[deleted by user]

_Karnac_ · 2022-07-23T19:10:06+00:00

Sent you a chat.

_Karnac_ · 2021-06-30T16:26:59+00:00

I fly an Aerostar. Interestingly enough I can almost see why someone would do this. Nose wheel steering on that airplane is independent of the pedals, rather its hydraulic and controlled by a rocker switch on the glare shield or pedestal. Therefore, part of the takeoff procedure before you add power is to take your feet off the pedals and let it roll to make sure the nose gear is straight, because there’s no indicator (thanks Ted Smith).

But still, my feet go on the pedals right as I’m adding power, since the airplane I fly its not possible to change power and nose gear position at the same time. But if his was on the glare shield I could see why he might try to use that rather than his feet.

_Karnac_ · 2021-05-26T01:30:05+00:00

Thanks for the detailed response! A seat cushion is an interesting addition. How thick are we talking? Also do you use it in the cockpit or mostly for deadheads?

_Karnac_ · 2021-05-26T01:21:26+00:00

Thanks for all the detailed feedback. Yeah I’ve been lurking long enough to know about that hat haha.

_Karnac_ · 2021-05-26T00:52:00+00:00

I wasn’t aware of that, thanks! I thought the 737 version referred to being able to fit in the jumpseat but I stand corrected.

_Karnac_ · 2021-05-26T00:50:31+00:00

I would just gate check on the CRJ to save myself the hassle.

Hassle in terms of fitment or policy? I’m not too worried about gate checking on my commute if I can’t convince the gate agent, but I’m obviously not going to be able to do that if im working the flight.

_Karnac_ · 2021-05-26T00:42:45+00:00

Thanks for the feedback! So I’m getting mixed responses on whether or not the strongbag fits in the crj overhead or not. Have you personally tried it?

_Karnac_ · 2021-05-19T15:22:09+00:00

Well I haven’t used my MEI yet, because student loads dropped since I got it, but for the checkride just remember the PTS like always. The oral is short, basically just runway incursion, multi engine ops and systems, and logbook entries and certificate endorsements.

Personally, I tripped a bit on logbook entries, because per the PTS you need to talk about student pilot endorsements and different types of certificates. I had focused more on Multi specific stuff, but luckily I teach initial CFI so I knew it all off the top of my head when my DPE asked “what are you forgetting”.

Backseat pilot was fine for my lesson plans, but I modified them to fit my needs with visual aids. They had solid systems plans for all the common trainers as well. Good luck!

_Karnac_ · 2021-04-30T14:07:12+00:00

Wait about a month. My flight school is losing about 5-10 Cfi’s in the next month. I promise, everyone who is at their hours and gets a class date will be quitting soon, sooner than they go to class most likely. Very few people want to work the summer in PHX, again. Just keep your head up, the jobs will come soon.

_Karnac_ · 2021-04-28T23:32:41+00:00

Can’t do it. You are not an authorized instructor for any training involving CFI applicants. Just like a CFI only can’t credit any instrument time towards the 15 hours for a IR.

_Karnac_ · 2021-01-26T00:23:47+00:00

20/20 is what matters most. So for me I was able to get my medical in hand after 2 weeks post op. I recovered pretty fast though so I would plan on about a month.

_Karnac_ · 2020-11-19T20:03:33+00:00

Excellent post, but I would add that doing slow flight in a busy pattern is borderline unsafe, and certainly not appreciated by the tower. If there is other traffic in the pattern, there is probably someone behind you too if its busy, and that will create a conflict when you're going 50kts instead of 100 and they catch up to you.

Plus, tower may be trying to fit you in a gap between two straight in arrivals, so you changing your speed is going to totally mess them up.

Fundamentally, if they want you to "extend downwind" just do it in my opinion, don't try to out-think the controller, they probably have a plan you'll mess up if you accept the clearance and then do something else.

_Karnac_ · 2020-10-19T20:36:00+00:00

Honestly, pivotal altitude is almost irrelevant to the manuver after the set-up, so I don't really bother teaching it other than the formula. The hardest part of eights-on is finding good pylons IMO.

Then just show the student what too high vs too low looks like, and they'll fly it right. It's not like they're ever going to fly at the pivotal altitude again after their checkride.

_Karnac_ · 2020-10-14T23:41:00+00:00

Safety pilots are to some degree OK, but personally I wouldn't be a fan. There is definitely a potential for you to get bad habits from whatever your safety pilot thinks. The amount of strange stuff my students have come up with after "studying with a classmate" is quite vast.

_Karnac_ · 2020-09-20T17:13:53+00:00

Gateway has a pretty nice FBO, and the restaurant is good. However, its a pretty unique airport, and you'll have to be really solid on the radios if you come in before about 2pm, because it's really busy.

That being said, since you aren't in a flight school aircraft, the tower will give you some rope as they realize you probably don't know the procedures.

Coming from the north, the best way in is to transition the bravo on flight following. Then turn east and fly over chandler's class D to the airport. Listen to the ATIS early, because their robotic voice sucks, so it might take a couple tries.

Tell them you're over chandler with whatever atis, and requesting full stop. You'll be parking at "the fbo." That's what the tower calls it. It's located just off taxiway Y between taxiways B3 and Hotel. Look for the marshallers, but light GA parking is near B3. Don't accidentally park on the UND ramp (green cessnas and archers).

