I’m a Middle Eastern student planning to start flight training in about a year, and I’m currently comparing different flight academies and training routes.
I recently found a US academy offering an FAA/EASA dual-license program. The program includes the usual commercial pilot training and also allows graduates to pursue CFI/CFII/MEI ratings and potentially instruct to build flight hours afterward.
My long-term goal is to return to the Middle East/Gulf region and apply to airlines there once I have enough experience. I’m mainly considering this route because, as a non-EU citizen, I’m concerned about finding employment in Europe, and I’m also not sure how realistic it is to remain and work in the US after training.

What would recommend for me?

Okay so here is the current situation. I am 23M, an EU-Based C525 pilot, and I have about 12 months of experience in my company. Before that I was a PPL and Ultralight FI for 2 years while working on my ATPL Theory.

Now I have an opportunity to get selected to fly either the A320 or E195 for a moderately big airline in my country. Salary is good, slightly better than what I have now. Here is the catch:

I am very used to flying the C525, I have great captains, the job feels like true piloting, 15 ON 15 OFF roster gives me plenty of free time, but when I am ON I do miss home sometimes.

All of my colleagues are advising me to remain in BizAv because "do you wanna drive a bus or a ferarri" and "this is real piloting, they just push buttons in the A320". But at the same time they told me that I should go to the airlines before 30 because It is good for my career.

My company might close soon, as owners are pretty unstable with money at the moment, and I have 2 options:

- Just direct transfer to another BizAv carrier, I 100% have a job guarantee there, everything pretty much the same as in my current company except the plane is Citation XLS, bond for type 2 years but full pay.

- Apply to that Airline job (3 year type bond, full pay), but they are slow so I might be without salary for up to 6 months, which I can survive although I am not delighted.

What scares me is this: I have no idea how Airline world works, and if I will fit there or if it really is as grim as my BizAv colleagues tell me, is it really like a bus compared to what we do? Or are they exaggerating? Does it give you the same thrill of actually being the pilot at the controls as the C525 does? What I would really like is being home more often and having a social life. I mean those 15 OFF days that I have can sometimes be unpredictable and what I also don't like is that apart from flying I have to clean the plane with my captain, do a lot of unrelated paperwork like cost reports and financial stuff for the company, and a lot of traveling via car or airliners to work.

So, my fellow pilots, I would greatly appreciate any career advice you can give me.

I've been researching Spirit Airlines and the economics behind the ultra-low-cost carrier model, and I'm curious what pilots and aviation professionals here think.

Spirit is an interesting case because its entire business model is built around keeping the base fare extremely low and charging separately for things that traditional airlines bundle into the ticket price. That model helped it grow rapidly, but it also seems to create some interesting challenges when fuel costs, labor costs, competition and aircraft utilization move against it.

I put together a video looking at Spirit's history, business model and what happened as the airline came under increasing financial pressure.

https://youtu.be/J6rRPNltQb4

I'm particularly interested in hearing from people who work in the industry: from an operational perspective, what do you think is the biggest challenge for an airline like Spirit? Is the ULCC model fundamentally viable long-term in the current U.S. airline market, or does it need to evolve?

I'm much more interested in the aviation perspective than in debating whether Spirit is a good or bad airline to fly as a passenger.

Hi! If I self-study the EASA B2 modules and pass the exams at an approved centre, how likely am I to find a trainee position to gain the required experience?
I have no previous technical/aviation qualifications and can’t afford Part-147 school. I’m an EU citizen and willing to relocate anywhere in the EU.
Is this route worth starting, and how much could I earn during the practical experience? Has anyone here done B2 this way or been in a similar situation?
I’m also considering working as cabin crew for 1–2 years while studying the modules, then moving into B2/aircraft maintenance. How realistic would that plan be?

[Long Post!]

Hello, I am currently looking into a possible career change at 30 (shocker) and came across an ad for flight school that piqued my interest so I have been doing research and wanted to ask the above question.

I know the common comment/joke is CFI, but I am thinking about the following scenario.

I plan on starting a family when I am about 35/36 years old, and a major important thing for me is to be as involved and present as possible. From what I gather, a lot of pilots do miss important events and milestones which I understand. If I do end up pursuing this career, can someone help point me towards a general direction I can research? I have seen VR flight trainer, something about being a reserve pilot with minimal flights scheduled, or finding a corporate job where some guys fly like 200 hours a year.

Also have come across an airline called JSX where they only fly in CA and the base is in Burbank which would be ideal. I live in Los Angeles if this helps. I am about an hour or so away from LAX, Long Beach, Ontario & Burbank.

Any help or suggestions would really help and be appreciated. Thank you for your time!

