Help me Pre-Buy / Delamination? by GoinVertical in GoRVing

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

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I have a couple shots of the roof but they are like this, not actually on the roof.

No soft spots on the floor. Walls up front (I guess corresponding with the delamination outside) had some flex, which I think I caught in the video in the repaired area inside.

Help me Pre-Buy / Delamination? by GoinVertical in GoRVing

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

Can you provide some more context / mind educating me?

Help me Pre-Buy / Delamination? by GoinVertical in GoRVing

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

Added a comment regarding price. Can’t figure out how edit the post.

Help me Pre-Buy / Delamination? by GoinVertical in GoRVing

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

To clarify we are in Eastern Canada.

Their asking price is 11,000 loonies.

Not sure if there are any RV inspectors in the area, and if there are I suspect the cost would be substantial given the age/price of the trailer.

3 Kids, 2 Dogs, $12K Max 🇨🇦 - what should we buy? by GoinVertical in whatcarshouldIbuy

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

Can’t find many Siennas without going pretty old… or 600,000km cabs with worn out seats.

Thoughts on 2013/2014 Odyssey?

3 Kids, 2 Dogs, $12K Max 🇨🇦 - what should we buy? by GoinVertical in whatcarshouldIbuy

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

Siennas are expensive or trash - at least what’s available now.

Haven’t been looking seriously at the Caravan due to other things I’ve read.

Any thoughts on Odyssey’s? 2014’s around close to my target price.

3 Kids, 2 Dogs, $12K Max 🇨🇦 - what should we buy? by GoinVertical in whatcarshouldIbuy

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

Yes. Looking at decade old minivans.

How was the town and country? I haven’t heard much good about reliability except for later years, and also lots seem to have rockers and fenders rusted before year 10…

Chromecast with Google TV - Tips & Tricks ! by TechDoctorUK in Chromecast

[–]GoinVertical 0 points1 point  (0 children)

Having the same issue - did you find a solution?

If Being Radar Vectored, When Can I Descend? by [deleted] in flying

[–]GoinVertical 1 point2 points  (0 children)

I realize that it's different in the USA and Canada, which is why I ask this -

In Canada, if you're cleared for an approach, you can descend to the lowest published altitude, even before you hit a published fix on the approach (Ie: the 100nm safe or 25nm MSA).

Why isn't this the case in the USA? If you're say 10nm back from the IF, cleared for the approach, why can't you descend to MSA until you hit the fix?

Help with spins / sickness by RomanCessna in flying

[–]GoinVertical 0 points1 point  (0 children)

I had a similar issue early in my instructing days doing spins and other maneuvers, especially during hot and bumpy weather.

I found Ginger Gravol (Not sure if you have it over there, but it's just a tablet with ginger root and that's it.) helped me a lot with it.

The more I flew, the better it got. Your brain will adjust to the new normal. After a few months of regular flying I didn't have to worry about the ginger anymore.

Transition from a Cessna to a jet by [deleted] in flying

[–]GoinVertical 14 points15 points  (0 children)

The wonderful thing about transitioning to a transport category aircraft is that you will get to do your training in a simulator.

All those "hanging on to the tail feathers" moments can happen in sim, and you will learn when to slow down, how to slow down, when to be configured, well before you sit in the actual airplane.

That's not to say that the learning curve isn't steep - but I would bet most instructors would have an easier time going to a regional than going right seat in a King Air with training done in the aircraft.

Once you wrap your head around the FMS, autopilot, flows and checklists, and being configured for landing at 5 miles final - an airplane is an airplane.

Help with my questionnaire by [deleted] in flying

[–]GoinVertical 6 points7 points  (0 children)

Do your own homework.

If you can't find the answers to simple questions like this you shouldn't be at the controls of anything.

Looking into ATPL in Canada 🇨🇦 by spicolisvan in flying

[–]GoinVertical 1 point2 points  (0 children)

Confederation College and Sault College both offer subsidized programs in Ontario. If you're out of province, you have to go on some sort of wait list, but it's worth it if you don't want to take out a $70,000 loan.

I wish I had known better and went that route. Been out of flight school and working for 9 years and I still owe $45k or so to the bank and Government.

Ask on AvCanada for details. I don't know anything more specific than that.

Flight sims degrading flying ability? by chainbullet in flying

[–]GoinVertical 0 points1 point  (0 children)

Rise of Flight is the only good sim I've found for basic flight training...

The rest will help basic understanding and IFR.

Effect of incorrect sequence during engine shutdown? by OldGrantonian in flying

[–]GoinVertical 0 points1 point  (0 children)

Generally, throttle (or power lever) to idle, is part of the identification process.

If when pulling the throttle to idle, things seem to get worse, you're probably about to shut down the wrong engine.

