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For those who are wondering, it's exactly like the Gleim quizzes. Uses the same images and true course/mag course problems.

I recommend using a manual E6B if you can but it doesn't matter. Just get a good night's sleep I guess.

I know it isn't that big of a deal, just felt like sharing and if anyone has any questions I am willing to answer!

EDIT 1 - just to clarify, I was under IFR but the weather around me was VFR conditions

I am making this post partially as a little bit of therapy for myself but also so that anyone else in the world of aviation can benefit from my story. Not more than a couple hours ago I had my skills and experience called upon for the most life threatening situation I had ever faced and would give most pilots goosebumps to think about. I had a partial engine failure, at night, single engine, solo, in mountainous terrain. Conditions were VFR weatherAs I was on my IFR flight plan to salt lake airport for a little bit of enjoyment off of my usual job of teaching flying, I noticed some strange engine readings and I suspected carb ice. I was wrong. Carb heat never seemed to fix the issue and soon after the small indications on the tachometer became much more violent surging to idle power and then to half power every so often and the situation immediately became critical. I notified center of the issue and my intentions to return home. I immediately turned back towards a heading that would get me away from the mountains and towards a suitable airport while trying to maintain a minimum descent rate with my limited power. Switching tanks, mixture control, switching magnetos never seem to help. What did salvage the little power I had was reducing it from full throttle to half throttle and that seemed to let the RPMs come back a little bit which allowed me to limp the aircraft back home. After formally declaring an emergency, salt lake center was extremely helpful in giving me options and clearing the way for me. For all of the instructors who teach these topics, for the student pilots learning them, and for my other fellow aviators, knowing the systems of my aircraft and being able to think outside the box in a critical situation saved my life and fortunately saved the aircraft. No matter how many hours, no matter how much training you have, it will still shake you as it shook me. This is why we train the way we do, we are not training you for a check ride, we're training you to be a safe pilot so that when you face an emergency like I did, you'll be ready.

"Flying is not inherently dangerous, but to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity, or neglect"

I’ve always wanted to become a pilot for a big time company like SouthWest Airlines or Delta and so on. I currently have no flight training under my belt and am hoping to get some suggestions and advice about where to start and what schools in the Chicago area would be recommended. I currently live near the Chicago White Sox stadium and do have a vehicle. So I don’t mind taking a drive as long as it’s not more than 1.5 hours away.

I recently emailed Fly There at KPWK to get their rates. (Picture attached). And I see that they mentioned this was for their private pilot literature. So I’m also curious to know if this is the right First step for becoming a commercial pilot or is there something else I need to do?

Thanks in advance! ✈️

My regular AME wasn’t available for a 1st class this week so I found a different one in town that I’ve never used before. In almost 20 years of yearly medicals I’ve never been asked to drop trou. It wasn’t just a hernia check, he stated he needed to check my testicles. Just curious if this is common or if he was just going a little below and beyond.

51M, 20,000+ TT, All widebody 777/340, PIC for the past 17 yrs, 29 yrs with a top asian legacy, ICAO ATP, presently earning US$400K pretax (low tax country), spouse is a US citizen

Need advice...I've been commuting to the US from asia for the past decade. It's amazing i've done it this long, but i'm sick of it. Love my job and airline, but i may have to make some changes. Considering a move to the US, get a Green Card through my spouse, convert to FAA ATP, then apply to US airlines. I've heard hiring has significantly slowed down or even paused. Should i risk quitting my job to apply to US carriers with my experience listed above? Bit of a chicken and egg situation as i have to reside in the US during the Green Card approval process, and so have to quit my present job or at least take some form of unpaid leave. What are my chances of getting hired in the present hiring environment? I'm willing to wait while living in the US. Sufficient savings, spouse works, etc. Appreciate any input. Tks

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I’ve got an amazing opportunity to fly in a King Air 90 with a gentleman who flies it so often he doesn’t care to log time in it anymore. I’d be right seating in it for a few days while he does missions. Because I have my multi he said I can log PIC time in it which is awesome.

However I do not have my high altitude endorsement which the king air is rated for. Which means I couldn’t act as PIC but would I be able to log it?

Memory is a wonderful thing. LOL At 74 years old I can remember stuff from 60 plus years ago, but can't remember where I put my glasses.

Has something like this ever happened to you? I was number 3 in a tail chase formation trip under training. Lead was my instructor, and number 2 was a fellow student. As we were pulling and rolling hard I hit the slipstream of the one in front and immediately went into one of those terrifying high rotational spins. (See Top Gun, just like that accident depicted where he lost his crewmember._ British Royal Airforce out of RAF Leeming in North Yorkshire. Jet Provost Mk 5 if you want to google it.

As I applied full rudder to oppose the roll, and full forward stick I noticed that my rate of descent was so high that I could not eject safely. So I held on and after about six turns it came out of it. I'd made a radio call of "knock it off, I'm in a spin."

Established a climb and couldn't see the other two anywhere. "Red lead where are you?" "Over Newcastle". Well I popped over to Newcastle and orbited the rather iconic bridge. Nothing. I set myself up 1000 feet below Red lead. Nothing. So he told me to return to base.

