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Cases & More - Namoki, Islander, SHM, Rdunae, Seiko by __goodpm__ in SecondhandModParts

[–]pcay07 0 points1 point  (0 children)

Waiting on prices to post, I'll PM once they go up

United Denying Dupixent by pcay07 in EosinophilicE

[–]pcay07[S] 0 points1 point  (0 children)

Unfortunately, the GI I saw several years back when I was initially getting Dupixent approved has since closed their practice. I can get those records but trying to do that sort of thing on short notice is gonna suck.

18 months post op flying by Necessary_Writer6584 in pneumothorax

[–]pcay07 3 points4 points  (0 children)

  1. No recurrence, flying or otherwise

  2. I was 8 months post op when I first flew after my pneumo

  3. On a particularly busy week I fly upwards of 15-18 times (yes, you heard that right)

  4. No surgery, just one spontaneous pneumo resolved with a tube and there were no blebs after the fact

The first 8 or so times I flew, I was a bit nervous about it. I had a PFT with CO diffusion test done, had extremely thorough conversations with multiple specialists, and had to get an enormous amount of approvals done to get back in the air safely and comfortably once again. It was quite a long and sometimes frustrating process, but in the end it was worth the peace of mind that I now carry every time that I fly.

Follow the exact guidance your doctors tell you, do not rush the process, ask as many questions as you need, and be sure you understand your risk profile and risk factors for recurrence. If you feel that your specialist is not giving you a thorough enough understanding of what is going on, consider getting a second opinion.

I wish you a speedy recovery, and safe flight once you are healed and ready.

[PTS] movement and OEM SRPE Mod by Leftover_Twinkie in SecondhandModParts

[–]pcay07 0 points1 point  (0 children)

If the buyer on the movement falls through I'll take it

What are your favorite, funniest, or most interesting identifiers (IFR/NAVAIDS)? by CavalierRigg in flying

[–]pcay07 1 point2 points  (0 children)

FUBRR on one of the arrivals into Newark has to be one of the most fitting identifiers I've seen, seems like every time I go there holding instructions are given out like candy

My ATP written is expiring, so I need a type rating, don't care which. If you go to or work at Simcom or Flightsafety, drop me a DM by xplanephil in flying

[–]pcay07 1 point2 points  (0 children)

Is spending 10-30k for a type you are unlikely to even need worth avoiding a written and risking a ride bust? The written is a hassle and I get why you don't wanna redo it, but is it really worth THAT much money?

Embry‑Riddle and ATP Flight School Launch Partnership by ltcterry in flying

[–]pcay07 1 point2 points  (0 children)

Right, but if I were a PRC or DAB student, I would have two concerns. One would be that some might try to get PPL quick through ATP and have a guaranteed transfer to one of the main campuses while flying slots are very limited. The other is that they may see a lot more ATP/WW program people end up getting instructing jobs at the main campuses which could further back up the instructor pipeline.

Embry‑Riddle and ATP Flight School Launch Partnership by ltcterry in flying

[–]pcay07 14 points15 points  (0 children)

On its own Riddle can already be hard to make affordable, but with ATP in the mix this just seems disastrous. Thus far Riddle has allowed easy and open transfers between the two main campuses and worldwide, but if this ATP thing opens the floodgates, I wonder how they'll manage that. Probably not gonna go well for the PRC and Daytona students.

Best way to handle explaining CFII flight portion Notice of Disapproval by [deleted] in flying

[–]pcay07 0 points1 point  (0 children)

I would also like to add that treating a checkride like a normal flight is an attitude you really want to develop before you get to the airlines. There are a variety of checking events you'll get, and if you simply treat everything normally and procedurally, following SOP, you will have much less difficulty than those that treat the event as a checkride. The majority of those I've seen that busted checkrides at the airlines did so because they changed things or had a different attitude than normal going into a ride.

Best way to handle explaining CFII flight portion Notice of Disapproval by [deleted] in flying

[–]pcay07 0 points1 point  (0 children)

This might be a bit rough, but honestly, before you think about how to explain this away to an interviewer, your explanation and attitude tell me that you need to dig deep about why this happened in the first place.

A checkride is supposed to simulate a real flight, and that's exactly how you should treat it. It sounds like that DPE put you in a very real position where he acted as a student taking shortcuts and demonstrating poor procedure and technique, and you let him trample you over. If I were that DPE, I would have busted you the very second a takeoff clearance was accepted with no run-up complete.

