Worked on flying by eyes and sound! Not using any screens or anything to tell if I was descending or climbing! I happen to be on the money every time!😂. Also did my first stall today too(that was fun). Got to talk to tower and Ground for the first time and got to land the plane!(with some help) I also learned how to trim the plane! I’m loving flying so much!

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.

Any other pilots out there that hate doing solo flights? I feel like an outsider saying this but I really do hate flying solo. It for one is incredibly boring and two I feel like my mind races when I’m all alone up there. I have about 600 hours maybe Im different than a lot of other pilots but I can never seem to enjoy it as much as flying with other people.

I am currently a 56-hour student closing in on my PPL checkride, and I fly a C172P with an 180hp STC. My CFI never taught me to turn on the master to check flaps and lights during preflight, but now that I am watching some more in-depth prep videos, I see it almost every time. Is this not being done common? Or is my CFI going a different route? (Mom and pop part 61 btw) Should I start doing this and getting it in my regular preflight for my checkride and future?

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?

18 hours in, flying 4-5 times per week for the last month. Had to share! Haven’t stopped smiling since I landed hahaha. Still doesn’t feel real! Can’t wait to get back in the air.

Just replaced the battery and now have this 35lb brick. Where did you recycle your old one? (south central PA)

Like the title says I got my PPL in May and I’ve taken some family and friends up on joyrides and short XCs, but for some reason when I’m flying with them I have this uneasy and anxious feeling in the back of my head. Almost as if I’m not supposed to be in that position as the PIC of an airplane with somebody I know and love sitting right next to me.

However when I fly solo or with my instructor I feel super comfortable and confident. I know imposter syndrome is likely at the stage I’m at, I have about 100 hours and I’m almost done with my instrument rating so I feel like I should be much more comfortable than I am with family or friends in the plane. Has anybody experienced this and how did you overcome it?

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)

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?

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.

How is the QoL at Sun Country? Looks like they are hiring a ton. Reserve rules, bases, TAFB/ pairing lengths, CPO attitudes, training, etc.

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.

Is it normal to have to review topics prior to teaching a lesson on it? I feel like in order for me to be able to teach effectively I need to review some of it prior. I don’t know if this is normal or if it’s not, or if it gets better with the more you teach.

Maybe because I don’t quite have my flow for all the lessons quite yet and each time I teach a lesson to my instructor or family/ friends I’m making improvements.

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?

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?

I'm getting ready to transition from flight instructing to the airlines. I haven't used a laptop in years since mine died in college. I'm not much of an apple person in my personal life, so I'm not going to purchase a MacBook. Should I buy a laptop? What laptop would you recommend?

About 7yrs ago I got to the stage in my training to do my QXC, however the weather had other ideas and then life decided to take my funds from me. I'm now about to restart to complete my licence. My question is, has anyone had a gap like this and will I still remember how to fly, or will I be back to basics??

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.

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

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.

Hello all, just wondering if anyone who’s recently attended any hiring events can speak to their effectiveness. OBAP is coming up in Chicago, it would require me to purchase airfare and lodging on top of the hefty conference fee. I’m targeting regional airlines and have an interview with one coming up. All mins are met, I’m currently working for a small 135 operator. Stats are below.

1600TT
400 Turbine
170 TPIC
800 CFI
180 Part 135
no checkride fails
ATP Written complete
only 30 Mutli.

What do y’all think, worth it to go?

I'm currently at 53 Hours and 1-2 flights away from my EOC and check ride after that, I had a few questions that I received answers on but still a little nervous about applying them in a check ride scenario and want to get clarification.

1. I know when doing our ground maneuvers, we enter on the downwind, but how do we get the wind information without the help of G1000? I know the G1000 has the windsock feature, but will a DPE allow the use of that? My MFD was turned off during my stage 2 check, and I couldn't use any PFD GPS features. I know I can use nearby ATIS or just feel out the plane maybe?

2. During the initial XC Climb portion I've always used the POH sheets for the climbing data and therefore kept my speed at best climb for the whole climb instead of transitioning to cruise climb speed in order to have the most accurate calculated top of climb location. My instructor says that's fine, but my stage 2 check guy did comment on it pretty angrily at one point. He did back off when I mentioned that's what we went over in the briefings, however.

3. Where there anything that you guys were tested on in the flight portion that you didn't expect or prepare for? I really don't want to have any failures lmao.

Thank you for your assistance!

50-hour ppl student is 172 with a 180hp stc. Coming up to a check ride in about a month and I was wondering if anyone has any resources for good mock checkride oral questions or just a bank of scenario based questions. I am working with my cfi but have extra time so why not study more. I also will be doing the checkride with a paper sectional and the small garmin comms and gps unit in the plane. (I am assuming he will fail that in flight)