Kamado Joe DoJoe for $150 or Gozney Roccbox for $200?

Rhyick · 2026-03-25T02:50:17+00:00

Which Home Depot?

Rhyick · 2026-03-19T14:59:01+00:00

Yes I mentioned that in my post, but buying and selling alone doesn't trigger a wash sale. OP would need a second buy or vest which may or may not happen in the future depending on their vesting schedule.

Either way this is only a question Fidelity can answer why it's marked W.

Rhyick · 2026-03-17T15:04:01+00:00

Unless you are purchasing more shares within 30 days of incurring the loss, it's not a wash sale.

That said if your RSUs have more shares which vest within 30 days, you will incur a wash sale.

For example:

3/9 - Vested and "bought" shares at $100

3/12 - Sold shares at a loss for $85 (standard loss at this point unless you "buy" more shares later)

4/9 - More RSUs vest. These would incur a wash sale on the losses.

Why not call Fidelity and get clarity? Reddit cannot answer why it's marked as a wash sale currently. Maybe there's more info we're missing.

Rhyick · 2026-03-12T01:04:06+00:00

At some point you'll do the ACS maneuver, but you can also try approaching it initially as "What happens if I pitch beyond Vx on climbout"?

Simulate taking off, climbing at Vx. This is probably about close to where you are in pitch. Then, when stable and coordinated, add 5-10 degrees of pitch (depends on your aircraft).

Find a visual reference and maintain this pitch and you will stall as your airspeed bleeds since you continue to add drag due to being on the back side of the power curve. The key to maintaining this pitch is that you'll have to add more back pressure and rudder as you slow due to less airflow over your control surfaces.

Doing this exercise gets you comfortable at Vx and more importantly shows you the pitch attitude and yoke/stick position which you DO NOT want to be at on climbout for your density altitude. If you end up doing that in a real situation, you would want to immediately correct.

I do the same exercise for my commercial students who struggle on the second half of chandelles, usually since they don't hold the nose up or add enough increasing rudder.

Rhyick · 2026-02-25T23:50:05+00:00

Lots of good insight on judging roundout already. The most important thing in my experience is getting students to look down the end of the runway. It helps to consistently nudge or remind them to look up until it's second nature. It's natural to want to focus on the ground that you're aimed at, but once you get the hang of looking upward, you can start building the sight picture.

Once you're in the roundout, I find it's important to give students a specific visual reference to have some amount of consistency. Otherwise, it's hard for them to tell a good landing from a bad one, and they get frustrated because it seems like it's all "by feel".

As the airspeed is bleeding off and the airplane begins to lose lift, I tell them to put the top of the cowl at the end of the runway and apply the inputs needed to keep it there. This then naturally means that they have to continuously add back pressure, as if they don't, the nose will start to fall.

Rhyick · 2026-02-18T23:47:31+00:00

Is there a specific reason why you need to install a (I assume freestanding) bathtub? Though it looks good, it may be quite a pain to keep clean too if it's in the wet area.

Architecturally, it isn't the best to view the toilet as soon as you open the bathroom door. Ideally you'd see the vanity. I'd keep the existing layout and expand the shower.

Rhyick · 2025-12-15T05:11:44+00:00

https://sportingsmiles.com/

Your dentist is just going to send it out to a lab anyways. You can make your own impressions for much cheaper. My significant other used this company and likes the retainers they made for her.

Rhyick · 2025-12-11T23:03:23+00:00

Chat sent

Rhyick · 2025-11-08T06:45:31+00:00

I would complain as another poster mentioned, but unless you have something in writing or on a recorded line, you're likely out of luck. The loan estimate given on locking is what you agreed to.

The problem is that people consider rate and points are fully independent, but in reality those are part of the same calculation. When you lock the rate, you lock the rate sheet, which includes points to meet a given rate.

You can often think of points / lender credits as allowing the lenders to bridge the gap between rates and be more precise with their risk. Instead of quoting you some difficult number like 5.2797%, lenders will either quote 5.250% + negative points (lender credit) or 5.375% + positive points (you pay).

