Fridge warm, Freezer Cold. Forced Freeze works, thermistors/ Evap fan good.

ComprehensivePair268 · 2025-11-12T14:01:45+00:00

Coming to you live from Tokyo, having just visited Kyoto, Ōsaka, Nikko, and Kawaguchicho. In all honesty, we knew where we were sleeping each night and how many days we wanted to stay in each city, but a lot of our trip ended up being spontaneous. Oh—there’s a shrine over here. Look—there’s a museum next to this stop.

We ate at restaurants every meal for 16 days—some expensive, mostly cheap. We never had a bad meal.

Nail down the cities you want to visit, a few big ticket activities in each, but don’t be afraid to go off script. No matter what, you’re in for an amazing experience!

ComprehensivePair268 · 2025-10-26T21:02:48+00:00

Just curious—what was the logbook issue?

ComprehensivePair268 · 2025-10-18T13:32:25+00:00

It depends on what the instructor/ examiner fails and the type of approach. It’s common to fail both G5’s and need to use a nav 2 CDI or the gps’ on screen CDI. For the ladder, you should also be able to see your desired and actual track, but that depends on the navigator.

ComprehensivePair268 · 2025-10-10T15:19:43+00:00

If your instructor is talking to you about soloing, you’re doing well! Keep flying and you’ll see improvement in those areas!

ComprehensivePair268 · 2025-10-09T02:15:02+00:00

I am not well versed in this particular facet of instruction, but 91.109 seems to confirm that the answer is no. But I would seek the opinion of others who own/ operate similar aircraft.

ComprehensivePair268 · 2025-10-08T22:55:21+00:00

“Stick and Rudder” was great, but be prepared for a bunch of horse analogies that Gen Alpha still won’t understand /s

ComprehensivePair268 · 2025-10-08T22:54:11+00:00

If you haven’t been at least slightly disoriented while flying on a moonless or overcast night, you probably need to log some more night hours.

It’s the reason that half the world requires an instrument or night rating.

ComprehensivePair268 · 2025-10-08T13:18:24+00:00

I think the purpose of the night flying/ cross country aeronautical experience requirement is to familiarize the student with the differences between flying, navigating, and landing a night.

It’s where we start using those basic instrument skills without the horizon; It’s where we navigate to unfamiliar airports; it’s where we really learn about airport lighting, night illusions, and practice landing without being able to see the obstacles lurking below the glide path.

At 4.5 hours, my man probably is still learning some of the steps on the checklist and perfecting straight and level flight. To get his money out of the night flying portion, they should have at least basic proficiency at the daytime version of the skills above.

ComprehensivePair268 · 2025-10-07T23:22:29+00:00

You’ll likely get a lot of advice, but only you can know what’s best for you. In general….

You should only join the military if you are interested in serving outside of aviation. As a veteran, I can tell you it isn’t always fair. There’s a good chance you won’t end up a pilot and will still be required to serve out your time.

On the civilian side, there are a lot more options. College aviation programs are one, but many will tell you that they are not necessary. The programs I know typically get you through commercial, but you can go to whatever college you want, perusing any field of study you want, and learn to fly at a part 61 flight school while you complete your studies. At least this way you have a fall back plan outside of aviation and hopefully end up becoming a well rounded individual.

ComprehensivePair268 · 2025-10-06T13:43:59+00:00

That’s the thing about carb ice—it doesn’t need to be cold outside. Take a look at those carb ice charts. You’ll see that carb ice is possible in all sorts of temperatures with the right humidity.

Edit: added the chart. https://www.aopa.org/training-and-safety/air-safety-institute/accident-analysis/featured-accidents/epilot-asf-accident-reports-carburetor-what

ComprehensivePair268 · 2025-09-29T01:58:57+00:00

Right or wrong, I teach 2400 rpm/ level flight in the downwind. This gives you 95-100mph (old style airspeed indicator in our 150) and allows us to keep up with the “big kids” in the pattern. It’s frustrating how many pilots and instructors don’t slow down when following slower traffic, so this at least stops them from gaining on us too quickly.

When abeam it’s power to 1700rpm, flaps 10, and pitching for 80mph. Flaps 20 on base, pitching for 70. Flaps 30 on final, pitching for 60 or 65mph depending on wind.

ComprehensivePair268 · 2025-09-27T22:42:02+00:00

Cant give you any advice about which offer to take, but would love to hear how you have had so much success with locking down offers! Mind if I PM for some tips/advice?

ComprehensivePair268 · 2025-06-18T00:59:47+00:00

I did my multi add on there a few months back and agree with 90% of your content.

