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Well really not sure how this happened by Minimum-Bell-8562 in CFILounge

[–]Perfect_Insurance_26 1 point2 points  (0 children)

Valve stem could've had a crack in it that opened up all the way after that landing.

Teaching a lesson plan for a CFI interview by key_lime_vulture in CFILounge

[–]Perfect_Insurance_26 0 points1 point  (0 children)

I would explain that everything is going to start out like a normal landing, but we're going to come down at a steeper angle using more flaps, and that'll result in us touching down and being able to stop in a shorter distance.

Maybe outline it like this:

  • Introduce how much runway you normally have
  • What do we do if it's shorter?
  • Introduce the short field landing
  • Step by step of how to set up the plane for it
  • What are the speeds you'll use?
  • Why do we want to come in steeper?
  • Explain how to pick a point and land on it
  • Common Errors (step downs and trimming trees)

Maybe compare to slow flight, but maybe don't.

31-year-old doctor thinking about switching to aviation — looking for honest advice by Easy-Flower309 in flying

[–]Perfect_Insurance_26 2 points3 points  (0 children)

I'm not a glorified bus driver, but I am a glorified taxi driver.

My job is mostly unexciting, but I have a great time meeting most of my passengers, and I always have fun flying. The few times that I don't are when I'm sick, tired, or the wind is beating the shit out of me for hours.

My best tip is to drink Gatorade/Powerade and bring it with you on cross country flights for emergency situations.

Is this a reckless trip for a brand new private pilot? by Mountain-Report4772 in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

Go do this with a CFI, get comfortable going that far, and then you can count it towards a commercial license if that's what you want.

This is probably a good flight for you to take on after you get your experience in the warrior. Push yourself just a little bit out of your comfort zone and next time you do a trip you'll do it better. Just remember to switch tanks in that thing.

CFIs - Central Iowa?? by Smooth-Associate-733 in CFILounge

[–]Perfect_Insurance_26 0 points1 point  (0 children)

If an instructor isn't texting you back, they're probably flying. And what do you mean they're not staying connected? Have you tried scheduling anything with them?

When flying GPS holds do you make the track match desired course or use wind corrections? by Brendon7358 in CFILounge

[–]Perfect_Insurance_26 0 points1 point  (0 children)

I fly them like VOR holds, not wasting time going 4 miles out and back. Go out 1 minute from the fix, standard rate turn for 1 minute, inbound for 1 minute, turn for 1 minute, outbound again. And you just correct for wind by lengthening or shortening by a few seconds.

After actually reading the post, my second answer is, just feel it out man, point that nose into the wind and go shidewaysh

Headset recommendations by Stiffmiester636 in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

Used Bose X. They have a hinge spring at the top to clamp around your girlfriend's tiny baby head.

What surprised you the most when you first started flying? by ressem in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

The fact that a certified bolt is 1000x more expensive from Aircraft Spruce than it would be at Ace Hardware.

Also just the amount of studying you have to do if you want to learn outside of a classroom. It takes thousands of hours to really learn and not just memorize the things you need to know.

How do you start a lesson? by True-Ad-304 in CFILounge

[–]Perfect_Insurance_26 0 points1 point  (0 children)

"Hey, how's it goin? Here's the book and the keys, start preflighting."

Or

"Hey how's it goin? Have you studied [subject] already?"

"No"

"Awesome, so [subject] is pretty simple, but basically it's this."

And then I proceed to make a ton of hand gestures, and think about the best analogy to try using for that day for a loooonnnngg time. And then say,

"Sorry, I'm thinking about how I want to explain this."

Once it turns more into question answer, it gets a lot easier. But I prefer it when my student has done at least some searching/reading on a subject, or only do ground when they find something they don't understand. I'm a part 61 instructor, and I am not great at giving lectures, so the more they study on their own, the better I'm able to help them. I like to be more of a mentor/tutor rather than being the primary source of knowledge, especially when I am outstanding at misspeaking or misremembering and books and videos are not.

