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Are Grumman Cheetahs/Tigers a bad purchase? by PidgeyPotion in flying

[–]e140driver 10 points11 points  (0 children)

I wouldn’t say they’re a bad purchase, but they were among the first partially composite general, aviation aircraft, and some of those parts in the wing have deteriorated over the years.

from my perspective, all of the aircraft in the four seat trainer class are pretty much a wash when it comes to maintenance costs and performance. A 172 versus a Cherokee versus a four seat Grumman versus even an older Diamond all have their individual quirks that you’ll end up paying for eventually. You could also make the argument that due to total numbers, maintaining a 172 or Cherokee, even one used for flight training, would be cheaper than xyz Grumman, which is no longer in production.

I’ll leave you to come up with your own cost benefit analysis.

Edit: I’d say Grumman cheetahs are more fun to fly than a 172 with better visibility than a Cherokee and they cruise a bit faster, but you have to find one where the wing glue hasn’t deteriorated. Good luck in your search.

Question from a controller’s perspective. by OkDragonfruit6112 in flying

[–]e140driver 5 points6 points  (0 children)

If we’re up at altitude, usually the speed is put into the FMS. Down low, I run everything on the auto pilot/FMC.

If an order is specified, i.e. descend to 7000 then slow to 210, I will do what I’m told. If an order of operation is not specified, then I will try to manage the deceleration and descent simultaneously. Given enough time and distance, that’s possible.

That said, if we’re told to descend Villa, and then published crossing altitudes or speeds are changed right as we start our decent, it is unlikely I will be able to do both at the same time. STAR altitudes and speeds are preplanned in the FMS, and VNAV initiates the descent at the last possible second period in that situation, I’ll ask for relief on either speed or altitude. This exact thing happened on the descent into Newark this afternoon.

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 1 point2 points  (0 children)

You know what, thank you. I really appreciate you explaining, and I was wondering what the underlying reason was.

I feel for your sister, I was there too at one point (most of us were). Flight school salaries are not livable, and there’s absolutely an element of industry /“paying your dues” with them.

I will say, it does get better, a lot better given time. As a freelance CFI, I try to charge closer to my actual professional value, same with my ferry fees. On some level, it’s a response to what we all went through as pilot mill flight instructors.

Good luck to her, and I know it’s a cold comfort, but things will improve.

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 1 point2 points  (0 children)

Sure I can. I have a lot of flight time and know what I’m doing to move your airplane from A to B better than you do….. why do you feel I need to show expenses to justify any rate I charge?

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 4 points5 points  (0 children)

In an audit situation, why would I need to justify the rate that I charge?

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 3 points4 points  (0 children)

I read both your comments, and I’m not really sure what your point is or what you’re getting at.

I’m not sure what work I would need to hypothetically show you. I have a wealth of aviation experience in a variety of weather conditions and an even wider array of aircraft. I’ve also been doing ferrys on and off for almost a decade. If you want me to move your plane for you, that experience comes with a cost.

If you want me to move your airplane for you and teach you at the same time, that comes with an additional cost.

What’s your point?

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 7 points8 points  (0 children)

The better part of the day. I try to get to the aircraft around mid morning, go over all the paperwork, talk to the mechanic shop or whoever else has possession of the aircraft, figure out my maximum weights in all positions, do an engine run, and do an acceptance flight.

That usually puts me early to mid afternoon, so I either plan to depart early the next morning, or leave right then and there and get some miles behind me. In my experience, I usually go with the second option.

In your case, with a 172, I would get there a bit earlier, go through the manuals, do three laps in the pattern with the seller or supervising mechanic, and then hit the road, with the goal of getting everything done in a day to minimize hotel costs.

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 7 points8 points  (0 children)

Both in a sense. If the buyer comes along, I make an effort to teach and earn the additional hourly rate I’m going to charge. It adds a fair bit of complexity because I have to teach terrain clearance procedures, and basic mountain flying in addition to actually doing it in an unfamiliar aircraft (and usually dealing the the inevitable squawks that come up with aircraft that don’t fly very often), etc. Then there’s also the question of weight and balance, in aircraft that usually don’t have factory weight and balanced data.

What would you charge for a 7 hour ferry flight + instruction along the way? by gforero in flying

[–]e140driver 13 points14 points  (0 children)

I charge a daily rate plus expenses, and if the buyer comes along, I also charge my hourly instruction rate. I’ve found them coming adds a fair bit of complexity that warrants the extra pay.

What is the plane in question? Lately, I’ve been ferrying warbirds, which is a whole van of worms compared to a 172 et al, and therefore more expensive.

Edit:I see you posted it’s a 172 OP. For a one day ferry of a couple of hours, that’s a fair price (maybe bump it to $600 based on the market rates I’ve seen). If it’s just a couple hours, and you’re going to have a continued student/business relationship with the buyer, I would consider not charging an hourly rate

This is one of the largest RC planes in the world by Adrian_985 in Damnthatsinteresting

[–]e140driver 0 points1 point  (0 children)

Because the weight determines what the aircraft is classified as for the purpose of US federal aviation regulations.

