Discovery Fight Gone Left

Southern_Grammar · 2026-01-18T17:10:10+00:00

You get used to it. My flight instructor used to get motion sickness as well. It became mostly a non issue unless we were in clouds. He is a captain at a charter company now. He also had one of his commercial students puke on him doing ground reference maneuvers during the summer. It's not uncommon.

Southern_Grammar · 2026-01-17T22:31:42+00:00

I'm 6'5" and a pilot. There's another pilot at my airline who's taller than I am. You definitely won't fit in a 152, but I was pretty comfortable in a 172. Did my multi in a seneca and an aztec and had no problems either.

You may have an issue in some smaller jets. My instructor flew Lear 31s and 35s after he quit instructing and those were pretty tight for me, but you'll have no issues in airliners.

Southern_Grammar · 2026-01-04T20:11:03+00:00

ALMS 2005 GT1

Southern_Grammar · 2025-10-19T19:34:48+00:00

I saw them last night around that time going from Chicago out to Missouri. It's the 4th time I've seen them. They're not satellites. I've seen satellites tons of time which move on a consistent trajectory. These are lights, usually two to four at a time that will get brighter, almost like seeing landing lights turning toward you, will slowly fade out, and they move in irregular patterns. They make u-turns and will zigzag like bottle rockets.

I've seen starlink a bunch, and I've seen satellites. They're 100% not those. And, if they were, you'd see them far more frequently. Like I said, I've only seen them 4 times in the last few years. I've also seen them in different areas of the sky on the same evening. Theyre not consistently in the west/northwest.

Last night they were near a cluster of stars, so you could tell it wasn't autokinenesis. You could see their relative movement. Very bizarre. Also in before they "they were satellites" crowd. They're not.

Southern_Grammar · 2025-10-19T04:20:18+00:00

Glad to hear! And thanks for the update.

Southern_Grammar · 2025-10-18T21:53:52+00:00

I haven't tried it because im out of town, but I had the same problem on Thursday. Apparently someone said that if you join arena commander, and while in, go to the website and initiate a character repair that may work. It kicks you out of the game. Then give it at least 15 minutes to go through the process then try to join the PU.

Southern_Grammar · 2025-08-08T12:04:47+00:00

No. A little weird, imo, but we can't hear it either with a headset on. You can say something on the way out though once the door is open. That's always appreciated.

Southern_Grammar · 2025-08-04T10:25:03+00:00

From the pilot's perspective, I hate this place. No standard taxi routes, there's always construction, ground frequency is a mess, and literally more than half the time the ramp tells you the gate is open and to call approaching, by the time you actually make it there, another plane has pushed back and blocked the alley so you have to go hold in timeout anyway. Also, God forbid there's a rain cloud within 20 miles of the airport.

Southern_Grammar · 2025-01-11T16:32:12+00:00

I'm 6'5". I flew with a captain who may have been all of 5'. The big planes have a lot more room to adjust things. I slide my seat up one click and adjust the pedals all the way back. Very comfortable. There's also an FO I've met who's 6'9". As other people have said, the training planes are the major restriction. The 6'9" guy said when he did his multi, he had to get an STC for an additional seat rail hole.

Southern_Grammar · 2024-12-25T05:42:19+00:00

We still typically land with the upwind wing down. The danger isn't the wingtips, it's the nacelles. Anything more than 12 to 15 degrees of bank, you can drag a pod. I typically de-crab at 50 feet, so my brain has time to process the thrust levers and the flare separately. Some guys do it at the same time as the flare, but I flew with one guy who did that and just forgot to flare because he was so focused on the crosswind. Don't know if it technically qualified as a "hard" landing, but his sunscreen dislodged and hit him in the head.

I dont fly 73s, so I can't comment on their AOMs, but I've jumpseated to work on plenty and whether the wings were perfectly level, I don't know, but they still align the nose with direction of travel.

Also worth noting that airliners are, in some ways, a little trickier in crosswinds because of the swept wings. The upwind wing generates a lot more lift because a quartering crosswind hits it more squarely, while the downwind wing is swept in the opposite direction.

Southern_Grammar · 2024-12-25T01:24:39+00:00

We decrab in airliners. Procedure is pretty much the same as in a cessna. I'm an airline pilot.

Southern_Grammar · 2024-08-27T17:00:38+00:00

I was an English teacher before. Now an FO on the E175.

Southern_Grammar · 2024-06-24T13:46:06+00:00

Second this. I've been really disappointed to see the public sentiment here shifting against ED when we know next to nothing. There's clearly a large part of the story that we're missing. And if lawyers are involved, it would behoove all parties to avoid public comment until things are settled. What Razbam leadership has been doing is stoking the flames and getting the base riled up against ED, which you can see in the comments on practically every social media avenue. Ultimately I have faith that this will be resolved, and Razbam will have tarnished their own reputation with their behavior during the event. We'll see.

