Hard pass. Go to NetJets or a legacy instead. The 14-hour days on minimum rest with zero support from scheduling (looking at you, Joe Scott) aren’t worth it. The schedulers are shockingly clueless despite having massive screens.
Prior military — Kenn has straight-up said on pilot calls they won’t hire us because we just build time and bounce. They run AI to sniff out lies too.

It's definitely lighter this year. Just wondering why folks didn't come. Was it weather forecasts (although it's beautiful right now), costs, personal reasons, something else?

Studying for checkride right now and had a question about FSS. Given this Waterloo VOR box, I’d transmit on 122.1 and mention that I’m receiving on the Waterloo VOR given that it’s receive only? Then I’d have 112.6 tuned onto my NAV radio and be receiving on that frequency?

Just looking for ideas on what to do in the right seat for my training flights. Checkrides in 2 months, the maneuver lesson is power on/ off stalls. Was there any time after getting ur CFI a student did something that completely shocked you? Any info would be gratefully appreciated 🙏

to further explain my question, does having an aircrew job or working as an aircraft mechanic look exactly the same on your airline resume as being a line cook or doing infantry in the military and it’s just considered military experience? or does any aviation field look more favorable then any non-flying related job?

sorry if this is a stupid question, i genuinely have no idea .

Hey everyone. 22M from Europe. I met a WizzAir (ULCC) pilot a year or so ago and have been talking with him about becoming a pilot ever since.

As every kid I of course loved airplanes, airports and everything about them. I haven't flown in an airplane until a few years ago and loved everything about it.

Sadly, my country has low volume and no airlines of our own, so private pilots are rare to see as well. However, with the arrival of low cost carriers and their bases here, we have a lot of new job opportunities, and the Wizz pilot academy is appealing to me.

However I've no clue if I like this or want to do it. I understand the risks, the shittiness of the job, but flying a plane is flying a plane. How do I go about as to learn if I want to be a pilot? Do I read books, watch pilot videos, go to the airport, watch planes, learn ICAO and EASA and what theory not, or go fly in a Cessna a few times and see if I like it?

I'm literally clueless and there aren't resources to help me here. Thanks guys.

I got my PPL last summer, but unfortunately haven’t had the time to actually utilize my privileges due to school and work. I’m back for the summer and want to continue to practice / remain somewhat proficient by going up with an instructors… but I’m only planning on doing the two flights with them (as that’s really all the time I have).

Any suggestions on alternatives for ForeFlight so I don’t need to purchase the whole year?

Thoughts on how to keep flying? My main issue is I learnt in Florida, and flying in NY airspace is a whole different ball game… plus it’s been pretty difficult to find a rental as most flight schools will only rent to students…

I’ve been thinking about joining a flight club, but this really will only be an option after I graduate and start working (since I will be able to fly year around, and will be in one place).

Would love to hear how people have been staying current! I hate the thought that I got my license just to not use it for another year and a half (when I graduate)

Need some clarification. I’m a CFI. And we always teach students that if you are uncoordinated in a stall, it could induce a spin. How do you get the aircraft to spin? Excessive rudder during a stall. When doing power on stalls, you need a ton extra right rudder to keep the ball centered while in that high AOA. Which in turn means you’re keeping perfectly coordinated. Now, if the ball is completely centered while performing power on stall, that means you have a toooon of right rudder in. You take it to a full stall, and the right wing dips excessively and starting that incipient stage of a spin. If you split the ball a little more than halfway on the turn coordinator, the stall happens evenly, no wing dip.

Now, with that being said, could the placement of the turn coordinator (in this case it’s to the far left of the panel) cause a minor error in a very high angle of attack attitude? Would the inclinometer read different if it were placed in the dead center of the panel in this scenario?

Hi all - I'm currently preparing for my PPL check ride and am thinking ahead to getting my instrument rating. The school I've been using for Part 61 has a fleet of Cirrus SR-20's that are nice, but expensive. The school estimates a $22,500 tuition for instrument alone, and $51,000 for instrument & commercial combined. This seems high to me. For reference, I'm set to have spent $13k on my PPL including check ride fee for around 52 hours (not in a Cirrus).

I'm wondering if anyone here has experience traveling to an accelerated school to attain a new rating, what they spent and if they could recommend where to look/what to look out for. I run a seasonal business in the northeast United States and have a lot of time to kill over the winter, and would love to get this done efficiently, away from the snow and to save some money at the same time. TIA.

Hi everyone,

I'm planning to start my PPL in Switzerland soon and was wondering if you have any advice for someone just getting started.

It could be anything—study tips, common mistakes to avoid, apps you found useful, gear you wish you'd bought sooner, YouTube channels, books, or just things you wish someone had told you before your first lesson.

I'd love to hear any recommendations or lessons you learned along the way.

Thanks!

Looking for some honest advice.

I’m in my late 20s and currently have a stable career making about $81k/year. Would you quit and continue aviation?

I have 3 checkride failures (PPL, IFR, and CPL) and I’m at the point where I need to decide whether to keep pursuing aviation.

