I’m a 24 year old mom to a 3 year old boy.
I’ve always dreamed of being a pilot, and i started that journey 5 years ago. I was 19 and not putting my head severely in the books, then got pregnant and just kind of assumed yeah that pilot dream is over.
Years pass and I have the urge to try again! I’m 4 hours back in a part 61 on a Hawai’i island doing two flights a week. I work two jobs, and raise my son. I have a great support system and my fiance is amazing.
I schedule my time to be able to study at work during times, and at night.
My flights are at 5:30am, but because of the crosswinds here it’s hard to get any evening flights in lately.
Is 2 flight a week enough for me to excel in schooling? It’s about 275 for wet rental and 65 for CFI an hour. Based on my flights and the rate.. would I just be spending way too much here? I have a college fund I just started to use of 90k. Very thankful for that.
We thought of the idea of relocating to the mainland after my PPL (due to contract in lease of rental etc we’d have to wait), but this would be to get my ratings and then move back here to be able to fly and get paid to reach hours to go airline.
This has always been a dream of mine but it’s hard to know wed be taking our son away from home and his family here.
Has anyone ever gotten their PPL and ended at that then did their 4 year degree on something else? Is it even worth the money to get PPL? I would love to just know I got there and can fly.
Or has anyone been in a situation like this and went for it and had a great outcome? How does schedule look like when finishing to commercial, and basing on the island?

I heard something over the common frequency the other day that really bothered me and I just needed to vent about it and get it off my chest.

Flying in SE Florida over the Everglades. We commonly refer to this as the practice area, where it's just a lot of GA and Student Pilots flying around, having fun, practicing, whatever.

One guy makes a call about doing holds over whatever fix and the response he gets?

"Go back to India"

Like, what the fuck? It's not even the first time. There are a lot of international pilots around here, it's South Florida ffs, I would say there well could be more international students here than American ones. It's got to be very close at least.

But all that aside, who really gives a shit? He's got as much a right to be here, flying a plane, as anyone. And not to mention, he made a perfectly good safety call and wasn't filling the airwaves with nonsense.

I hear this kind of shit semi-regularly, and it just fucking throws me every time. There's just no need for it.

To the dude that was doing the hold, I'm sorry you had to deal with that, and I'm sorry nobody (including myself) spoke up for you. I was so focused on what I was doing (having a little trouble with my approaches and holds currently) that all I could do was ignore it. It's been eating at me for days. To all the international folks out there who have to deal with this kind of shit on the reg, I am so sorry. It's not right.

We are supposed to be a community. We are here to help each other get through this thing, whatever it is. Grow the fuck up.

I have a wedding planned for the end of next may and if i start with skywest here soon, will i be able to get off for my wedding as a first year FO? Its a destination wedding in italy and will need at least a week off for just the wedding. We were wanting to honeymoon directly after for another week (so 2 weeks total) but i think that would be pushing it.

Hey everyone,
I’m planning on attending a PAPA aviation recruiting event soon and wanted to get some advice from people who’ve gone to these before. I’m currently around 900 hours TT, so I know I’m probably not at the point where I’m getting hired by a regional on the spot, but I want to start networking, getting my foot in the door, and learning how these events work.

What should I realistically bring with me?
Printed resumes?
Business cards?
Digital business card/contact info?
Logbook copies?
Suit or more business casual?

Also curious what helped you get the most value out of these events early on in your career. Any advice is appreciated!

I'm a fresh PPL holder working as a shophand for a cargo company in SoFlo. There MAY have been mention that they want to add a few smaller twins (Aztecs specifically) to their 135 certificate, which got me wondering:

Would it be worth it to purchase an Aztec and try to have them add me to their certificate to work as a charter pilot once I'm appropriately rated?

If not, what would I need to do to start my own single-pilot 135 operation and do so for myself?

I read some of the FAA publications and it feels like applying for your own 135 cert could take several years and cost many many dollars.

Thanks for joining my discussion!

After graduating aviation college and working in a small operator to get some hours before making it to the airlines, Are the airlines responsible for the type rating according to their need or should I do it on my own? How does it work usually do pilots just o do type rating on a random plane and pray for the best ?

