Moronic Monday
Posted by AutoModerator@reddit | flying | View on Reddit | 33 comments
Now in a beautiful automated format, this is a place to ask all the questions that are either just downright silly or too small to warrant their own thread.
The ground rules:
No question is too dumb, unless:
- it's already addressed in the FAQ (you have read that, right?), or
- it's quickly resolved with a Google search
Remember that rule 7 is still in effect. We were all students once, and all of us are still learning. What's common sense to you may not be to the asker.
Previous MM's can be found by searching the continuing automated series
Happy Monday!
Icystuff@reddit
When an ifr plate says procedure NA when….
Is that just for planning purposes? Just got cleared by atc to fly an approach that was supposedly not authorized
Mispelled-This@reddit
NA means you can’t use it while IFR, and it’s probably unwise while VFR too.
ATC is not responsible for knowing the approach restrictions or who/when they apply. Many will refuse to clear you for ones they know are NA at night, but that’s just a courtesy in case you missed it; if they cleared you and you hit an unlit obstacle, it’s still 100% your fault.
Orzorn@reddit
Addison (KADS) has its airspace at 3000, but the DFW class B is at 2500 within the vicinity of the runway (and 3000 just to the northeast). Does this mean you have to call regional approach each and every time you want to get to Addison?
TxAggieMike@reddit
It’s local tribal knowledge that talking to approach is a good idea when KADS is your destination.
The amount of traffic going in there is enough that getting their help for sequencing is useful.
And while the NE sector of (now Lone Star) approach can get busy on the radio, all the folks that work that position are friendly and helpful.
Kinda cool when the controller and others get into an auctioneer style rhythm.
Orzorn@reddit
Thanks, I was only asking because I finally got into RFC Dallas and have some training/airplane checkout coming up. I'm going to leverage the CFI a lot for trying to get this tribal knowledge myself. It seems there's a LOT of that going on at KADS just because its got such a...unique position in the airspace. I'm very excited to actually get to fly again for the first damn time in over a year.
Mispelled-This@reddit
Just remember out at 2000 and in at 2500, with the latter often resulting in a slam dunk. Don’t expect to ever fly a normal pattern there.
RFC is a great club with great planes; I enjoyed my time flying with them and wish other clubs were more like them.
Orzorn@reddit
Well just did my flight and it was exactly as described here. 2000 out and 2500 in. We even had to do a short approach because of a Citation closing in rapidly, so that made for a fun minute while we divebombed it in. Definitely not a normal pattern!
Mispelled-This@reddit
Welcome to ADS! You’ll learn a lot of “interesting” skills flying there.
TxAggieMike@reddit
Good description…
North and east departures are heading 140°, climb maintain 2000, and being on flight following is a good idea.
South and a bit west you frequently get to overfly KDAL and wave at the Bush residence as you go by.
Mispelled-This@reddit
*040?
virulentspore@reddit
I’ve looked at RFC but KADS seems like a pita. I fly out of Krbd.
grumpycfi@reddit
You only need to talk to approach if you want to enter the B, which exists at and above 2500 or 3000 as depicted. The portion of the Delta which appears to coexist basically doesn't, the B supersedes it. But if you just stay below 2500 the whole time you only need to talk to ADS tower.
But you also shouldn't be afraid to talk to approach regardless, just fyi.
Mispelled-This@reddit
Correct in general but incorrect for the very specific case of ADS; talking to Approach is mandatory there for all arrivals.
grumpycfi@reddit
I don't see anything on the chart, Chart Supplement, or NOTAMs.
Mispelled-This@reddit
It’s always on the ATIS.
grumpycfi@reddit
Weird. TIL.
cmmurf@reddit
Foreflight's aeronautical map layer shows [-20] and [-25] and [-30] in the sections of Class B with floors 20, 25, 30 respectively. The sectional shows the B floors, but only the highest D ceiling.
I don't think the sectional omitting this is ambiguous, but it is implicit. The FF map is explicit.
randombrain@reddit
Correct, in this case the Class D is specifically defined as not existing where the Class B is.
