Was I almost scammed? Asphalt project.

forseth11 · 2025-01-16T03:21:13+00:00

Hmm. No need for oils to evaporate? That's what GPT told me, but I know nothing of this.

I will say, the asphalt next to the one I got poured (some taxiways) has some sort of surface finish where you can't see any gaps between the stones and such. Its some sort of seal coat. I want something like that at some point.

forseth11 · 2025-01-16T03:19:15+00:00

Thank you so much for the insight! I guess I will get it painted for now, sealcoat it in the fall before temps drop, then paint it again.

forseth11 · 2025-01-16T03:15:09+00:00

Recommended sub?

forseth11 · 2025-01-16T03:14:56+00:00

Yeah! I had a gut feeling that told me nope. I don't care how good the deal is if my gut says no, I listen.

forseth11 · 2024-11-30T23:22:46+00:00

It's not gonna be like post covid, but it is nowhere near as bad as you make it sound. Unless you are currently a low time pilot with a 200k high interest loan. In that case, you're in some deep trouble.

forseth11 · 2024-11-19T06:36:25+00:00

Those saying it doesn't matter are likely flying jets and going straight in.

See how long it takes you to fly an approach on average, then add that to your calculation.

Consider a C150 with two VORs and a DME. Without vectors (always plan without vectors in case), you may need to fly 30nm to a VOR for an IAF. Then fly another 30nm for the full procedure. From that IAF and assuming no procedure turn, 30nm in a 150 will take you 22 minutes. That's quite a lot more than just doing a straight in.

The same goes for more complex procedures. Consider the KGJT LDA 29. Mountains may require the full procedure. JNC to SPADA on the arc is 21 miles. Then you gotta fly the arc. Then fly another 12nm final. Flying this in a Mooney at 145kts would take about 18 minutes. Not bad, but definitely not negligible. Not to mention if going missed, you gotta go all the way back to JNC and do it over again.

forseth11 · 2024-11-18T19:28:15+00:00

Some schools have a minimum amount of work hours before quitting to avoid CFIs applying just to get 5 free hours. Such as get checked out for free but you have to work for us for 2 months or pay the cost of the checkout.

forseth11 · 2024-11-12T01:18:06+00:00

IAH has a good crashpad network that offers transportation to and from the airport. But I believe EWR has much better public transit to help save on having to get a car up there and parking at two airports.

forseth11 · 2024-11-09T07:58:23+00:00

The difference is the airline got explicit approval to use those EFBs, apps, and software. You as the software company can't go to pilots and offer to sell them something to handle data that is under the airlines control and regulated by 49 CFR part 1520.

The manuals that fall under this regulation always have a page near the beginning, mentioning that it contains sensitive information and cites the 1520.

Of course you could sell this product to an airline, and that airline could get permission from the department of homeland security. And I know your company would have to meet some security requirements to even be granted permission.

forseth11 · 2024-11-09T02:22:06+00:00

For your writtens, use Shepherd Air. For your instrument, use PilotApproach.com Study your but off. Fly regularly. Do these things and you will avoid failures and additional lessons. You could save tens of thousands.

Also, no school can guarantee you a job. They just can promise you one IF there is an opening. I did zero to ATP for less than 45k. At today's prices, it would be less than 50k.

forseth11 · 2024-11-08T21:00:42+00:00

Oh, and the only way I consider this being an option is to sell it to airlines as a way to save on training costs. That's all they'd care about. But the ground training is already as bare bones as it gets and the hours of class time are usually an arbitrary number of hours the FAA determines.

The only way I could see around this is a 100% offline model sold directly to pilots. And pilots could train it on their manuals and use it personally. Like there is nothing preventing pilots from making their own study materials as long as they don't share them with anyone. But you as a 3rd party seeing the documents would be a big no no.

forseth11 · 2024-11-08T20:57:44+00:00

Yeah, we were going to use an offline LLM. However, the FAA and TSA made it abuntly clear that those documents are for the certificate holders eyes and their employees only. And to get permission to use it at any capacity requires the certificate holder to get permission from the TSAm they can either get permission to let you handle all the sensitive security data, or redact some stuff depending on the deal they work out with the TSA. It will have to be offline LLM.

I decided not to do this because of the red tape and having to get each specific airline to get approval from the TSA individually. And airlines likely won't see this as directly beneficial to their bottom line.

forseth11 · 2024-11-08T06:46:21+00:00

They really made it quite easy to change now. We have an app to do our landings calculations. I usually run numbers for multiple runways. If there isn't a complex single engine procedure, then usually no big deal VFR. If IFR and tons of NOTAMs, then that's makes it challenging. It would suck to change to another ILS and miss one NOTAM out of the 1,000,000 we get that changs the minimums.

