Aces High Bulletin Board
General Forums => The O' Club => Topic started by: Tupac on October 13, 2011, 11:42:59 PM
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Flying up to Lincoln, Nebraska for accelerated instrument with a friend. I'm very excited - It was one of our spur of the moment decisions. (Seriously, we just had the idea tonight)
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-snc7/321641_2076518273051_1247804014_31813318_1052399567_n.jpg)
I'm very excited, I can't wait to learn me how to fly in them thar clouds!
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Have your survival gear.
You know, just in case.
I'm sure you already know, but a reminder is never bad.
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Flying up to Lincoln, Nebraska for accelerated instrument with a friend. I'm very excited - It was one of our spur of the moment decisions. (Seriously, we just had the idea tonight)
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-snc7/321641_2076518273051_1247804014_31813318_1052399567_n.jpg)
I'm very excited, I can't wait to learn me how to fly in them thar clouds!
I would add some VOR's into the mix. You can try some radio frequency navigation.
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I would add some VOR's into the mix. You can try some radio frequency navigation.
Georgetown still has an adf iirc.
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I would throw some VORs in the just in case the GPS takes a dump on you. At least you will have some heading and freqs to go by. Always good to have a back up. Also mever draw the line on your sectional in red marker, cause if it gets late like at night, and you turn on those nifty red cockpit lights, your line disappears.
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when you fly over my house Tup could you NOT drop the 'relief' this time? It was funny once ;)
good luck bro.. be safe
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Accelerated course, eh?
What could possibly go wrong.
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I'm not a real pilot but my best guess is A LOT.
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Accelerated course, eh?
What could possibly go wrong.
It helps that he is a family friend with a flexible schedule
when you fly over my house Tup could you NOT drop the 'relief' this time? It was funny once ;)
good luck bro.. be safe
No promises :D
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It helps that he is a family friend with a flexible schedule
No promises :D
I think Golfer means that you might not learn as much as you should.
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No promises :D
32.697872,-97.183252
fairly close by your flight path it looks like :D
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I think Golfer means that you might not learn as much as you should.
At the end of the day I still get to take a checkride with a DPE, and pass my written just like everyone else.
(And you dont know my friend - I'm staying at his house. He will make sure I don't waste my time)
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Passing a checkride just means you passed a checkride. Accelerating your training to focus on passing one examiners checkride doesn't a competent pilot make. Diploma mills across the country do this all the time and make a lot of money in the process. I'm sure your friend will have a good gouge on what the examiner likes to see and what they ask. That's great for getting through the PTS under a few hours of scrutiny but when you're shouldered with the responsibility of making some very important decisions all you'll have to fall on is your training and experience. With no experience all you'll have is your training and if it's just a house of cards to get you through a check ride then you've done yourself and your passengers a disservice by not being as prepared as you could be.
Scott Crossfield forgot more about flying than most will ever know and was killed penetrating some spring thunderstorms. Keep him in mind through your training when you think you've got a good handle on things. You don't.
Good luck, have fun and never pass up an opportunity to make the conservative decision.
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Good luck, have fun and never pass up an opportunity to make the conservative decision.
:salute
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Don't worry he will get the required time, I believe it is 150 hours total time, that could be for the commercial though. He still has to pass the written and the instrument is the hardest one that there is. Also most of the DPE's that do the instrument check ride are a lot harder than they are on the private, the way they look at it, the guy taking the instrument is going to be trolling around in the clouds with them, and they want them to know what they are doing. The reason I know is my dad was a DPE out of the San Antonio FSDO.
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Accelerated course, eh?
What could possibly go wrong.
What you didn't pick up a good scan, procedures, trim technique, and all the info in two days? :D :rofl
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You can prep for a written in an afternoon and with a few simple rules of thumb not even worry about the flight planning questions.
Written test results don't make a difference to a line of thunderstorms or a load of ice on your 172s unprotected wings.
DPEs still have their plan of action and give similar check rides with their favorite areas of emphasis. Of the candidate is strong on their bullet points then they'll not delve that deeply into every set of tasks in the PTS in order to complete the check. Send a couple students to an examiner and you learn their style in that regard. Send enough of them to get good at "accelerating" the training for the sake of passing the flight test and you're simply training them for a flight test. That's the nature of accelerated training.
