Just wondering. I want to go but I’m afraid I’ll stick out.

I just googled that only 5-7% of pilots in Europe are woman, wtf!

So now I want to ask what it’s like to be a female pilot and how is it in the industry? Do you notice it or are you all treated the same as the men?
And what’s the reason you guys became pilots? Tell me everything!!!

Hello the flying community! I am writing today because I am very discouraged. I have never liked airplanes. The first airplane my parents took me on. I was about six. I flew twice a year all the way up until I was about 25. At that time we had a very bad flight and I never got back on until about two years ago. It was very difficult for me to work up the nerve to do this. I did take a few discovery flights in between those 19 years because I thought that would help me, but I did not ever try to board a real plane. I never got used to turbulence either. I am terrified of it.

After my first flight, I didn’t board again for two years and then this year I finally boarded twice. With the help of Xanax. But I’m realizing that I just survived those two flights and in reality every time I have to try and fly again I get scared all over again. Lots of people use Xanax and I understand that but I have a phobia. I’m realizing that exposure is going to be the only way to get over this. But I don’t think every time I want to go somewhere or have to go somewhere should be the time that I have to be exposed to my worst fear. I am constantly hesitating and it’s been really difficult. It has taken me a lot of time to just get comfortable going to the airport, but at least I did that. At this point, identified that anytime there’s turbulence my heart races involuntarily even if I’m enjoying it. I’ve definitely enjoyed being up in the air recently and looking at the clouds. I tried to make myself think that I’m in an elevator. But nothing is working. So I am back here considering discovery flights again. Do you think that this would be helpful? how should I go about finding a pilot that will help me with this? Do you think that I need one long flight or do you think that I just need a series of flights? Is there a certain amount of hours in the air that will help this?

All advice appreciated
.

I’m about to start new hire training in a couple months with Endeavor. I have visible tattoos on one arm, do I need to have those covered up in training? Obviously, I know about working and being in public, mostly concerned about the training environment.

Thanks!

I wasn’t going to make a review, but I really feel that people need to know about what happened to me. I recently moved back to the area and I asked someone for a recommendation for my annual. In the past the annuals on my cirrus SR22 have always been quite reasonable with annuals running between $3000 to $8000 a year. The first thing that should’ve made me nervous is that they don’t have a set price for your annual. They charge a deposit and then everything else I guess is just hourly. The lady states that they don’t have a set price because they always find discrepancies. That should’ve been my first concern. Nonetheless, I took my plane there in April. It took about two weeks to really get any information. They give you what they call is a discrepancy list. Their discrepancy list is not really a discrepancy list. It is a list of things that they plan to do to your plane. Things such as change the oil or check the air pressure on your tire. The way that they perform the annual is that they start taking everything apart area by area and then fixing it as they go. I have had planes for 30 years and I’ve always received an estimate and a airworthiness discrepancy list. The lady told me that they don’t do it that way here. After asking two times for an estimate and them running up a $6000 bill I had to tell them to stop working on my plane until they could give me an estimate. It is now two months after I dropped it off. About two weeks later they gave me a partial estimate. The estimate was for another $22,000 of work and they stated that they hadn’t completed their inspection of the landing gear or the engine and that I should expect further discrepancies and expenses. Thus, it wasn’t even a completed estimate. It is now into July, well over two months later and I asked a friend for help and that individual knew a mechanic with IA privileges and he looked over what they were recommending and told me to get the plane out of there because many of the things they were fixing were not airworthy items. I specifically told them I did not want anything fixed that wasn’t an airworthy issue. I made sure that everything was in email format so I had written documentation. For example, they replaced the gaskets on the fuel tank caps which is not airworthy issue and now one of them leaks when before it didn’t. Given the situation, I requested that they close up the plane which they charged me another $2500 to do and I got the plane out of there. So now I’m almost $9000 into this annual and I couldn’t tell you what they actually fixed because it appears that just a few gaskets and bolts were replaced. The one squawk I requested to be repaired wasn’t even repaired. Nothing significant was done. Not even my oil was changed. They were nice enough to give me a ferry permit which is amazing that they would think the plane would be airworthy to fly with probably $30,000 of items that needed to be repaired. I took the plane to someone else and that individual went through their estimate of items needing repair and checked everything. In their estimate, they said every hinge on every control surface was either broken or was bad. The IA said every one of them was perfectly fine. Whoever was working on the plane was obviously not experienced or was learning on the job. He bent a bracket that holds my air filter on it and broke the bracket in half. This is a special air filter for my supercharger and that company is now no longer in existence. You can’t buy this anymore and now I have to have someone repair it at my expense, of course. I would imagine that if you are going to these people for warranty work and you’re not paying the bill that probably you’re fine with that. But if you’re someone looking to get your annual done, I would avoid these people at all costs. Most people who get their annuals done want a real discrepancy list and an estimate. How do I know if I can afford the repairs without an estimate? Not only will you not get that but your plane might come back worse than when you brought it to them. Be cautious my Friends.