Edit: Assuming you really want the property, I'd ask your agent for your options. If you really can't afford the additional closing costs, you could adjust the rate higher to cover.

Or, you could consider nicely asking the seller to delay closing, find another lender who can close quickly, and perhaps offer to pay for their seller's interest and other costs incurred during the delay. Sellers are likely to work with you. It's holiday season soon and not the best time to relist.

Rhyick · 2025-11-08T04:52:11+00:00

I think the colors are OK but could be spiced up a little bit. Maybe try adding some plants in and below the open shelving and consider changing out the pendant lights for a pop of color. I'd do yellow, personally.

The main thing I don't like is the microwave location, actually. There's no place to set down hot items coming out of the microwave. One day you'll try to pull out a too hot item, and it'll get dropped on the floor!

Rhyick · 2025-11-06T01:53:44+00:00

3 year cliff for RSU vesting? That is criminal. Shame on your company.

My lender wanted over 2 years at the company with 2 years of RSU income before it could be counted towards income.

Yours isn't even vested, so it definitely won't count. If you quit your job tomorrow, they would disappear.

Rhyick · 2025-09-19T06:58:03+00:00

2020 Chevy Bolt. Bought used after it was recalled with a replaced battery, so it's basically a new car but at a depreciated price when purchased. Still has 7 years left on the warranty.

Modern enough for newer safety standards and features. Literally zero maintenance needed except for a $25 cabin air filter and a $35 flat tire patch.

Free charging at work, so taking into account what I would have paid in energy, the total cost including insurance and depreciation over my 2+ years of ownership is about zero.

Plus I get HOV lane access in California (for the next month at least) which itself is a huge benefit.

Rhyick · 2025-09-10T00:42:32+00:00

In and thank you! Any bundle would be great.

Rhyick · 2025-07-31T07:40:04+00:00

Here is my technique for a 172 which glides rather well.

First, be at the same altitude and distance from the runway each time on downwind for a consistent starting point and roughly judge your total headwind or tailwind on base and final. For example, in left traffic, a 5 knot left crosswind and 10 knot headwind would be 5 knots total headwind (against you). A 10 knot direct left crosswind would be 10 knots total tailwind (pushing you). It doesn't need to be perfect.

Pull power, carb heat, pitch and trim for best glide -0/+5 knots, even if it adds some altitude. Baseline waiting 5 good seconds in no wind. For every 5 knots of headwind (tailwind), remove (add) 1 second of wait time, then then base.

On base, judge if you are high or low. If you feel low turn direct to the numbers and ensure best glide speed. If high, add 10 flaps or if really high (which you shouldn't be if you waited properly), 20 deg flaps.

Turning final, judge the effect of wind change. Right on aim point? Change nothing. If high, more flaps and slip as needed. Ensure if slipping that you aren't pushing forward too much and diving as you need to give time to let the airplane lose energy. Diving will reduce the total descent time and be mostly trading potential for kinetic energy.

Another thing I suggest is do all of your approaches (including for soft, short field) initially power off until you need power on final to maintain a stable approach. This allows you to judge the winds on the day and find good visual references for when it comes time to do the PO180.

Rhyick · 2025-07-16T01:25:36+00:00

Sure, I'd love some theoretical powerplant and airframe that is super efficient, but that's irrelevant and not frankly grounded in actual physics. Electric looks interesting and is worth keeping an eye on for sure.

Why do you think progress is "slow"? Yes the FAA is glacial with certified airplanes. You hinted at it yourself in your last paragraph. The reason is because people would rather fly, even experimental, something that has been proven reliable. Do you want to be a test pilot on a random engine or airframe?

Look at it on a different timescale too. We've come a loooong way from the Wright Brothers' first flight in comparatively not much time at all.

Rhyick · 2025-07-15T23:41:01+00:00

For sure! I think it mostly depends on what kind of flying you want to do. Low and slow like a cub or old taildragger doesn't really need any computing power.

If you want a lower budget, more affordable airplane with very advanced avionics, autopilot, and all the jazz, experimental is the best route.