I couldn't believe the lack of quality training being perpetuated at some of the quickie mart schools who advertise lots of multiengine time and preferential hiring agreements for their $40,000-60,000+ price tags. I had some issues back in the day when all the instructors were being sucked up into other jobs getting a local CFI to finish my instructor ratings. They were leaving in rapid succession and eventually the ones that were training initial CFIs and could sign them off were gone. I plunked down $7000 for a 2 week course to finish my CFI, CFII and MEI at a popular location. The training was a joke which revolved around their own test booklet which was itself developed from their "preferred DPEs" plans of action. In effect they gave the examiners this booklet who then used it as their checkride, question for question and nearly word for word. If you can answer the next question before you've finished the current one that's a problem. When I went to that class I had a full time flying job, had the highest time of the whole class at a whopping 800 hours and more actual instrument time than everyone else combined. Hardly confidence inspiring at the quality of instructor they turned out.
Like making a copy of a copy, each subsequent one is less sharp than the original. So yeah, accelerated courses get you through a flight test but they don't give you any advantages of preparedness or experience in doing so. It's up to the individual to make the most of that training and playing the odds log enough to get the required experience which will enable them to survive the times they scare the hell out of themselves.
Golfer
-Not a proponent of accelerated flight training.
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Switching from a "school" to do my CFI part 61 with an established and award winning instructor. The quality of training should increase exponentially. Or so I hope. Plus I get to experience some actual terrain and density alt. :)
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The term accelerated was used loosely - It's going to be about 3 weeks long with (give or take) 35 hours of flight. I've got 3.4 hours of actual right now with the same instructor.
I'm gonna head out tomorrow most likely - wx is supposed to be lousy in Lincoln on Monday.
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Nice, that'll be fun. I've got .5 actual! Woot. Most of it doing an NDA-A, interesting to say the least. Good luck dude. Hope the weather works out, I know the pain of sitting around waiting for it for weeks.
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You could always fly IFR in case you get lost....I Follow Roads lol :headscratch:
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I'm actually leaving for Lincoln tomorrow, the weather is supposed to be rainy on Monday, so its gonna be a good day to start intstrument (But a bad day for a VFR pilot on a cross country)
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Tup
Just curious.. how do you balance your flight instruction with your regular school time? I can't see you flying to Lincoln and back on the same day.
Not that I know jack about being a real pilot I'm just curious.
You should drag your tail to Alliance next weekend dude.
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I'm homeschooled, so as long as I have access to a computer I can do school.
I'm going to be staying in Lincoln for a couple weeks with my friend.
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:aok
Gotcha younger brother
*glares around*
No bagging on homeschooling or you shall incur my wrath *waves large trout energetically
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Passing a checkride just means you passed a checkride. Accelerating your training to focus on passing one examiners checkride doesn't a competent pilot make. Diploma mills across the country do this all the time and make a lot of money in the process.
Wise words.
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In Lincoln now. Stopped in Wichita and went for a glider ride with a friend.
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I noticed spots on the stangs Tup...
I blame you
Be safe brother <S>
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You can prep for a written in an afternoon and with a few simple rules of thumb not even worry about the flight planning questions.
Written test results don't make a difference to a line of thunderstorms or a load of ice on your 172s unprotected wings.
DPEs still have their plan of action and give similar check rides with their favorite areas of emphasis. Of the candidate is strong on their bullet points then they'll not delve that deeply into every set of tasks in the PTS in order to complete the check. Send a couple students to an examiner and you learn their style in that regard. Send enough of them to get good at "accelerating" the training for the sake of passing the flight test and you're simply training them for a flight test. That's the nature of accelerated training.
I couldn't believe the lack of quality training being perpetuated at some of the quickie mart schools who advertise lots of multiengine time and preferential hiring agreements for their $40,000-60,000+ price tags. I had some issues back in the day when all the instructors were being sucked up into other jobs getting a local CFI to finish my instructor ratings. They were leaving in rapid succession and eventually the ones that were training initial CFIs and could sign them off were gone. I plunked down $7000 for a 2 week course to finish my CFI, CFII and MEI at a popular location. The training was a joke which revolved around their own test booklet which was itself developed from their "preferred DPEs" plans of action. In effect they gave the examiners this booklet who then used it as their checkride, question for question and nearly word for word. If you can answer the next question before you've finished the current one that's a problem. When I went to that class I had a full time flying job, had the highest time of the whole class at a whopping 800 hours and more actual instrument time than everyone else combined. Hardly confidence inspiring at the quality of instructor they turned out.
