My CFII gave me homework after my lesson asking in what situation does an approach plate not have a time box at the bottom. I’m lost why would that be?

So I am a CFI/I based in the Midwest. I got my CFI in June and my CFII in August. I’ve applied to nearly every CFI job posting I could find within about 3 hours drive. And about 20 others around the county, and haven’t heard back from anyone.

 I am trying to fly once or twice a month to stay current but that doesn’t do much in terms of building enough hours to be competitive for anywhere. Is this a similar experience for other people right now? It’s really demoralizing.

So I'm 21 and considering trying to become a pilot. I've started doing research but I pretty much know next to nothing about ATC or anything like that. I have not gone to college and I'm working a retail job that I'm tired of. Got about 9k saved up. I'm just wondering if I should book a discovery flight and see if I want to do this. Not sure if I'd want to do commercial, I just think it would be cool to be a pilot for skydivers or something similar. Are there any student pilots or pilots that could give me any advice on starting out? Should I try to learn more before even booking the discovery flight? I've been interested in flight since I was a kid, but it's been a passive interest until now, I'm really starting to look into it. I feel like most pilots have people in their family who are pilots but I don't have any in my family, I'm basically going in blind

In a couple of weeks, I’m going to start instrument training, and I want to know what you guys use for your instrument knowledge. What I’m seeing is Shepard's air for the written and the practical use kings. I see on the king's website there is an option for written prep + checkride, or just checkride. Here’s some more information: I’m a senior in highschool (17), got my ppl part 61 and this next semester (spring) I will be attending a 141 school for the instrument lab at UNO. What would you guys recommend?

Can someone share their personal experience obtaining a private pilot license during highschool. Is it difficult balancing both? How long did it take? Etc..

Does anyone know what these three “no data” boxes are referencing in Garmin Pilot for iOS? Clicking on them yields no additional information, I can’t find the reference in the help file, and an interwebs search doesn’t seem to give me the information I’m searching for!

Has anyone somewhat recently done the FAACA and the FAAIA? I see they are short tests (20 questions)- I am using pilottraining.ca to study for both but am just looking to get a general idea of the tests. Fiddly questions? Or pretty straightforward covering the differences? Thanks! Looking forward to flying in the north!

Recently had a conversation with a Captain during cruise today, he plans to head off to UPT next year in May? (Can’t remember exactly, I have very little idea of the Military Pilot pipeline). But from what I understand, it’s quite unusual to have an Airline Pilot transition to Military Pilot as opposed to the other way around. He expects to get fighters given his flight experience over the newcomers at UPT, but is open to Heavies because of the cool missions of disaster response they do. I certainly appreciate this type of conversation instead of the typical “Who are you voting for?” Nowadays given the upcoming election. What’s the most interesting conversation y’all have had at cruise?

Any recommendations for multi engine training material? TIA!

Question for the reddit flying community. I have my instrument checkride tomorrow out and the only precision approach is down at my airport. Now, I gotta fly XC over the ocean to do a ILS on another island. Are we supposed to wear life jackets for the flight or just brief the DPE about where the life jackets are and how to done them?

Does anyone out there either work for or has worked for as a pilot for them?

Do you know what it’s like ?

Would you recommend them to go work for them in a pilot position ?

Thanks 🙏

I'm looking for somewhere to meet a family member half way between NW Florida and SE North Carolina. Trying to get my kids together with their cousin. Both of us are flying cherokees and would like to keep it under 3 hour flight. I'm a new pilot. I'm trying to find somewhere cool we could spend a long weekend and have some cool stuff to do for young boys (age 8 to 12). Probably get a VRBO

Any ideas?

My interpretation of the law is that to fly formation you need an endorsement. My understanding of the laws is that to fly formation in any aircraft without an endorsement it is illegal. However I'm a little unsure, as another pilot is telling me that if you're operating under part 91 it's legal to fly formation? Can anyone help clarify this?

