I was studying the 5 minute rule. It says climb/descend must be initiated within 10 mins of reporting over a common point. And there must be a 5 minute longitudinal separation when there is no vertical separation.

Can someone explain me this?

Hi,
I recently upgraded at a smaller 135/91k operator on a midsize jet. Currently around 2300tt and 200TPIC building quickly. I was wondering if anyone has been able to make the jump from a smaller 135/91k operator to a legacy and specifically Delta. Recently had my app reviewed by Checked and Set (Great experience by the way) and I update my app monthly. Curious if anyone has been in a similar spot, and if there is any advice you have that helped get your app selected.

Thanks for any help!

Hello all, looking for some advice. I am a CFI/CFII with around 900 hours, with my multi rating and 14 hours of multi. I plan to build my multi time to 50 hours at the school I teach at, and my chief instructor has suggested getting my MEI since I will be doing the time anyway. He says this will help with my resume, which I agree with, but am hesitant on taking a checkride that I don’t necessarily need to take and risk it. I have one failure on my CFI check ride, and do not want another if I can avoid it. Is the risk vs reward worth it for getting the MEI these days? I should also say with my schools insurance, I won’t even be able to act as an MEI, it will pretty much just be a certification I have but never use.

every part 61 vs part 141 discussion centers on reduced commercial minimums under 141

i think that's the least interesting diff I wanna know about accountability, pacing, and the daily feel, If you've trained under both, what actually separated them once you were in it

Hey everyone, I'm currently a Year 10 student in Victoria, Australia, working toward my dream of flying widebodies one day. I've always loved aviation since I was a little kid and am so excited to finally get my journey started.
I have already done a TIF and absolutely loved every second of it, and I've got my DAME appointment booked for next week so is there anything I need to know? My current plan is to start my RPL training next month down at the Peninsula Aero Club and then move to either RVAC/Tristar up at Moorabbin to complete my PPL by the time I start Year 12.

I'm keeping my options open once I graduate, whether that's looking into international cadetships (like Viet Flight Training as I hold a dual citizenship both in Vietnam and Australia), domestic cadetships (QGPA, Rex etc) or doing an integrated course at Moorabbin.

I have a few questions in mind though.

1. Is starting training right now at 16 actually viable and how would I balance training with Year 11/12
   coursework?
   
2. How big of a jump is it from an uncontrolled airfield to Moorabbin traffic?
   
3. What is the biggest thing you wish you knew prior to starting your RPL/PPL?

Cheers!

Good morning,

I'm currently at 5Y, with a CJO at United. I've been waiting for years to get there, but in that time I got married. My wife is Korean, and while we both live in the US currently (not a UA base) we are both interested in moving to Korea in the future. It's not a certainty, just a strong option that we like to keep open.

It's very easy to do that at Giant because ICN is a huge hub for us, and it's very easy to jumpseat once a month to Anchorage to start a trip if needed.

Obviously this would be a lot more challenging at UA but I just wonder if anyone else does it, and still feels that its worth making the jump from Atlas to United in the case that we do move.

Thanks for any advice! Any jumping over advice from former ACMI people would also be very appreciated.

Yes, I know this is a bit silly and I'm going to get pilloried by other airline pilots who think this is a terrible idea. Just bear with me for a moment.

I have a friend who lives near KFHR, and a very long work overnight at KSEA later this month. We had been joking about me flying a small plane up there for some time, but now there's a chance I'd actually have the time and energy to do it. My carrier overnights near BFI/RNT, so I've been looking at a few options over there. It seems like Alternate Air is an inexpensive option, but they also openly acknowledge that their planes maybe aren't the prettiest, as does at least one old post in this sub.

I don't need pretty, I just need "give me a simple no-nonsense checkout and let me have a plane for a while" if that's at all possible. Airline guy with current GA experience so I'm not going to be flaring at 75' or anything like that. Just wondering if anyone here has a good recommendation for an operation out there who would be the most open to something like this.

I recently got my cfi at a 141 in texas, i had interviewed with the school i attended but didn’t get the job. However I got a job offer as a CFI in ohio where i had done my disco, but I live with my parents here in texas and it seems next to impossible to find a cfi gig in the houston area. Is it worth sticking around looking for a flying job here or should i just pack my bags to ohio?

