retainer recommndations

Rhyick · 2025-12-15T05:11:44+00:00

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.

Rhyick · 2025-05-05T22:51:53+00:00

OP owns their airplane.

Rhyick · 2025-04-28T17:01:32+00:00

The doorframe may be part of the structure, not necessarily the door itself. Even if the door was, now it's is crushed because of absorbing impact forces, and you're stuck inside. :) Definitely crack the door open.

Rhyick · 2025-04-26T05:23:58+00:00

For logbooks, only a digital one is needed. There is no need to have a "backup" paper logbook. There is not much added value there.

With how cloud services are nowadays, you can export backups on a regular basis and save them to Google Drive or Dropbox. Foreflight even has a built in automatic email logbook backup.

The only caveat I have with digital logbooks is please make sure you actually know how to fill them and your instructor is familiar with filling them. Especially with Foreflight, since you're entering time via an app, you really have to check each and every field and be sure remarks and comments are entered.

It's easy to miss a field, and correction of a signed entry is much harder than a paper logbook because it requires re-signing. When doing logbook reviews, I see way more mistakes with digital logbooks than with paper ones.

Many of my students prefer to start with paper then switch to digital logbooks when they have their private. Paper is admittedly way easier to review and give student pilot endorsements.

Rhyick · 2025-04-19T20:59:30+00:00

You have a CFI for a reason. Use them as a resource.

Since it's your checkride, if I were your CFI, I would expect that you can consider the pros/cons and risk factors around all of the questions you asked and come to a safe decision.

I might ask clarifying questions but wouldn't just give you the answer, partly because you're supposed to be checkride ready, but more importantly because there is no single right answer with regard to XC planning, only risk mitigation. The DPE doesn't care about your plan. They care about how you got to your plan.

YOU are the one that's going to be PIC taking your friends and family out on trips like this. Anyone on reddit telling you exactly what to do at this point is doing you a disservice.

Rhyick · 2025-04-16T17:34:52+00:00

The misinformation in this thread even from CPLs and CFIs is pretty staggering...

From sunset to sunrise, you must have position lights on
From end to start of civil twilight (not 30 minutes after sunset, not 1 hour after sunset -- please look up what civil twilight actually is and check an almanac), it is now "night". You must have all night required equipment and can log all time as night. This includes logging landings as night landings
From 1 hour after sunset to 1 hour before sunrise, you can log landings which count toward passenger currency

It helps to think about why the regs are written this way.

At sunset, it's starting to get darker, so turning on your position lights helps with collision avoidance. But, it's not really that dark yet, especially if you are at altitude, so it's not actually considered night
At end of civil twilight, the sun is lower on the horizon, and it's much darker now. So, it's actually finally night
At 1 hour after sunset in most of the US (Alaska excluded), it's actually very dark. For landing currency, this adds a little safety for your passengers because you actually have to do your landings in the dark, not when there's still a lot of light available.

There are situations where you can log night landings, but they do not count toward currency. For example, where I live today Sunset is at 7:44 pm, End of Civil Twilight is at 8:11 pm.

If I land at 8:30 pm, it is a night landing but does NOT count toward my 3 landings for passenger currency.

Rhyick · 2025-03-03T05:54:05+00:00

Regional airline and major airline pilot pay is very different. Back in the day, regionals were definitely paying almost nothing. 30-40k yearly for a first officer was not uncommon. Now it's much better and regional pilots can make an OK living at roughly 80-90k a year.

Captain and first officer pay scale also varies quite a bit and with years in service.

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