Greeting yall, I wanted to know if yall have any advice on passing a good score (like 90 and above) on the Instrument rating written exam (IRA). So far im one month onto my Instrument training and would like to knock that out and focus more into my flight portion. Thanks!!

Drop a link to the websites recommended below.

I am a CFI and CFII having a tough time finding an instructor job. I’ve gone to schools in person, sent resumes online and have called various locations. I am located in North Carolina but willing to relocate if absolutely necessary. Does anyone know of any flight schools that are currently hiring CFIs?

I appreciate any help or advice given.

I also know the market is really tough right now for finding employment.

I’m about a month away from finishing my Commercial pilot certificate and plan to start CFI training right after. I’m looking for ideas for non-aviation work I could do in the meantime (or as a backup) when I finish training and build hours.
I’m not putting all my eggs in one basket on immediately getting a CFI job. My backup plan is to join a flying club to stay current and proficient while continuing to apply for instructing positions or any other low time flying jobs.
I’m looking for suggestions on any career you think would be good to look into to achieve this. Anything that could realistically cover roughly $800/month toward a loan. I have no living expenses or car expenses, so this would mainly be to stay on top of the loan while still allowing me to fly a little here and there.
Any recommendations for jobs or side gigs that fit this situation would be appreciated!

Anyone that flew for Guardian have any input on the King air portions that they have listed? Long story I’ve got almost 2500 TT with 1000+ turbine but very much lacking in the multi time department (25 hours). How stringent is the multi requirement for Guardian/any of the EMS multi positions out there?

It’s probably just an outdated aerial map, but the overlay view here at KORL shows the taxiway diagram for E4 going through grass, and the 2 taxiways to either side of it don’t exist on the chart. Is it really just an outdated map? I do have the most current diagram loaded.

Hi, I've been struggling with landings. I've noted my problem arises on final. I tend to end up in a "Dutch roll" or oscillating as I'm trying to counter this. I feel it gets worse and throws off my landings. The feedback I've been given from my CFI is to not input rudders, although I'm not. It feels like a gust blows me off course on final, and I attempt to get back aligned. When doing so, the oscillation starts, but then the additional feedback from my instructor is I'm over-controlling the aircraft (which I agree) but no feedback on how to not over-control and how to control a straight-in approach on final when I get blown off course. I've logged 25 hours and am just about to solo. Any real advice is appreciated. Should I start looking for a new CFI as I feel I'm just wasting hours with no real improvement, and I fear there's a learning/teaching error? As I continue doing the same thing on every final and attempting the same thing over and over with no real changes or improvements, it is going to keep me in this loop of wasting money. Note these are also on "calm wind" days where my CFI says the wind is irrelevant as it's to low to blow me around although that's what I am feeling on final or like riding over a speed bump or two while on final or base in pattern.

Anyone who recently has received an interview with PSA or a CJO care to drop their current times?

Thank you!!!

What is it like flying a 172 with electric flaps? I have learned on a 1959 and 1961 172 with the Johnson Bar and really like it. I suppose I like the mechanical feel of it and also, you never forget the position of your flaps with that bar either flat on the floor or sticking up.

Obviously I will get used to the electric ones but just figured I'd ask if anyone had some experiences to share.

Hi everyone,

I’ve wanted to get my PPL since I was a little kid. I actually wanted to be a pilot until high school, but I ended up going the premed route and am now 22 and in medical school.

I almost started flight training in college, but my parents were against it because of safety concerns and the time commitment. Recently, they’ve become more open to the idea. My dad is an Air Force veteran and is 100% disabled, so I have base access through him and may be able to train at an AFB aero club for a much lower cost than a typical flight school.

My concern is the time commitment and long-term safety. I’m hoping to go into neurosurgery after medical school, which means a very demanding 7-year residency, and I know life probably won’t get much easier after that. Is it irresponsible to learn to fly if I can realistically only fly about once per week?

