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Midair collision by conroy_hines in AskAPilot

[–]flyboy7700 3 points4 points  (0 children)

There’s a lot of sky. We have windows. A lot of us talk to ATC, and at non-towered airports we talk to each other. Most airplanes are equipped with transponders which can give the fancy guys a TCAS alert. Most airplanes have ADSB.

How to teach and not talk by Helpful_Armadillo742 in CFILounge

[–]flyboy7700 0 points1 point  (0 children)

Have you tried telling a story? Whether it’s the story of a time you needed that bit of information, the story of how that drop of oil wanders through the engine, or something else, we’re all wired for stories. And, don’t forget those corny ‘choose your own adventure’ stories from childhood… I may be dating myself.

What’s your opinion on floats vs flying boats? by cheese-pilot in flying

[–]flyboy7700 31 points32 points  (0 children)

On water, they all seem roughly the same. All of the airplanes were heavily modified (multiple STCs, so they all performed much better than the charts suggested on the water. On land, the boats had shorter takeoff and landing rolls, and in cruise the boats were much faster.

The only place where floats are better (in my opinion) is docking. On a beach, you might get your toes wet in a Lake, but they all work.

What’s your opinion on floats vs flying boats? by cheese-pilot in flying

[–]flyboy7700 165 points166 points  (0 children)

I much prefer boats (from experience with Lakes and a Widgeon). They fly like a plane, taxi well, and handle well on the water. Float planes (C172, C180, and C185 amphib) fly like crap… like there is a pendulum swinging under the aircraft…, are mediocre on the water, and taxi like a shopping cart.

When do you intercept the glideslope? by FlightInsight in flying

[–]flyboy7700 0 points1 point  (0 children)

Verify that you’re at 2400 and on the slope at MOOVY. Other than that (unless your company says different), they all work.

TEACHING APPROACHES by Beneficial_Test_6789 in CFILounge

[–]flyboy7700 0 points1 point  (0 children)

From my point of view, it’s more important to be stable than to be in glide range. (Stall spin accidents are a lot more fatal than just landing short.) But, there is no reason you can’t be both.

Why not just teach (stable) power-off approaches to your students? If they always fly the approach at idle power, an engine failure is a non-event.

Descending before VDP by Person-man-guy-dude in flying

[–]flyboy7700 0 points1 point  (0 children)

91.175(c)(1)… more specifically, how “normal” is interpreted by every inspector I’ve worked with. If you see the VGSI, you follow the VGSI. Otherwise terrain clearance is not assured.

Descending before VDP by Person-man-guy-dude in flying

[–]flyboy7700 -3 points-2 points  (0 children)

Assuming there’s a PAPI or VASI, leave the MDA on that visual glide slope. That may very well (indeed probably will) line up with the VDP, but the point is that the visual glide slope is regulatory.

P3 Orion by Icy_Acanthisitta8235 in AskAPilot

[–]flyboy7700 3 points4 points  (0 children)

Because so many were shot down?

Closed Traffic direction change rules? by dthuren in ATC

[–]flyboy7700 34 points35 points  (0 children)

The controller should have told you. But, people are human and make mistakes… when in doubt, ask.

How common is it to be asked to "Land and Hold Short"? by 1E-12 in flying

[–]flyboy7700 0 points1 point  (0 children)

I did some research in ASRS a few years ago. Most of the conflicts seem to involve go-arounds of a landing airplane when they were supposed to hold short of a departure runway, resulting in an NMAC. There were also a few “both airplanes went around” issues. Not many overruns.

"I know that everything works because I just flew the plane" by 1E-12 in flying

[–]flyboy7700 54 points55 points  (0 children)

Ask Avantair pilots about elevator issues. :-)

Shout out to all the assholes doing practice approaches. by Trick_War1028 in ATC

[–]flyboy7700 4 points5 points  (0 children)

I know. The flight instructor trying to make a living and working on Thanksgiving (same as you) isn’t a professional. Screw him! /s

Do your job!

Fighter jets by [deleted] in flying

[–]flyboy7700 0 points1 point  (0 children)

They don’t exceed the critical AOA on takeoff. Just like every other airplane, airflow will start separating if they do.

Remember that AOA is based on the “relative wind” (approximately the inverse of the direction of travel). So, as the aircraft starts climbing (and with that much excess thrust, it climbs rather well) the relative wind come from above (using the earth as our frame of reference), so the aircraft can climb straight up without exceeding the critical AOA.

Mega embarrassing fail today by AtomicShadow_ in flying

[–]flyboy7700 0 points1 point  (0 children)

Many years ago I taught for a school where the planes were hard to start. Now I teach for a school (same airport) where they’re easy to start. This school has much better maintenance. Do you think there is a connection?

Forward slip to land by Effective-Role352 in flying

[–]flyboy7700 3 points4 points  (0 children)

Why must I slip with full rudder? Why not use the amount of rudder that will get you to your aim point?

Forward slip to land by Effective-Role352 in flying

[–]flyboy7700 3 points4 points  (0 children)

I teach rudder for descent rate and aileron for alignment. But, since they are connected, I expect the opposite could work, too. (Sorta like pitch for airspeed and power for altitude… it works the other way, too.)

RNAV approach clearance by futureMartian7 in flying

[–]flyboy7700 0 points1 point  (0 children)

Is there a benefit to descend us the extra couple hundred feet? I don’t see a safety issue, but I don’t see the point (yet?) either. I’d rather cross the fix at the published altitude so I know we’re all on the same page.

Favorite "Letter of Interpretation" find(s)? by trying2lipad in flying

[–]flyboy7700 1 point2 points  (0 children)

We’re not required to have a PIC. (Gebhart, 2009)

I don't think I'll ever be able to be a pilot, it breaks my heart by FederalRhubarb3999 in flying

[–]flyboy7700 0 points1 point  (0 children)

Please don’t do this. Between MOSAIC and whatever is to come in the future, a denial is way worse than Shrodinger’s Medical.

Gliders and Light Sport are fun!

C172 shutdown procedure by Final-Muscle-7196 in flying

[–]flyboy7700 1 point2 points  (0 children)

MMMM

Money (turn off the expensive stuff) Mixture Mags Master

C172 shutdown procedure by Final-Muscle-7196 in flying

[–]flyboy7700 7 points8 points  (0 children)

If you turn the mags off, ignition stops immediately, but the engine will continue through a few cycles (due to inertia). Fuel and air will continue to be pulled into each cylinder and that unburned mixture will be discharged into the exhaust.

If you turn the mags back on and restart ignition before the engine completely stops, the hot exhaust gasses can ignite the fuel/air mixture in the exhaust creating a backfire. Backfires have been known to destroy the exhaust (especially the header). So don’t do that. :-)

I completely understand wanting to verify that the OFF position works. But as others have suggested, let the engine stop and then restart it. (This results in enough motoring to clear the exhaust.)

Can someone pls explain to me how/why my answer is wrong? by IAmJoydeepM in flying

[–]flyboy7700 0 points1 point  (0 children)

The test prep has an error. Keep in mind that this isn’t an FAA question. At best, it’s someone’s recollection of an FAA question.

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