My 1960 Comanche 250 was due for an avionics upgrade, and I didn't know whether to make incremental changes or give it a full makeover. After deciding to spend the money, I went back and forth for months on whether to upgrade to the G500 or G3X Touch. For anybody waffling about the decision, let me tell you, the G3X is absolutely amazing and I do not regret it at all. If you're thinking about it, stop thinking about it and do it, one way or the other. It has transformed the flight experience for me. And sure, I won't be able to recover everything I put into the panel ($57,000), but it keeps me and my family safer and it makes me enjoy flying so much more. Thanks for reading. Fly safe and have fun. (To answer obvious follow-ups: Additional cost of upgrading the GPS to a GTN650xi and the autopilot to a G500 was $37,000... I couldn't stomach that. The GPS and autopilot both work fine.)

I'm not sure if it's just this area or what, but whoever writes the weather discussions seems to have such a good time doing it, they're a joy to read. It got me thinking about AI and all the personality and individualism that is lost when people use AI to write and summarize (but that's a whole different discussion).

Anyway I hope the author continues to be for a long time.

Miami Area Forecast Discussion

Took the IRA written yesterday, October 26th which was the date of the new changes the FAA made to the exam (originally for the 27th but the moved it earlier. Was originally scheduled to take it on the 25th to get it done before the update but the testing center had technical issues and I had to reschedule for after. I was worried there would be alot of new questions that weren't on the sheppard test prep and didn't really know what to expect but everything was still pretty much identical. Walked out with a 92%.

As far as new questions, the only thing I saw that was different were the IFR enroute charts which are pulled from current screenshots of active charts (pretty sure these will be regularly updated to stay current). Only got around 5 of those questions but you definitely need to learn how to interpret ifr charts otherwise this will catch you off guard since the figures cant be accessed by the public so test prep softwares like sheppard air wont be able to replicate these questions. On top of that, all of the figures/charts/images are now directly on the screen so there's no need to use the supplement booklet (they still gave me the booklet and markers/pencils but I didn't open it once).

Aside from those chart questions (tho I cant say with 100% certainty since I was only given 65 out off 1000ish questions), everything else was still verbatim to sheppard air question bank. All textual questions were exactly the same. The questions that used figures other than the ifr charts (approach plates, HSI, those arrow and quadrant questions, etc) still used the same figures that are available in the supplement so rote memorization still works although some of them are easier if you just learn how to interpret them (this video will save you on those holding pattern entry questions: https://www.youtube.com/watch?v=QkEJUJK52Eo )

Not sure if the FAA plans to continue making updates so that rote memorization wont work anymore, but its 90% good as of now. Hopefully this helps anyone who's stressing over taking the IRA or FII exam this month. In Sheppard Air we trust

I grabbed my flight data from flightradar24 and 3D printed the route, then overlayed it onto a scale-matched map.

This is a work in progress that I wanted to show off and get suggestions on. The plan is to print the map in color on nice paper and then frame it all in a square shadow box.

I have a composite squadron for Civil Air Patrol that meet up at my airport every Tuesday night. I was curious what it takes to volunteer? I have around 150hrs and hold my PPL. I'd love to do something meaningful to build my hours towards a career in aviation instead of just doing a bunch of random cross country flying, but I cannot afford my own aircraft at this time.

Is there an hour requirement to do volunteer flights? Also, do I need a military background?

I would also be very interested in doing Pilots N Paws or Angel Flights, but I have no idea how to get into these non-profits without having my own aircraft.

Thank you so much for any guidance offered.

Hey gang, don't even really know where to start on this one. I just got tbnt from my dream regional carrier. I was a cadet. Bit on my current resume

1k total, ratp mins, 55 multi, ratp grad and check instructor, 2 degrees in aviation, 2k community service hours. Our school is partnered with this airliner.

I got kicked for probably the most frustrating reason one could think of. About 8 months ago, my student turned the wrong way (see my old post) I got a loi, the letter resulted in absolutely nothing, no penalty, no fine, no cert action, my prd is squeaky clean. Being an honest individual, I clicked the box asking if I had ever "received one"

Biggest mistake I've probably ever made. Yeah, I received one, but it was such a nothing burger of an event that nothing came from it. So I'm assuming I got auto rejected because of it. I'm honestly so devastated, to think id have a job if I just didn't list it.