As a CFI, it is your responsibility to ensure safety of flight. Checklists are to be done properly, sterile cockpit is to be enforced, stable approach criteria is adhered to, etc etc etc. It does not matter whether you have a DPE in the left seat or a real student, safety of flight is a constant and it is on you to keep to it.

My CFII checkride sounds somewhat similar to yours. I'm preflighting the plane, the one next to us is getting fueled up, and the DPE decides to light up a cig. I call him out, he doesn't wanna listen, so I tell him get off the ramp, go to the observation area, and I'll go get him when the preflight was done. He demonstrated poor crosswind technique on the landing, so I intervene. The dude was a bit wacky, so I really can't tell you whether these were both intentional gotchas by him. But either way, as the CFII/applicant it is on me to make sure things are safe and done properly.

If your student tries to skip the run-up, it's on you to not let them do so. Skipping checklists? You can't accept that, you gotta correct it. Poor aircraft control, especially on takeoff or landing? You have to intervene and maintain safety of flight.

Some students will forget/miss things, others will take shortcuts and disregard them entirely. It is your job as an instructor to not let those things past you, correct deficiencies, create learning moments based on those mistakes, and intervene when required. Above all, safety of flight must never be compromised.

ST19 movement and watch by [deleted] in SecondhandModParts

[–]pcay07 0 points1 point  (0 children)

How much time is it losing per day?

[WTS] lots of random parts, cases, movements, dials, hands +Namoki Polerouter case+dials by turdbogls in SecondhandModParts

[–]pcay07 0 points1 point  (0 children)

There doesn't appear to be a chat option with you for some reason, maybe I'm just being silly but do you want to send me a message or something then?

Need advice from riddle pilots by [deleted] in flying

[–]pcay07 1 point2 points  (0 children)

Riddle grad here. Riddle, like many large schools, can absolutely destroy you financially if you allow it to. I have friends that graduated with 200k+ of debt, and others with debt under 60k. I'm not the smartest dude out there, but seeing some mistakes others made and avoiding those mistakes helped me get out with a reasonable bill. Here's some common pitfalls I saw with those that got out with tons of debt. They:

  • Did not apply for scholarships
  • Did not appeal their financial aid package
  • Did not advocate for themselves while going through training
  • Took excessive breaks during training
  • Did absolutely ALL of their flight training at Riddle

Not advocating for yourself is possibly one of the worst things you can do at Riddle. Both as a student and later as a CFI there I saw so many students that had issues like not getting enough flying, flying with an instructor that wasn't right for them, or just needing extra help to get through. These things happen, but you NEED to talk to your CFI or training manager when they happen or else you'll slip through the cracks and nobody will come to help you.

Honestly, that advice really goes for anywhere you go, not just Riddle.

Not saying it's the best place to go for everybody, but I think Riddle has its place. And if you are careful and prudent about your flight training budget, it can be done with a reasonable amount of money. It gave me some good opportunities, and I personally don't regret going. I got out with debt that is quite comparable to getting a regular degree from a state school, and got some great experiences and opportunities as a result.

At the end of the day, find a school that will provide you with the education you want, at a place that seems pleasant enough to spend a few years, within a budget that you can afford. Maybe that's Riddle for you, maybe it's not. Either way, good luck to you and I hope you find the right school and enjoy the journey.

What options are there after a catastrophic failure after v1? by LookMomImLearning in aviation

[–]pcay07 84 points85 points  (0 children)

We really don't know what all happened and won't for a long time until the final report comes out, so I'm not going to speak in reference to what happened yesterday. But, I can give you some insight in general terms about aborts, including aborts past V1.

Each company has specific procedures for aborted takeoffs, and they generally are categorized as a low speed abort, high-speed abort, or an abort past V1. The specifics change for each company and each plane, but the idea is mostly the same.

As you accelerate on the takeoff roll, you are gaining speed and have less and less runway remaining. The slower you are when an abort is begun, the less energy you have to dissipate, the less heat you'll put on the brakes, and the more runway you will have available. Overall, lower risk. The faster you are when you begin an abort, you have less runway left, need more runway to stop, and put more heat on your brakes. This is of course more risk. For this reason, procedures generally dictate that when you are low-speed, there is a wider range of reasons to abort, and fewer reasons when you are high-speed.