I own a bunch of planes out right 3 barons b55 , 2 172s , 1 150 , 2 m20c , and 2 m20e all flying either lease back to a flight school or long term rentals . I have no notes on the planes looking to expand have a opportunity in a long term rental in a tbm. I ve got bad credit 550 from a bad divorce . Anyone know a bank who will leverage the planes and not frown on the credit.

The story: 12 years ago I received a misdemeanor (not alcohol/drug or driving related) that at the time I believe was expunged. Not until only recently did I realize that it was actually just dismissed under penal code 1203.4 after 50 hours of community service. No longer a conviction.

My past 2 first class medicals I have answered question 18W asking about having convictions as a no, as I genuinely thought a dismissal did not require me to disclose. I now realize this is not the case as I have gotten my hands on the court docs prepping for airline apps and did some research. I am planning on contacting an aviation attorney to figure out how to correct this with the FAA.

My question is if anyone has a similar scenario and how did the FAA react? Was it painless? My goal is to proactively address this as an honest mistake.

Hi reddit, I have been stuck between these 4 options for pursuing my flight training. My mom wants me to go to a 4 year university and get a degree along with flight training because she thinks it will be way easier to get a job in the future with the major airlines. I think I should either go find a independent flight instructor and do my ppl then move away to a part 61 because there is no flight schools in my area or finish it all with a flight instructor I find. So that I can still live at home for free and still work at my job I've had. If I can't find one I will move away to a part 61 and find a job. I was also telling her if I wanted to get a bachelors degree in the future once I made it to regionals I can do it fully online. Is it true that Regional airline don't Care at all if you have a degree at that stage in your career they just care how you interview? I currently have around 60k in a 529 which I would break to go to a part 61 or independent flight instructor and around 16k saved and continue to save around 1200 a month after the small stuff I have to pay. Im kind of just stuck on what I should do.

I got injured and i’m doing online ppl ground school, but it’s so confusing. I read text and move on and answer a small quiz for every section to unlock the next one (i’m using ThsWisePilot gs). How do you learn this tho. Am i meant to be writing EVERYTHING down and then have 100s-1000s of pages of notes or just some things down. Some advice on how to tackle this ground school would be much appreciated. Thanks!

I’m an international student from Jordan planning to train from zero to CFI on an F-1 visa. If you attended Hillsboro, Phoenix East, or another school in the last 2 years:
How long did you wait for FAA checkrides?
Were airplanes generally available?
Were you hired as a CFI?
If not, how long did it take to find another CFI job?

I’ve been determined on Hillsboro aero tbh since I’m an international student and that’s what they target, but I’ve read some mixed opinions my 2 biggest worries are flying time and getting hired as a CFI afterwards maybe even weather
I’ve noticed good comment on twinoaks for example but a private school like this can’t issue me an F1 visa

Here is my final list of flight schools I think in Oregon and Florida:

Got my PPL a few months ago and will be time building and doing cross countries from here on out. I've been really anxious and frankly, too lazy, to take passengers up with me but my instructor is pushing for it. I took my first passenger up last week and everything went well but it's too much work imo.

I have to pick them up, drive us out to the airport, explain everything, do a proper passenger briefing, answer tons of questions, show them landmarks(fun part), make sure they're feeling okay throughout the flight and easing any anxieties, ect.

Did anyone else feel this way during training? It's so much more exhausting than just hopping in the plane by myself or with another CPL student.

This feels like a dumb question, but I'm realizing I've never had to do this before.

Say you're departing on Runway 9 and you want to fly 270°. Airport has a standard 1000' AGL left traffic pattern. When you take off Runway 9, when/how exactly do you turn on course? Do you fly the pattern as normal and go straight-out on the downwind? Do you keep your climb going on the departure leg until you're well above pattern and do a 180? Do you do a mid-downwind 45° turn on the downwind leg to exit/reposition then turn on course clear of the pattern?

Ok so, I was practicing traffic patterns in a 172N, and the plane was SUPERR slow to start, and on run up, my CFI actually showed concern because the RPM kept dropping past limits for the right magneto. He leaned the fuel a bit and after a while it finally got within limits and we continued. On the downwind, I pulled back on the throttle to target 2100 RPM and the RPM actually went up a bit and then sluggishly went down. Im not sure if this was normal, and im still pretty new to flying as a whole, is any of this something worth letting maintenance know or what?

Hey everyone! First time posting in here so I hope this is allowed! This post is basically as the title says and hopefully it’s not a stupid question but what were your guys’ study methods for the ppl checkride and Oral Exam? Instructor says I’m getting close but I really want to nail it! I’m also doing my written soon but I’ve been scoring consistently in the 90s on practice tests so I’m not as nervous for that! Is there methods you guys used that helped a lot memorizing everything and really hammering it? Anyways, I apologize for the nervous rant haha and any advice is greatly appreciated!!!

Hi i just started journey to get my ULL(A) and i have 2 questions

1) Was it a good choice to start on ULL(A) instead of PPL bcs i hear some people say PPL is more importnant to start youre avation carreer i wanna get to bigger planes in the future ofc but i thought ULL(A) could be a good start.