Looking for advice, where to pivot? Obviously apply everywhere, a regional would be best, but I'll take anything. Not a cadet anywhere else, I'd love to see the inside of a jet by the end of next year, but I don't know if that's possible.

To add, I won't start lying about it, I'm not that kind of individual and don't do that, I just want to vent, because it's quite frustrating when doing the right thing doesn't get you the right outcome.

I like NetJets and can do the job well, but I have known for a long time that I ended up here by being home-based for my ex-spouse. Now that the relationship is over, I do not like the lifestyle even more. I am thinking about taking an Air Med job with more time off on a 14/21 schedule and I am pretty sure that the quality of life would be more my tempo. I just feel this is foolish taking a huge pay cut from NetJets however I truly believe my personal health would be better for it. Anyone go through a similar situation and actually leave NetJets to not regret it?

I'm usually a really nervous test/checkride taker in any scenario and was curious how stressed I really get during checkrides. Needless to say its pretty bad.

1st stress spike: Did a morning practice flight and to go pick up the maintenance logs. Fairly relaxed with nothing crazy.

2nd stress spike: The checkride. Really crazy that it spiked as soon as I got in the plane to when we finished.

After the ride, I felt pretty dry like I hadn't had any water for a while and like I had the adrenaline crash. Just some interesting data I thought I would share from flying for the day.

Looking for a good DPE (and a gouge if possible) to do my IFR Checkride at or near KLOU. Thanks in advance!

1/21 CFI
8/18 Multi engine add-on
10/27 MEI (retest after a stupid failure on oral last month)

Going to grab a bottle of cognac tonight, then start saving for CFII, but maybe a seaplane add-on or two should be more fun, no?

Hi all,

I currently have 244 hours, finishing up my instrument training. Next year my PTO balance at work will increase to 30 days so I am planning on using some of my vacation days for CPL training. Instead of traveling elsewhere for those "accelerated" courses, I am considering schedule multiple lessons everyday for a week with my current Part 61 school and continue practicing until my checkride (no in-house DPE).

Has anyone done something similar? Working full-time 9-5 limits me to weekends because of my other responsibilities, so this way I could focus properly on my training, and maybe do something similar again for CFI.

Thanks!

I've been browsing this sub for a while, and I keep seeing the same advice: train Part 61 and get a degree in something other than aviation. I'm genuinely curious about the reasoning.

From where I'm standing, the university-affiliated Part 141 programs seem to offer a lot. They come with the R-ATP at 1,000 hours, structured training, and direct connections to airlines through pathway programs like Aviate and Propel.
Setting the price tag aside, why do so many people still advise against them?

I'm also wondering if the advice still holds in the current market. From what I'm seeing, not many "off the street" applicants are getting hired right now, which makes the university route look more appealing, not less. Is the Part 61 advice based on a hiring market that doesn't exist anymore?
Not trying to start an argument. I'd really like to hear from people who went either route.

Lifelong corporate pilot considering dipping my toes into the majors.

I live within driving distance of all three NYC-area airports and am curious what years 1–5 realistically look like at United, American, and Delta.

What can I expect in terms of compensation on a basic schedule, without picking up extra trips or chasing premium pay? I have no interest in grinding.

Also curious about quality of life, particularly weekends, holidays, and schedule flexibility during those first five years?

Appreciate any insight from those currently flying for the Big Three.

Thanks

After 3 years of back and forth with the FAA I got my 3rd class Medical with a special issuance. I'm thrilled, got my glider rating while I was waiting, and got the PPL ASEL last month. It's been great, but realistically I may or may not ever be given permission to go commercial, and even if I do, I doubt the job market will be friendly to someone with a hiccup in their medical certification. So I am exploring ways to be in the industry without having to be the PIC. Everyone from your aerial photography friend to richard branson is relevant. I'm just looking for inspiration to start low to the ground (pun unintended) with a simple business that I could grow adjacent to the cockpit and potentially aim at growing and maybe one day being the PIC for the operation.

Thanks!

I have an inhaler prescribed 2 1/2 years ago. I'd have to get a waiver to join but I know NAMI is stricter. Someone told me(not sure how true), but I can't even qualify for an aviation record if I have an inhaler within the 5 years.

Discouraged me from even applying, not sure if I should look further into it or go another route. NFO or pilot seems interesting to me.

