For those who bought a 150/152 to either time build or instruct in, what did your costs of ownership look like? I’m in the market now and want to get an idea on what to expect.
Always thought the O-2 was really cool after seeing one at a museum and did know they were a military Skymaster.
Now looking at the Skymasters they seem reasonably priced. even with low/mid time engines compared to a 172. So what’s the deal? Unreasonable operating costs of a multi with performance of a single? Money pits with maintenance? How is parts availability?
I’m planning to complete my Instrument Ground School this summer so I can take my IRA written before flight training starts.
For my private pilot certificate, I used Sporty’s and really liked the way it taught the material. My only complaint was that I didn't feel it prepared me especially well for the actual knowledge test questions.
For instrument, I'm trying to decide between Pilot Institute, King Schools, Sheppard Air, or another option. My goal is not only to understand the material, but also to be well prepared for the written exam.
For those of you who have been through instrument training, what would you recommend and why?
Was reviewing some icing EPs and ran into something that, upon second thought, confused me on an aerodynamic level.
“The proper recovery in a tailplane stall is to pull back on the yoke to decrease the AOA of the tail.”
Thing I’m having trouble understanding is how exactly that would decrease the AOA. Intuition is telling me it does the opposite. I’m no artist, but I drew a little schematic to show y’all how I’m imagining this in my head.
For those curious, this is a Tethered Aerostat Radar System which is used for US border patrol for low-flying suspicious aircrafts. It is completely unmarked, unlit, and the cable is invisible. We were about 5 miles from the restricted area at 6500. I wouldn't fly much closer to the restricted zone, especially at night, given how easy to miss this thing is. I figured this unique perspective would be fun for people to see!
So i recently went on a trip around Germany on my citabria. It was a 7 day trip with a few stops and all was fun and well, except a little story i wanted to tell to raise awareness in newer Pilots and maybe some who are seasoned but usually stay low and local.
Ive flown for about 15 years now usually staying low and seldom going up to FL95 (vfr), and when i did I don’t stay there for long. In Germany you are legally required Oxygen above FL100 if you stay for more then 30 min and if at all above FL130.
Now i was feeling pretty „safe“ at FL95, happily cruising along above scattered to avoid weaving around them. I was at that altitude for about an hour and granted, I myself DO have veery flat breathing basically all the time when my body is idling, especially chilling in cruise on a perfect day.
Then after about an hour i felt sth i never felt before. A light headache combined with a feeling of being… lofty and light, and everything seemed a little TOO fine… i could not make out what this was at first but after 5 additional minutes I felt this feeling slowly getting stronger. It clicked and i concluded it must be the slow onset of Hypoxia crawling in. I took out Power and went to FL75. And i started taking deliberate deep breaths. After a few Minutes that feeling went away and i felt normal again.
This is not to sound alarming, the Situation was FAR from any Incident, but it got me thinking and i was Happy about the fact I saw this probable onset of Hypoxia and reacted accordingly. FL100 for oxygen is a good rule, but always remember Hypoxia CAN set in earlier and for super flat breathing like mine or maybe other bodily conditions you should have an eye on it.
Just wanted to tell this little Story to remind us all this is the case and to not take this stuff lightly in unpressurised Aircraft. Hope it was a little Edutaining. Fly safe out there!
Looking at transferring out of my 4 year college aviation degree and go to a part 141 Flight School instead as I don't feel the degree is needed. Has anyone flown at Paragon flight and if so how was it?
I'm not from the US
I'm on IFR training, but the flight school only allows VMC flights, for safety reasons and because the airfield we practice doesn't meet the requirements to operate under IMC, it's an IFR/VMC sort of thing.
There were three people: me, my CFI and my partner.
That being said, we met with the instructor at the uni where we get the theory classes at, and then headed to the airport. The original plan was to take the plane from maintenance to the airfield where the flight school's base is located; we'd go to the practicing airfield, do 2 or 3 approaches (2 minimum to make the lesson count, school policy), then land at another airfield to refuel and change crew so my partner could fly his lesson from there and then go back to our base.
We got to the airport, the instructor forgot the keys to the maintenance building where the plane's keys and dispatch note were. He had to go back to uni and came back an hour later
We were in a rush so the briefing was really short, mostly reviewing weather. We pointed out that even though the METAR said CAVOK, the TAF said BKN020 -SHRA. That's way below minimums for us, so he called Ops, then he chose to go anyways. We rushed to take off, even though the latest METAR showed the TAF was accurate.
On the airfield I was cleared for one approach (it was indeed broken and showering), Tower asked for intentions after go-around, I requested a different approach and they said "negative, can't authorize more practices, aerodrome under minimums" so we asked to go back to refuel.
The clouds started getting lower so the CFI said "my controls" and started maneuvering to stay under them, the weather kept worsening so we had to divert to our base. We chose to follow the published visual route chart to cross the city where the departure airport was at and head to our destination. We asked for one route and were cleared for another because we were closer to the starting point, the CFI got lost but he didn't want to admit it, the regional airport's runway line was on the way so there's a class C airspace to protect departures and arrivals. This space starts at 5000 ft, we were flying at 4500.
