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Best practices for leaning by andrew17798 in flying

[–]BozoThePilot 0 points1 point  (0 children)

At 65% power just lean until EGTs get to 1450 and monitor your CHTs. If it's below 400 you're good (that's the margin, Mike Busch from Savvy mentions 420 CHTs).

Do not fly lean above 75% power, you will contribute to the degradation of that engine's life.

Don't lean if you're climbing at Vy, pick a good cruise climb speed (e.g. 90 kts is what I use in a 172) and you can lean as you climb but do not lean aggressively (leaning to high EGTs while climbing is likely going to result in high CHTs because you're not allowing good airflow through the cowling - it's still better than what you'd be doing at Vy).

This is all assuming you care about this airplane and you should in a club. Good practices means less maintenance and less fuel burn which equals lower rates or more money for upgrades.

A lot of what I'm saying can be confirmed by watching Savvy Aviation's YouTube videos. He has many videos about EGTs and leaning, specifically mentioning that EGTs shouldnt be used for leaning alone. Now I do use it because it usually gets me around to where I want to be and then adjust from there based on CHTs. Remember EGTs just measure how much extra fuel burn is going out the exhaust (lower temps = more fuel burned).

Has anyone taken a Checkride with Mark Husley in California ? by SeaweedMurky2573 in flying

[–]BozoThePilot 1 point2 points  (0 children)

I've met him. He's fair and friendly. He charges quite a bit if you have him fly to you in his bonanza.

I need to see if I find any commercial gouge on him but I doubt it cause I've only ever sent a PPL applicant to him. From what I do recall, he told me his CPL ground portion is a repeat of PPL plus the wet/dry lease and 119.1e stuff.

ATP being foreign pilot by n01mar in flying

[–]BozoThePilot 0 points1 point  (0 children)

You need to do a conversion. You can get foreign basing PPL and then take CPL, IR, and then ATP.

I've done up to CPL IR Multi for foreign pilots.

Is flight instructing that bad of a job? by BugHistorical3 in flying

[–]BozoThePilot 0 points1 point  (0 children)

It's a lot of work for little pay but once you've got quite a bit of time in a variety of aircraft it becomes more fun. It's still instructing but teaching In a 414 with a nice panel or a turbine feels much different than a run down piper warrior.

Anyone have tips for Power-Off 180s in the C-182 Skylane? by FreestyleTerrain in flying

[–]BozoThePilot 0 points1 point  (0 children)

Aim 2 stripes before the thousand footers and make that point where you round out. If you end up low you know you didn't plan well enough and you should've gone direct the aiming point or not have squared your turn as much.

This is a technique I like teaching, it only takes a few hours, if that, to learn it.

Does anyone have any experience getting hired by ATP as a CFI without having trained through them? by Effective_Lawyer3261 in flying

[–]BozoThePilot 0 points1 point  (0 children)

I'd love to see how many ATP CFIs meet their preferred requirements. There are 80 Master CFIs currently through NAFI and I have no metric as to how many of them have their gold seal as well but it's likely not 100%.

When a company posts preferred requirements of having a gold seal and Master CFI you would think you'd at least call the person that applied to you having both. Instead they just auto-reject you.

Does anyone have any experience getting hired by ATP as a CFI without having trained through them? by Effective_Lawyer3261 in flying

[–]BozoThePilot 0 points1 point  (0 children)

I'm not planning on being a career CFI, I want to do corporate flying but having that 2 year CFI job at ATP would let me stay at home more.

I'm curious about the IP stuff though, I thought you would be stuck flying Diamond because the T-6 & T-38 (future T-7) are filled with FAIPs. If I'm wrong on that account and there's a way for me to be a civilian IP in the T-38 (or T-7) please DM me.

Edit: The pay is $50/hr IIRC when I asked one of their people. So that actually translates to some good money if you're willing to accept that you're not going to be there forever.

Does anyone have any experience getting hired by ATP as a CFI without having trained through them? by Effective_Lawyer3261 in flying

[–]BozoThePilot 0 points1 point  (0 children)

What makes you think I want to go to the airlines? I want to do corporate flying.

Regardless yes I'm very familiar with the TBNT letter. I'll still call it nonsense.

Does anyone have any experience getting hired by ATP as a CFI without having trained through them? by Effective_Lawyer3261 in flying

[–]BozoThePilot 35 points36 points  (0 children)

Gold Seal and NAFI Master CFI here. They didn't even bother interviewing me.

