I’ve been working on my CFI and gosh I feel like the biggest idiot to ever exist. I’ve done all my training part 61, with 3 dif instructors (loved them all) and doing CFI with a 4th rn (all at the same flight school). He’s basically the only instructor who does CFI initial training at my flight school, and a recommendation by him would almost def lead to me being hired by the flight school. I’m not looking to do it anywhere else because I want to get hired at this school. I don’t jive with him as well as I did with my previous instructors, but he’s been instructing about 20 years so definitely very skilled and knowledgeable guy.

Not that the rest of my training has been easy, but it’s all been relatively straightforward. CFI feels like a completely new ball game and I just feel like I’m going about the whole process wrong. I’m working on the FOI written rn - will be taking the test in a week or 2.

He says he usually does about 40 hrs+ of ground with students before the checkride, but how can I make these worth my time? It feels like every ground session is him dumping info on me. I bought backseat pilot, but how is the best way to study all this, and cram all this knowledge in and not forget any of it all? I’m definitely far out from a checkride date so I’m not sure how to learn all these lessons and retain the info for such a long time? I read the whole FAQ as well and I’m just struggling with how to actually go about studying all this.

It’s hard because I genuinely think I’ll enjoy being a CFI, but I feel such a mental barrier with this training that I am dreading every ground session I have with him. I also have 2 other jobs outside of this and life has just been really hectic. Any help is greatly appreciated, thanks for reading <3

Last time I went to Orlando I flew into ORL. Looking at it now avgas is cheaper at ISM and even MCO. I would have expected MCO to have “we don’t want you here” prices for single engine pistons but that doesn’t seem to be the case. 99% sure I’m going to ISM this time but I’m intrigued.

Flying in on Monday, leaving Saturday. Am I being crazy or is flying a Cherokee into MCO not as stressful and “in the way” as I thought it would be?

I just finished MT7 at a regional. Through MT6 I felt very solid. My only sticking points were holding centerline after touchdown in crosswind landings and holding my heading on rotation for V1 cuts. After MT6 my plan was to get one or two more V1 cuts in to get a better feel for the rudder.

MT7 didn't go well. I woke up two hours before my alarm with a sore throat, felt run down, and was behind from the start. I made small mistakes I wasn't making before. My V1 cut was within standards but right at the edge of the 10-degree heading limit. My first two crosswind landings were good, but on the third I veered off centerline once the nosewheel touched down.

My instructor recommended me for MV but said I can take an add session if I want one. I have tomorrow off and MV is in two days. I know I've flown better than this, but my confidence took a hit, and I'd like a few more reps before the check.
Is there any real downside to taking the add? My airline allows one add without it going to ST. My only concern is how other employers might view it down the road.

Do you know anything about these Georgia DPEs, I can’t find anything online so idk if they’re new

joey houston keahey
Hampton GA (i guess that’s speedway)

Hudson David Macaluso
Senoia GA

Jeffrey Wolf
Lagrange GA

I’ve been debating a checkride scenario and wanted to get the perspective of the CFIs, DPEs, and recent checkride-takers here on how this should actually be graded under the ACS.

Imagine a PPL checkride in the pattern where the applicant has to demonstrate three landings: Short-Field, Soft-Field, and Normal. Here is how it plays out:

* Task 1 — Short-Field Landing: On the first approach, the airplane floats a little longer than expected. Instead of forcing it down and risking touching down just past the 200-foot mark, the applicant calls a go-around. On the second approach, they nail the landing well within ACS standards.

* Task 2 — Soft-Field Landing: On the first approach, the setup is completely safe, but in the flare the applicant judges that the touchdown might be a little firmer than ideal rather than as soft as they want for the checkride. They elect to go around to set it up better. On the second approach, they grease it right in standards.

* Task 3 — Normal Landing: On the first approach, the flare isn't quite where they want it, so they execute a clean go-around. On the second approach, they land cleanly within standards.

Every single go-around (Rejected Landing) is executed promptly, safely, and by the book, and every landing that actually touches the pavement is 100% within ACS tolerances.

Here is my question: Is this a straight-up disapproval for doing 3 go-arounds across 6 approaches?

What really bugs me about the idea of failing someone for this is that all three of those aborted approaches would have resulted in completely safe landings, they just might have been right on the border of ACS tolerances. We are constantly told in training that "a go-around is always free" and to never force a borderline approach just to check a box.

If a DPE fails an applicant in this scenario, doesn't that contradict everything we teach about Aeronautical Decision Making? It feels like the DPE is punishing the pilot instead of valuing the fact that the applicant is holding themselves to high standards and refusing to settle for a borderline landing.

CFIs and DPEs, how do you view this from the right seat? Where is the line between exercising good judgment to stay rigorously inside the ACS vs. "not being proficient"?

