Will Samurai Husky pass his checkride?

[Samurai Husky]

5 hours ago, mpg said:

You have wrote that you have 19 hrs in a HP SR-22,,, some may be dual, some may be solo.

The SR-22 has a 550 engine of 310 hp!

That IS HP!!!

You should be having that endorsement!  

Go back to your CFI and get his signature!

I did

The it was 19.2 all dual. 17.2 came in the cross country, so it was a lot of climb to alt and look out the window. For the full flight we only got in 4 landings and all of them were at large runways. So we went out on Tuesday where there was some good Xw and did landings at KPAO. I think we did about 15 TO/L total, 2 were go arounds, but a lot were right on the money smooth as silk. 

I was surprised how fast you get to pattern Alt and how much right rudder was needed. It really is something to be climbing at 1200ft/m.

[bradp]

SH better get on PoA to share your DPE story ... someone's trying to find one in the Bay Area.  At least you could steer them away from that cranky greedy dude.  

[donkaye]

3 hours ago, bradp said:

This is my idea of a glass panel....

Not so good in my opinion.  It requires a scan the same as with legacy instruments.  The tape glass scan is much faster.

[bradp]

I haven't flown a dynon but have plenty of time with steam and G1000- I respectfully disagree with Don.  This dynon approach gives acceleration information in analogue format (I.e. The airspeed needle turning counterclockwise or the VSI pointing down) as well as the digital raw data.  The proponents for steam gauges argue that needle positions catch attention in a more robust and intuitive manner compared to a tape.  I agree with this general precept.  Our brains are designed for pictures and positions not number interpretation.   A tape can be distracting in gusty or shear conditions as it grows and dissipates without telling you something you don't already know.  The additional benefit to the dynon is the addition of the raw data in numeric format for what SH and others want - precision if not accuracy.   The reason I like this hybrid synthetic vision picture that I posted is it gives both data and ... information.   Information is what I desire when scanning.   The other nice thing is that the electrons allow customization of these information representations... i.e. You could put a circular ring around the ASI to indicate acceleration (which is your argument for speed tape I think?).  Good thing there are options for different folks / strokes.... 

[donkaye]

Just now, bradp said:

I haven't flown a dynon but have plenty of time with steam and G1000- I respectfully disagree with Don.  This dynon approach gives acceleration information in analogue format (I.e. The airspeed needle turning counterclockwise or the VSI pointing down) as well as the digital raw data.  The proponents for steam gauges argue that needle positions catch attention in a more robust and intuitive manner compared to a tape.   I agree with this general precept.  Our brains are designed for pictures and positions not number interpretation.   The additional benefit is the addition of the raw data in numeric format for what SH and others want - precision if not accuracy.   The reason I like this hybrid synthetic vision picture that I posted is it gives both data and ... information.   Information is what I desire when scanning.   The other nice thing is that the electrons allow customization of these information representations... i.e. You could put a circular ring around the ASI to indicate acceleration (which is your argument for speed tape I think?).  Good thing there are options for different folks / strokes.... 

Trend is shown in magenta for Airspeed, Altitude, Turn rate, so acceleration is displayed for glass.  For the Commercial Maneuvers, I agree, the legacy instruments are more of an assist.

[kpaul]

6 hours ago, donkaye said:

Not so good in my opinion.  It requires a scan the same as with legacy instruments.  The tape glass scan is much faster.

I agree with Don. 

The combination of that many legacy instruments overlaid on synthetic vision would slow down a scan by taking away from the contrast that would allow just a quick glance to interpret to data.  I think both types of instrumentation have their pros and cons.  Glass has the potential to overwhelm  you with information that is nice to have but

I have a couple thousand hours behind this panel. What is not showed in the picture is the flight director and any of the trend arrows.  The trend arrows grow depending on the rate of change to point to where you will be in 10 seconds if no changes are made.

[donkaye]

1 hour ago, kpaul said:

I agree with Don. 

The combination of that many legacy instruments overlaid on synthetic vision would slow down a scan by taking away from the contrast that would allow just a quick glance to interpret to data.  I think both types of instrumentation have their pros and cons.  Glass has the potential to overwhelm  you with information that is nice to have but

I have a couple thousand hours behind this panel. What is not showed in the picture is the flight director and any of the trend arrows.  The trend arrows grow depending on the rate of change to point to where you will be in 10 seconds if no changes are made.

Who makes it? I have't seen one of those.  Commercial or Experimental?

[kpaul]

Its made by IS&S (Innovative Solutions & Support) It is certified.

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[donkaye]

Just now, kpaul said:

Its made by IS&S (Innovative Solutions & Support) It is certified.

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Does it interface with your autopilot?  Where did you hear about it?

[gsengle]

I presume that is on a jet or military aircraft? Doesn't look like light piston avionics...


