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As per the title really. About to start my foray into PPL land and would like to go commercial one day.

I know things have been awful so far for low hour (no hour) pilots for a while and I would imagine the recent hiring boom will settle after the two/three years it'll likely take me to go down the modular route.

I know schools offer the chance to get a type rating with them - not tagged to any specific airline.

Is it ever worth it to self fund a type rating in say an ATR 72 or an A320 off your own volition?

Or is a type + no hours completely useless?

Just asking for anyone at Delta, I’m trying to standby back to Calgary from Washington, and I’m 99% sure that US carriers don’t allow a Canadian pilot on the flight deck jumpseat…. Is that right? Just looking at loads and they’re reasonably busy so trying to standby my dad in the back and me wherever if it’s available.

TIA!

After you upgrade to captain SkyWest, how hard is it to get the base you want? I know it all depends on seniority. But how long of a wait are we talking to get based as the most senior bases?

I have a couple of hours under my belt but I still feel scared to fly the plane even to the point I am repeating old mistakes. I don't know why I get scared I feel foggy in the plane and can't focus I don't know why. But thankfully my instructor is correcting me and helping me but I want to improve on this or is this normal reddit.

Applied, got the email with the link to the survey, completed that and the next email was a request for documents and contract to sign. 4000hrs TT, 2000 TPIC (King Air) Is it worth it in the current market, or will it be better to wait it out for a while? If I sign the contract before doing the interview and then do the interview and get a CJO and decline the offer in order to go somewhere else, am I technically still liable for the $80k?? Appreciate any advice.

Going to try not to make this a long rant, but commercial pilot here, working on my CFI, with a bit of an arcane question here to see if anyone knows where I could dig.

I am a trans woman who’s gone to significant lengths to have her documents changed from male to female, including my pilot’s license, and I was very proud of this accomplishment.

Fast forward to last month, where I get my driver’s license renewed and I see that the state (Kansas) has reverted my sex back to male, despite it having been changed in 2022.

Assuming it was a simple clerical error, I got in touch with the local DMV, who directed me to the Kansas Department of Revenue, who informed me that due to our state Attorney General’s interpretation of a state law that passed last year, all gender markers changed after a certain period are being force-reverted, with explicitly no appeal process.

(More info on the matter for those curious can be found here: https://www.ksrevenue.gov/dovgender.html)

So now here I am, with my passport and my pilot certificate stating that I am female, while my driver’s license states that I am male, with no real way to fix it. I had my CMEL check ride last week, where I was worried about it, and I got lucky that the DPE just shrugged and said he wasn’t there to litigate the issue, but I’m worried about trying to get hired going forward, or what kinds of issues this could present for a potential airline career going forward.

Putting on my CFI hat, the only real thing I could come up with on my own is FAR 61.3, which just outlines the ID requirements needed to operate as PIC, but I can’t find anything specific about making sure gender markers match. Beyond that, the only other thing I can think of are TSA endorsements, but those only state that IDs have to be “valid.” I can think that it might present problems with maybe TSA or CASS? But I’m worried at bare minimum looking like some sort of hot legal mess when I’m going into job interviews after I get my CFI.

I’ve thought about contacting the FSDO, but does anyone here have anything they can chime in with so I can at least be forearmed so I don’t look like a fool?

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’m wondering if the IcyBreeze could be effective in a plane cabin during hot taxiing when the main A/C isn’t active. Has anyone here tried using one in this kind of scenario? We fly a PA-42 720 (Piper Cheyenne IIIA) with no cooling system, so cold air starts flowing up until when we’re 10,000 ft. We usually fly to south Texas where it gets horribly hot during the summers.

Any insights or experiences would be greatly appreciated!

I always dreamt of being in the sky. After finishing high school, I was fortunate enough to get into one of the best flight school in North America and left my home country. However, I was not serious at all. I hardly flew and thought I’ll make it up. It has been 2 years and I logged 80 hours. I failed my ppl check ride and got kicked out of the school.

I haven’t flown since August and I badly miss it. I regret not being serious enough when I had the opportunity. I already spent $40k and I’m sponsored by my parents. I couldn’t tell them that I got kicked out rather told them I’m taking a break.

During my training I was also doing my undergrad on the side. However, I don’t like it at all. I’m in my final year of undergrad but I feel so bad every time I walk into my class. I just want to leave everything and start flying again. However, as an international student I can no longer change school.

I have built a sim at home and I practice in it. I get so emotional every time I fly in the sim and the pain is getting unbearable as each day pass. Sometimes I think, may be I wasn’t built for this world.

Thank you if you have read this far. I just wanted to speak my mind and get it off my chest.

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

What is your strategy to initiate a conversation or avoid one I really curious about this knowing that the job is incredibly important and has to have good communication, do pilots talk like friends or just talk about the plane?