Like making a copy of a copy, each subsequent one is less sharp than the original. So yeah, accelerated courses get you through a flight test but they don't give you any advantages of preparedness or experience in doing so. It's up to the individual to make the most of that training and playing the odds log enough to get the required experience which will enable them to survive the times they scare the hell out of themselves.
Golfer
-Not a proponent of accelerated flight training.
Tupac,
I had 5 hours of hardcore short field landings today with a student when it was consistently 20 gusting to 30 today. Have a nice video of the guy smoking my left main and running us off the runway as well. I billed out $2,100 just today. That's without the damage.
(https://s-hphotos-iad1.fbcdn.net/hphotos-ash4/310768_10150421710001214_656951213_10315476_1598327676_n.jpg)
(https://fbcdn-sphotos-a.akamaihd.net/hphotos-ak-snc7/310150_10150421709491214_656951213_10315473_1565273264_n.jpg)
Don't think for a second you will fly in severe HARD IFR with anyone until you prove to yourself that you won't kill them. I don't give a damn about the DPE and passing the exam. You don't know toejam until you have flown in multiple layers of toejam with someone as a mentor - not a minder to guide you through in 2 weeks. You don't get that level of expertise in 2 weeks. Ask Frenchy about IFR in his neck of the woods and how much ice they carry around on a daily basis.
http://www.youtube.com/watch?v=NeVmUNdnyBQ (http://www.youtube.com/watch?v=NeVmUNdnyBQ)
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This isn't a cookie cutter accelerated course being taught to the checkride - It's being taught life or death. When its all said and done I should be a safe IR pilot.
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This isn't a cookie cutter accelerated course being taught to the checkride - It's being taught life or death. When its all said and done I should be a safe IR pilot.
You'll just be legal is all. The instrument rating is the coolest one you can get when you're looking at your wheels are whisking along the tops of gentle stratus clouds when for you it's a sunny day while the rest of the world sees clouds or rain. I still love just skimming along the tops when the opportunity presents itself and will admit to smiling when I do.
You will be presented with opportunities to kill yourself. I'm not picking on you for no reason but I'm saying leave the final countdown humming, Bee Gee lip syncing immaturity at home and take this seriously.
You won't be safe, you'll be legal. Big difference.
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When I and a couple of other hot shot pilots (in our minds :joystick:)passed our IR checkride. The boss of the flight school came over and congratulated us but brought back down to Earth by saying that if he ever caught us flying actual IFR in any of his aircraft he'd kick our tulips off the field. His point was like that of Golfer and Wolfala. There is a difference between passing a checkride and flying hard IFR. He was making it clear we weren't ready to launch into the vagaries of the Irish Weather just because we had had a stamp on our licence.
My experience since has borne this out.
I'm sure Tupac will take this all on board.
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You will be presented with opportunities to kill yourself. I'm not picking on you for no reason but I'm saying leave the final countdown humming, Bee Gee lip syncing immaturity at home and take this seriously.
Will do :salute
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Went out to the airport and was doing a preflight and noticed a blue streak down the wheel pant on the nosewheel. Started feeling around under the cowl and noticed the line to the fuel pressure gauge made my hand wet with 100LL.
Always do a preflight folks
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Went out to the airport and was doing a preflight and noticed a blue streak down the wheel pant on the nosewheel. Started feeling around under the cowl and noticed the line to the fuel pressure gauge made my hand wet with 100LL.
Always do a preflight folks
Do ya 1 from yesterday with the same student who drives heavy earth movers. Had a plug go bad with an inflight lean of peak magneto check. Landed, pulled the cowl, replaced the plug. Saw the unmetered fuel line from the transducer up to the spider manifold with an Adele clamp not hooked onto anything and just flapping in the breeze. The Adele clamp was to secure the line to one on the induction tube, but I could move it up down, left right, 12" in any direction. The wrench who worked on it last left it completely unsecured vibrating up and down free to flap and break away. Sure would've made a spectacular engine fire in about 30 hours.
http://www.youtube.com/watch?v=Tv1CScnaZ7I&feature=youtube_gdata_player (http://www.youtube.com/watch?v=Tv1CScnaZ7I&feature=youtube_gdata_player)
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Do ya 1 from yesterday with the same student who drives heavy earth movers. Had a plug go bad with an inflight lean of peak magneto check. Landed, pulled the cowl, replaced the plug. Saw the unmetered fuel line from the transducer up to the spider manifold with an Adele clamp not hooked onto anything and just flapping in the breeze. The Adele clamp was to secure the line to one on the induction tube, but I could move it up down, left right, 12" in any direction. The wrench who worked on it last left it completely unsecured vibrating up and down free to flap and break away. Sure would've made a spectacular engine fire in about 30 hours.