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[kpaul]

I wish it was in my Mooney, but it is in a PC-12. I have not researched them much, but I believe they make a different panel for GA

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[gsengle]

They smallest plane they appear to equip are the Eclipse and the Pilatus.


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[kpaul]

1 hour ago, gsengle said:

They smallest plane they appear to equip are the Eclipse and the Pilatus.


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You are right, too bad the 10" would be great. 

[thinwing]

On October 5, 2016 at 7:35 PM, Samurai Husky said:

High Performance Endorsement unlocked (#MORERIGHTRUDDER :P)

Though it felt like i was cheating because it was in a SR22; 

I also showed my Temporary Airmans Certificate to my CFI... He said i can stop being in denial now...

Almost took a PnP mission today. There was a Shepard with horrible leg dmg and they need to evac from Monterrey to some hospital out by SAC. I would have taken it, but it was 4pm and the sun sets at 7pm, i didnt think i could get there, to the destination then back home in time before the sun went down.

I need more night practice and KPAO isnt the best place to do it. Still having flash backs from the pictures, sure hope she makes it.

Nope, still in denial. the thought that i can jump in a place and go where ever still doesnt seem real

 

Also..I am a PIC 10 day instrument Grad..( I busted my first check ride)My  opinion

Well that was a good call considering how hot in the valley it's been...no prob at Sac...but MRY has had fog conditions...but I am a big believer in an IR for night xcountry...

 

 

 

[Samurai Husky]

I was looking at PIC and some of those other '10 day' programs. But i dont have the PIC time yet. Also i was hoping for something that would also do ground, but it appears they only do the flight part, so its on me to do the IFR knowledge test. Unfortunitly the book I have is god awful horribly written. The first chapter they seem to be jumping all over the place from safe taxi to departure procedures etc. 

So if someone has a better book they recommend for the IFR knowledge test I am all for it. 

I put on 4 hours of PIC time this weekend when i took a trip down to KSMO with a friend; But there is way more to go.

[gsengle]

I recommend you fly some real instrument trips with friend or even instructor, and just observe and have them explain things. The problem with so much of the material as you've observed is no one seems to do a good job putting the big picture together for you. It's easy to get really lost in the details and have no idea how it goes together...


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[donkaye]

Why not continue on with Max?

[Samurai Husky]

I am, but he is up to $100/hr; So i want to try and get as much done as possible on my own. Things like the knowledge test and PIC xc should be doable on my part. Also he doesnt seem to be very structured. I have asked him a few times to layout a plan for me of what i need to do, what needs to be done etc, but i never get one. So i feel rather lost in where to start and what to do. 

His schedule is also pretty tight; He has other clients and taking PTO time etc, So its hard to get on his schedule. I really need a syllabus that says 'do this monday, do this tues, meet wed' etc. etc 

From what i understand you need:

50hrs of PIC XC of which only 10 need to be in a plane. 

-i have the 10 part met since i have 15.9 PIC XC in a plane.

40hrs of IMC  (sim or not) of which 15 hours need to be from a instructor and of which 3 hours need to be in a actual plane within 2 months of the test

-I have 8.7hrs in a plane with max for this, so the 3 in a plane is met, i would need 6.3 more hours with max in a simulator to finish that off. I have 4.6hrs from the ferry flight starting sept 26th, so it makes sense to want to get this done before the end nov. or put in another 3 hours prior to the test. Maybe that adds up quick doing approaches and what not, but i would rather 'want' to do them rather than 'need' to do them. The other 25 hours should be doable in a simulator on my own? 

a flight of 250miles along airways, 3 different types of approaches, and interment approaches at each airport.

-havent done.

So it would seem that i can do the rest of the training in the simulator out side of the 250nm trip. Since you dont need a safety pilot for the simulator, thats another savings there. I like getting the requirements out of the way so that i can focus the hobbs time on what i need to improve. $30/hr is a lot easier to swallow than $200+100cfi.

Im just a bit cautious because after adding up what i spent on my PPL, well, its probably double or more the national average and i really dont have the money to do that one again. Thats why these fixed boot camps sound so good. Drop in, spend a week flying all at a fixed rate, take test, leave. 

[thinwing]

1 hour ago, donkaye said:

Why not continue on with Max?

That's not bad idea...the prob with the IR is instructors moving on .I believe it is the hardest rating and for me ,I had to use a week of vacation plus 4/5 half days for total immersion....I doubt Max or even you Don could block out that much time.Pic does just that ,total access to flight instructor for 10 days or more ,they supply the simulator ,have a good study guide and basically get the job done.Obviously neither you or Max are planning to move on in 6 months for your airline job ,which I believe is most common cause for 1-3 year IR attempts.Of course ,I failed to mention 24 hr accessibility to suitable aircraft ,meaning he needs to own it.Part of PIC s deal is the need to buy the instructors hotel room..no putting him up in the spare room to cut costs!Cause in 10 days ,you have had enough of each other!