Note: I know flying formation without training is a bad idea, so this is not something I plan to do. I just want help proving to this guy that he is wrong before he kills himself or someone else. I should also add, the person who wants to go do this has around 100 hours on a RPL.

I'm a student pilot with around 18 hours at a part 141. I keep making stupid mistakes and embarrassing myself in front of the CFIs. I get I'm still new but I have enough hours to know better for some of the things I'm messing up on. How do you know when this isn't for you and you should save your money? I feel like I could get further if I keep studying well and showing up, but it's a fairly fast-moving program and I just feel behind already. Is it smart to even try to continue when I know my situational awareness isn't the best?

Just looking for some advice. Anybody who has experience with deciding to quit for similar reasons? Or sticking with it despite feeling like they weren’t good enough? Wondering if the smart move here is to save my money if I feel I don’t have the common sense to make it as a pilot.

Disclaimer: I am not a CFI I'm not currently working towards it nor my CPL. Right now I am an instrument student with a PPL. It's been my life long dream to become a pilot of some sort. Whether it be military, airlines, air cargo, bush flying in Alaska, etc.

I really didn't have the financial means to pursue aviation until this past year. I've been flying since circa 2016 but it's been a discovery flight here and there. Really until this summer, I started flying full time and really love it.

But now that I have my PPL and am working on instrument. Would it be possible to become a Part Time CFI or a CFI that works 4 days a week? Reason ask, is a few months ago I got a new Cybersecurity job where I work three 12 to 14 hour shifts a week and then I have 4 days off. I'm assuming at a Part 141 school this would be a no go but at a Part 61 school or a Flying Club would this work?

I would like to reach the the Airlines or at least Part 135 flying one day but being in my 30s, I don't want to give up my day job with benefits as I hear CFI jobs are often 1099.

Just an idea for thought.

So im looking to build a hanger at a small county airport. the hanger would be 50×85 the chairman of the board said if I want to build a hanger at the end of the current apron I would be responsible to pour asphalt to the end of my hanger (approximately 46ft×60) that meets the standards of the FAA and the asphalt that is already leading up to the spot we intend to build. When I asked him if the FAA or the county had funding for this he got upset and told me no I would be on the hook for it. I then asked him to see the CFR or A.C. that requires this and he said I would have to contact the airport engineers but won't give me their number.

We also want to put in a septic tank as their is no sewer at the airport but he says it's impossible. I went ahead and had a septic tank company come out and do a survey and they said there is no reason they cannot out a septic tank out there.

Apart of me think that this guy I'd just being difficult to deal with or doesn't want me to build a hanger and is making things up to try to dissuade me. Can anyone point me in the right direction to where I can find the requirements that might prohibit me or help me to reach through this process?

Since I can’t uploaded videos, https://youtube.com/shorts/WJjU0ov-ODk?si=m4O404tqAEQ1PLqV

This was 1/3 circuits before I was gonna do my 3rd solo, and once I touched down applied aerodynamic braking (if you look close enough you can see the nose start to raise a little as I was still a little fast) and once coming up on my taxiway started to brake and noticed the right break was giving me less….(breakage?) than the left, and it’s evident in the video.

Ended up not flying, (then 3 more lessons canceled because of weather and finding it was leaking hydraulic fluid again😭) and they found that there was some type of leak or something wrong with the brake which had to be fixed.

Happy Flying Friday!

Don't you know that feeling after a long day of flying, when the forbidden puffy blanket is calling your name?

Share your experiences and pics of VFR-Over-the/On-Top!

*Note: SE vfr-over-the/on-top should not be taken lightly, even if IR rated+current+proficient.

It's an amazing experience, but personally I'll only do it in SE if I'm familiar enough with both the plane and the area I'm flying at.