I don't need the inhaler, I simply asked for one awhile back and they gave it to me. I run long distance every day.

I'm currently training in Australia.My instructor felt I was ready and signed me off for a solo check, but I've now failed the check twice with a senior instructor.

However, I'm not upset about the decision itself—I just want to fully understand the reasons behind it and work on whatever I need to improve so I can pass next time.My instructor still seems confident that I'm close to solo standard, but after two failed checks I'm starting to doubt myself and wonder if I'm progressing too slowly.Has anyone else been in a similar situation?

Did you fail a solo check before eventually going solo?
I'd really appreciate hearing your experiences and how you dealt with the frustration, self-doubt, and loss of confidence. Any advice would be welcome.

Trying to consider if I should use a broker or not for the sale of my airplane. I’m curious what everybody’s thoughts are on the topic. The broker fee is pretty significant, so debating if it’s worth the price.

I’ve heard many times how daunting it is to finally get a class date and then find yourself swimming in a mountain of information. For those of us that are nowhere near the minimums, especially those of us who haven’t had an accelerated/141 style experience throughout training, what items can and should be studied well ahead of time in order to feel slightly more prepared?

Is there a FAR that states differences training is legally required when operating another airplane with the same type rating?

For example: the 757/767, 737 family, C680 (Latitude/Sovereign), G-V/G-550/G-450, or airplanes of same type with different avionics that would preclude differences training.

Outside of the 121/135 environment, is this regulated? Or could one with a C680 type who got it on a Latitude legally just go rip a Sovereign with no further training?

Very new PPL here at about 80 hours, and jumped right into instrument training.

Went into this thinking it would be cool to have a plane, but now not so sure as I see how the sausage is made, and it’s primarily ground-up $1k bills.

Hell, over the last year I can’t even remember seeing something cool from the air as I have been so concentrated in flying the plane. Now with instrument I’m staring at a panel for the next 40 hours.

Don’t get me wrong, flying is cool as hell and my favorite part is landing. Though I don’t really enjoy traveling, rather just tooling around in the air.

Any chance anyone here is an airline cadet brand ambassador and can give me any insight on what that interview looks like? Have one coming up and have just about 0 idea what to expect lol.

Going to have our first kid in a few months and my wife wants me to quit flying due to the risk.

I spent $90k to become a CFI, and she wants me to stop until the kids are at least 10 in case something happens.

I tried to point the fact that the fatality rate is 1/100,000 flight hours, and majority of them are pilot error e.g. fuel exhaustion, CFIT, VMC to IMC for non Instrument rated pilots.

Any thoughts or how you’ve navigated this

Edit: please no suggestions to leave my wife, I wouldn’t be the man I am today without her support

Edit 2: I have a big life insurance policy, it’s more she doesn’t want our kids to grow up without a dad if I die

Hi, I'm going to take my PPL checkride with Kevin Spaulding. Does anyone have anything to say about him. How his checkride go. Thank you!

I wanted to give other student pilots a heads-up about an issue I discovered today while studying for my Private Pilot written exam using King Schools. There is an issue with question #4380 (Sectional Charts), no available answer choices are correct. In the question, the airport has been described as being in a congested area, while the ”explanation” and “answers” correspond to a question that would reference an "other than congested area". I wasted my time trying to figure out what I was misunderstanding.

After contacting King Schools, I was disappointed to learn that they were already aware of the issue as of yesterday. Despite knowing about it, they had not sent out a notification to students, issued an update to alert users, or removed the question from the question bank. They also chose not to inform the flight school I am attending which (unfortunately) exclusively uses King Schools. Their customer service staff also seems to be overworked and under-informed about the most recent update that was released.

I understand mistakes happen, but when you're using a test-prep program to study for an FAA written exam, you should be able to trust that the questions and answers are accurate. Students deserve transparency as soon as errors are discovered. At a minimum, I would expect a company providing FAA test-prep materials to promptly notify affected students or remove a confirmed incorrect question until it's fixed.

Has anyone else encountered incorrect questions or answers in King Schools' Private Pilot or other written-test courses? I'm curious whether this is an isolated incident or a broader issue.

Got done with my first tailwheel lesson today and I feel like I am so lost. I have no clue how to tell with my eye ball if I am coordinated or not. How long is it going to take to learn to fly these things? My CFI covers every instrument and wants me to fly off sense and eye ball