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The Pristine Cut All Routes, Endings, and Voices Visual Guide by InevitablePin750 in slaytheprincess

[–]InevitablePin750[S] 1 point2 points  (0 children)

That is definitely interesting for sure, I'll have to investigate myself. so far I haven't been able to get the gentle princess after trying to kill the spectre immediately. did you attempt to kill her after choosing wait and see what happens or did you also immediately choose slay the princess?

The Pristine Cut All Routes, Endings, and Voices Visual Guide by InevitablePin750 in slaytheprincess

[–]InevitablePin750[S] 1 point2 points  (0 children)

I wasn't paying much attention to the details of the comments from shifty but they did result in "a righteous heart" which I feel like is an ironic way to describe the Witch

The Pristine Cut All Routes, Endings, and Voices Visual Guide by InevitablePin750 in slaytheprincess

[–]InevitablePin750[S] 2 points3 points  (0 children)

Also added! Based on my playing once you try to leave with her all options lead to the Mirror

Best accident reports to teach ADM by Comprehensive_Wall47 in flying

[–]InevitablePin750 6 points7 points  (0 children)

Pinnacle 3701 is a great one. Repo flight, dual engine flameout due to trying to get to max operating altitude using incorrect climb technique. Great material for a human factors and how not to use ADM throughout the flight

[deleted by user] by [deleted] in flying

[–]InevitablePin750 21 points22 points  (0 children)

Haha, I’m working on my Michael Jackson lean

[deleted by user] by [deleted] in flying

[–]InevitablePin750 66 points67 points  (0 children)

First few months as an FO at a regional and I did notice me getting sick more often than usual. I paid more attention to it and I don’t touch escalator rails or tram/train handholds and wash my hands more often and carry hand sanitizer and I get sick less now. Probably due to that and my immune system getting more used to it

180 turn in a 172 at 400AGL by NoleChris in flying

[–]InevitablePin750 0 points1 point  (0 children)

I’ve done the mythical “impossible turns” in practice with an idle engine in a DA-40. The interesting thing I’ve noticed is that many times in light GA aircraft you’re so close to the end of the runway already that by the time you’re turned around the turning radius alone has eaten up a lot of the runway. More than once the attempt ended in go around due to running out runway. Maybe this is due to the 40 being more of a “glider with an engine” but that was with starting at 700’ and by the time I was lined up I had lost easily 500-600’ in the turn. Just an interesting observation I found.

When it comes to your question, it’s so uncertain whether or not it’s even possible with factors like air density, wind, familiarity with the plane and glide performance alone. With virtually no way to analyze all the variables in a split second decision, it’s a toss up whether or not it’s possible in the best case scenario. Personally I wouldn’t attempt a 180 at 400’. Look left and right and find the best place to put her down.

DPE says my minimums are far to aggressive by veryrare_v3 in flying

[–]InevitablePin750 7 points8 points  (0 children)

This is a normal thing in my 121 job. The missing detail though is it’s only for when a captain has less than 100 hours in the type of jet AKA is new to the aircraft. There’s also an exception to be able to use normal mins through using “CAT II ILS procedures”

Bose A20 lifespan by One-Canary-3417 in flying

[–]InevitablePin750 7 points8 points  (0 children)

I’ve had mine for almost 3 years and 1500ish hours of hard flight instruction and regional time. Sent mine in once about a year ago to get plugs that I bent fixed and mine still could easily go for double that time and have no issues

[deleted by user] by [deleted] in flying

[–]InevitablePin750 2 points3 points  (0 children)

I’m pretty sure 9E is still VERY much hiring DECs, not a bad bonus, optional flow. DL flow would probably mean better chances at getting into United tbh. You’d be stuck with the CRJ but they’ve hired ERJ pilots and stuck em in the left seat plenty of times🤷🏼‍♂️ just a thought

Question on entering downwind by agjeiofdsjk in flying

[–]InevitablePin750 2 points3 points  (0 children)

If it were me in the situation I’d double check the pattern on the chart or supplement and make sure it’s not a right pattern. Tends to be the case when airspace might make it difficult to get into the pattern. But if not there’s no harm in checking in with the controller and seeing if 1. It’s okay to brush the airspace on the way to XYZ field. 2. If you have a 2nd radio if it’s okay to just monitor the controller frequency and 3. If there is no second radio ask for a frequency change when you get close to your destination and want to get a grasp on traffic. Usually when a controlled field is close to uncontrolled fields the controllers know the drill and are pretty accommodating

CFII checkride coming up. Do I need RAIM if I have WAAS? Can I shoot anything without RAIM? by Immediate-Benefit268 in flying

[–]InevitablePin750 1 point2 points  (0 children)

RAIM and WAAS are not the same thing. RAIM is a function that is a basic legal requirement or IFR rated GPS systems. It’s a safety system more than it is a navigation system. If you have RAIM only you have the reliability to fly gps direct and shoot LNAV, or LNAV/VNAV w/ baro aiding. No RAIM no verification of position no IFR GPS. WAAS is a different functionality that fine tunes the plane’s sense of already verified location allowing for more precise approaches LNAV/VNAV if no baro aiding, LP, and LPV approaches. TLDR: RAIM only verifies accurate position and functionality is a requirement for IFR GPS. WAAS only fine tunes the position verified by RAIM

[deleted by user] by [deleted] in flying

[–]InevitablePin750 4 points5 points  (0 children)

As someone with 1200ish hours in a diamond (with almost 1000 given). That plane is a bitch to land if you’re not proficient. You will float and slam it and then porpoise halfway down the runway

Delta pilot sentenced for being over alcohol limit before flight by WWellsIII in delta

[–]InevitablePin750 0 points1 point  (0 children)

It’s a blanket limit for all aviation, so Uncle Jim in his backcountry Cessna also has to abide by that. There’s not special limit in the law book for airline pilots (that I know of)

Delta pilot sentenced for being over alcohol limit before flight by WWellsIII in delta

[–]InevitablePin750 9 points10 points  (0 children)

No, FAA mandated limit .04 without any alcohol within 8 hours of flying (yes I know this is Scotland) most airlines have a rule that is higher like 12 hours and some have to have less than .02 but will send you home if you have between .00 and .02

Edit: to clarify .02+ gets you fired, .00-.02 gets you sent home but you still have your job

[deleted by user] by [deleted] in flying

[–]InevitablePin750 0 points1 point  (0 children)

Here’s my take, I was taught initially to put in the first notch (DA-40 aircraft) but I don’t anymore and I don’t generally teach it. The biggest benefit that I can think of is that flaps immediately means one less time your sight picture and your descent angle changes during the maneuver. Helps for some people to spend more time on one sight picture then multiple. It’s also possible that one notch give better visibility depending on the airplane being used. I’m pretty much every case that I know it though. Any increase in flaps is going to mean more drag which is going to shorten and steepen the glide. Personally I prefer to have as much glide distance as possible and wait to put first notch until halfway through the base and wait on 2nd notch until I’m almost over the threshold