Howdy all. I had a (respectful, but persistent) disagreement with my MEI this afternoon, and I would love r/flying's take on electrical systems. Our disagreement is about what fundamentally powers the airplane's systems. The reference airplane is a Seminole. My MEI has been flying since before I was born and has successfully taught systems in her current way for decades. I hate to tell her that she's wrong - and ultimately it doesn't matter, the airplane still flies the same - but I want to get to the bottom of it out of technical curiosity.

Person A: argues that the 14V alternators power the airplane systems and simultaneously top off the 12V battery when it falls below 12V. Current nominally flows from the alternators to the systems, and the current only starts draining from the battery when the airplane's systems are below 12V (which would happen in an overload scenario or if the alternators fail). Person B argues against this by saying that all power must go through the battery because if you clicked the Master switch off in flight while the engines and alternators are spinning, everything goes dark.

Person B: argues that the alternators always provide current to the battery and keep it topped off, and that the battery is what sends current to the electrical systems. The battery is the centerpoint of the electrical system and nothing can be powered if the Master switch is off. Person A argued against this by saying that the Master switch doesn't "turn on" or "turn off" the battery, and that the battery & both alternators are on one bus. The Master swithc actually controls a open/close switch on that bus, and that the reason the alternators aren't powering the airplane when the Master is off is because the switch is open.

I'm Person A. From this interactive diagram I found when I got home, I further believe that the alternators provide power to the airplane when everything is operating nominally. Is this ultimately a hill I will die on? No, definitely not, the airplane still flies the same. I just think I'm correct from a technical nitty-gritty standpoint and want to make sure I'm teaching the system to my students correctly. Conversely, my MEI has been doing this for decades, and her explanation of alternator-to-battery-to-systems is easier to understand and has worked successfully thus far.

If you have any sources that support Person A or Person B, please link them as well. I'd like to show my MEI what the correct answer is tomorrow - either in support of my theory or hers. Thank you very much for your input!

Hello Reddit,

I am a still newer pilot, I have 300 hours TT, a multi ifr rating, a valid IATRA, and 50 hours on floats.

I'm planning a road trip across the country and scoured Pilot career center, indeed, and other sites finding places I may have a chance of getting hired at. With the intention of dropping off resumes and trying to find work.

I know many pilots take the great Canadian road trip and drop off resumes and am hoping to hear from some people who successfully got positions, or have advice for somone doing this.

Where should somone apply? Or what other sites are available to find jobs such as fly in fishing companies and such?

Hoping somone on here can point me in the right direction. Willing to relocate anywhere in Canada.

Thank you.

My friend bought an older Bonanza, which does not currently have a radio. He's working on solving that issue, but in the interim we've been using a PJ2 handheld. It works fine, but it's not ideal for dual flight - we can't talk to one another when one of us is plugged into the handheld, and we can't hear the radio if we're both plugged into the intercom.

I'd love to be able to plug the handheld into the intercom. As far as I can tell, I could either get a splitter coming out of the radio and plug one side into the intercom with the other going to my headset, or I could plug the handheld directly into the back seat intercom jack (in this case, it wouldn't get mic input from my headset).

However, the biggest issue is that nobody seems to sell a male-to-male PJ-055/PJ-068 cable. I could make one myself, but I don't know where to get those parts. Any advice/ideas? Is this even going to work?

EDIT: I found the plugs I need on Amazon as well as some shielded audio cabling, so I will build the male-to-male cable myself. I also bought a splitter. I'll try both methods and see what works.

I’m gonna be in Switzerland with some buddies in January. Maybe I’m just terrible at using the internet and my resources, but does anyone know where I can rent a piper warrior or a 172 near Zurich, zermatt, or interlaken. I’m also seeing that I need to convert my license to comply with EASA. Any more information on what steps I would have to take would be greatly appreciated, thanks!

Looking into flight schools for my son (18 y.o) and MarcusAir is way, way less expensive than the schools up near us in Mckinney. Curious if anyone has personal experience with this school that they would be willing to share.