:eek:
The fuel line was fixed yesterday afternoon, and we did 2 flights yesterday evening. Stalls, steep turns, unusual attitudes, slow flight, and memorizing power setting for doing approaches. Mostly VFR stuff, but its really different when you're doing them under the hood at night.
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Flying an ILS partial panel at night (http://photos-d.ak.fbcdn.net/hphotos-ak-ash4/301345_2093724143187_1247804014_31827556_1472702139_a.jpg)
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I had 5 hours of hardcore short field landings today with a student when it was consistently 20 gusting to 30 today. Have a nice video of the guy smoking my left main and running us off the runway as well. I billed out $2,100 just today. That's without the damage.
(https://s-hphotos-iad1.fbcdn.net/hphotos-ash4/310768_10150421710001214_656951213_10315476_1598327676_n.jpg)
(https://fbcdn-sphotos-a.akamaihd.net/hphotos-ak-snc7/310150_10150421709491214_656951213_10315473_1565273264_n.jpg)
Could you tell me what that video is called when the guy poped your tire, I can't seem to find it on your page. Or is it not uploaded yet?
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This morning flying an RNAV my attitude indicator slowly started to turn and then flipped on it's back.......I was intending on replacing it, but that looks like its gonna be sooner than later.
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Nice! I had an awful flight yesterday. Did an ILS, an arc to a VOR/DME and that was it. I sissied out of the single engine gps cause I was burned out. My problem is that if I make a mistake I can't let it go, I try "harder" which pretty much means I go into awful fixation on any instrument that needs correcting. Stops my scan dead and it ruins the rest of my flight! (perfectionist :( ) If you could list the specific approaches you flew that'd be cool, I like to give random ones a try in the sim to improve my briefing and give some variety.
If you want to try the ones I did:
ILS 36 @ KTIX
VOR/DME 29L @ KVRB
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I don't have a simulator, but these are the ones I did.
KLNK VOR 17 (circle to land 36) x3
KLNK ILS OR LOC 36 x3
KLNK RNAV (GPS) 36 x1 (attitude indicator quit)
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I passed the written today, and from what everyone tells me that is the hardest part.
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Congrats bro
:cheers: <-- root beer
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Congrats bro
Thanks man
:cheers: <-- root beer
:rofl
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Do ya 1 from yesterday with the same student who drives heavy earth movers. Had a plug go bad with an inflight lean of peak magneto check. Landed, pulled the cowl, replaced the plug. Saw the unmetered fuel line from the transducer up to the spider manifold with an Adele clamp not hooked onto anything and just flapping in the breeze. The Adele clamp was to secure the line to one on the induction tube, but I could move it up down, left right, 12" in any direction. The wrench who worked on it last left it completely unsecured vibrating up and down free to flap and break away. Sure would've made a spectacular engine fire in about 30 hours.
http://www.youtube.com/watch?v=Tv1CScnaZ7I&feature=youtube_gdata_player (http://www.youtube.com/watch?v=Tv1CScnaZ7I&feature=youtube_gdata_player)
I enjoyed watching your videos. Dang deer, a real problem here in Maine, too :)
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hmmm maybe its just the part 141 in me... but something doesnt seem right about the fact that on your first couple of lessons you have already partial panel ils approach...
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hmmm maybe its just the part 141 in me... but something doesnt seem right about the fact that on your first couple of lessons you have already partial panel ils approach...
It's the 141 in you. It's like multi engine training you spend more time on one engine and working through various failures/losses of systems than you do on two engines. Anybody can develop a scan and fly from sitting at their desktop PC. Dealing with the loss of systems and stuff going wrong is what the training is all about. Not to mention the colossal waste of money to buzz around with everything happily working when you're improving these skills once you've developed a basic understanding and a scan.