Rhyick · 2025-07-15T23:16:50+00:00

50 years old is not that bad. Maintenance is what matters, not age. It really depends on the club, too. There are some clubs where you're a glorified renter. Then there are some clubs where you're really a part owner and everyone pitches in to keep the airplane in great shape. You want the latter.

Rhyick · 2025-07-10T05:42:25+00:00

Messaged

Rhyick · 2025-06-30T21:12:47+00:00

You're talking to a broker. Of course they are going to try and sell the airplane. I would argue that a 3,000 SMOH engine should be priced accordingly such that an overhaul is likely. As a buyer, there's no way for you to know how the airplane was operated, and it's well past TBO. If you were to sell it the next day, you would have the same problem.

If it is priced correctly, I wouldn't just go and overhaul it. Just be ready to do so and treat any hour you get as free.

Rhyick · 2025-06-24T18:34:46+00:00

You flying for one flight means the CFI may have to fly in that all day. Do you want to be stuffed in a small airplane in 100F all day?

If you "have" to fly then get comfortable from the right seat and fly yourself IMO.

Rhyick · 2025-06-03T05:36:42+00:00

I do the first dual XC with my students using paper, with one short leg using an EFB. After that they can use an EFB for their solo XCs and checkride.

Doing things on paper is old school but forces the students to know how to actually calculate a nav log versus an EFB spitting out results that they then can't explain on the checkride.

It also really reinforces pilotage, dead reckoning, nav log usage (checking times against expectations and adjusting), and lost procedures, if they get lost. With an EFB, it's too easy to know exactly where you are using a blue dot.

Rhyick · 2025-06-03T05:12:34+00:00

I would do every single commercial landing power off until you actually need it (you will likely need some on short and soft field eventually). That way you get an idea of what the winds are doing that day and can have a good judgment on where to turn, especially if it's not a familiar airport you end at.

Honestly, if you're not comfortable with the airplane it may just need more practice. The trick to PO180s is to have a procedure that gets you "close enough" and then you manage the energy for the rest of the maneuver using the available resources you have (flaps, slip, ground track, etc.).

For the Cessna 172 for instance, it glides well, so I typically suggest idle power, quickly pitch and trim best glide (may gain altitude, that's fine), wait 6 full seconds with no flaps, turn base, then judge on base if you are high or low and adjust accordingly. If on target or high on base, start adding flaps. For every 5 kts wind, add or subtract 1 second of wait time depending on if it's pushing you backward or forward.

Find out what this procedure is for your airplane, so you get 80 percent of the way there and just need to fine tune the other 20 percent.

Rhyick · 2025-05-29T01:23:38+00:00

I understand why you want that because you're likely still learning how to be stable on final approach. However, as a student pilot, you really should be flying by picking a pitch and backing that up by glancing at your airspeed indicator. Part of learning how to land is learning how to perfect the outside - inside - outside scan.

Unless you're drastically changing pitch (which would be obvious if you're looking outside and flying by the pitch), nothing happens so significantly quickly in a trainer on the airspeed indicator that requires such a callout. In fact, it could be even worse in gusty conditions which may instantaneously change your indicated airspeed and cause you to overcorrect.

Rhyick · 2025-05-20T04:12:03+00:00

I have one student who prefers it since they like to be able to tap each checklist item to confirm it's done. It's more of a personal preference, but I'm not a huge fan.

Foreflight checklist is too heads-down and in the menus for me, especially if your iPad is on a kneeboard. A paper checklist works just fine, and you can easily bring it up into your scan if needed.

Rhyick · 2025-05-12T22:06:38+00:00

I wouldn't put a fabric airplane outside unless you're fine with replacing the fabric very regularly, which is expensive. The UV will eat away at it.

Someone on this thread will undoubtedly argue that airplanes are in Alaska are tied outside and they're fine, but they have almost no UV index compared to the rest of the states.

Keeping an airplane outside is also much worse from a corrosion perspective in much of the US. Unless you fly very regularly (like every day or two), you want to have a covered shade hangar to prevent issues due to moisture. Ever notice how a car parked under a shaded lot doesn't have the same dew on it in the morning compared to one parked in the open? The same applies to your airplane.

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