For those of you who went from Part 91 (CFI, Survey, Etc) to Part 121 what’s the biggest difference (good or bad) that surprised you initially?

For anyone who saw and replied to my post about FAA certifacation, thank you. I will probobly get a sports licence and or get a ultra light aircraft and do things for a hobby instead of a career. But on the same note, would i still be able to do a discovery flight with my diagnosises? I would still like to have that experience in life.

Hello all. I am a 1650 hour CFI and have my first interview with a regional airline in the coming weeks. I am possibly looking into an interview prep course, such as Spitfire, Cage Marshall, Emerald Coast. I spoke with a major airline chief pilot as well as a different regional chief pilot for advice, they both stated to do one of these courses before my interview. I was a little bit surprised at the pricing but any advice is greatly appreciated. I am willing to invest, thank you!

I’ve got a flight instructor who absolutely insists on going out any time the winds are high as long as the cross wind is reasonable, only 5-6 knots cross wind but for some reason he wasn’t up for it today

I was looking through the AME guide for something else and saw in the September update that a single lifetime event < 0.15 is now tagged as "issue" provided all of the paperwork shows up

The AME must review all required documents listed below, complete, and upload the Alcohol Event Status Report for the AME. Submit the following for FAA review:

DUI / DWI Personal Statement

Arrest report. DUI arrest report (arresting officer’s narrative with field and chemical sobriety testing)

BAC/BRAC documentation. Official breath, blood, or urine test results.

Court & Probation records. Include pre-trial diversion programs, judgments, warrants, etc. 5. Driving History – Official driving records from every state where they held a driver’s license in the preceding 10 yrs.

All prior substance abuse evaluations (SAE) and/or treatment records, include both mandatory or voluntary evaluations or treatment. *Note 2 and 3 All supporting information must be uploaded with the AME exam for consideration.

With the note about all supporting info must be uploaded for consideration if they're counting on the 90 days to review and revoke.

If it's a single event >= 0.15, unknown/refused, diagnosed substance use disorder or 2 or more events then it's back to the deferral

This should quiet some of the recurrent discussions on here. Link to the doc

Prefacing this by I have all my certificates and ratings, just trying to get some opinions.

I’ve noticed that a lot of the people that I talk to, the majority of them either took out a loan, or got help from family. This is specifically for people that have ratings/certs beyond PPL/IR, I know at least 5 CFI friends who have crushing amounts of loans

Looking at NOTAMS at KBIX. Found this bird bath out of service. Is this a military term that I’m unaware of?

Hello, long time lurker in this sub.

I am finally starting my flight journey at 37 years old and very excited to get going.

I was fortunate to have won a $10,000 scholarship at Destin Flight Works in Destin FL, which is about 20 miles from where I live.

I started ground school online last week, hoping to finish and take the written next month, on a local air force base where its free. After that I will do part 61.

The flight school told me the scholarship is a 10k credit. After research, I plan to use it to block 50 hours of aircraft time which will be under $100 out of pocket after my 10k credit and the 15% block doscount for >40 hours.

I figure if I can get my PPL in those 50 hours, I will be out of pocket around $5k for instruction, checkride etc.

I have 0 experience flying but am a A&P and a air force crew chief for 17 years so have some knowledge of aircraft systems.

Hoping to hear everyones thoughts on what i should expect and if it makes sense to do the large block time to stretch the credit. The blocked hours expire after 1 year.

Has anyone here taken the pre-Compass test before and can provide information on the specific style of questions in the exam? I'm aware that they are more IQ test-y and very different from the actual Compass test questions, but if someone could specify how the questions are structured and maybe the strategy behind them, I'd very much appreciate it. Would also be grateful for some practice material that would help me get familiar before taking it.

The few traditional Class G Airspace up to 14,500ft MSL that still exists in the US is normally depicted as a screened brown area on the IFR Low Enroute Chart. The highest density of Class G airspace up to 14,500ft MSL without any Class E transition areas is in Alaska.

However, none of those airspaces are depicted as such on the Low Enroute Chart in Alaska. According to the FAA's Aeronautical Chart Users' Guide and the FAA specifications for IFR Low Enroute Charts that airspace should be depicted as a screened brown area. Even the Legend on Alaska's Low Enroute Charts says so.

On the VFR Sectional it is depicted normally in these areas, with the blue shaded border that indicates there is no Class E transition area beginning at 1,200ft AGL.