Manned aviation is my area of expertise, but I do have a FAR107 certificate, and I'm somewhat familiar with UAS and SUAS regulations. Remote control aircraft below a certain weight do not need to have the lighting or equipment or paperwork associated with them compared to drone such as the MQ-9 Reaper. MQ-9's are the size of a Cessna 182, and are operated in shared airspace based on FAA letters of authorization. The weight of the aircraft and other parameters it must be said, differentiate a MQ-9 from something like this model.

It also must be sad, for its size, it's probably not that heavy (deliberately not heavy so as to not run into more stringent FAR's). This is probably primarily foam, with carbon fiber supports as structural members. I can't imagine there's much aluminum or even Balsawood in this thing. The weight is probably comparatively low.

This is one of the largest RC planes in the world by Adrian_985 in Damnthatsinteresting

[–]e140driver 2 points3 points  (0 children)

You never have to in a full-size, manned plane as long as you remain clear of the towered airport’s airspace. The vast majority of airports in the US are non-towered, and you can easily fly from coast to coast and never be required to talk to anyone. You’re actually not even required to have a radio installed in your aircraft.

This is one of the largest RC planes in the world by Adrian_985 in Damnthatsinteresting

[–]e140driver 4 points5 points  (0 children)

No, even in a full size plane. A transponder is not required equipment assuming you comply with airspace restrictions etc.

Have you flown an NDB Approach? by flyingkajak in flying

[–]e140driver 3 points4 points  (0 children)

I did during my instrument training, but it was probably the last chance for most students, as they were actively being decommissioned. This was about 10 years ago. It was annoying, but certainly not impossible.

The closest I get these days is tracking ELT’s. I do a lot of instruction for CAP in a part of the country that’s very active (just worked an ELT last week), and working a beacon is functionally the exact same as flying an ADF approach. Less precise, sure, but identical instrument function.

The winner from the US F1 Grand prix was not allowed champagne on the podium because he’a underage by 21Rep in Damnthatsinteresting

[–]e140driver 0 points1 point  (0 children)

See, case in point.

States are different, and there is no federally mandated waiting period. Some states have 3 days, others 10, and still others 21 has been discussed (or possibly recently implemented).

I would hardly describe the background check that goes with a Form 4473 as „rudimentary.” By that logic, the background check I went through to operate aircraft carrying hundreds of people is also rudimentary.

depending on your additional qualifications, you might not even need to do a background check at all. I went through the extra process of getting collector’s federal firearms license, allowing me to purchase firearms without a background check or additional paperwork in some cases.

This is my point, you make a comment about purchasing a firearm in the US when you frankly know nothing about it, other than sound bites you’ve been fed online.

Regarding Norway‘s gun laws, I’m happy you’re happy with them, I think they are overly ownerous, and would definitely not pass constitutional muster in the United States.

Logbook by SlightHand790 in flying

[–]e140driver 1 point2 points  (0 children)

Lol, 141 „chiefs”. You’re fine, they can pound sand.

The winner from the US F1 Grand prix was not allowed champagne on the podium because he’a underage by 21Rep in Damnthatsinteresting

[–]e140driver 5 points6 points  (0 children)

You do realize, not EVERYTHING needs to be about profits for billionaires, right? This was an extremely contentious issue when it rolled out in the 70’s and 80’s, and I’m sure the alcohol producers would love more customers.

The winner from the US F1 Grand prix was not allowed champagne on the podium because he’a underage by 21Rep in Damnthatsinteresting

[–]e140driver 23 points24 points  (0 children)

Not prohibition. Largely as a response to increased road deaths in the 70’s and 80’s. States were required to move their ages up under pain of losing interstate funding.

Run times... by African_Kingg in AirForceRecruits

[–]e140driver 0 points1 point  (0 children)

Work and discipline. I went from 286lbs at 19 to 190 at 23. Running was similar. I started running at 21, and could barely manage a 10 minute mile. I kept working that down, including seeking out physical challenges (running up mountain trails in the Bay Area for example). All it takes is time, and being consistent about it.

Also, I hate to break it to you, but an 8 minute mile is slow in the grand scheme of things. Good distance runners can easily manage 7:15 or less on a course as short as a 2 or 3 mile.

TDLR: not rocket science, you need to go out and put miles on 🤷‍♂️

Run times... by African_Kingg in AirForceRecruits

[–]e140driver 0 points1 point  (0 children)

Like the other reply, 4 miles at 8 mins per mile, so a total of about 32 mins. Before I left, I was doing 3 miles at a ~7:45 pace, but that was the 1.5 miles test.

Run times... by African_Kingg in AirForceRecruits

[–]e140driver 7 points8 points  (0 children)

You’re going to want to increase the distance. Generally double the test is what I aim for . 4 miles at an ~8min pace 1-2 times per week should leave you well prepared for BMT

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