I already paid for my multi-engine program upfront, but I haven’t started yet. If I withdraw now, I’d lose about 20% of what I paid.

If you were in my shoes, would you:

Finish the multi since most of the money is already committed?

Or cut your losses and move on?

I’m looking for honest opinions, especially from people who have been through airline hiring or career changes.
This version focuses the discussion on the decision you’re actually facing, rather than inviting people to debate your current job.

Hi everyone,

I’m looking for some honest advice from people who may have been in a similar situation or who work in flight training.

I started an integrated pilot training program at a private flight school in Europe in 2021. The program was originally supposed to take around 2.5 years. I completed about 150 flight hours and all required simulator training.

However, I was unable to complete the ATPL theory and therefore never progressed to the CPL stage. As a result, I currently only hold a PPL.

Over the years, I accumulated around €80,000 in training-related debt and I'm currently not in a financial position to continue my training. My SEP rating is still valid but will expire in the near future.

I'm now trying to figure out whether a professional flying career is still realistically achievable or whether I should consider a completely different path.

A few questions:

• Can flight hours and simulator training from an unfinished integrated course still be credited after several years?
• What would be the most cost-effective route forward from where I am today?
• Has anyone here returned to flight training after a long break and successfully completed their CPL/ATPL?
• Would it make sense to preserve my SEP and continue building hours when financially possible?
• If you were in my position, what would your next steps be?

I understand that nobody can give legal or training-specific advice without knowing all the details, but I'd really appreciate hearing from people who have gone through something similar or who have experience with EASA training pathways.

Thanks in advance for any advice.

I was looking at applying to the PSA cadet program today and I noticed on the application that it says they'll do employment verification. The problem is that I wasn't planning to tell my employer just yet that I want to give up my promising career in accounting to become a pilot. I was hoping to have that conversation roughly 30 seconds after handing in my letter of resignation once I have a CFI job lined up, which definitely isn't happening for at least another year or two.

Has anyone applied to PSA or anywhere else? Did they actually call your employer and verify employment, or is there an option to verify employment some other way? Am I risking pushing myself to the top of the "people we should probably lay off at the next opportunity" list if I submit this application?

Since microlights are cheaper and now count towards CPL hours, does the money you save outweigh the fact that you could potentially become less proficient in the standard training aircrafts?

Thx ✨

I fly the boeing 737, maybe in the range of 100-250$ range?

Which one do you guys use?

And please something with wheels lol

I recently suffered a trimalleolar ankle fracture dislocation in a skydiving accident and had surgery so I’ll be out of flying for a while. It’s given me a lot of time to think about what I should do next.

I’m currently at 31.4 hours in my PPL training and have been living away from home in London for flight school (Training at MFC Flight Training) . Since I won’t be flying during my recovery, I’m wondering if it makes more sense to move back home (my parents are happy for me to stay with them) and transfer to Brampton Flight Centre once I’m medically cleared.

The big thing for me is that i’d be changing from a stick (DA20) to a yoke (c172). Has anyone here transferred flight schools partway through their PPL? Was it worth it? How did the transition go, especially changing aircraft types and instructors?

I’d really appreciate any advice or experiences. Thanks!

My Samsonite bag is pretty much dead after 10 years of flying and to celebrate a new type I'm going to buy myself a new one, but interested in what people are using.

My requirements are:

• Top loading
• Straps to attach to handle of carry on
• Room for snacks
• Wont die in a years use
• Will fit in the standard sized space that Airbus gives me, which isn't loads.

I am wondering if anyone has ever taken a checkride with DPE Greg Livernois out of NH. I have heard some not so good things and others say he is fair, and I am wondering if anyone may be able to offer further insight.

Thank you in advance.

So I’ve been using Prepware because my commercial ground class uses that question bank so I didn’t get shepherd air. I’ve gotten a 90 on the practice test using that. I was wondering if it’s worth it to get shepherd air or should I be fine to take the written just having studied with Prepware.

I did use shepherd air for my instrument written and It works well, I was just wondering if it makes that big of a difference.

Need my ATP asap for a 135 job, any recommendations for schools?

I have 18 hours of multi and 10 hours of multi-SIM from ATP-CTP. Are there places where I can rent a multi-sim to get the 25 hours of sim?

For those who took the Aon, how long did it take for your status to change on the DAL App?

Hey everyone,

I recently completed all of my flight training and am now a CFI, CFII, and MEI. I've been applying to flight schools and aviation companies all over the country, sending out résumés, cover letters, and following up with cold emails, but so far I haven't had much luck.

I'm willing to relocate anywhere in the U.S. and am open to pretty much any opportunity: Part 61, Part 141, university programs, or even other entry-level flying jobs. I know the market has slowed down compared to a few years ago, but it's definitely been more challenging than I expected.

For those of you who were in a similar position, what helped you land your first job? Are there companies or schools that are actively hiring low-time CFIs? Is there anything I should be doing differently besides applying online and networking?

I'm staying persistent and know something will eventually work out, but I'd really appreciate any advice or suggestions from those who've been through it.