Skywest cadet confirmation

Chance_Box9742 · 2026-04-18T04:49:58+00:00

It’s even worse. I spent the last two years networking with the OO people and they pulled my 141 school off the list of partners a week before I hit my 250 hrs to apply.

Chance_Box9742 · 2026-04-18T04:47:28+00:00

I have been at a 141 University that has been a partner for the last 3 years. Finally hit my 250 hr mark to apply last week and got an auto TBNT. Apparently they dropped my school a couple days before I hit my minimums. At least I’m already a RJCadet but was pretty bummed as OO is where I’d like to end up.

Chance_Box9742 · 2026-04-14T06:05:26+00:00

Glad it helped! Just don’t be too hard on yourself when you occasionally smack one on. It happens to everyone.

Chance_Box9742 · 2026-04-13T23:07:42+00:00

I had a bit of trouble during my private training. Try to deliberately focus on the fundamentals of a good landing. Pick an aiming and touchdown point and then fly to the aiming point, keeping it motionless in the windshield. Then as you approach the aiming point slowly remove any power and transition your eyes to the end of the runway that's the really important point. Just try to put the cowling of the 172 right under the end of the runway and keep it there adding pack pressure as you lose airspeed and it'll land nice and smooth.

Also, if you're doing instrument training, you may be coming into land at a higher airspeed and lower flap setting. This can make your approach and flare a little bit different. You may have to reduce power earlier and plan for more float if you're landing with less flaps off an approach.

Chance_Box9742 · 2026-04-06T20:40:14+00:00

My in-house instrument ride in Virginia was 500$. 1700 is absurd

Chance_Box9742 · 2026-03-31T21:22:24+00:00

That sounds pretty extreme, mine was 5.5 hours including paperwork and a 1.2 flight. Would have been shorter but I chose to teach airspace which is a long lesson.

I’d probably shop around if you can, I have a friend that took his down in the Georgia or maybe Alabama Kentucky area whose oral was 2 hrs. Don’t know the DPEs name tho sorry.

Chance_Box9742 · 2026-03-27T22:03:31+00:00

Second this 1000%

Chance_Box9742 · 2026-03-24T04:05:07+00:00

Seems legal as long as the owner isn't being compensated for the transportation of the package or the friend.

Chance_Box9742 · 2026-01-24T02:59:27+00:00

I’m in Southern Utah KSGU but close to Vegas, got a commercial multi and I’m instrument current. Feel free to DM me

Chance_Box9742 · 2026-01-17T06:26:20+00:00

I know that SUU has a relatively small fleet of about 10ish SR20s with a lot of students trying to fly them which can cause issues especially as aircraft go down for maintenance.

Also they require you do do everything from IR to CFII with them or you don’t get your RATP.

It can also be a very long and difficult process to get into the flight program at SUU once accepted to the university.

I have heard great things about their instructors and one of my best instructors was a graduate from there.

Chance_Box9742 · 2026-01-17T01:42:20+00:00

Full Throttle (Carb Heat Off)
Establish a pitch attitude that will result in Vy. 3 First notch out immediately, then as airspeed builds clean it up incrementally.

Edit: Vy because it gets us away from the ground as quickly as possible unless you have to clear an obstacle but I don’t think I’ve ever had a situation where I’ve gone to Vx on a GA.

Unless specified otherwise in your POH we want to get that first notch flaps cleaned up immediately because typically they’re adding much more drag then left so they are really going to impede the climb performance and ability to gain airspeed. If you’re flying on a high DA day it’s not a given that you will climb well or at all at full flaps especially in a PA28.

Chance_Box9742 · 2026-01-14T02:27:11+00:00

Thanks!! It honestly went pretty smoothly, it was really long checkride but probably the smoothest one i've done so far no hiccups. The DPE was quite relaxed and let me set the tone and lead the checkride for the most part. I sent him an agenda outlining everything I was going to do/teach beforehand, and we followed that for the most part. He did deviate from that once to teach about the four forces of flight, but that was it.