I just got back from school on my airplane. The only time something isn't failing (and consequently the pilots learning) is when required by the PTS. All engine approach, coupled approach, rejected landing, airwork etc. Beyond that, the more the student sees in terms of failures the better prepared they should be.
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My instructors philosophy is "If it's easy, I'm not teaching you right." He doesn't let me use my 530 except when we're doing an RNAV - otherwise we are /U the rest of the time. Last night he failed my attitude indicator, airspeed, and DG on an ILS - then when we "broke out" he failed my altimeter.
It's not easy, but I'm learning a lot.
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My instructors philosophy is "If it's easy, I'm not teaching you right." He doesn't let me use my 530 except when we're doing an RNAV - otherwise we are /U the rest of the time. Last night he failed my attitude indicator, airspeed, and DG on an ILS - then when we "broke out" he failed my altimeter.
It's not easy, but I'm learning a lot.
I like this guy already
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Ya know Golfer
You and Tup should hook up in the real world sometime.
I know you know what you're talking about and I respect it more than you know. I also know that Tup is a good young man that absorbs information like a sponge. Exposure to an experienced operator that knows how to do it right every time could only benefit him and, to some degree, you.
Just my .02
He's a tad on the young side for me to teach him anything I'm good at other than warped humor. :)
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4.5 hour today - I'm really having alot of fun! My instructor is a great teacher, and very good at putting things in terms I can understand. It's getting progressively more difficult - Today I had to fly a hold over an intersection without the 530 using VORs, and I flew a partial panel VOR approach into Beatrice, Nebraska. (And a bunch of approaches other places)
.1 actual!!!!! (http://a4.sphotos.ak.fbcdn.net/hphotos-ak-snc7/310350_2101628580793_1247804014_31833220_862090_n.jpg)
No saturday is complete flying without a $100 hamburger
(http://a5.sphotos.ak.fbcdn.net/hphotos-ak-snc7/311095_2125021126517_1275540023_31933104_128235468_n.jpg)
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It's the 141 in you. It's like multi engine training you spend more time on one engine and working through various failures/losses of systems than you do on two engines. Anybody can develop a scan and fly from sitting at their desktop PC. Dealing with the loss of systems and stuff going wrong is what the training is all about. Not to mention the colossal waste of money to buzz around with everything happily working when you're improving these skills once you've developed a basic understanding and a scan.
I just got back from school on my airplane. The only time something isn't failing (and consequently the pilots learning) is when required by the PTS. All engine approach, coupled approach, rejected landing, airwork etc. Beyond that, the more the student sees in terms of failures the better prepared they should be.
My instrument so far is as such...
During Private i had over 5 hours simulated as part of my required training.
Im currently in Stage one Instrument which for the first two hours or so was flying normally and doing all the manuvers under foggles for the entire flight from 500ft agl and above. My last two flights have been all under foggles but with partial panels. Stage one with a 141 school is all just getting used to flying on the panel completely. Stage two is all holds/approaches and stage three is all cross country stuff. Im just about to finsh Stage one next week. Im just supprised that with just starting, you are doing a partial panel approach, which was what i was getting at.
i will probably finish my rating with about 15 hours actual instrument with the other 20 or so of simulated. Just depends on how fast the weather is gonna turn... it keeps going ifr, but then gets nice or is raining/too windy which is preventing me from getting any.
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Fly on rainy days. It's an instrument rating, after all.
I can think of several schools and universities that prohibit actual IFR flying without a faculty member and such. Is Beaver one of them?
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Another 4.1 today. When I landed I noticed oil on the front wheel pant, looked under the cowl and this time it looks like the oil pressure line is leaking. Alot. I had 7 quarts when I left Des Moines and landed with 6 at Lincoln.
Bad things tend to come in threes, so hopefully this is the last one
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I've had more problems in the last 20 hours than I've had in the last 150 with my plane.
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I have very little time in and around Skyhawks, but I've noticed they aren't shy about spitting oil if you put too much in. Of course, I don't have a POH in front of me to look into how many quarts it should be running at either.
edit: Did you fill it up before your flight?