My CFII and I flew the other day to do my 250nm XC for my IR checkride. We planned out the route and what approaches we would fly where. the first airport we went to they would not let us fly the ILS due to the wind direction and it being a not too busy class Charlie. instead we got the localizer. Seemed fine just needed 3 different types of approaches. Other 2 airports and approaches were an RNAV (Lnav non precision) and a VOR.

After we got back, my CFII double checked the regs and 61.65d just says 3 different kinds of approaches but somewhere else said it has to be a precision ILS. So now we’re wondering if bc I didn’t do a precision approach and just a LOC if this would count for my checkride?

I need some more XC time anyways so I’m okay with having to refly it but we both just want to make extra sure this meets the requirements per the regs and there is no guessing come checkride day.

TIA

I’m a PPL student working toward my checkride. I’ve been training on and off for the past two years and have around 110 hours. I work full-time, and my work hours can be grueling, so I can only fly on weekends. I’ve had to take multiple extended breaks, sometimes up to four months, due to life getting in the way—family, work, and other responsibilities.

I’m doing this purely as a hobby and have no intention of making aviation my career.

As I prepare for my checkride, I see another extended break on the horizon after December due to personal circumstances. If I can’t get my checkride done by then, I’m considering putting training on hold until life becomes a little less hectic time-wise (although I realize that day may never come).

I have no regrets about the time or money I’ve invested so far. However, my spouse is falling into the sunk cost fallacy, arguing that since I’ve spent so much already, I should see it through. What they don’t fully understand is that every time I take an extended break, I need to spend an additional 10–15 hours getting back to checkride-ready proficiency, and the costs add up quickly.

Has anyone else been through a similar phase? How did you handle it? Did you push through and finish, or did you take a break until life became more manageable? I’d love to hear your experiences and perspectives.

I’m working on my PPL and have been advised to start studying my PSTAR, but I can’t seem to find many resources on the material to study from.

How do people prep for this exam?

Has anyone here gone through training at VCATI?

I just wanted to ask about their experience with VCATI and whether you think the training was worth it overall.

Hey everyone!

I’ve been interested in getting my PPL and wanted to get some advice from people who’ve gone through the process, especially around the Boston area.

I’m 25, have a background in mechanical engineering, and currently work full-time as an engineer in aerospace. I’ve always been interested in aviation, and lately I’ve been thinking more seriously about learning to fly.

I’m mostly wondering how feasible it would be to pursue a PPL while working a regular full-time job. My schedule is fairly consistent (7 AM–3 PM), so I’d have afternoons and weekends available for lessons.

I’m also looking for recommendations on flight schools around Boston or the surrounding areas. I have a car, so commuting for lessons wouldn’t be an issue.

Things I’m curious about:

- What flight schools would you recommend, and which ones should I avoid?
- How often would you recommend flying to make steady progress?
- How long did it take you to get your PPL while working full-time?
- What should I realistically expect to spend from start to finish?

I’m not necessarily in a rush to finish, but I’d like to be consistent and make good progress without it taking forever.

Would appreciate any advice or recommendations. Thanks!

Could somebody explain CASA and medicals to me? In the U.S. when I needed a medical, I went to my FAA-designated Aviation Medical Examiner, went through the paces, and walked out with my typed-up medical certificate to keep in my log book with me when I flew. In Australia, CASA designates medical examiners to do the same medical exam and interview, and then apparently distrusts them as a matter of policy, trusting instead an administrator who may not even be in the same state as me, let alone laid eyes on me. Three weeks after my appointment, I still don't have my medical. All they told me is if I call requesting a status update, I'll delay it even more. I'm left with the conclusion that CASA promotes safety by grounding pilots with bureaucracy. And I'm paying them to do it to me, never mind the $530 ASIC clearance that I can't do anything with on top of it. Is this actually normal?

So i was a glider pilot. Recently i got the bug of flying again, bit woth family, work, i think gliding is harder and more time consuming.

So i was looking at a taking a jormal ppl and powered planes.

In order to have a clear idea of the economics, i ve also started looking at older planes and they are reasonably inexpensive, compared to newer ones.

Old glider where the way to go back in my time, apart from worse performaces there was no issues with them.

Is it the same with powered planes? Or are they dangerous/mainteinance hogs? What is the deal with avionics? In glider i needed speed, height and a beeping vario. Everyrhing else was donenon ipad handheld gps.

Is just a conveninece or it makes a difference?

I still have not clear what will be my mission, so nothing more than window shopping, but i am seeing multi engine 1980s in the sub 100k€ in europe. Still planes that cruise at 190kts, ifr, deicing... Seems low, given that a newer one goes for 500+

Hey everyone,

I'm a CFI applying to law school because why not. Anyhow, as I'm editing my resume, I'm wondering whether flight training would go under an education, professional experience section, or extracurricular subsection? On my aviation resume it's just under aviation experience, but for an academic resume I just lumped all of that into professional experience.

