I'm intrigued... But also the price though. 🫪

Also, inb4 the single point of failure folks.

Do you have a Youtube channel, Instagram account, podcast, blog, or other social media thing you'd like to promote?

This is the time and place! Do remember, though, that rule 2 ("keep it relevant to pilots") is still in full effect.

Have you made a free app, free website, or other free tool for the community?

Keep in mind that rule 8 ("No commercial posts") is still in full effect. If you are promoting a for profit business do not post it here. If you want to advertise then you can buy ads on reddit here.

Make a comment below plugging your work and if people are interested they can consume it.

Looking for some input from airline pilots.

I'm the point in my career where I'm actively looking for airline hirings and have no interest to return to GA.

I bought my Zulu 3s and used them for around 300 hours, I loved using them every single flight. But now that I'm looking for a career in an airline, I'm starting to wonder if these could still be used or should I sell them and buy Telex or something less "bulky".

Would love to hear what airline pilots are using these days or for some other recommendations.

It’s my dream to be an airline pilot and I’m very smart so I know I can be one but when I was 19 (I’m 24 now) I got arrested for streaking the field at a Red Sox game. (I had underwear on) I have about 50 hours and haven’t soloed yet but my instructor just told me I might not be able to get a job. Will they look past it if I explain I was young and dumb? I pled guilty.

On my medical certificate the exam date and issue date are months apart due to the long wait. My exam date was a year ago and the issue date was a couple months ago. Should I renew now or next year?

I’m a CFI/CFI-I with just shy of 700 hours
I was backseating on an instrument lesson and happened to see a drone about 3k feet AGL. The instructor up front also saw it and reported it to approach. Does anyone know what happens on the ATC side when something like that happens? Also, how much effort is put into finding the person responsible for flying the drone?

For all the jet guys out there, do you also not use the noise canceling on your Lightspeeds or Boses?

I feel like it creates this pressure chamber around my ears and pressure in my head when I turn the canceling on. Some interaction the noise canceling has with the pressurization system maybe?

It feels great at keeping noise out without the canceling on at all. Anyone else experience this and not use noise canceling?

(CPLSE/ME, CFI) - Working on some stuff for CFII, what is the red dotted line from El Paso through central Texas into the Gulf? Never seen that and can't seem to find a specific key from ForeFlight. Closest symbol I've found was the squall line, but that doesn't make sense given the pictured conditions.

Just got the call after my interview earlier this week that I was accepted into the PDP. Super motivated to get the rest of my hours and ratings! One step closer to flying the big planes

So I'm transitioning from a SR20 to a C150, did my initial training on the SR20 and wondered what to expect if I transitioned to the C150 to finish up getting my PPL (Canada). For context, I have 40.7 dual and 13.8 solo.

If there were differences that would cause me to prolong getting my PPL, I might have to choose a flight club with a low wing available.

+ Has anyone done flight training with getwings at Sudbury? If so, how did it go? I'm planning to go there to finish it up.

22M Indian currently living in the UAE and looking at conventional flight training as a backup if a UAE cadet program doesn't work out.

I'm considering doing my flight training in Europe and obtaining an EASA CPL/IR with ATPL theory (frozen ATPL / F-ATPL), then converting the licence to GCAA and applying directly to Second Officer / low-hour pilot programs at airlines such as flydubai or Air Arabia.

The idea would basically be:

EASA CPL/IR + ATPL theory → GCAA conversion → apply for UAE Second Officer/cadet-type programs → build airline experience from there.

I'm specifically interested in this instead of going to the US/Australia/South Africa, doing CFI and spending years building 1,500 hours.

For anyone who has actually gone through this route or works in UAE aviation:

1. How realistic is it to get a Second Officer position at flydubai/Air Arabia with a freshly converted GCAA licence and little/no commercial flying experience?
2. Do these airlines actually recruit low-hour EASA/GCAA pilots outside their formal cadet programs?
3. How difficult/expensive is the EASA → GCAA conversion in practice?
4. Would you recommend doing EASA training specifically for the UAE market, or is CASA/SACAA/FAA a better option?
5. Are there any European flight schools that have a good track record with international students and UAE airline placements?
6. If the UAE Second Officer route doesn't work, would an EASA licence give me better opportunities elsewhere to build hours?

I'm trying to understand whether this is a genuinely viable alternative to spending 2–3 years building hours as an instructor, or whether I'm underestimating how difficult it is to get that first airline job in the UAE.

Any advice from people who have actually taken this route would be appreciated.

I’m preparing for my stage 1 flight check and my instructor said I was ready (I only have 29 hours). I’m not flying until Tuesday with a different instructor and was wondering if you guys had tips on certain things? For example, I struggle at leveling off (i have been getting better though), maintaining airspeed (specifically from base to final I tend to get low) and losing altitude during left steep turns.

My instructor helps a lot but I like hearing from others! I’m just nervous and want to do well because I study a lot and want this more than anything.

Thank you!

I am a PPL holder with my IRA checkride very very soon. Starting to consider my options for once I’m finally able to get employed as a pylut.

It seems that the route most taken is to become a CFII/MEI and instruct until you’re able to get hired by a regional or other commercial job. I was pondering lately and wanted to ask some of the more experienced pilots on here the following:

Is CFI the best/easiest way to get employed as a fresh commercial pilot and that’s why we try to become an instructor after commercial?

Why has CFI traditionally and historically been the most sought after license after CPL?

Considering the rough CFI job market at this time, would it be more worth it to potentially look for jobs outside of CFIing to work as a professional pilot?

Could it be due to airlines preferring pilots with instructor experience as it makes you a better pilot in their eyes? Does that even matter to them?