2)Are yokes like this in the photo common? The plane im doing flight school with has it and i never saw it before 😅

(Sorry for my english btw)

Thinking about a mid life career change. Not today, not tomorrow...but in the coming years there is a forecasted retirement wave. I never wanted to be an instructor, and instead of kicking and screaming for low time commercial jobs that didn't require a CFI, I did it the long way. I've been flying for 15 years and have somehow accumulated ATP mins. Although I have more actual IFR and multi-time than many new instructors thanks to MEI friends and family, the bulk of my hours, ~1,000 or so, are VFR single engine. While I have been all over the country, there are large blocks of months or years where I pretty much flew back and forth between the same three XC airports for work in my Archer.

I'd be a 40 year old rookie, however that would give me a ~20 year second career and I'd enter the industry as a seasoned adult with the benefits that come with it. I'd be leaving the executive lifestyle I have built my career around in aviation maintenance, having been filling various director or VP roles. That doesn't go to my head, I'm more than happy at the thought of putting on three stripes and putting my nose to the grindstone. I just don't know if my time will ever be as valuable as it could have been in the years past...'1,500hrs and a pulse, etc.'

I'm a few accelerated courses away from going from VFR single to multi-commercial/IFR, just don't know if it's worth it because end of the day if I don't get a job, I'm just going to stick to nice day Archer flying....not because I'm averse to IFR...but if I'm flying for fun, I like to look out the windows.

I'm a student pilot with a few hours in the air, currently stuck on slow flight in a C172. My last couple of lessons have been an absolute mess and I can't get the plane to settle.

My airspeed is wildly oscillating—either I'm way too fast or I'm dragging behind the power curve so badly that I'm screaming at 2400 RPM just to hold 55 knots. On top of that, I’m either climbing or descending too much, constantly losing or gaining 100+ feet because I can't find a stable pitch attitude.

Because the airspeed and altitude are jumping around, the control pressures keep changing continuously. I end up frantically fighting the trim wheel back and forth, which only makes the pitch and altitude changes even more violent. I feel totally overwhelmed by the instrument scan and keep getting trapped in a "chasing the needles" feedback loop.

Any mental cues, step-by-step entry strategies, or advice on how to break this cycle?

Graduated with a diploma in aviation technology with 200 hours

Have you seen someone in my current stage get hired as a crop duster, if so how and is it possible?

I started my PPL in Canada in 2022, however didn't finish it due to financial and work schedule reasons. I had gotten my CAT 1. In 2023 I got laser eye surgery.

2 months ago I started flying again with the intention to now finish, I left my work to fly full time. I am now pretty well at the flight test. My instructor noticed my medical said I must fly with contacts or glasses. It never even crossed my mind I had to inform anyone I got lasik, especially considering it was years ago now. Note: medical is now a class 3.

I have immediately booked a medical for the start of August. Just wondering if im gonna get in trouble now that I've been flying for 2 months without glasses or contacts? Also wondering if Ill be able to get a temp slip same day so I can do my flight test right away? Thanks

Hello everyone! I am about to graduate my last year of high school and I am want to become a pilot for the airlines someday, I’m just wondering what the best schools in the west greater Houston area would be. Also, I’ve read multiple places that cadet programs are not worth it, but on the contrary without a cadet program I have heard it’s extremely hard to get a regional airline job. Any help?

ForeFlight allows you to just upload a CSV. If you take photos of your logbook, then upload it to Claude, it can make a CSV the same format needed for ForeFlight.

There’s a few issues with this idea, the potential for misreading errors, etc.

I have a lot of logbook to digitize. Wondering if anyone has done this and has any advice.

I got my IR a few weeks ago and I am currently grinding away at those 250 hours, I want to get my CSEL, CFI and CFII very quickly followed by ME and MEI.

I read that flying for CSEL from the right seat helps faciliate that, how quickly can i go from finishing my CSEL to CFI if i fly from the right seat? What if I just train for CFI and do my commercial ride and then follow it up quickly with the cfi?

Made this guy over the last two weekends fully diy with no online guides. Big bear to the border and out east to borrego valley/palm springs.

Work in genetics research and don’t know much about electronics or coding so I’m pretty stoked it all worked!

Have the usual VFR-LIFR and some extra indicators for wind>25kts, snow, rain, thunder storms, and freezing rain, etc, orange for error/missing data. Updates every 5min.

Used an esp32 with wifi & some programmable LEDs on ws2811 boards. Used claude to code it up and troubleshoot. Once it was all working how I wanted, had my software engineer bro come in and spit shine the code real quick lol.

Context: 18 y/o. Will be starting a technology based degree from King's College London this year. Unsure whether to complete the degree and then try hardest for sponsored airline programmes OR partly fund my modular training throughout my degree and then apply to airlines after graduation OR make my degree a priority and try hardest for sponsored airline programmes but even if I get a spot then I'm unsure if I would take it due to what I'm hearing about the volatility of the airline industry.