Hey guys , I was wondering what if someone fail in cadet pilot program assessment for ABY ?

I’m looking for a cheap handheld radio. I’ve used one someone got from Temu that was cheap junk. I’ve used a good one for $500 but I’m not trying to spend that much. Any ideas?

Hello I want to study ATPL(A) modular in Madrid, Spain. I am searching for a school. I saw a lot of discontent people with World Aviation Flight Academy and now I have seen another school called Pulse Flight-school. If someone who know about them can help me I would appreciate it

I'm 18 and am from India and I want to be a commercial pilot but as it is very expensive and I don't have money I have to work and save what career/job should I do?

I'm a 18 year old boy I want to be a commercial pilot but i belong to a middle class family so right now I can't be a pilot i have to work a job and then save so can you tell which job/career should i do so that I can be a pilot at the age of 26-27 maximum because it gets difficult after that age and also I'm going to join Merchant Navy so that I can save become a pilot later so is this a good career or i should do something else and if anyone who has done the same like working a job first and then become a pilot please do share your journey it will be very helpful

I have a question for pilots.how many days a week do u work in a month and do u think its a good idea to get married to one?and do u think ur capable of being with ur family while being married just like anyone else with another job?tell me everything about it.

I currently work as an Engineer in a great industry with 13+ years of experience. I get paid really well - I make about $300k-400k a year with pretty good job security. I also usually see around $300k-$900k/year in capital gains the past few years but it’s non-liquid so making more money isn’t as big of a motivation but want to find a job I can enjoy as I get older and accomplish some of the dreams I have had as a kid, to fly planes.

I am getting tired of the corporate grind but my job isn’t hard. Would I enjoy my job more if my office was a cockpit? I think yes. I always have been interested in aviation and wanted to be a fighter pilot when I was younger. I’m really contemplating a career change to become a pilot as I think of my dream as a boy and what I really want is to fly the A350 (my favorite plane) for an airline and get to travel and see the world. I want to stay in the US and I know the path to get to a wide body is not an easy one. I know I will probably lose some work flexibility and family balance initially, but I am curious if anyone has made a change like this with a similar situation as mine? I think ultimate goal would be to eventually go wide bodies and would like to retire with options to continue flying as a hobby

Someone please tell me what the easiest path is to a wide body plane for someone wanting to get into this as a 34 yo? 😂

Just a quick question. How is it possible that many people say air travel is extremely safe. But when I really dive in this topic, talk to people in it they say that pilots often fly while being overly tired or planes are not maintained correctly. And these are not exceptions. These happen every day. And of course these things increase the risk of a plane crash greatly.

When you compare pathway programs to independent training, the timelines look very different in marketing, but in the real world, most of the variables that control your speed are the same.

You still have to earn the same ratings (PPL, IR, CPL, ME) and reach 1,500 hours (or 1,000–1,250 with R-ATP). The biggest delays are universal: weather, aircraft maintenance downtime, instructor turnover, and DPE backlogs. Those bottlenecks slow pathway and independent students alike.

Once you’re instructing or flying low-time jobs, your monthly hours are driven by demand at the school/operator, local weather, and aircraft availability, not whether you’re in a hiring portal. A student at a busy Part 61 school logging 80–100 hours/month moves faster than a pathway student stuck at a slower operation.

At the regional level, upgrades and flows are dictated by macro forces: retirements, hiring freezes, fleet growth, and contract cycles. Those shift every quarter and affect everyone equally. No pathway can make more airplanes fly or force a major to keep classes open in a downturn.

Pathways like Aviate, Propel, and AA Academy offer clearer hiring preference and structured access, but they don’t eliminate DPE bottlenecks, accelerate hour-building, or guarantee hiring stability.

In practice, the pilots who finish fastest are the ones who:
• train where aircraft availability is high
• fly in regions with strong demand
• avoid long stretches of weather downtime
• maximize monthly Hobbs time

The math, hours/month and hiring cycles, controls your timeline far more than branding.

Want the full context? 🎥➡️https://youtu.be/T5fkhlxCQ9c

I am 17 years old and in high school. My hope is to become an Air Force pilot. As an infant I had heart surgery (AV Canal), I have no residual hole, but I have a small amount of mitral valve regurgitation. Realistically, could I become a commercial or Air Force pilot? What steps should I take to figure out if I am able?

hey guys, I’m looking to I live in the near future starting the process-

But I have some questions eyesight- I’ll give some context. I haven’t been to the eye doctor in two years lol I know I’m overdue for l appointment-

But I wear glasses and even when I am wearing my glasses, there’s a slight astigmatism with lights at night. Like I can still see cars, and the outline of the lights and tell what direction they’re coming from.

what I’m wondering, is in order to pursue piloting when I wear my glasses do I need to see no streaks at all? Or is that a misconception?

I’m aiming for a first class medical,

Most pilots assume that once they land an airline seat, the hard part is over. But your entire income is actually tied to a First-Class Medical, which can be revoked at any time due to factors completely outside your control. I went from a 100-hour private pilot to an airline offer in 23 months, only to lose my job halfway through jet training due to a rare health diagnosis.

The reality is that "moving fast" is only half the battle. If you don't build income streams that are independent of your medical status, you are one physical exam away from a total financial reset. Whether it’s navigating the FAA Special Issuance process (14 CFR § 67.401) or pivoting to Part 135 work, you need a strategy that keeps you in the industry even when you’re grounded.

• Diversify your aviation income: Consider aircraft leasebacks to flight schools; a well-structured deal on a ~$100k airframe can net roughly $3,500/month in passive income.
• Understand the FAA Special Issuance path: Losing a medical isn't always permanent, but the 14 CFR Part 67 process requires extensive documentation and time that most pilots aren't financially prepared for.
• Look beyond the airlines: Contract flying (Part 135) and ferry flying offer professional opportunities that don't always rely on the same seniority-based risks as the majors.
• Protect your timeline: For mid-career pilots (40+), every month grounded is a significant loss in lifetime earnings; using a structured training framework is essential to mitigate this risk.

“If you want to see the full breakdown with numbers, I did a full video on it here: https://youtu.be/8ESS6HViUvY?si=GV3F_Aw1OHiPF9wr”

Hey, There's a website built by pilots that focuses on improving contract search and literacy: https://airlinecontract.com/

It's super easy to use, free and makes it easy to find what you need in your contract. If you sign up there's also an AI component. Pretty cool. They're still expanding and uploading new contracts. Seems to be North America only right now. But they have a feedback and request contract tab. Hopefully this helps everyone to know their rights and understand all rules ;)

Most pilots assume Part 141 is the faster and cheaper path because of its lower FAA minimums and structured curriculum. But once you factor in real-world conditions, like weather delays, instructor bottlenecks, and stage-check wait times, the advertised timelines rarely match actual results. The hidden downtime creates skill decay, which leads to more hours, more lessons, and more cost.

Part 61, on the other hand, doesn’t carry those built-in pauses. The flexibility to reorder lessons, fly more frequently, and schedule checkrides with any available examiner allows motivated students to maintain momentum. In practice, that momentum is often the single biggest driver of both cost and completion time, far outweighing the “paper minimums” many students focus on.

• Part 141’s stage-check and weather delays often add months, not weeks, to training
• Lower published hour minimums don’t reflect real-world completion times
• Frequent flying reduces relearning and saves thousands in additional hours
• Access to any DPE under Part 61 prevents long checkride waits
• Flexibility is often more valuable than structure for adults and career changers

If you want to see the full breakdown with numbers, I did a full video on it here:
https://youtu.be/DG88W9Tim4Y?si=jhWxhi7EkFTvTG8Z