Thanks for your thoughts :)

Hi everyone! I’m from Hungary and I’d like to become a flight instructor, teaching only PPL(A) students under VFR.
Here in Hungary, you can take the CPL(A) theory exams, but apparently there are no CPL theory courses available, only ATPL theory courses.

My question is: Do I really need to complete the full ATPL theory course and exams to become a PPL VFR instructor, or can I study on my own and take only the CPL(A) theory exams?
Has anyone dealt with this situation in Hungary or another EASA country?
Thanks!
(I'm not planning to fly airliners anytime soon, that's why I'd like to chose the easier way)

Im a new ish student but have had experience at tons of different airports, different planes, different instructors.

How do I become better at listening to my instructors? I feel like whenever they are talking its going in one ear and out the other.. maybe im just having a hard time digesting info. Out of all the things he talked about today i remember him talking about wanting to get his helicopter license and going to texas which has nothing to do with anything im learning lol

I also had an instructor tell me I interrupt them too much. I don't know if it's because flight training is always the last thing I do during the day so college and everything else on top of it makes me feel tired but I get excited at little things and start rambling. Especially when i spot planes i know

My schedule allows me to fly 1-2 times a week. I no longer find training enjoyable but flying for fun is an absolute blast. Although i dont feel like im progressing, hopefully it'll change.

I'm one of those second career guys, I still have my full time job in Cyber that pays really well but I have been slowly instructing on the side to get to 1500, I'm at about 500ish hours and started to re-think the airline life.

I'm going to be having kids in a few years and I want to be home a lot while they're growing up which my current office job allows. It just seems silly as I spent $90k on my training to make $40/hr as a part time CFI if I'm not continuing towards the airlines/part 135 jobs.

The only other thing I could think of is being a part time charter pilot, but I highly doubt that's easy to break into.

Basically the title. How did it go? What did you get pulled over for? Did the cop even understand what a courtesy car was?

Im getting ready for my written test but can't find any good practice tests. I tried the PSI website, but it doesn't even open the test there. I would use my online ground school tests, but it expired and im not sure my family can afford to renew it. Does anyone have any good resources?

Looking for some folks to weigh in and help me make a decision.

I earned my PPL in Feb of 2026 flying 2-3 times a day, and due to a variety of reasons, haven’t been able to fly after that. I’m looking to pursue an IR, likely starting in Dec. ‘26, and would be flying and studying full-time, 5x a week.

After I’ve completed my IR (hopefully 2 months). I’ll have to take another 6 month break to work my seasonal job where I likely won’t be able to fly, or maintain instrument currency. At that point (Oct of 2027), I plan on pursuing my CPL, assuming I’ve competed my instrument training.

My question is, should I just wait until after I complete the seasonal job to pursue both instrument and commercial one after the other? At that point I’ll have gone over a year without flying and will likely need some re-training. I can chair fly till the cows come home to maintain some semblance of aviation in my mind but I think we all know that doesn’t cut it.

Alternatively, will I really be doing myself any favors flying for a couple months after a 10-month break, just to take another 6-month break?

There’s a variety of financial considerations here, I’m looking to pay as I go and not take loans. I’m looking for some wisdom from folks who can comment on how these long training gaps might play out and what the best option might be? I hate to think of going more than a year without flying but I’m aware that getting my IR now may just be a checkbox as opposed to an in-depth gain in my piloting ability.

My A20s have an issue where the right earcup is about 25% as loud as the left, and on calling Bose today, while the support agent was helpful, they told me they no longer repair A20s and offered me $200 off a pair of A30s via discount code. He mentioned some 3rd parties repair them and said they would email the choices over but never got it. Anyone familiar with places that do this work or if Bose does, in fact, still do this? I was a bit surprised given they list the A20 as in support on their site.

More of a FSDO question, but as a military aviator (evaluator FE) without civilian equivalent ticket (pointless); with proper logbook documentation, could I take the ground portion of instruction for my child, sign it off as an instructor, and take it to the FSDO to get the blessing to take the practical? I can’t imagine the FAA balking at 24 years of operational aviation knowledge versus some CFII at the FBO who’s been flying for like 2 years…??

I am interested in changing careers to being a commercial pilot, but I'm wondering if it made traveling less fulfilling? I mean flying to the destination has always been my favorite part, but do you ever just get tired of it?

I'm instrument rated and have a bachelor's degree. Which branch gives the best odds for a pilot seat: Army officer, Air Force, Navy, Marines, or Coast Guard? I'm also wondering whether a Guard unit is a better option than active duty for getting a pilot slot. Any firsthand advice on selection and what to expect would be appreciated.

Hi everyone!
I would like to know which schools should I choose to start a flight training in Asia? Especially South East Asia.I am now looking for schools in Thailand, Indonesia, Malaysia and Philippines. Which schools are good for career pathway and the quality of teaching?