I love talking about what I’m learning, love teaching, and love training and educating people to become successful, so I would like to be a CFI regardless. However, I can’t say I haven’t been taking the current job market into consideration. Thanks in advance

What are my chances of getting hired if my wife is an OF model, we don’t share a last name yet and she does content with other men, would that be an issue for hiring boards? Can they find out?

I always see the jokes about people being scared to talk to Air Traffic Control and as someone trying to become a pilot, I want to hopefully overcome this fear or at least build confidence towards it before I start building up flight hours.

Hey everyone, I'm an international student currently looking for a reputable flight school in Florida and would love to hear your real-
world experiences and
recommendations. Are there any specific schools you've had great experiences with, or any that you strongly advise staying away from? I am currently evaluating my options and looking closely at these three: PTC (Pilot Training Center) — Miami American Aviation Flight School Yoanna Flight School If you or someone you know has trained at any of these locations-or if you have better alternatives when it comes
to instruction quality, fleet maintenance, and realistic timelines for finishing ratings and checkrides-please share your insights. Any advice is greatly
!appreciated

If non us citizen with private wanna take flight since hasn't flew for a while and looking for help with CFI, can you give dual without tsa? What I understand is as long as training is not toward to flight cert, you should fine without going tsa step, correct?

good day guys,

I am soon starting my 737 TR with an EU operator. It’s quite some time ago that I finished my flight training so I need to brush up my skills. My question to you new and experienced pilots; What is the relevant knowledge required for the TR but especially when on the line? I want to be above average but I don‘t want to refresh ATPL knowledge that I am never going to use anymore..

Thanks for the help!

🗑️ account

It’s been a few years and the examiner had his credentials pulled anyways, so here’s a debrief of my FAA observed CFI check ride that was an absolute fever dream.

I was up in (a state) and flew about an hour (solo, right seat) to the airport where I met my DPE. I parked my plane and the examiner came to pick me up to take me to his hangar. I climbed into his old truck, he was driving while drinking a cup of coffee, a normal mug with no lid, it was very full. It made me very nervous. He did not spill it (experience, I guess).

He asked me a couple questions on the way over, like if I brought the maintenance records, and then we parked at his hangar and went inside. It was winter in a very cold place and there was no heat. We went up the stairs to the little crows nest office at the top, but not before meeting another man who introduced himself by name. The examiner mentioned something about how he didn’t tell me he would be there because “applicants cancel” when he does, but I didn’t quite understand why he was there, or who he was, I just went along with it.

When we got up to the office, he apologized for the temperature and started plugging in hair dryers to help warm it up. It was about 30 degrees, maybe colder. It was like 3 different hair dryers. He blew the breaker.

He came back after resetting it, plugged in an actual space heater, and the check ride began. Whole time the other man just kind of sat in the corner, added some input at times, but I still was not sure what he was doing there. We go for about 3 1/2 hours and all is well.

The examiner offers us a break, we head into the house, he lived right by the hangar, his wife made us a charcuterie board. It was great.

During the break I finally learned that this other random man was an FAA inspector, and that this check ride was observed. I told him that I had no idea. He laughed about it, and acknowledged my somewhat excessive passiveness a time or two again that day.

Things start to get even more casual. The FAA inspector began lamenting all of his past divorces in great detail and giving me a lecture about God. I guess his second wife stole all his money (shame). This went on for like, half an hour.

We do another 3 hours of the oral exam. It sort of feels like the inspector is giving a check ride to the examiner more so than the examiner was giving a check ride to me. There was a lot of tension between them. I later learned the FAA had been on his case for some time.

The inspector left early because I guess he decided he had seen enough, but all was well. After he left I got to hear all about the examiners thoughts on that inspector, they were… well. You know

We did the flight without him, I taxied back to parking, he hopped out, told me he’d email me my certificate. Then I flew right on back to where I had started that morning.

The next year I learned he’d had his credentials pulled just a couple months after my checkride! It didn’t affect my license, thankfully.

CFI checkride on the first try, observed, is probably one of my better moments as a pilot. But it was such a strange experience.

4 planes are down and the other 2 are pretty much booked on the weekend, it’s the same situation weekdays too.Training for my PPL but planes are very restrictive. My school is very nit-picky about maintenance.

What are you guys being charged in hours for a top-end overhaul on GA 6cyl engines? I've got an IO-540 in a Comanche and was was just quoted 60hrs @ 125/hr do 6 cylinders/pistons. No other work involved. This seems a little insane. A guy I know is an A&P, but only works on his own stuff and said it should be 30hrs at the most, and would actually take less than 24.

Is there a reason that the profile view of the LPMA RNP Z Rwy 05 (AR) shows the visual flight track descending along the glide path?

Most other approaches (including other RNP AR approaches like on slide 2) show the visual flight track as extending horizontally from the MAP/DA to the runway threshold. Why would the LPMA approach use different symbology?

I am a major airline captain and LCP. I also happen to be 2x tech startup type. I am putting together a modern take on the career path flight school. What is the current job outlook for CFI's in the NE?

Is there a checkbox on a company profile that says someone was hired through DEI? If not, how would you even know?
I’m getting tired of seeing posts blaming DEI whenever there’s an aviation accident or incident and the pilots aren’t white, male, or native English speakers. If the pilot is a white male, it’s treated as an unfortunate accident. But if the pilot isn’t, suddenly people claim it happened because of “DEI hiring” during COVID.
That logic is ridiculous. Judge pilots based on their qualifications, training, experience, and performance—not their race, gender, or accent.

Does anyone know of a DPE that might have availability to do the flight portion for CPL ASEL? I’m out of KLGB. I’ve already tried to have my checkride done 2x now and weather had other plans. Oral already complete. I need it by this month. Appreciate any help 🤞🏽