[thinwing]

1 hour ago, Samurai Husky said:

I am, but he is up to $100/hr; So i want to try and get as much done as possible on my own. Things like the knowledge test and PIC xc should be doable on my part. Also he doesnt seem to be very structured. I have asked him a few times to layout a plan for me of what i need to do, what needs to be done etc, but i never get one. So i feel rather lost in where to start and what to do. 

His schedule is also pretty tight; He has other clients and taking PTO time etc, So its hard to get on his schedule. I really need a syllabus that says 'do this monday, do this tues, meet wed' etc. etc 

From what i understand you need:

50hrs of PIC XC of which only 10 need to be in a plane. 

-i have the 10 part met since i have 15.9 PIC XC in a plane.

40hrs of IMC  (sim or not) of which 15 hours need to be from a instructor and of which 3 hours need to be in a actual plane within 2 months of the test

-I have 8.7hrs in a plane with max for this, so the 3 in a plane is met, i would need 6.3 more hours with max in a simulator to finish that off. I have 4.6hrs from the ferry flight starting sept 26th, so it makes sense to want to get this done before the end nov. or put in another 3 hours prior to the test. Maybe that adds up quick doing approaches and what not, but i would rather 'want' to do them rather than 'need' to do them. The other 25 hours should be doable in a simulator on my own? 

a flight of 250miles along airways, 3 different types of approaches, and interment approaches at each airport.

-havent done.

So it would seem that i can do the rest of the training in the simulator out side of the 250nm trip. Since you dont need a safety pilot for the simulator, thats another savings there. I like getting the requirements out of the way so that i can focus the hobbs time on what i need to improve. $30/hr is a lot easier to swallow than $200+100cfi.

Im just a bit cautious because after adding up what i spent on my PPL, well, its probably double or more the national average and i really dont have the money to do that one again. Thats why these fixed boot camps sound so good. Drop in, spend a week flying all at a fixed rate, take test, leave. 

Uh...I guarantee it won't be that easy....the rating is a magnitude order more difficult than the PPL!

[Danb]

Sam, consider taking a big breath, find a couple flying buddies from your area and fly the heck out of your rental or get a few partners buy an affordable plane to train in. Beat the heck out of the sky, practice as much as possible, be comfortable in your plane then work you butt off acquiring your IR. Not the way I did it, years ago avgas was  well under a dollar a gallon, my instructor was $15 an hour and so on. Times and economy have changed, set a goal of 150+ hours a year while your young, time will fly by and you'll be flying along with it. You've made it this far so now have fun and learn forever. Good luck, your a pilot reach for the stars.

[Samurai Husky]

Working on the plane part;

Max introduced me to someone with a sr22 on the line that isnt being used at all; After talking with him and explaining my prior experience with the club planes, he was willing to give me a special block rate. 

The reason that i want to do IFR sooner rather than later isnt so that i can fly in a rain storm or anything like that, but just to get through the marine layer here in the bay area. Its becoming that time of year where as a VFR pilot, the available flying days are getting less an less. 

i wish there was a mini ifr endorsement for just flying in and out of 1 airport; because really thats all i need right now

 

[thinwing]

4 minutes ago, Samurai Husky said:

Working on the plane part;

Max introduced me to someone with a sr22 on the line that isnt being used at all; After talking with him and explaining my prior experience with the club planes, he was willing to give me a special block rate. 

The reason that i want to do IFR sooner rather than later isnt so that i can fly in a rain storm or anything like that, but just to get through the marine layer here in the bay area. Its becoming that time of year where as a VFR pilot, the available flying days are getting less an less. 

i wish there was a mini ifr endorsement for just flying in and out of 1 airport; because really thats all i need right now

 

And that is probably the safest IFR there is and the reason I got my IR in 87.. Except marine layers have a habit of going all the way to the ground..than you get to go missed..and a lot happens in a short time...

[Samurai Husky]

yup, but i have backup plans for that; Go missed, transition out to Tracy and call up a buddy that lives only a few miles from the airport; Crash there, or borrow a car for the night. 

Even then that would be highly unlikely since i would check the weather ahead of time and figure out if it was worth coming back or not. Really the IFR is for mostly leaving, not necessarily coming back. The marine layer normally burns off in the day time, then creeps back in at night and sticks around until morning-mid afternoon. So where ever i am coming back from i know to target certain times and if its passed a certain time, then just wait it out somewhere else. 

Also i am not taking this lightly, i know IFR is a tool, but it can also mean putting yourself in worse situations. I look at it as just a tool for those 1 off times where i am going down for a holiday or coming back; coming back normally i can scheduled myself in a way where i take half a day and just get back, my concern is more about the unpredictability of the marine layer; Some times it comes in at 11pm, some times 8pm some times 6pm; you just never know and my concern is leaving thinking i have nothing to worry about only to get 10miles away and see a blanket of clouds ahead.

 

[gsengle]

and still go get a flight in a Mooney before you spend any money


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