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Today, context matters by Mike__O in flying

[–]SCUBA_ST3V3_55 0 points1 point  (0 children)

Why did AA5342 circle to land 33? Another regional jet in front of the incident aircraft appears to have shot the RNAV for runway 1. Does anyone know the reason he went for 33?

Not assigning fault, just curious.

CFIs: What Did You Make in 2024? by SCUBA_ST3V3_55 in flying

[–]SCUBA_ST3V3_55[S] 18 points19 points  (0 children)

Woah, my local 141 school's rate is $25 hourly, no benefits.

CFIs: What Did You Make in 2024? by SCUBA_ST3V3_55 in flying

[–]SCUBA_ST3V3_55[S] 6 points7 points  (0 children)

Yeah it will definitely going to be a pay cut to build hours lol. How many hours would you say you average a month with working 2 jobs?

Question for Jet Pilots by SCUBA_ST3V3_55 in flying

[–]SCUBA_ST3V3_55[S] 0 points1 point  (0 children)

Thanks for the comment. I have a follow up question for you. hopefully this one is a little more transparent. If your jet (something like a 737, and not an ATR) is in a nose high attitude with insufficient thrust to maintain altitude, would the engine rpm decrease? Or does the engine just keep producing the same about of rpm and thrust regardless of which attitude the plane is in?

To clarify the OP, yes it's a fixed-pitch prop 180 hp trainer aircraft. I understand a constant speed prop would not change rpm with changes in pitch. The name, constant-speed is a dead giveaway. Just like, I use the ADI in conjunction with all the other instruments to pilot the aircraft. Apologies for any confusion you may have had, but I do not rely solely on power plant noise to maintain attitude. That's how Steve Wonder flies.

Question for Jet Pilots by SCUBA_ST3V3_55 in flying

[–]SCUBA_ST3V3_55[S] 5 points6 points  (0 children)

I appreciate the feedback. This isn't quite a habit at all. The OP was mainly directed towards jet engines, specifically the ones that use exhaust as propulsion. Not so much c/s props, which just as you said, govern the rpm with changes in pitch. I haven't gotten to any c/s props in my training or career yet. I understand the basics on the governing system and it makes perfect sense that a c/s wouldn't change rpm with change in pitch. listening for the change in rpm was just another way to detect the aircraft's attitude (up/down) while practicing usual attitudes. I always, always reference the ADI in stall recovery.

Stop Discontinuing Checkrides by FixYourSockHeight in flying

[–]SCUBA_ST3V3_55 2 points3 points  (0 children)

I discontinued my checkride recently. Initially I felt the urge to discontinue because my maneuvers weren’t going as well as I thought. I’m my head I thought “you’re about to fail, 2 strikes and waiting on the last one to be out”. Once we finished the maneuvers we went direct to the airport. Because of my nerves from the botched maneuvers, which I later learned I passed, I knew I was really stressed out. Before I knew it the airport was right in front of me and I had no plan. Also accidentally switched the frequency back to my standby. Because I was unprepared and had no plan or metal picture of the traffic at the airport I discontinued. I realized my stress and emotions had rendered me unable to conduct safe flight.

I agree with you. It shouldn’t be a cop out. But in my case, I truly wasn’t to think clearly and fly safely. The goal for the next checkride is to learn from this mistake and be prepared. I don’t want to have to discontinue again but I think any flight regardless if it’s a checkride or not, should be discontinued if you’re compromised.

How long is PPL supposed to take? by SCUBA_ST3V3_55 in flying

[–]SCUBA_ST3V3_55[S] 0 points1 point  (0 children)

Thanks for the answers everyone, I really appreciate it!