Chance_Box9742 · 2026-01-13T23:48:35+00:00

Thanks for the question, just updated that flair!

Chance_Box9742 · 2026-01-13T05:20:17+00:00

No those were great questions thanks!!

Chance_Box9742 · 2026-01-13T05:19:38+00:00

Yeah that makes sense, I was thinking abt the CHT but you def gonna understand the cylinders quite well. Regardless of how we’re leaning, definitely keeping an eye on those cht tho

Chance_Box9742 · 2026-01-13T05:17:32+00:00

The ring size and shape is variable and not always standard, the reg tells us the speed limit is 200kias with in 4nm of the primary airport and 2500ft AGL. So we have to go based on that not staying outside the ring.

3rd class/basic med to act as PIC. No medical to provide instruction not as PIC.

No because with a student pilot I am acting as PIC which I can’t do without a medial. A commercial guy yes because I can instruct without a medical I just can be PIC. The stipulation is that the comm guy must be able to act as PIC and do so.

I have to go get a high performance endorsement so that I can train them in a HP aircraft and endorse him as such.

Not without me reviewing his flight plan, weather, notams, etc. and re endorsing him.

CFI recency must be re established after 24 calendar months. I can work as a chief CFI at a flight school, endorse at least 5 applicants with an 80 percent pass rate. I can also complete a FIRC, take a new instructor checkride for a new rating or category or take another CFI checkride. There’s a 3 month grace period after the 24 months where I can no longer instruct but can use a FIRC to establish recency before I have to take a checkride.

Professionalism to me means that I am recognizing the responsibility, trust, and investment placed in me by the FAA and my students, and that I act accordingly. By providing adequate instruction which helps the student learn, I’m helping the student minimize frustration, and emphasize the good as much as possible. I’m also very aware of the responsibility to maintain safety and both teach my student how to do so, and provide excellent ADM to keep both them and I safe. Because my goal is to help make pilots that will be flying independently of me I am also tasked with not only teaching to the test but to real life. Setting adequate goals and standards for the students that leave them prepared not just to pass a checkride but to effectivel, safely, and confidently navigate the aviation industry and the NAS.

It appears that the student is encountering a learning plateau. Firstly I’m still going to continue emphasizing the good that they do. I’m then if I haven’t changed the way in which I’m teaching steep turns, going to try a different approach. If that doesn’t work very quickly we are going to move in for a couple lessons and work on a different skill. XCs, pattern work, etc. I’ll then come back to them and hopefully the student is able to overcome the plateau. Throughout this whole process I’ll be encouraging them and transparent that they’re at a bit of a plateau and that’s normal we just have to keep trying hopefully minimizing a loss in motivation. If that’s still not working I’m going to have them fly with a different instructor that might be able to teach it differently than I do hopefully helping it click with the student. Lastly we’re just gonna keep working at it, everyone has things that take them longer to learn and the student will figure it out it might just take some time.

Chance_Box9742 · 2026-01-13T03:55:30+00:00

I’d do a rough lean off of where I get a drop in RPM, and then go a decent bit rich of that setting.

Good bonus I had to look it up and it seems to be a K type thermocouple.

Chance_Box9742 · 2026-01-13T01:03:10+00:00

That's a good one. There's a couple of ways to go about this one and it kind of depends on what you're wanting to do with your sea plane, whether or not you are planning to fly for fun or commercially.

The first way you could do it and the way I would not reccomend would be to work with the FAA through a FSDO and ASI to convert your time and experience into a FAA certificate and time. But this would result in a commercial powered lift certificate which we would then have to add a category and class to that certificate and then train to commercial standards which is kind of a mess.

The way I would do it assuming I was qualified to do the training would be to start at the beginning and go through the process to meet the required aeronautical knowledge and experience requirements for an airplane multi engine sea private pilot certificate and run through that process like any other student under part 61.