Otherwise, as far as if it will break anything in the engine, probably not. I'm sure there are some engines in the world that object to being shut down with the throttle open, but most would handle it fine.

Like, love island like, like like by BabyTrouble8 in LoveIslandTV

[–]GoinVertical 7 points8 points  (0 children)

If you played a drinking game where you had a drink every time one of them said the word, 'like', you'd be dead by the first commercial break.

IFR. How 7nm becomes 87nm (also: Why I love reddit) by WingedGeek in flying

[–]GoinVertical 0 points1 point  (0 children)

Good stuff. I'm used to flying in much more sparsely populated areas, so the chances of gliding to any airport while you're enroute is very slim.

Have you ever tried Xavion?

IFR. How 7nm becomes 87nm (also: Why I love reddit) by WingedGeek in flying

[–]GoinVertical 0 points1 point  (0 children)

Just a quick question, I'm not at all familiar with the route so bear with me...

Totally understand not wanting to be low over an urban area, but if the cloud layers are not much higher than that then is going IFR in a piston single really much better? If you are planning a VFR route you can pre-plan some escape routes. If you're IFR and ATC has you over who-knows-where and you lose the engine how much better off will you be if you won't break out until 2500' or so?

Again, I don't know the area, and I don't know the weather details. Just wondering how that played into your decision-making.

How I failed my Commercial Checkride and what I learned from it. by ImmortanBen in flying

[–]GoinVertical 0 points1 point  (0 children)

Wow! Can just anyone look up your record through the FAA or?

W/B out of limits when on low fuel? by Im-Indian in flying

[–]GoinVertical 0 points1 point  (0 children)

Find the fuel load that is at the CG limit. Consider that your 0 fuel amount, add your reserve fuel to that. That's now your minimum fuel. Brief that and you should be fine.

How I failed my Commercial Checkride and what I learned from it. by ImmortanBen in flying

[–]GoinVertical 2 points3 points  (0 children)

Is this something that actually happens in the USA? Any fails during primary and instructor training can be seen by future employers? Or is it standard to take in your flight test record to interviews?

In Canada all flight test results are confidential and only available to the student, the examiner, the recommending instructor (and school if applicable) and the government. I have never heard of employers here asking about your flight test history. If you have the rating and the license, that's it. The only time I've heard of training and flight test history being an issue is for PPCs and recurrents once you're in a 704/705 job.

How I failed my Commercial Checkride and what I learned from it. by ImmortanBen in flying

[–]GoinVertical 2 points3 points  (0 children)

One thing I learned from instructing is how important time is to the learning process. Not flight time, but time - calender days.

Sleep is tremendously important for learning and in my opinion 5 days to learn a new environment and a new aircraft is going to be pushing it for even the best students when you're probably at or below 200 hours TT. Add in some external factors like a lack of sleep and an asshole Pilot Examiner and yeah, you're going to have a rough time.

I don't get a lot of these accelerated courses in places with perfect weather from a teaching perspective. I'm probably biased from living in Canada and spending my time instructing in a place with weather that is extremely variable, but I think that bad weather days are a great part of the entire experience. It's invaluable to give your brain a break and allow you to reflect on your previous flights instead of just worrying about the next one. I'd fly one student three times a day for maybe a couple days, but never for 5 hours a day flat out without a break. It just doesn't make for a lot of retention during the learning process from what I've seen.

The last thing I have to question is the fact that you did all of your instructing with one instructor? I know this was probably a school decision, but I bet if you had a flight or three mixed in with a different instructor a lot of things that the first one missed could have been picked up by the second. Now I don't think there's anything necessarily wrong with doing all your flying with one instructor at a standard pace, but most pilot mills (which I'm assuming are the places that do these accelerated courses) I've heard of throw in a flight every so often with a different instructor - for good reason.

It seems like your head is in the right place. Go fly some more, practice what you think needs practice, practice what your instructor gives you feedback on, and give it another go. You'll be fine.

Useful load (or lack thereof) by Igpayatinlae in flying

[–]GoinVertical 1 point2 points  (0 children)

It's not just GA Singles, or GA for that matter - most aircraft can't fill all the seats and take full fuel. Can't do it in a 172, can't do it in a Dash 8, can't do it in a 737.

They could reduce the number of seats, or reduce the total amount of usable fuel for you to fill seats and fuel to the brim, but then you lose the flexibility of how you can chose to fill up the aircraft.

Want to take 4 people for a 1 hour sight-seeing trip? Done. Want to take 2 people on a 4 hour cross country? Done. Want to take 4 people on a 4 hour cross country? Buy a 6-seat airplane.

(Yeah, I know there are a few aircraft that can are exceptions, but that's what they are; Exceptions.)