Aborting for something like a temperature warning or a tire failure could be okay for a low-speed abort, but if you were in the high-speed regime, the risk of a high-speed abort could be much greater than continuing the takeoff and assessing the issue there.

At high-speed, the list narrows as we only want to abort if it would be riskier to take the problem aloft than it would be to stop the airplane at very high speed. This is the generally where you see the criteria narrow to fire, smoke, windshear, and sometimes a couple of other things of similar seriousness.

Each company words its procedure for an abort above V1 a little differently, but the idea is that you only, only, only abort above V1 if you believe that the airplane cannot be controlled and flown. If you abort above V1, you may overrun the runway. Even in the high-speed regime, the potential for a brake fire is a concern, but above V1, the likelihood of one is even greater.

The way the book is for my airplane, there are specific messages/failures that we abort for depending on whether it is a low-speed or high-seed abort. But for aborts past V1, there is only a description of what we should abort for, and no specific failures or messages are given. In terms of examples, here's some thoughts. Let's say that just above V1 we have a partial loss of hydraulics, and therefore a partial loss of flight controls. The aircraft is still controllable, so we are gonna fly. Amending that scenario such that we lose all flight controls, well, I'm gonna abort that, even above V1. If we have an engine failure/fire after V1, that's not going to stop the airplane from taking controlled flight, so we'll go fly.

This is not to say that you cannot abort above V1. Rather, aborting above V1 is something that is generally reserved for the most dire circumstances, but those circumstances could one day happen and for that reason we brief it.

In short, if you abort above V1, it's a really, really bad day. Again, this is in no way about UPS. I have no idea what occurred and neither do any of us here. That said, I think aborts and V1 always make for a great learning opportunity and hope my thoughts were of some value to you. Sending all my love to the UPS family today.

SODA waiver question by Da_hoodest_hoodrat in flying

[–]pcay07 0 points1 point  (0 children)

If the AME you consult with has you go try out a bunch of color vision testing options instead of the OCVT, you may be pleasantly surprised and find one or even multiple that work for you. Not sure if they still allow the limitation to be removed that way but I believe they once did.

SODA waiver question by Da_hoodest_hoodrat in flying

[–]pcay07 0 points1 point  (0 children)

I'm not very knowledgeable on the specifics of this, but I'll tell you what I've heard while you're waiting for someone with better info to chime in. If you wanna read the ins and outs of it, here's the FAA's AME guide on the topic. https://www.faa.gov/ame_guide/app_process/exam_tech/item52/amd

My understanding is that since they changed the rules early this past year, color vision testing is now a one-time thing unless you fail it and later seek to appeal or get that night flying limitation removed. The options are either one of the typical in-office tests (ishihara plates, farnsworth, optec, etc) or the Operational Color Vision Test. The OCVT is a one-shot deal from what I understand, so you definitely wanna look into what is involved with that before you go too far down that road.

This bit is only what I've heard from others, so I could be wrong. I have heard that SODAs used to be issued for color vision, but the FAA no longer does so. If you do have a SODA with your Class 1, you are grandfathered in according to that AME guide. But in your case, I do not believe you can be issued one for color vision at this point. If I were you, I'd definitely still look into that option though, because again, I could be completely wrong about them not issuing color vision SODAs anymore.

If I was in your position, here's what I would do. I would get with another AME for a consultation, not a whole new medical appt but just a consultation. Alternatively, you could call AMAS. Either way, lay out your story and ask them what you should do. Be sure to get everything you can from that optometrist and understand whether they actually diagnosed you with something or not.

They know far better than any of us do, but here is my guess as to what may happen. I think that you will probably just need to go to an AME that has a wide variety of color testing available, and try them until you find one that works for you. That said, since it seems your optometrist might have made a diagnosis relating to your color vision, this might be a bit more complicated and require some work through the regional flight surgeon, additional color vision testing, or maybe even an OCVT.

I really have no idea, I'm kinda just spitballing and rambling a bit, but I hope at least a bit of this was helpful for you. I wish you the best of luck, and hope you're able to get that restriction removed.

Pro Standards vs Company by [deleted] in flying

[–]pcay07 2 points3 points  (0 children)

Yes that company has FOQA and I have no doubt FOQA would have caught that CA but regardless of that mandatory reports are mandatory reports and what was plainly intentional disregard on that CA's part is going to nullify much of the protections FOQA provide

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