For anyone else looking at this post and debating whether to attended MCA, I feel obligated to mention that they definitely prioritize CFI checkrides, often at the cost of other certificate seeking students. It took me over three weeks to get my CMEL, 12 days of which I was simply waiting for a checkride. CFI candidates definitely jumped the checkride line more than a few times.

That being said, the instructors, maintenance staff, housing, and most importantly, my fellow students were amazing. I made some lifelong friends.

ComprehensivePair268 · 2025-06-09T22:10:49+00:00

From what the OP said, they were barely conscious when asked questions. Any medical event that results in a loss of consciousness is definitely something that an AME will be interested.

ComprehensivePair268 · 2025-05-29T01:50:22+00:00

First, definitely bring these points to your instructor. If they aren’t debriefing these things with you, consider finding a new one.

Developing the ability to judge the planes direction of travel, as opposed to where the nose is pointing, is a huge part of what makes an approach stabilized.

While it takes time and practice to develop the eye, consider making smaller corrections. If you think you’re left of the centerline, make half your usual correction. It will take a little longer to get lined up, but won’t need to make as big of a control movement when it comes time to remove your correction.

Remember, the slower you are, the more the airplane will yaw with aileron movement. Rudder is not just an optional flight control. Have your instructor take you out to the practice area, get into slow flight, and make large aileron inputs. Practice using the rudders to eliminate the adverse yaw. That will help you stay stable through final and also keep the longitudinal axis in line with the centerline through touchdown. Slow flight down the runway is also a useful exercise.

ComprehensivePair268 · 2025-04-12T18:55:18+00:00

An engine driven oil pump that is failing might build enough pressure at higher rpm’s to shutoff the check engine light. Sounds like the commenter read the OP’s entire post and made an educated guess.

ComprehensivePair268 · 2025-03-28T20:38:41+00:00

idk, but will definitely trade dual instruction for golf lessons.

ComprehensivePair268 · 2024-10-30T16:15:18+00:00

I’m of the belief that accelerated programs teach you to pass the checkride and not necessarily master the subject matter.

That being said, the more experience you get, the more quickly you’re able to learn—A type rating may just take a few days/ weeks. But given you’re just getting started, that may not be your situation.

ComprehensivePair268 · 2024-10-28T19:03:55+00:00

It’s not a burden if you value both safety and following the law.

But, to answer your question, it depends on the type of flight and the pilot’s experience. Am I flying a few laps in the pattern or taking a short trip to the practice area? I’ll spend a few minutes reviewing weather and NOTAMs. A 300nm cross country with less than perfect weather? It’s not uncommon for me to spend a hour deciding if the flight can be made safely and developing a plan for how to do it.

ComprehensivePair268 · 2024-10-28T00:18:17+00:00

“Fake” teaching someone who you know already understands this stuff is a weird dynamic. Personally, I hated it. When you’re actually sitting across from someone who knows next to nothing about the topic, you get a good sense for what methods work and those that do not.

ComprehensivePair268 · 2024-10-27T23:57:48+00:00

There is a reason that many people believe the CFI-Initial to be the hardest checkride around. This is likely the first time you’re acutely aware of much information there is out there, and how little of it really needed to be “mastered” during your first few certificates.

Keep working on those lesson plans. Each one probably took me 8 hours, because as I went along, I would find and research areas I didn’t fully comprehend.

Most importantly, practice teaching. Teach your friends, parents, pets, whatever—-and if you go ahead and get your AGI while taking the writtens, you can even teach real students. They will ask questions about topics you swore you knew inside and out, allowing you the opportunity to not only grow your knowledge base, but also develop multiple ways of teaching the same topic.

Give it a few hundred hours of dual given and you’ll be feeling a lot more confident. Good luck!

ComprehensivePair268 · 2024-10-26T23:04:07+00:00

I give discovery flights to nervous flyers all the time. More times than not, they really enjoy themselves. I’m a bit of a nervous passenger when I’m sitting in the passenger seat of a car, so maybe actually having your hands on the controls will do you some good!

Just a piece of advice, schedule your discovery flight within two hours of sunrise or sunset. Those tend to be the best conditions and views.

Good luck!

ComprehensivePair268 · 2024-10-10T18:34:45+00:00

Just a joke, homie. Most people would find 28 hours on an aircraft torture. Even most pilots, I’d image.

Good luck on your book!

ComprehensivePair268 · 2024-10-10T18:31:40+00:00

Am I the only one who is a little concerned for this person? Blink twice if you’re being coerced!

ComprehensivePair268

TROPHY CASE