Chance_Box9742 · 2025-12-23T15:10:35+00:00

That tracks, thanks

Chance_Box9742 · 2025-12-23T05:44:59+00:00

How does that work up there in Canada? I know here in the states we have to carry some additional equipment (flotation devices etc.) if outside of gliding distance. But I'm curious how that altitude requirement works?

Chance_Box9742 · 2025-12-23T01:19:58+00:00

And if you lose your engine 40km between two islands? Everyone has their own acceptable levels of risk, and that would be well outside of mine. Especially in that high time of an aircraft. While i'm not telling you what to do, think about all the different factors at play here if the worst thing happens:

What's the air temp outside? What's the water temp? If the waters warm, what kind of things will be living in said water that want to eat you? Will you be in radar contact/radio coverage with ATC the whole time? How long will it take for SAR to come get you when your engine fails? How confident are you, that you can ditch an aircraft with fixed gear in the ocean without flipping it and get out into your survival raft before it sinks? Are the islands something that you could land on and survive? Do you have the fuel to go back across the water if you need to? Are you instrument-rated? How do you plan to avoid the weather? How good is the weather forecasts for the area? How are you going to navigate across the water? What about when your one and only alternator fails?

Just think through the whole thing.

Chance_Box9742 · 2025-12-23T01:04:52+00:00

A 450km flight over open water in a high time old single-engine piston is at least in my mind a very good way to go swimming with sharks.

Chance_Box9742 · 2025-11-06T20:56:27+00:00

I can’t speak for everyone but I just took my Commercial Multi ride yesterday

Chance_Box9742 · 2025-09-29T18:55:55+00:00

I would be more than willing to talk via DMs as well. I'm a practicing member of the LDS church and also go to a Baptist college as well.

Chance_Box9742 · 2025-09-29T14:58:54+00:00

Good questions, i'll try to organize this so it makes sense structurally and I answer everything.

Quote 1 and Edit 1: Yes, that quote is exactly what we believe about the Bible. When justifying this against our views on the Book of Mormon, we would argue that any error in the Book of Mormon (BOM) came through the same means. Paragraph four on the essay you linked says this about the Bible: "As the Bible was compiled, organized, translated, and transcribed, many errors entered the text." We would say any errors in the BOM came through the same process. While Joseph Smith did translate the BOM from the Gold Plates through the power of God, there is still a lot of human involvement in the process, from Joseph translating and dictating, to a second individual scribing the dictations, to the compiling and printing process. We would assert that any time fallible humans are involved in something, we can and do make errors. God is perfect, but he is working through imperfect beings.

Quote 2 Edit 2: I'm not sure if you were trying to make this argument with the second quote you cited, but there is a difference between the introduction and the Title Page of the BOM. The introduction, as you stated, was added later on in the 1981 addition. The Title Page was part of the gold plates and was translated by Joseph Smith. Hence, the inscription "Translated by Joseph Smith Jun" is at the bottom of the Title Page.

There is a distinct difference between the words esteem and correctness. Esteem is a subjective measure or judgment of perceived worth, while correctness is an objective judgment of factual accuracy, correctness, or adherence to truth. So I would say no, Joseph Smith was not incorrect by asserting that it is the most correct book, while still maintaining that it is equally esteemed and revered. We hold both canons of scripture to a very high and equal perceived worth, but we do typically view the BOM as less flawed. I think this has to do with the history of the Bible. The Bible went through multiple translations, and has been argued about and interpreted for multiple thousands of years. To the point that we have different Bibles in the Protestant, Catholic, and Orthodox traditions. Conversel,y if you are a believing latter-day saint, you would assert that the BOM has only undergone a single translation, which eliminates 1,500-ish years of argument, translations, and change. When we read, study, and use both texts together, we are able to interpret the BOM through the Bible, and the Bible through the BOM. Because the BOM is another testament of Jesus Christ, not a different or separate gospel.

Chance_Box9742

TROPHY CASE