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It spits it out, but not all over the inside of the cowling. The belly oil is typically from overfilling it. I had oil on the right inside of the cowling and it looked like it it was coming from the oil pressure line
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4.5 hour today - I'm really having alot of fun! My instructor is a great teacher, and very good at putting things in terms I can understand. It's getting progressively more difficult - Today I had to fly a hold over an intersection without the 530 using VORs, and I flew a partial panel VOR approach into Beatrice, Nebraska. (And a bunch of approaches other places)
.1 actual!!!!! (http://a4.sphotos.ak.fbcdn.net/hphotos-ak-snc7/310350_2101628580793_1247804014_31833220_862090_n.jpg)
No saturday is complete flying without a $100 hamburger
(http://a5.sphotos.ak.fbcdn.net/hphotos-ak-snc7/311095_2125021126517_1275540023_31933104_128235468_n.jpg)
:O That burger looks like it has a brain! I'd still eat it though, i'm always starving
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Fly on rainy days. It's an instrument rating, after all.
I can think of several schools and universities that prohibit actual IFR flying without a faculty member and such. Is Beaver one of them?
No, we can fly actual solo as far as im aware.
Rain itself we will fly in, but right now it's just the time of the year that with the rain comes heavy winds. Last weekend, we had winds in excess of 40 mph... lol
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I had 7 quarts when I left Des Moines and landed with 6 at Lincoln.
lol i normally take off with 6 qts... but i land with 6 as well lol
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lol i normally take off with 6 qts... but i land with 6 as well lol
I like taking off and landing with the same amount, too. Normally I do, but not today. What engine is in the planes you fly?
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I like taking off and landing with the same amount, too. Normally I do, but not today. What engine is in the planes you fly?
Lycoming IO-360-L2A
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Lycoming IO-360-L2A
Those things are quiet. 172R?
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Those things are quiet. 172R?
yup ex Western Michigian birds built in 1997
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Oil leak turned out to be a tertiary problem - #4 Cylinder has NO compression and I have a crack in the muffler, and I need a new alternator mounting bracket.
Oil leak was traced back to Cylinder #3, they think it may just be as simple as a bad gasket but they wont know until they take it off tomorrow
:(
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Bummer, any aircraft available to rent? A good deal more expensive unfortunately.
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Bummer, any aircraft available to rent? A good deal more expensive unfortunately.
Theres a cherokee 180 with a decent panel for $100 hr.
I'm about 10 hours away from finsihing, so we might go that route. It just depends how long mx downtime is
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did you perhaps violate an Indian burial ground while you were out and about Tup?
Sounds like you got a minor curse.
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did you perhaps violate an Indian burial ground while you were out and about Tup?
Sounds like you got a minor curse.
Apparently.
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Oil leak turned out to be a tertiary problem - #4 Cylinder has NO compression and I have a crack in the muffler, and I need a new alternator mounting bracket.
Oil leak was traced back to Cylinder #3, they think it may just be as simple as a bad gasket but they wont know until they take it off tomorrow
:(
For the sake of argument, you have not been running 75* to 125* rich of peak have you.
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For the sake of argument, you have not been running 75* to 125* rich of peak have you.
I have, but it sure beats the LoP alternative! That'll kill ya engine! :devil
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I have, but it sure beats the LoP alternative! That'll kill ya engine! :devil
If you have yr engine monitor data, let's see it.
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If you have yr engine monitor data, let's see it.
Hehe
Actually I wish I could run LoP, but its hard to do with a carbureted engine.
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Hehe
Actually I wish I could run LoP, but its hard to do with a carbureted engine.
So you have an O-360, not an IO?
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So you have an O-360, not an IO?
Yes sir.
O-360A4M
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Back in Texas for a few days while the airplane is getting fixed. Going back next thursday and hopefully it will be fixed by Friday
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Got back into it swinging today by flying to Sioux City, South Dakota and back. 2.0 hours in actual and some good lessons along the way
1. My plane is not water proof. water resistant would be a better phrase
2. Carb ice happens
3. It's cold up here
4. Always check the NOTAMs carefully - sometimes important stuff is hidden away in masses of unlit tower information
#4 warrants an explanation, so here it is. When we checked NOTAMs for KLNK we noticed that there was a runway closure for 18-36 and 14-32 after midnight and before 4:30 AM "No problem, we can just do an ILS circle to land 35" so we filed back to LNK from Sioux Falls, but about halfway back we got a call from minneapolis center telling us that LNK app called and said that all the runways would be closing after midnight and that they didnt think we would make it. I piped up on the radio "I checked the NOTAMs and I thought 17-35 was still open, can you double-check please?" He did, and they were all closed. Now we were faced with a couple options, either go to Omaha (1 hour drive one way, and either his girlfriend had to pick us up or we had to rent a car, and they would gouge us because neither of us are 25) or we could go to Seward (Small untowered airport with just an RNAV and NDB approach, but only about a 15 minute drive) We opted to go to Seward and try for the visual first. We were about 3 miles out when we first saw it, then we got cleared for the visual and promptly went back into some clouds and requested the RNAV 34, so I got to do my first approach in actual. Thankfully I have a WAAS GPS so I could do the LPV approach down to 400' AGL, but we broke out at about 700' AGL so it wasnt needed after all. His girlfriend picked us up at the airport at about 12:45 AM
I hope one day I have a girlfriend that will pick me up at a podunk airport past midnight.