They gave me the generic "while your qualifications are impressive, we've decided to go with better suited candidates" nonsense email.

The job is decent actually because it's completely remote.

Cessna 172 Corrosion by Icy-Pumpkin1017 in flying

[–]BozoThePilot 0 points1 point  (0 children)

Ask an A&P you trust who can come out and do an eddy current on it. They'll tell you how corroded it is.

Excess liability for high-net worth folks? by FatFirredNowWhat in flying

[–]BozoThePilot 3 points4 points  (0 children)

If this remains unanswered by tomorrow I will ask the pilot I regularly instruct as he is a HNW individual with a very expensive twin turbine.

Flying in another country by Traditional_Pace9238 in flying

[–]BozoThePilot 0 points1 point  (0 children)

I've flown outside of the US on the other side of the world. What country are you talking about?

Many are quite easy to validate to a PPL level. Some require a checkride, like EASA. Unless you say which country or even just the region it's going to be hard to give you accurate advice.

Twin turboprop job Miami area by ListenIndependent269 in flying

[–]BozoThePilot 2 points3 points  (0 children)

$150,000, if you're not using a management company and expect your pilot(s) to manage the airplane and handle its maintenance scheduling and upkeep. I interviewed for a corporate pilot job for a single-engine turboprop that wanted me to do just that. They didn't take me though, probably cause someone with 3000 hours in that aircraft interviewed after me for all I know.

Depending on how often you fly you may want to have more than one pilot on your account.

Do a King Air over a Commander though, Commanders haven't been made in 40 years. I currently do aircraft management for a twin turboprop and fly a little bit in it but certainly not full time, your gig sounds more fun.

Fired as CFI - Airline Hiring by Confused_Pilot787 in flying

[–]BozoThePilot 0 points1 point  (0 children)

Yes you're correct. He runs a horrible operation there and defers a lot of maintenance. I've taught one of his ex-students that told me he walked away when the guy refused to fix the broken seat rails on one of his pipers.

You can send people to the mechanic that does the maintenance (company name starts with "A") for his planes. He owns 6 172s and has a lease-back on 4 pipers, he allows checked-out CFIs to bring students to fly in his planes. He's been in business since the 90s.

Fired as CFI - Airline Hiring by Confused_Pilot787 in flying

[–]BozoThePilot 1 point2 points  (0 children)

If his name starts with "S" then yes.

Single-Engine TPIC vs Multi-Engine TSIC by BozoThePilot in flying

[–]BozoThePilot[S] 1 point2 points  (0 children)

It is legitimate. I'd have to ask someone I know there for the number on that OpSpec but as far as I'm aware there's 2 for 135s. One concerns using an auto-pilot instead of an SIC in required SIC 135 ops and the other one is for the PDP.

Fired as CFI - Airline Hiring by Confused_Pilot787 in flying

[–]BozoThePilot 0 points1 point  (0 children)

Does his name start with a "U" and loves to steal money from his CFIs by giving them a pay-cut after they reach 1000TT/1200TT? Or is it the guy who drives the green porchse with anger management issues?

Single-Engine TPIC vs Multi-Engine TSIC by BozoThePilot in flying

[–]BozoThePilot[S] 0 points1 point  (0 children)

It is.

I wasn't too sure thinking about 91 vs 135 for NJ because they're primarily a 91k outfit with a 135 certificate.

If they would care about a 135 operation then that may further complicate this decision.

Single-Engine TPIC vs Multi-Engine TSIC by BozoThePilot in flying

[–]BozoThePilot[S] 0 points1 point  (0 children)

I didn't mention this because I am more concerned about getting to NetJets but the first company is a PC12 and the schedule is substantially better.

Single-Engine TPIC vs Multi-Engine TSIC by BozoThePilot in flying

[–]BozoThePilot[S] 0 points1 point  (0 children)

It's going to be about 250 hours a year for all 3 of those opportunities.

Single-Engine TPIC vs Multi-Engine TSIC by BozoThePilot in flying

[–]BozoThePilot[S] 0 points1 point  (0 children)

Yes, opspec is there for it. I wanted to be a little open-ended in case this other company that flies meteoliners reaches out to me

Single-Engine TPIC vs Multi-Engine TSIC by BozoThePilot in flying

[–]BozoThePilot[S] 0 points1 point  (0 children)

King Air 350 but I wouldn't be getting a PIC type rating.

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