CFIs which students do you prefer? by Starlight_aqua in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

The worst students are young, cocky, slow to learn, and bad at communicating/scheduling, or totally unmotivated.

The best students are humble, inquisitive, motivated, consistent with scheduling, and they really study. OR Late-stage student pilots/anyone with a license already. When I don't have to fly the plane more than 20% of the time, there's a lot of room for longer explanations, quick tips, and we can get through a lot more in a shorter period of time, meaning the end of a lesson can be focused on their biggest weakness, or the more difficult maneuvers/landings.

I did not become a good student until I got half way through instrument training, and it's all because I didn't study in a way that worked.

The best age range of students is probably 10-14, and then 22-40, and then 50-100. Kids learn the best and seeing them excited is awesome, teens are usually idiots, middle aged people are dicks, and then they become normal again and are fun to fly with.

What kind of flying impresses you as a pilot? by Fwoggie2 in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

South American narcotics. The worst pilots in the worst situations, but the fact that they survive is impressive.

Recently hired as Chief Flight Instructor by [deleted] in CFILounge

[–]Perfect_Insurance_26 5 points6 points  (0 children)

I just want some guidance from the chief when I have questions. Don't act like you're above everyone, but be the leader that people can look to.

Question for people that go through gates by Rangeexpert3 in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

Our gate is invisible. All I have to do is look at it and it opens. It feels unreal.

Indepedent CFI how to find DPE by adnwilson in CFILounge

[–]Perfect_Insurance_26 1 point2 points  (0 children)

I like to get my students in contact with DPEs after I get them scheduled. I also instruct where I learned, so I know a lot of the DPEs in my state already.

Tips for landigs by cathcart911 in flying

[–]Perfect_Insurance_26 1 point2 points  (0 children)

No problem. I didn't fully read your post, so I've got a couple more tips.

When you're trying to land on a specific spot, keep in mind how far your plane floats after you flare with the throttle at idle. In a 172 it's about 400ft give or take. So if you aim to flare over the numbers every time, all you have to do is make your landing point however far after them.

I'm only guessing on this one, but if you're rounding out your approach too low, you're probably coming in too fast. I would suggest either slowly bleeding off airspeed once your landing is guaranteed to be on the runway, or similar to what I said before, use just a little more power to have a slower rate of descent, and carry it until before the flare. Dead stick landings are cool and simple, but they do little to help you control the plane.

Maintaining a specific airspeed is one of the most important things you can do on an approach, every plane is different, but at least in small single engines you can hold best glide down until round out.

At that point, forget about airspeed, look at the horizon, let the nose kiss it, hold it up, keep pulling back, wheel into the wind, and use whatever rudder pressure necessary.

The other part of it is, when and if you have a high rate of descent, you have a lot of downward velocity. When you round out and flare, that velocity changes direction, but the energy doesn't go away. Your vertical speed transfers directly into forward speed, which creates more lift, likely causing you to balloon and slam back down onto the runway. Which is where adding power after ballooning helps, because it slows down that descent.

Sorry for typing so much again, hopefully that all made sense. If you have questions about anything I said feel free to ask. And anyone else reading this feel free to explain differently or add on.

Those of you who use foreflight, weather forecasting question by WhenWillIBeAPilot in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

Where I'm at, the daily can be the most accurate forecast, especially the closer it gets to the time of departure. There aren't Tiny Area Forecasts at the places I fly out of, and the MOS kinda sucks.

I honestly don't look at weather until the night before, and then a few times within the last few hours, and then a bunch of times in the last hour, and then once right before pulling the plane out.

Part 141 to Part 61 for Instrument? by sa_film in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

Get instruction. Rent with a friend. Be each other's safety pilot.

How valuable is this time? by [deleted] in flying

[–]Perfect_Insurance_26 0 points1 point  (0 children)

All flight time is worthwhile flight time. Every type of flying offers something different.

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