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http://flightaware.com/live/flight/N1161F/history/20111108/0435Z/KFSD/KOMA
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If you zoom in on the route, following it southbound on the map, what happened on the segment after your first turn to a SE heading? Looks like waves or cursive :)
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If you zoom in on the route, following it southbound on the map, what happened on the segment after your first turn to a SE heading? Looks like waves or cursive :)
I have no idea, but I assure you my flying wasn't that bad.
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I hope one day I have a girlfriend that will pick me up at a podunk airport past midnight.
It's much better to 'know a girl' that's local that will be glad to see you for a day or two. Trust me. Much less maintenance ;)
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I just figured you were doing clearing turns :noid :D
(http://img211.imageshack.us/img211/8691/capturesr.jpg)
...or evading torpedoes :rofl
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It's much better to 'know a girl' that's local that will be glad to see you for a day or two. Trust me. Much less maintenance ;)
want to know whats even less maintenance? girls that are just "friends" :D
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Flightaware can do some weird things. I'll toss up the picture of my arc on Saturday. Failed hsi, ai, rmi, and gps with app. Loaded on intercepting the arc. I was trying to time my turn and twist the obs when I got an engine failure as well. By the time I got everything handled I was .7 off the arc which is pretty bad but was able to correct it and finish the approach with a circle to land in gusty winds. Sweating bullets but was pretty happy to have salvaged the approach.
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lol he must be flying... http://flightaware.com/live/flight/N1161F/history/20111109/0225Z/KLNK/KOLU
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lol he must be flying... http://flightaware.com/live/flight/N1161F/history/20111109/0225Z/KLNK/KOLU
Well right now it looks like he's having more fun than all of us put together.
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Yup - flew my first DME arc today and got to do some more partial panel fun. My instructor failed my artificial horizon and dg and told me to go home after we did part of a hold over the OLU VOR(He also turned off my GPS) so I took V71 back to LNK and did a no gyro ILS rwy 36
I learn something new everytime I fly
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New personal best today - 8.5 hours in the air over/in 4 different states
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New personal best today - 8.5 hours in the air over/in 4 different states
That's a lot of flying.
Do you have an autopilot?
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That's a lot of flying.
Do you have an autopilot?
Nope
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Nope
Roger
Was it 8 hours continues or did you stop?
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Roger
Was it 8 hours continues or did you stop?
No I think I refueled 3x today. It was 8 hours spread over a 14 hour day, so I had some downtime between flights
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No I think I refueled 3x today. It was 8 hours spread over a 14 hour day, so I had some downtime between flights
That's good. Still though, 8 hours in one day is a lot.
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That's good. Still though, 8 hours in one day is a lot.
I did a 14+ hour day one time...hauled 27 loads of skydivers in a 206...most of the loads were to 13000. After I parked the airplane and walked into the hangar the DZ manager handed me a Heineken. I twisted the top off and took a long drink, noticed her looking at me funny. It wasn't a twist off top. :D
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I did a 14+ hour day one time...hauled 27 loads of skydivers in a 206...most of the loads were to 13000. After I parked the airplane and walked into the hangar the DZ manager handed me a Heineken. I twisted the top off and took a long drink, noticed her looking at me funny. It wasn't a twist off top. :D
lol
That is a lot.
My record is only 7 hours, and that's only because the airplane was slow.
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I did a 14+ hour day one time...hauled 27 loads of skydivers in a 206...most of the loads were to 13000. After I parked the airplane and walked into the hangar the DZ manager handed me a Heineken. I twisted the top off and took a long drink, noticed her looking at me funny. It wasn't a twist off top. :D
Wow! Thats a long time!