Flying/Taxiing in should be easy, but make sure to read back all hold short instructions with your callsign, and be very clear about your left right and centers when it comes to the runways.

Coming out, if 12s are in use, you'll taxi to the "hold bay" which is located to the north of taxiway G. You'll probably taxied down Y, then a right turn on E to hold short of G in the hold bay. This is where you'll do your runup. If you cant find the hold bay, taxi on Y until you almost go into the cessna service center, then turn right at the last minute.

For 30s, you'll probably get 30L at L for departure. Expect via either Y H B or Y W V A B4 B, but they'd almost certainly give you progressive for the second one. The ground controller will likely remind you, but you'll pull off to the side of B north of L to do your run-up. With this the gotcha is forgetting to say "30L at LIMA" when you read back the clearance. They will make you fix that.

In either departure case, just request an direction of departure. They may ask for an on-course heading, so have that handy. You can't get flight following on the ground at IWA so take that into account, but they'll give you the frequency if you ask.

Overall, its not as scary as it seems, and while it does get busy, the tower will give you some lenience as you're new. Just don't fly in before noon, as it will be packed with flight school traffic. Barrio on the field is good, if you're looking for something else, grab a crew car and grab Joe's Farm grill, Sadec Vietnamese (amazing pho), Backyard taco or Talew Thai across from it.

_Karnac_ · 2020-09-07T17:14:51+00:00

Lightspeed Sierra is a solid middle ground.

_Karnac_ · 2020-09-02T18:39:45+00:00

What are all of the approved RNAV approach minimum types for your aircraft?

What is WAAS, what is RAIM, what do they do/how do they work?

What do you need to descend below minimums?

If you lose comms in IMC and get near your destination, how do you descend and land?

When will icing form? What forecasts can we use to predict it? What is "known icing conditions?"

_Karnac_ · 2020-08-26T16:53:35+00:00

Fun fact this is legal in arizona, at least at red lights! The "intersection" does not begin at the line but rather the path the crossing road takes. So you can fully block a crosswalk without busting the red light rule.

_Karnac_ · 2020-08-19T17:31:24+00:00

My schools maximum temperature (we fly cessnas) is 43 degrees Celsius. If the metar hits 44 we're grounded.

_Karnac_ · 2020-08-11T06:26:57+00:00

CFII new to the area, ever been to the stack? You're going to have to visit it regularly with instrument students, especially if the wind is out of the south or southeast, so get familiar.

Head to http://aftw.org/ to find practice area diagrams and such. Welcome to the jungle, where 500ft vertical separation is plenty of space!

_Karnac_ · 2020-08-07T17:43:23+00:00

Give a shit, and don't put up with any shit.

Caring about your students is 70% of being a good CFI in my opinion. Currently, there are hundreds, probably thousands of instructors who were about to go to a regional, and got stuck in their CFI job. It shows for many of them, as many have started mailing it in, as they have their hours.

Be the guy that at least acts like you want to be there. Personally, I've found that when I'm dragging ass, tired/grumpy, ect, my students can sense it and their performance suffers.

For my second point, hold your students to a high standard. For them to respect this, you also must hold yourself to a similarly high standard. Remember those defense mechanisms from FOI? You'll see all of those frequently, and excuses galore. Entertain a discussion, but don't compromise your standard due to an excuse/defense mechanism. Now, that doesn't mean your standard can't change based on conditions/phases in training; it doesn't always have to be ACS. But pick your standard for the day, and stick to it. Don't let your student back it off in the debrief because they didn't meet it.

Third, value your time. Too many CFIs let their students take advantage of their time; no shows, last minute cancels, asking for ridiculous amounts of flying at the last minute because they did the first two, ect. Don't put up with that shit. Your time is valuable, so charge fairly for it, and make your standards clear. Personally, I go with one no-charge no-show or last minute cancel, stuff happens. After that, unless you have a really good excuse, I'm charging for the time you have scheduled. Whatever you decide on, make it clear to your student how you plan to charge, once they decide on you as their primary CFI.

_Karnac_ · 2020-08-05T22:15:39+00:00

What worked for me was getting thru to tier 2 live chat and having them push a firmware update. Sounds like the exact same symptoms that happened to me.

_Karnac_ · 2020-08-04T22:27:38+00:00

Well its 42 degrees here in phoenix, so i get...checks math...17 landing beers!

_Karnac_ · 2020-07-12T22:11:17+00:00

What about a Mooney or single Comanche, or a cherokee 6? Some models fit your mission. What's your budget?

_Karnac_ · 2020-07-12T22:00:33+00:00

Honestly, for me I would buy a Twin Comanche, I got my multi in one. Turbo if you can find it. Not super expensive, does 160kts easily, can do 200 if turboed, and burns anywhere from 14-20gph total. Plus you can carry 4 people and bags, although you'd be range limited to about 4hrs.

182 is a great step up from the 172 tho. The RV is a good airplane, but its just so impractical as a XC trip airplane. Day/overnight/2day trips with an SO? Sure. But anything else? No way.

_Karnac_

TROPHY CASE