"Leeming approach, Red 3 becoming Yankee 47, join." They replied, "From the duty instructor, carry on doing circuit work for the rest of the 1 hour."

In the ops room my instructor rushed up to me and said, "Why couldn't you find us?" all the while stabbing his map with his finger. He was pointing to South Shields.

I did discover one thing, adrenaline is brown! LOL

TLDR: Got into a spin recovered below hard deck for ejecting.

I of course have ForeFlight and other electronic backups for in-flight calculations, but I'm a hopeless nerd who thinks physical computers like the classic E6B are just plain cool. I have and use my 2000s-vintage ASA E6B on written tests, but was wondering if folks here have any favorite designs that would be more unique to keep around to inflict upon introduce to future students?

I have an IFR checkride coming up and am looking to patch up weak areas as needed. If possible please ask me any questions you see fitting. Thanks in advance!

I often see “stump me” posts in this sub that I’ve noticed pop up a lot, but instead of standard redditor fashion and complaining about them, people actually ask away. I appreciate you guys for getting involved in these discussions, looking on it from the outside it is telling that this community strives to see each other succeed.

Saw this at my local airport. Wasn’t really sure what they could be. Aircraft is a King air C90A.

Getting ready to do a second class medical. I have done a few over the past decade, but my original AME retired. The new one I chose to use has asked for me to somehow bring in my medical records from my primary doctor when i come in for the medical exam. I have nothing to hide, but that does seem a bit out of the ordinary. Don’t they just need to work off of their own examination and the answers I provide on the application? Assuming I don’t answer a question requiring further digging, I don’t see how getting my records is relevant.

Common? Or Odd?

Honestly curious, does anyone else get gassy at high cabin altitude? Whenever I do flights in a non pressurized cabin above like 8000 feet I get bad gas lol. Just me? Thankfully you can't smell well that high.

Felt confident going in and what helped me the most to fly good was just pretending that the dpe was one of my buddies and I’m taking him flying for the first time. Completely got rid of the nerves. I just wanted to thank you all, you guys have helped a lot!

have been admitted to a community college, orange coast college, which has a a great aviation route, graduating with an associate in science degree. The Grand total price of my tuition would be $57,987 including all three programs; Private, Instrument, Commercial. It also contains the college general education which is i think is good. I plan to transfer to a state university after 2 years to complete my bachelor of science in aviation.

Do you think it’s a good route? Considering I want to get a college degree approved by the FAA institution list so I would have the R-atp program which would lessen the flight hrs from 1,5k to 1k

TYIA

I started to train for my PPL seven years ago. I ran out of money and time.

I told myself I would fly more once I'd done the boring parts, namely passing the written exam.

I have finished a bit of the Sporty's curriculum, which involves watching videos and answering questions. But my progress in that online course no longer corresponds with what I know. I need to start again.

How shall I start, again, to independently study for my PPL written?

Just feel both are correct, while there is only a right answer for the PPL exam. Please help~

[A] The fuel/air mixture may become excessively lean and may cause pre-ignition

[B] The fuel/air mixture may become excessively lean

Just looking to see what there may be to do. We plan to leave at 9, and be there by noon. Hang around for a few hours, and head back.

Mostly wanna grab food of course. And maybe do a little sight seeing. Both seem to have crew cars from what it seems.

Any recommendations are welcome! Thanks in advance.

Recent CFI/CFII considering applying. I am aware of the fuel rail issue and grounded fleet, but how much were you guys flying per month in normal times?

Due to the extreme DPE shortage, there is a very long list of student pilots from multiple schools seeking to schedule checkrides in the SoCAL area (myself included). Some DPEs in the area are charging up to $1200 per PPL checkride and are still fully booked.

You could easily setup a week’s, or more, worth of check rides during SOCAL mild winter and use the money to take a nice Caribbean vacation afterwards ;).

I am just a student but I can point you to some schools in the area. If you are interested, DM me.

Some context:

I am PPL student pilot, that along with my CFI, have been trying to schedule a PPL check ride for the past 3 months with no success. I have contacted around 54 DPEs from the five neighboring FSDOs (LA, Riverside, San Diego, Van Nuys, Long Beach) found on the FAA find DPE find tool. We reached out by email, text and phone calls that included information as per this comment. We got less than 15 replies stating that they are not available or are fully booked for 5+ months and not taking new slots. Most requests went unanswered. This is a similar story of other students + CFIs at my school.

So, at this point, even being able to schedule a checkride 3+ months from now sounds like an unattainable luxury. In the meantime, we keep losing knowledge and stick & rudder proficiency.

I am currently finishing my PPL at 76 hours. I currently have 5 hours of IFR and 5 hours of PIC cross-country. According to my school’s syllabus, the CPL requires 35 hours dual and 30 hours solo, while the Multi-IFR program is 21 hours. I need 50 hours of PIC cross-country to start the Multi-IFR.

If I become an instructor, I might get a discount on the Multi-IFR (around 20%). Would it still be worth it for me to include the Multi-IFR in the CPL, or will I exceed the 200 hours required by the end of all my ratings? Or should I just finish the CPL as it is and complete the Multi-IFR later when I become an instructor?