticing terrain, flying an airplane alone, having fun. Approximately seven seconds later, I look down and see 1.1 has elapsed on the hobbs, and it's time to head back. Nice landing, taxi in, 3.3 on the meter at the end of the flight. It's glorious to just lose yourself in pure aviating.
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Sep 2, 2019 02:45
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Rolo posted:Oh man getting the airplane high enough off the ground to do a retract was one of the sketchiest things we had to do when I was a mechanic. Came to post this.
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Sep 20, 2019 23:54
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A kite? Even that's not guaranteed.
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Oct 29, 2019 02:01
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Is there any way to add ANR to old headsets? I've had my DC H10-76 for... amm.... Since 2004. It still runs great after countless gel earpad replacements, but I'm thinking that ANR would be good? I still have earplugs on underneath these, even with their great passive noise reduction and basically all I hear is a low drone of the engine and nothing else.
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Nov 7, 2019 02:48
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Rudest Buddhist posted:Had some decent weather today so I went up and drew my first AirDong. Drawin dongs, straight outta compton. Feels good to be a gangster?
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Dec 19, 2019 02:38
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