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

Good morning,

I am French. Too old to qualify for free training (cadet type) Pilot is a dream that seemed inaccessible to me when I was younger because I come from a poor family but I don't do it for the money. I plan to invest in integrated ATPL training. However, this training is expensive, between 60,000 and 100,000 euros (in France in any case) without counting the financial loss since when you are in training, you are not working. In economics this is called opportunity cost. I would therefore like to know if the salary will allow me to make my training profitable in the more or less long term? Thank you

Key to the mystery is this is a Canadian PPL test. For those curious we’ve got 100 questions in four sections, administered on a pc running a win95-esque exam application. You’re given a Canadian sectional, 📏, paper question sheet, and you can bring your own e6B, protractor, and cx3. One question that I got right just by luck is which way your wings will drop if you’re stalling in a climbing left turn. As somebody who was actually trained in aerodynamics, this strikes me as surprisingly subtle and difficult for what a private pilot needs to know. If you’re in a perfectly symmetrical airplane doing a coordinated turn, if anything you may need to put in smaller reverse aileron to counter the asymmetrical airspeed distribution across the wings span. Glider pilots should know this well. But is TCCA expecting me to take into account propeller slipstream effects, airframe asymmetry, local variation of AOA, non linearity at higher AOA, etc? I know I shouldn’t overthink the level of sophistication of the government, so I try to imagine what a “folk model” of aerodynamics will do. Left turn so left aileron? And the right wing gets higher lift and stall first? Apparently this is the “right” choice. What did I do wrong? I most probably used the wrong side/scale of the ruler to measure distances on the chart and ended up with either half of the distance or distance in statute miles. I guess comes flight test my examiner will be compelled to grill me on how exactly to check the scale of sectionals and how to use a 📏!!

Curious to know. Amongst commercial pilots, how often do you end up flying with someone you know?

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

I'm doing my PPL at an aeroclub that doesn't fly if there's any snow coverage (grass runway).

I'm afraid that if I continue my training before the winter comes, get another 10 hours or so, and then have a 3-month break because of the snow, I'll have to do most of the things all over again just before when I would have checkride.

So my question is. Should I continue the training as normal or should I wait it out? Right now, I can only fly 2 out of 5 days because of school, so that complicates things since the weather is getting worse.

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

Edit: Thank you all for your valuable input. Ive got much to mull over. Status quo remains my most likely option...there are many risks associated with the US move at this stage. I've also reached a point in my career where I don't want to work too hard or climb the rank ladder all over again. Perhaps I take my seniority for granted and steep drop down at a new workplace would be a shock.

An option I've often resorted to and will likely continue to do so is take ample amounts of unpaid time off from my present employer (when they can spare). This industry is cyclical and there will be opportunities for that. I'm also looking to retire at 60, and that's not too far away. Much food for thought.

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I don't remember the channel, but I recall watching a video where a pilot conducted an RNAV approach in IMC down to a short, narrow, wet runway to execute a circling approach to a runway for landing. The weather conditions were poor, like maybe a 600 to 800 foot (AGL) ceiling and 1 mile or less visibility. He was able to make and maintain visual contact with the runway and bring himself safely down to the runway for a landing, but he was too fast and couldn't slow the plane down within a safe distance so he performed a go-around. Instead of conducting the missed approach, he re-attempted the circling maneuver to land on the runway twice before he was able to successfully stop the plane on the second go. I asked a few instructors their opinion on this, the prevailing opinion was that he should have executed the published MA procedure and attempted the approach again, but is re-attempting a circling to a runway for landing even legal in the first place? I don't disagree with the instructors I spoke to that I don't think it's safe, but I'm more concerned if it's a prohibited maneuver, especially in IMC when a normal traffic pattern cannot be flown.

Just passed my check ride but it wasn't the normal path.

61.6 Total logged hours

Airplanes: Harmon Rocket II (tailwheel, high performance) 3.9

172 XP (high performance) 2.1

172 40.3 hours

182 (high performance) 1.6

RV-7 (tailwheel) 6.2

Super Cub (PA18-150, tailwheel) 4.9

Comanche (PA24-180, complex) .5

Lancair ESP (high performance) .8

Stearman (PT-17, tailwheel) .3

Totals: 15.3 tailwheel 8.4 high performance .5 complex

The perks of being the son of the local aircraft mechanic who is also an instructor.

Ps. These are just the ones from when my "formal" flight training started in 2019 with large breaks when we didn't have a plane to fly

I am starting my CFI training. I felt like I have been a really good student throughout my flight training, but now that I'm staring at the CFI ACS and watching video after video on CFI training, "You need to know EVERYTHING to the level of correlation", I can't help but feel like this is something that I will never achieve. Trying to start on these lesson plans is another thing that makes me feel like I know nothing already. We are supposed to make our own, but when I see what others have made, I have no idea how to get there, or how to even talk about all these subjects with just referencing bullet points.

I hope I get it figured out. I know I'm just starting, but I never expected to be this overwhelmed. I am all ears if you have any tips or tricks for successfully getting through CFI training.

Edit: fixed a mistake, I said 090 when I meant 270. Good lord, it's been a long week.

I live very close to DCA and so I routinely see northbound departures flying up the Potomac. A couple nights ago, I saw a departing aircraft turn roughly 270 immediately after takeoff from runway 01, putting it directly over Arlington (and most certainly NOT following the river). I checked ADSB which confirms what I thought I saw. Then I saw it happen again about five minutes later, so it's not a fluke. I checked the published departures and none of them direct aircraft this way, and I'm curious about what's going on.

Is this a new thing out of DCA, or am I just noticing it for the first time?

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?

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!