Took a couple pictures yesterday
I felt classy
(http://a1.sphotos.ak.fbcdn.net/hphotos-ak-ash4/313647_2155297042471_1247804014_31872119_995992654_n.jpg)
White Lightning with Kansas City in the background
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/309803_2155313522883_1247804014_31872123_1017220513_n.jpg)
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I gotta say Tupac...I'm jealous.
I remember what it was like learning to fly....the challenge..the excitement.
Good times, enjoy them.
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I gotta say Tupac...I'm jealous.
I remember what it was like learning to fly....the challenge..the excitement.
Good times, enjoy them.
If your bored try doing a different type of flying. Cropdusting for example :devil :bolt:
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If your bored try doing a different type of flying. Cropdusting for example :devil :bolt:
I just cropdusted my boss :devil
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Also saw alot of snow over Iowa yesterday
(http://a1.sphotos.ak.fbcdn.net/hphotos-ak-snc7/380292_2158286237199_1247804014_31873047_281820252_n.jpg)
I just cropdusted my boss :devil
:rofl
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I just cropdusted my boss :devil
:rofl
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If your bored try doing a different type of flying. Cropdusting for example :devil :bolt:
Boredom was something I never encountered while flying.
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Boredom was something I never encountered while flying.
Roger, I misunderstood you.
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Got my 40 under the hood/actual tonight, and did a practice checkride. My instructor says his only complaint is I do parallel entries to the hold and instead of going straight to the VOR when I turn inbound I try to intercept the inbound course.
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Got my 40 under the hood/actual tonight, and did a practice checkride. My instructor says his only complaint is I do parallel entries to the hold and instead of going straight to the VOR when I turn inbound I try to intercept the inbound course.
If I remember right as long as you make the turns in the correct direction you can do an octoflugeron for the PT and still be legal.
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If I remember right as long as you make the turns in the correct direction you can do an octoflugeron for the PT and still be legal.
You are correct sir, a friend of mine got confused on his check ride hold entry and did sort of a half parallel, half teardrop entry and was sure he busted the ride. But according to the check airmen it doesn't matter what turn you do as long as you remain in the holds protected area. The normal procedure turns are recommended though :) .
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(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/s720x720/315825_2198055992343_1275540023_31982659_1171783743_n.jpg)
Simulated full vacuum and pitot static failure (and the tach broke for some reason)
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(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/s720x720/315825_2198055992343_1275540023_31982659_1171783743_n.jpg)
Full vacuum and pitot static failure (and the tach broke for some reason)
You mean simulated, right?
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You mean simulated, right?
Yes
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Yes
Good, I thought you meant actual.
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I fixed it, reading it again it did seem quite misleading
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I fixed it, reading it again it did seem quite misleading
Roger
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BTW Tupac just wonted to confirm that you received that PM I send you today. No need to reply to it, just wanted to make sure that you read it.
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BTW Tupac just wonted to confirm that you received that PM I send you today. No need to reply to it, just wanted to make sure that you read it.
I did indeed
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I did indeed
Thanks
[/hijack]
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(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/s720x720/315825_2198055992343_1275540023_31982659_1171783743_n.jpg)
Simulated full vacuum and pitot static failure (and the tach broke for some reason)
The next time he puts the paper up there to "simulate" a failure pause for just a moment then rip them off and say "Simulated dual vacuum system!".
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The next time he puts the paper up there to "simulate" a failure pause for just a moment then rip them off and say "Simulated dual vacuum system!".
(http://3.bp.blogspot.com/-IWK4_fb9HTo/TdJ7mQnwBUI/AAAAAAAAAIs/0RjGXoKPVig/s1600/southpark_nice.png)
Nice
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The next time he puts the paper up there to "simulate" a failure pause for just a moment then rip them off and say "Simulated dual vacuum system!".
:rofl
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Got signed off for the checkride last night, I'm taking it tomorrow morning at 9:15
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Good Luck
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Got signed off for the checkride last night, I'm taking it tomorrow morning at 9:15
GET SOME SLEEP!! I ending up working all night before my checkride -- I passed but it wasn't pretty.
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So how did it go?
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I passed, examiners only 2 complaints were that I didnt set the marker beacons to low on the ils and I didnt zoom out and visually identify the fix before I flew to it on my GPS (even though it had the name of the fix at the top right)