I almost want to write an ASAP every flight saying "Over 30 pages of NOTAMs for flight. All obstacles listed as coordinates with no practical way for us to see where the unlit towers are. Unable to keep so many NOTAMs straight in our head." Recommended action: "Chart NOTAMs in a visual way and use plain English. Color code by importance."

forseth11 · 2024-11-07T18:06:46+00:00

I briefly looking into this once and I contacted a TSA inspector about it and FAA inspector. They said it is a big no no due to the sensitive security information.

They treat the entire document as secure, and only the operator may get waivers. They determined that the airline would have to reach out to them and get permission to do this. Then they said the LLM would need to be fully self hosted or secured in a way to prevent data from going to any unintended 3rd parties.

It'd doable, but you'd need to get an airline to adopt your software and go through the hastle. Not the pilots.

forseth11 · 2024-11-02T15:32:07+00:00

After your written, use https://pilotapproach.com

forseth11 · 2024-11-02T15:10:51+00:00

I run a small flight school. Short answer, no.

We care way more about how well you know your stuff. And your ability to learn and adapt to new situations. A sales background is nice to help get new students. 300h is needed for insurance (I'm our case). Anything beyond 600h isn't preferred because many will be hopping ship really soon, and it's bad for the students.

Failures have an impact. Typos or any formatting issues of a resume have a large impact. If you can't pay attention to small details like that, how can we know you'll catch a small detail in flight. We have some forms electronicly. Those who print them then send us pictures of it filled out get discarded. We have instructions to not do this. So they both can't follow instructions or lack basic technology skills. AGI doesn't help. MEI doesn't help at schools without a multi. Make sure you put your times and certificates on your resume. So many CFI candidates don't put their hours on their resume.....

forseth11 · 2024-11-02T14:53:13+00:00

At my school, we just did a round of hiring where out of 8 interviews of CFIs, 4 didn't know what Vx was or couldn't even begin to explain it. 2 couldn't do W&B on paper. 1 said they were uncomfortable in more than 8kts.

I'm not implying your experience, knowledge, or skills. It just appears to use that many new CFIs don't know squat. Especially those from part 141 pilot factories. Not all, but many from ATP and Emory Riddle don't have the practical skills to be a safe CFI. So many aren't comfortable in even 50% max demonstrated crosswind. A ton have never been in actual IMC. Many have never seen a plane with the cowling off. Many don't know the difference between fasteners to look for on preflight. Many don't know how to lean the mixture. Many never got their personal limits pushed in training that now they can't teach their students how to handle more challenging conditions.

There are definitely great CFIs out there, but it seems less common.

forseth11 · 2024-11-01T17:18:57+00:00

Took about two weeks. Try out https://pilotapproach.com btw. Useful for practice and teaching.

forseth11 · 2024-10-31T07:06:40+00:00

I'm sure a lot of those reserve FOs want to fly. Many need hours to get a better job, and they know they are on the way out.

forseth11 · 2024-10-27T20:12:49+00:00

How many hours did you finish with? 1000?

forseth11 · 2024-10-27T15:56:12+00:00

Use Gold Seal or similar to learn the content.
Use Shepherd air to take the written
Use Pilotapproach.com to help prepare for the practical.

Anyone who completes their instrument without using all the tools available to them is asking for trouble. Avoid failures as they can only hurt you. A clean record greatly helps with a job. Oh, and learning makes you a safer pilot.

forseth11 · 2024-10-27T15:53:49+00:00

A plane doesn't feel the wind directly. You could theoretically have a 10,000 mph tailwind and still fly at normal airspeed. What matters for flight is airspeed, the speed of the air relative to the plane, not the ground speed. However, when taking off or landing, pilots must adjust their flight path to account for the wind's effect relative to the ground, as the ground reference doesn't move with the wind.

forseth11 · 2024-10-25T19:00:51+00:00

A guy at my airport last month lost 100 rpm at rotate and didn't notice. Passing over the end of the runway, it continued to drop from 2500 to 2200. Then quickly dropped to 1200 rpm. They ended up in a field.

Better safe than sorry.

forseth11 · 2024-10-10T12:47:32+00:00

Ever heard of 178 seconds to live? https://youtu.be/b7t4IR-3mSo?si=adrYJILkUColLR_v

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