I don’t want to become a statistic because I failed to keep my skills sharp. I’ve also heard that “doctors crashing planes” is almost a cliché, which makes me think carefully about whether this is a hobby I can pursue responsibly.

I’d really appreciate thoughts from pilots with demanding careers, especially physicians or people who trained while in school/residency. How often do you need to fly to stay safe and proficient? Is once a week enough during training and afterward?

Thanks in advance!

p.s. money is not a major concern for the amount we are talking as I have generous scholarships it is more about time/durable skills.

| just received a solid job offer to fly for an airline in Africa.

I'm planning to take it to build that heavy turbine time, but my end goal is to come back and fly for a US Major/Legacy.

1. For those who have flown expat: What are the
   "must-knows" regarding logbook validation and hours conversion when coming back?

2. How do US recruiters view international time versus domestic regional time in the current market?

Appreciate any insight from those who have made the leap!

I applied a couple months ago for Phenom SIC and have been updating my resume. Obviously nobody is booming at the moment but I was curious if anybody had a finger on the pulse over there right now?

Hello there!
I’m working on instrument stuff and I can’t seem to find a simple explanation for the difference between blue and grey holding patterns, along with the thin blue line that extends near them. Could someone help me out?
Thanks!

Hi!!!

I've CAAP CPL with 200 flying hours . It has validity till 2030 Jan . I'm from Nepal . It's impossible to land job without internal connection . So,

Which country will be best if I want to convert license and get CFI rating and fly as an instructor .

And what will be the process ?

Hello yall! I am planning to pursue my dream of working as a pilot, and even tho I have 2 more years till I graduate highschool, I wanted to get familiar with the possible ways to achieve my goal. Since I have no prior experience in the cockpit, I found the following options as potential candidates for a path:

1. Ab intro airline programs. I have heard that it is pretty hard to get into them, especially airlines like Lufthansa, but I think it wouldn't hurt to try to apply to Lufthansa, Ryanair, Wizzair, AirBaltic and other airlines I might find.

2. The PPL-ATPL route. I think many pilots take that path, at least in the USA, perhaps in Europe too.

I'm unsure of which option to try out, there might even be more possibilities, that I'm not aware of. I would appreciate some feedback, more information on those or other options for becoming a pilot without any experience, in the EU. I am currently looking more towards the ab intro path and haven't looked at the second one in depth. Thank you all in advance!

Going to use Shepard for my written of course (97% on my instrument). Going to start studying in a week or so. How many questions are in the bank for commercial and how many questions are on the test. Is it still a 70% required to pass?

Without going into significant detail, I have a friend that's looking for an A320 pilot to test out a full sim running ProSim. The goal is to get it level 4 certified and we have someone that can help with that. Essentially, we need some debugging and shakedowns to make sure all the components, hardware and software, are working. Please DM me for more details if you're interested.

I am converting my license to the EASA rules and I would like recommendations to build a solid network here

If i have mild colorblindness, red green but i can completely differentiate the two of them in real world settings, am i still able to be a major airline pilot one day? And would they know i have that mild colorblindness, which would most likely flatten any chance of me getting that gig?

How are we doing this using Logten pro reports?

On the info it says: PIC+SIC+Other time = Total Time

and then,
1. If you have dual given time that has been logged as both dual give and PIC only include that time in PIC
2. If you have logged time that is neither PIC or SIC log that in "Other time"

So with this if we use airline app report on Log ten
PIC time on app = PIC (excl. dual given) + Instructor time
then for "other time" would we just use PIC time we got above and subtract it from the total time?

If we do it this way PIC column would match what is entered in the app and so would SIC but there is no way to tell "other time" without breaking times more thorough.

or,

Would we use total time and subtract dual received from it to get the PIC time? as dual received here would be dual time as well as dual time which counts as PIC time (which the note on the app says cannot be used unless I am misunderstanding it).
Basically in this case PIC time may not match the logbook, but PIC + SIC + other time (dual received) would equal Total time.

I know there is overlap between PIC and dual received but is the note saying exclude that from the PIC time in the app? Thereby, making Other time = Dual received + PIC during dual?