The visual route starting point was called Túnel Lo Prado, and the instructor thought we were at the other route's starting point which was called Cerro Lonquén, and it's 7 miles south of Lo Prado. He kept flying straight at 4500 ft, swearing we were at Lonquén even when I told him we were at Lo Prado multiple times. Suddenly we get called by the main airport's AFIS, we responded but we weren't heard, he called us 2 more times, each one angrier, until it finally heard us responding. "YOU'RE ENTERING CLASS C AIRSPACE, TURN RIGHT IMMEDIATELY AND DESCEND TO 2500 FT". We did, the instructor apologized to the AFIS guy and then asked me "do you know where we are" I said "yes, we're here" -while pointing at the visual route chart- "and we should be over there". He looked worried and he said "no, I know where we are". I loaded the cleared visual route points on the GPS for him to follow, he wasn't following them, suddenly he meets one of the points, 1000 ft below the published altitude (4500 ft from that point), and after levelling at the correct altitude he finally said "your controls". The rest of the flight was chill and we arrived fine
On the ground we refueled, he told my partner and I that what really happened was we were at Lonquén and he cleared us for the Lo Prado route (wasn't that way at all). After that he went to lunch and then to talk to Ops to see if the lesson could be graded although we needed one more approach. They agreed and I passed so it wasn't so bad after all. But at the debriefing he said "I noticed you were more focused on loading checkpoints rather than controlling power and airspeed" I didn't say anything because I was too tired to argue but I was like "Well of fucking course I'll be loading checkpoints if YOU don't know where the fuck you're at on a surveilled airspace
What worries me now is that I appear as PIC on the flight plan, so if the AFIS guy decides to report, I could get punished. So I'll file an event report tomorrow
Trying to come up with a good strat for getting an accurate fuel burn for XC planning. For cruise I use the forecasted winds for my cruising altitude, and average them along my route of flight which works out good. But what do you do for takeoff til your TOC? Average the surface winds with winds aloft along the way? What strats do you guys use? Thanks!
Looking to get some insight into an incident I had on a cross country:
C150M: 1/3 of the way there, over mountains and I get a rough engine. After troubleshooting while orbiting a good precautionary spot we find its fouled plugs and decide to head home rather than continue on.
Initially i was very skeptical of plug fouling as I was only thinking of unburnt fuel or oil causing weak spark. This didn’t make sense to me with a properly leaned mixture setting. In later research I found that fouling from carbon or lead deposits can happen too which would explain why this happened despite leaning the mixture.
I’ve read that a lot of pilots will taxi with a lean mixture as well as progressively lean in the climb past 3000’ as a preventative measure. My school’s SOP calls to taxi at full rich and not lean until reaching cruise altitude. Full rich at top of descent too. This would be more conductive to plug fouling, no? Would it be advisable to not do this or is this a matter of preference?
Let me know if I’m missing any key points.
I’m at a legacy. Been here for a few months. Took a look at my PRD and it says Frontier listed the reason for separation as “terminated- pilot performance”. I resigned. I wasn’t terminated. Everyone else I know who recently left Frontier has the same termination listed in their PRD……… just a heads up.
Just saw this in the EAA ehotline email from last week.
Next weekend (7/10-7/12) you can use MSFS or X-plane flight simulators and fly the Fisk arrival with the real Oshkosh controllers. I guess the controllers use it as a warm up like we do!
Awesome for proficiency and it’s FREE!
http://www.eaa.org/simventure
Wondering if anyone is flying, or has flown, an AT-802 Air Tractor? What was that experience like and what was the path to that?
Now that I have completed my solo cross-country.I'd like to get my written exam done. My instructor like most wants me to have a 90% or better in practice exams.My question is , should I keep trying for more than nineties , or should I go take the actual exam once I get ninety percent consistently on the practice.
Not sure if im using this tag correctly but yesterday I got avgas in my eye when the wind blew it off of the dipstick. It was super painful so i told my instructor i couldn’t fly safely. I flushed out my eye with water and eye cleaner. It started to feel better so i went to bed thinking I was in the clear and I woke up this morning and it’s red and puffy. I cant fully open my eye without usiƞ my fingers and it’s a little bit sore. I’m not sure what to do.
Any advice?
Edit: I should clarify im F18 and my mother keeps advising against the ER due to wait times
Edit 2: My mother is taking me to the ER.
Per the regs regardless of ATP or RATP, you need to gain 100 hours of night time. But it states if you have after 20 take offs and landings at night, for each additional pair I can count them 1 hour each?
So let’s say it takes 2 hours for 20 take offs and landings. If I do 1 more take off and landing I can count that as an entire hour? And so on and so on?
I loaned my 30-yr-old (but still functional) headsets to a teen who was getting started with the Civil Air Patrol. Her interest waned and she ended up storing them in her attic for several years before returning them. The cables and foam were completely destroyed by the heat in the attic. Are there any repair options?
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I know its hard to say what the annual cost on sr22 because obviously it depends.
I'm just trying to get an idea or a range i shall say people pay on their annuals. i just bought a 2004 SR22 and frankly I am scared and nervous thinking about what it may cost me just to keep up with the maintenance.
CFII all ratings. Got an offer to fly an owners airplane unpaid, except when giving instruction. I also have access to it to instruct privately as I please.
Housing, food, and fuel are covered and I’ll be flying roughly 40 hours a month. I’d have to move and leave home too
People get paid 500-750 as a day rate to fly single engine pistons for owners, but with how the market is it feels like it’s so much easier to take advantage of people who will take any flying gig thrown their way.
I know how to hustle and can make private CFI work happen, but to manage an airplane, keep it airworthy, and fly unpaid doesn’t feel right, however is the only bone I’m getting thrown my way.
Thoughts?
Hi all. I'm approaching the end of High School here in the US, and also getting closer to a green card with full rights to live and work in the USA. As a British citizen, I guess you could say I'm in a lucky position to chose between aiming to become a commercial airline pilot for either a North American or European major airline. I'm gearing towards a UK major airline, as for me the routes and career trajectory is more appealing, however I love American culture and lifestyle.
Apart from hours and pay, is there anything that makes either side immediately more appealing?
Thanks