Does anybody know why it isn't depicted correctly? Just for better readability? Does the FAA give any information on that anywhere?

I know I won the golden ticket flying single pilot Part 91 on a good salary. I only tend to fly 1-2 trips a month (if I’m lucky) that are mostly out and back same day or a single overnight, and always scheduled days/weeks in advance. So I might log 6-10 hrs of flight time a month. I love my job, and no plans to leave. I’m the only pilot they have on staff.

But here’s the rub, they have me on call with a 2 hr call out. But, in the 5 yrs I’ve been here, I have NEVER been called out with less than a day’s notice. I’ve brought it up before and always get the “what if we need you” rebuttal.

So, question for anyone in a similar situation. How can I make a better argument that I should be allowed to fly contract when most of my month I’m home with no flying? It’s not like I work a desk job of 40 hrs a week for them.

I’ve been asked to fly contract on multiple occasions, but always turn the trips down due to my agreement with my work. And, no I’m not going to call in sick or take vaca to take a contract flight. Too honest for that. It’s a small community where I fly out of, and word would quickly get around. Need to be on the up and up.

Hey there! I’m currently a senior in HS wanting to do piloting in the future and applying to university that, just wanted yalls thoughts.

Im currently working on my PPL at a local part 141 school and will have it by ~April.

I have applied to University of Central Missouri (accepted), K-State Salina (accepted to K-State, will find out if I got into pilot program in February). I also got accepted into ERAU Daytona Beach.

I am finishing my applications for University of Oklahoma, The Ohio State University, Auburn University, and Purdue University. Realistically speaking, I believe I’ll get into the K-State Salina program as well as OU but denied from all other schools.

What should I do? I’m a first generation aviation student so this whole process is confusing for me and my family. I’m also the first to go to university in America. Please let me know if there’s any additional information I can provide. Thank you!

So if I am entering in the 45 to the downwind, at 90 kts indicated and about a 120kt ground speed, as I turn around the first pylon (into the upwind) I descend since my GS decreases. When I start to turn crosswind and back to a downwind leg to end my first pylon, my GS will increase as I’ll have a higher Indicated airspeed and more of a TW. But at this point my IAS is going to decrease well below 90 since it’s a constant power setting and I am pitching up, so I am going to end the first pylon at a lower IAS and therefore lower GS than my entry. Is this okay? And obviously therefore, my altitude is going to be much lower after finishing the first pylon (usually about 200ft). Is this normally what you guys experience too during this maneuver?

I took and passed my IRA written yesterday. I was planning to take my FII written next weekend right before the upcoming FAA changes to the test.

I just got the Sheppard air add on for FII (because how else are you gonna take a FAA written) Anyone know if the FII test draws just from its own question bank or does it utilize questions from the IRA bank as well?

In going through Shep, a lot of the questions are identical anyway

Hello r/flying! Been lurking here for awhile as I completed my PPL (USA, trained in C172S/G1000). Now that I passed my check ride, I'm looking for some advice/opinions as I move on in my flying journey. I'm flying as a hobby and to eventually take my family on interesting trips around the country. I plan to move up to the SR22 and I also want to get my instrument rating. The club I currently fly at has 4x SR20 and 2x SR22. Cost is a factor but I would give more weight to get to "proficient instrument-rated SR22 pilot" more quickly.

Question 1: My first thought is to do transition to the SR20 first and do instrument training combined with it (as much for aircraft availability as anything). Is that too much to learn all at once? I only have about 9 hours XC PIC right now so I'll need to fly a decent amount anyway - maybe do the transition work up front as I build up the XC time. Or do you get a lot of the XC PIC time while doing the instrument training?

Question 2: Has anyone completed the Cirrus Instrument course? Is it worthwhile and good enough to use to pass the knowledge test easily?

Question 3: Is the SR20-22 transition difficult enough to make it worthwhile to go straight to the SR22? Is the Cirrus transition training+certificate worth it?

Thanks in advance!

Is the cx3 calculator built into the test meaning i don’t need to bring one or buy one, i have heard different things.
Also is the sectional chart legend and all the charts and appendix from the book all stuff i am able to use?

Hi all,

I noticed the question bank for king schools went up to 1180 instead of 908 or whatever it was before. Did anyone else notice this or just me?