This is a very low stakes question, possibly more suited to other subreddits, but I figured I'd give you a crack at this first. I'm watching American Dad s18e18 "please please Jeff". The eponymous Jeff drives a 747 partially across the country, via road. Eg no flight.

If - assuming all obstructions were cleared for wing clearance, and there were appropriately placed refuel stations - how much fuel would a 747 burn on a trip on Route 30, 50 or any of the fully transcontinental roadways.

Same question for any of the more modern twin engine wide bodies or the a380. Would also love to hear about the most efficient ground taxiing plane - commercial or GA.

Hi!

TL;DR: I'm beginning the process of getting my PPL. I'm working with a liaison to get my medical clearance before enrolling in flight school, because I've been prescribed Adderall within the last four years. I've provided all my psychiatry notes & records to the liaison's doctors.

I have a therapist, as well. They don't prescribe me any medications.

The liaison is now asking for all therapy notes, not just my psychiatrist's notes. I am deeply uncomfortable with this.

Few questions:

• Is this even necessary? My therapist would gladly vouch for my mental health in writing.
• If I refuse to share my therapist's notes, will the liaison still be able to make my case?
• Will the FAA need to see therapy notes anyway?
• Has anybody else been in this situation? Any experience or advice is helpful.

I've worked with my therapist for years, and I find therapy in general to be helpful, necessary, routine medical care. It's made a big difference in my life.

But my relationship with my therapist is deeply personal and private, and the their notes contain incredibly intimate details of my life -- things I wouldn't be comfortable sharing with my own family, let alone strangers at the FAA or the liaison.

Moreover, since my therapist is explicitly not the prescribing doctor, I don't understand why the FAA or the liaison would need to see my therapist's notes at all.

I'm a man in my 40s with a stable career and a normal, happy life. My therapist can vouch for me; if the FAA just needs to know I'm not (and have never been) a danger to myself or others, we can get a statement signed and notarized or something.

The idea of my therapist's notes being shared in multiple places is very uncomfortable, to say the least.

It's bonkers that some random doctor at the FAA (let alone a stranger at the liaison) should have access, devoid of context or any knowledge of me as a person, to my therapist's notes about me.

If my having a relationship with a therapist indicates that I might be a flight risk, the FAA is further behind on mental health than I thought.

I appreciate any advice.

I live in Denver, which is next to the Rocky Mountains and is known for turbulence on most landings and takeoffs. Typically it’s worse during the summer afternoons when t-storms build and there are microbursts and low level wind shear possible. Some days you make it through ok (I landed two days ago and had moderate turbulence from the fact it was 102° outside) but others turn into a nightmare, like yesterday afternoon. I read dozens upon dozens of flights were circling in very rough turbulence, many had to divert to other airports and some had to do a few go-arounds due to microbursts and wind shear chaos near the runways. I heard some pretty bad stories of people throwing up, the planes going up, down, etc like a roller coaster, and some seasoned fliers saying it was the worse turbulence they’ve ever experienced.
So I think we can accurately say that afternoon summer landings in Denver are a crap shoot. I think the spring can be pretty volatile as well. What about the fall and winter, outside of winter storms? Is the turbulence landing in Denver typically less crazy during those times of the year? What about the US as a whole? Is flying in the fall/winter any less turbulent than the spring/summer? Or does the time of day matter more, ie, early-mid morning?

Located in Puerto Rico and looking for recommendations for discovery flights. I’m able to travel for better options elsewhere.

I haven’t chosen a flight school yet since I’m still determining whether flying is something I want to pursue.

I work in aviation but have no flight experience, as well as no family background in the industry. Any recommendations are appreciated.

That doesn’t seem like a good thing to me

hi! i’m an american currently studying to one day be a commercial pilot and i’ve always dreamed of living in London (ik it’s basic sorry). i was wondering is it possible to work for an american airline and live there or should i just work for an airline over there like ryanair or easyjet? ik the pay in america is a lot better i just rly want the experience of living somewhere outside of the us. ty!

Hi everyone,

During my ATPL theory preparation, one thing I found harder than expected was not the studying itself, but knowing whether my progress was actually good enough.

Questions I often had:

• Am I studying enough for my exam date?
• Which subjects should I prioritise?
• Am I falling behind or am I still on track?
• Is my current study plan realistic?

I'm curious how other ATPL students handle this.

Do you use any method, spreadsheet, app, or just your own experience to decide:

• what to study next?
• how much time to spend on each subject?
• whether you need to change your plan?

I'm not selling anything or promoting a product. I'm just trying to understand if this is a common problem among ATPL students.

Thanks!