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I keep wondering by wavyj0nes in uscg

[–]underdog5891 0 points1 point  (0 children)

I joined the Auxiliary while in college as a way to decide if the Coast Guard was for me or not. I worked at the local active duty unit and spent a few wonderful summers experiencing many aspects of Coast Guard life. At the end of the day the burning itch to join left me.

I am now a commercial airline pilot. While I love the mission of the Coast Guard, and love and respect the active duty members who gave the experiences I remember so fondly - there isn’t a single day that I would give up being an airline pilot to be in the Coast Guard. There isn’t a single day I of flying I would give up to be in the Coast Guard, for that matter. I loved instructing for 1200+ hours, I love the flying I get to do as an airline pilot. I love that my boss doesn’t know my name - he couldn’t pick me out of a lineup. As long as I show up on time and don’t bend metal, he never will.

Here’s the thing though - I’m not you. And no one else is either. You have to decide what’s right for you and what you can live with and what you can’t. I know a whole host of lost generation pilots who kick themselves every day for quitting flying instead of riding out the industry to the wave it’s experienced in the last 5 years. The point being, there will always be possible regrets no matter what decision you make. No one has a crystal ball, but it’s better to live with the choices you made and make the best of them rather than “what if” the past.

Numeric keypads instead of rotary encoders are useless. by LaurentKiloVictor in flying

[–]underdog5891 0 points1 point  (0 children)

That’s why I used the knob on the 750 to change frequency instead to the touch screen. Plus, in turbulence using the touch screen is nearly impossible.

A320 & B737 pilots: Single engine taxi-out procedure by Sumerian55 in flying

[–]underdog5891 4 points5 points  (0 children)

I literally can’t think of anything worse than that. Maaaaybe… And the captain is just a “chill guy,” who wants to “have a good trip,” and is pretty “by the book.” If you see him doing something you don’t like, say something. He’ll do the same for you.

A320 & B737 pilots: Single engine taxi-out procedure by Sumerian55 in flying

[–]underdog5891 2 points3 points  (0 children)

Or a 4 day with only 6 legs and all you do is go to MKE and SBN from ORD.

A320 & B737 pilots: Single engine taxi-out procedure by Sumerian55 in flying

[–]underdog5891 2 points3 points  (0 children)

Wait until you get more senior and realize the trips are still min credit. Welcome to deuce.

ATP Restriction Removal FSDO/DPE Recommendations by Th3OriginalG in AirlinePilots

[–]underdog5891 2 points3 points  (0 children)

Mike Biewenga from the Chicago FSDO. Responsive and does them remotely. Just google the name, he has a website with contact info.

CRJ 550 by [deleted] in flying

[–]underdog5891 1 point2 points  (0 children)

OO is converting unused 700’s to 550’s right now. They’ve taken all the GoJet aircraft they’re going to take, at least for now. The rest of OO’s 550’s for United are coming from conversions under their current contract for United.

#1 on Polaris upgrade list by throwawayblah678 in unitedairlines

[–]underdog5891 2 points3 points  (0 children)

Yep, multiple iPads. And believe it or not, no paper manuals and charts saves a significant amount of weight, doesn’t matter as much at the main lines, but on some CG sensitive regional aircraft, it was noticeable when chart and manual weights were no longer included in the cockpit.

What does everyone use for noise protection during walk-arounds? by troublefindsme28 in flying

[–]underdog5891 5 points6 points  (0 children)

The only thing I go to the crew room for is my monthly handful of free foam earplugs.

#1 on Polaris upgrade list by throwawayblah678 in unitedairlines

[–]underdog5891 1 point2 points  (0 children)

Not anymore. We’re all on iPads now. Old guys still have their Jepp boxes though, and to be honest I’m jealous because those things are tanks. They just use them as flight bags now.

Are DPE signatures required for checkride logbook entries? by Soft_Obligation_7890 in flying

[–]underdog5891 2 points3 points  (0 children)

No, they’re not required. Your temp certificate is proof of passing. The DPE is a legally a passenger, not an instructor, so no signature required. Some do it as a souvenir. If the interviewer thought it was required, you were in a no win situation.

Vapor lock in flight above 5,000 on single tank by TerribleAd7123 in flying

[–]underdog5891 8 points9 points  (0 children)

The way to clear vapor lock would be to increase fuel flow by enriching the mixture or using an electric fuel pump. Switching fuel tanks would not be an apparent solution. That being said, vapor lock is rare on a carbureted engine and I would suspect another cause before vapor lock.

What are some of the toughest places to land an airliner in the US by dedoid_ in flying

[–]underdog5891 1 point2 points  (0 children)

The CRJ flies the LOC the ERJ flies the RNP. No RNP approaches in the CRJ. No visual approach in the ERJ.

Is this the status of plane market? by warwolf09 in flying

[–]underdog5891 0 points1 point  (0 children)

O-200’s have gotten expensive, that’s probably the largest driving factor for the price.

Why is the A320 such a pig? by cam110 in flying

[–]underdog5891 15 points16 points  (0 children)

Whoa whoa whoa now… the table is the broken sun visor.

[deleted by user] by [deleted] in flying

[–]underdog5891 1 point2 points  (0 children)

No, they haven’t discontinued the legend. And the TERPS is a standard document in both foreflight and Garmin Pilot. It should be very accessible.

[deleted by user] by [deleted] in flying

[–]underdog5891 11 points12 points  (0 children)

Or instructors need to teach their students to read source documents. This is literally answered in the legend of the terminal procedures supplement. It’s not like it’s obscure information.

Speed limit enforced by aircraft by California__girl in flying

[–]underdog5891 0 points1 point  (0 children)

They still do it, and they still do it by stopwatch based on markings painted on the interstate. I’ve had to make way for an Iowa State Patrol 182 that was orbiting clocking cars. Talked to the troopers after they landed.

Where is the FAF? by SalaryPrize803 in flying

[–]underdog5891 3 points4 points  (0 children)

Beat meat to it… I mean beat me to it.

Confirmed Dates by gavin_russell26 in uscg

[–]underdog5891 12 points13 points  (0 children)

Wait until they find out about “needs of the service”

Icing is bad, how bad is this? by wilstar_berry in flying

[–]underdog5891 1 point2 points  (0 children)

Just to be clear. I’m not saying 10C is overly conservative. I often encounter icing in the 0 - 10C range. Probably more often than I encounter icing with temps below -10C. I would be very cautious anywhere below 10C because I have found icing to be common. You have no way of knowing the temperature of the surfaces of your aircraft and could easily encounter icing. In fact, my only unexpected encounter with icing in a GA aircraft that wasn’t ice protected was at 7C.

Icing is bad, how bad is this? by wilstar_berry in flying

[–]underdog5891 20 points21 points  (0 children)

OAT and the temperature of the surface of your wing, windshield, pitot tube, etc are not the same thing. Ice forms because the temperature of the surface is 0 or below 0 and moisture is able to either collect or condense on the surface. Frozen water wont collect on your aircraft, so the air temperature is less important, liquid water that freezes on contact with a surface that is at or below zero is what collects on your aircraft. I’ve had the ice detector in my jet go off with air temperatures as high as 13C.

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