This is not always the case; sometimes a particular piece of airspace will be "over-defined" as being both Class B and Class D at the same time. And if you want to get into it, probably also Class E as well. But that doesn't have any real-world significance because of 14 CFR 71.9.
grumpycfi@reddit
As you say with 71.9, the more restrictive airspace basically rules.
I just didn't feel like looking up the rule.
Mispelled-This@reddit
ADS’s ATIS says all arrivals have to contact Approach, and that applies regardless of whether you’re going in the Bravo. If you ignore that and call Tower directly, they’ll tell you to remain outside the Delta and contact Approach.
IFR jet traffic there is so heavy that it’s virtually impossible for Tower to fit VFRs into the arrival sequence themselves; that’s Approach’s job. And Approach has an entire sector that does nothing but deal with ADS arrivals and departures—and keep them out of the way of DAL traffic.
SkyhawkPilot@reddit
What’s the current consensus on when to apply for regional airlines? I have my multi, but when I search previous threads I get everything from “the second best time was yesterday” to “50 hours from 1500.”
usmcmech@reddit
If you're not within a month or so of ATP minimums there's no point in applying for a job you're not qualified for.
TraxenT-TR@reddit
Eh I don't agree with this statement. You should apply within 3-6 months of estimating to hit your minimums as you probably nowadays won't even get your application looked at for a while. This also gives you opportunity every single week for those couple of months to update date it 1) show interest 2) show you are actively still building time and working toward minimums.
SpacisDotCom@reddit
Is there such a thing as too much right rudder?
tempskawt@reddit
Fo sho. Once in a while I catch myself doing that.
Key_Slide_7302@reddit
Yes, there is.
I had a spin instructor tell me a C-172 was not capable of entering a fully developed spin to the right. I decided to enter a fully developed-power stall using too much right rudder and attempting to hold my heading using ailerons.
The look of surprise/shock on his face while we were in the auto-rotation towards the ground was priceless. 10/10 wish I could have taken his picture right then. 😂
cazzipropri@reddit
He must have been a spin instructor in the sense he teaches spinning to wealthy suburban wives in the local gym.
SlowDownToGoDown@reddit
/u/SpacisDotCom this. At a safe altitude for a spin recovery in a trusty 172
1) Set power to 2000 RPM
2) Roll into a 30 degree right bank
3) Apply full right rudder
4) Use ailerons to maintain 30 degree bank angle
5) Maintain altitude with pitch
You will get a lovely cross controlled stall/spin entry.
Key_Slide_7302@reddit
This sounds like a good time! At a high altitude anyways.
paid_shill_3141@reddit
Right pattern base to final stall spin?
LibsThePilot@reddit
I wanted to piggyback off the recent "failed a checkride, how do I talk about it?" post and get some advice. I failed my CPL initial in 2019 by floating the short-field landing. It was a gusty day and I should have definitely elected to reschedule the checkride. I completely own the failure - both for not going around, and not discontinuing the test - and I am very open about both of those.
However, after five years of instructing and signing off students, I feel like there were some mitigating circumstances. Specifically, the commerciail checkride did feel unusually long at 1.9 on the Hobbs, and I had an ASI in the backseat. My honest-to-god assessment of my performance is that I would have probably passed had there not been an observer. I could be completely off-base here, and of course I'm biased... so, how do I talk about it? I have a few CFI job interviews coming up. I will be very open about my checkride failure. In the "what did you learn from it" answer, do I discuss rescheduling if there's an ASI observing, and that I'd recommend my students feel sick that day? Or do I not even mention the observer and focus on the fact that I didn't meet the ACS tolerances (which is 100% true)?
Thanks in advance.
Lpolyphemus@reddit
You definitely do not want to tell them that you would decline to take a ride with an FAA observer. In this world you will occasionally have feds around. Sure it’s a drag — but it’s the job and they will expect you to handle it.
Tell them what you learned about managing a windy, gusty day and going around. Tell them what you have learned a lot about aircraft handling and judgment since then.
But don’t blame the presence of a fed. That’s a fart in church.
cmmurf@reddit
Farting in church is hilarious.🤣
If only people would fart more in church, and less in the cockpit. Now that's inappropriate.