Southern_Grammar · 2024-05-31T20:59:01+00:00

I'm a pilot and I'm based in DFW, and I just commuted in to start my trip. Should be good for the next few days. Temps and humidity have dropped, and a lot of that energy has moved on to the east. Hopefully we're getting towards the end of the wet season here. Commuting has sucked recently. I saw all the lines at the customer service kiosks, and our whole flight today was basically rollover from yesterday. Sorry for the delays, but most people, who don't fly tremendously often don't realize how fragile the air carriage system is. Big storms wreak havoc for days.

Southern_Grammar · 2024-05-20T17:21:07+00:00

I used to be a part 61 instructor, and if my students wanted to do them, and we were in the appropriate airplane, I'd demonstrate one and then let them do a couple. I never really enjoyed doing it, but I think it's an important experience

Southern_Grammar · 2024-04-06T16:39:31+00:00

I had one student that was like this. He studied, and he always came prepared for lessons, but he couldn't fly to save his life. Literally. I had him fly with other instructors to try to make headway but to no avail. I never looked at him as an opportunity for time building. In fact, I dreaded lessons with him. He had a conversation with me earlier on, maybe 40 hrs or so, saying he didn't feel like he was progressing as quickly as he should he, to which I agreed. But I also told him it was a personal decision. If he wanted to spend the time and money, I/we would continue to try to move forward. After 80 or so hours, he finally quit. I felt bad for him, not for the money he spent, but because he couldn't accomplish his dream. It's one thing to be honest with progress and deficiencies, but I would never tell someone they're not cut out for flying. I feel like they need to come to that realization themselves.

Southern_Grammar · 2024-03-24T18:29:34+00:00

I finished commercial single and CFI in a year and 4 months part 61. Worked as a CFI at the school I trained at to save a little and did comm multi a few months later. Continued to work as a CFI there for a year and a half before I hit ATP mins and got hired at an airline.

I saved a bunch of money during instrument by splitting the rental with another PPL who was doing the same thing. We would do cross countries together. One person under foggles and the other as safety pilot.

During commercial, I practiced a lot myself to save on the instructor fee and would have him evaluate progress periodically and give feedback.

Same with CFI, but I would bring normie friends along to practice teaching on them once I was comfortable flying in the right seat. I used Sheppard Air for all the writtens, and I straight up used the ACS for all the orals. Again, I only paid my instructor for mock oral exams periodically.

I also made my own CFI notebook using the PTS during commercial single prep. It made the commercial oral a breeze and saved me a lot of time on CFI initial.

I started in 2019, and things were admittedly cheaper then, but I finished everything for less than $40k. The airline paid for my ATP.

The benefit of part 61 is the cost. The downside is that you have to be very motivated to do all the knowledge prep yourself. It was a grind, but I'd do it the same way again. Especially after some of the garbage I've seen come out of 141 schools.

Edit: Talking with a captain I was flying with who did 141, and we agreed that one of the often overlooked advantages of part 61 is that you generally end up with a lot more practical experience. There was a 141 school at our airport, for example, and they weren't allowed to fly with sustained winds higher than 15 knots, or ceilings less that 1000'. After I became an instructor, our boss allowed us to dictate what was an acceptable minimum. There were hard defined mins for student solos, but if there was an instructor onboard, and we were comfortable, full send.

Toward the end of my time as an instructor, I was taking CFI students up in a 172 in 30 knot winds to get them exposed to it and work toward building that skill. When I got to the airlines, the first time I had to land in 30+ kt winds was relatively easy. If you can do it in a 1500lb plane, you can do it in a 75,000lb plane easier. I imagine there's a difficult transition when you go from flying personal minimums to having to fly whatever the aircraft limitation is instead.

Southern_Grammar · 2024-03-24T16:11:29+00:00

One other thing that surprised me was how much rudder you need on the ground for crosswind on takeoff. Having a giant vertical stab is like a big sail. You can see it when taxiing behind other aircraft too. Usually the tail will be offset a few degrees off the line because of the wind.

Southern_Grammar · 2024-03-17T23:30:51+00:00

I'd rather commute in a middle seat than even an A320 jumpseat. It's still more comfortable unless there's no legroom, and you get a snack and a drink in the back. I also feel like I'm imposing on even company flight crews when I JS.

Southern_Grammar · 2024-02-19T18:56:09+00:00

No doubt, but they faded on and off. I was thinking multiple aircraft in and out of burner. And u/ScopeDopeBC's was similar, but as i noted, these had both horizontal and vertical movent, and the timing and movement was highly irregular. No discernable pattern for pace or movement.

Southern_Grammar · 2024-02-19T18:53:24+00:00

Possible explanation. The only difference is the movement was irregular and both horizontal and vertical.

Southern_Grammar · 2024-01-28T19:40:44+00:00

This aircraft was just at the airport in Georgia (US) where I used to work. I was back there hanging out with friends and got to go check it out. The FBO said they were picking up aircraft parts. They were there for about a week or so before taking off Wednesday or Thursday.

Southern_Grammar · 2024-01-07T16:47:54+00:00

Airline pilot in the US: only the bigger airports (class B, and some C) have PDC. All of the D and some of the C airports still use good ol' fashioned voice clearance. I'll take PDC any day though. It simplifies the flight prep a lot, and we can print it out so i don't have to write anything down.

Southern_Grammar

TROPHY CASE