I'm flying my family between San Antonio and Omaha in a couple weeks in a Skylane. We probably need to make two stops for passenger comfort, as the passenger tanks typically top out around two hours.

Any great recommendations for great stops in the 220-290nm interval?

I was thinking maybe FTW, based on a recent post in here they sound neat to see. I've no experience with anything between there and Omaha, though. Really only need fuel and restrooms, but it's always nice to give my wife and son a beautiful and interesting experience when I can.

I was chatting with my student today and I was showing our airplanes carry-on documents (you know, ARROW) and he asked if we, flight instructors, carry personal/liability insurance similar to what doctors carry.

I've personally never have heard a fligth instructor carry such documentation but I might be wrong, and that's why I'm here asking this.

Should I get, as a flight instructor, an insurance policy?

Original post: https://www.reddit.com/r/flying/s/CiE31LraLU

Realized I forgot to post an update picture. After 3 months in the maintenance hangar they finally fixed the wing and got the aircraft back in service. I thought it was fitting to do the first flight since the repair so another instructor and I took it up, did some flight control tests and maneuvers and came back in so it could be used again for instructing! The main delay was waiting on the wing parts from Piper. They had to replace all of the stringers, ribs, and skin forward of the spar outward from the fuel tanks. Flies like new though! Estimated $20k job.

I had this idea that I would finish Sportys Ground school and give myself an additional month or two of studying the PHAK before starting flight school. First the videos, then the exam prep, lastly the PHAK.

My issue is that I’m 71% finished with the video series and most of the information is in one ear and out the other. There are nearly 140 8-15 minute info dense videos. It seems impossible to retain all of this.

Do I continue anyways just to get to the exam prep questions and worry more about retaining necessary information when studying the PHAK? Any suggestions?

Hello, I am currently Active Duty military and have my PPL and I’m working on my Instrument rating. I was thinking of applying to some cadet programs as my end goal is to fly for the airlines.

My military contract ends in January and I’m not sure if I’m allowed to apply to cadet programs. The process kind of seems like applying for a job and I’m not sure if it’s even legal. I’d hate to have to go through legal trouble with my commander months before I ETS.

If anyone has any insight I would appreciate it. Also if you have any advice on how to research and tell if the cadet programs are a scam that would be great. Most of them seem too good to be true honestly and I don’t really know many pilots that can give me advice.

Might be a pretty niche question here but not having luck finding answers on my own. I started and run a private operation with a citation I fly single pilot for a fairly large non aviation company. I'm going to be hiring and training more pilots as we expand the fleet so I'm trying to prep myself for this. I've been flying big and small jets for over a decade but never been in training or instructed.

Our aviation overlords (not FAA) don't require anything more than having the qualifications to be PIC, but I want to do better than that so I've been trying to figure out how to get myself trained as a trainer in this context. The search hasn't been very productive and I'm hoping one of the many smarter pilots than me can point me in the right direction.

Shot out any positive recommendation you have and also any stayaway recommendations that you have.

It would be helpful if you can also include how many days it took for you to get your license and what the total cost was to get the license and how quickly at the end of your training the pilot examiner was available for the Checkride.

So very specifically and granularly what I’m looking for.

I already have multi time (because I’m a nearly 1500 hour CFIII and I even know people who own multis and I’ve well gone up with them). I know how the Checkride goes. I’ve studied it procedurally and have read everything and get my hands on about the topic. I’m definitely the book nerd type.

But I would love really getting good feedback in the airplane and a very constructive feedback giving instructor who has an eye and skill for coaching and who will give me quality real time feedback on how I’m performing. Not just the butt in seat type instructors that many of us have had.

I will pay more for quality, so I’m not in the market for the absolute cheapest because I want to be good at this craft. Something can also be expensive a bad too. Where can I get value and quality ME and MEI instruction is what I’m eyeing.

Fast and intense, drinking from a fire hose works well for me.

Shoot recommendations off!!!! Thanks!!!