Has anyone in here done the king schools ground training and taken the practice exams? Is it super different from the actual FAA exam? I’m getting good grades here but I’m so unbelievably stressed I’ll do poorly on the actual one.

I'm trying to get old bug debris off the 'chin' of my Archer. So far, my best results have been while using finger nails and canola oil, and that's slow, at best.

I am currently about to enroll in part 61 flight school in florida. I fly g1000 c172s. what is an idea of how much should I spend in total to complete the IR? Also How long does it take to complete the IR? any tips and advices help. thanks and Safe Flying everyone!

A friend of mine is being tasked with ferrying a 777. He mentioned how different it will perform without passengers so he was prepping himself for the flight. My question is: how would it perform compared to a full flight and are there added risks with such a light payload

So as the title says, especially to the younger generations looking at flying as a career path, stay way away from Stratus Financial.

For context my Fiancée and have saved for the past 5 years. We managed to save a little above 75% of what flight school costs. ($65,000). We are ready to take the step to taking a loan out for the remaining balance of $35,000. So we applied to the 2 available resources the school utilities for loans, Meritize and Stratus Financial. So we applied at both, mertize reached out and said they currently don't do flight school loans anymore, and Stratus immediately replied and gave us 4 loan options. This is where things got absolutely bat shit insane.

We applied for exactly what we need, nothing more. $35,000. Meritize responded with 4 loan options spanning from $190,000, and way up from there, some into the $260,000 range. Mind you we both have excellent credit history and really good credit scores. I have a 766 score, fiancée has 790 credit score, similar credit history. I look into the details and one fee which costs $50,000 alone, is a "First time Stratus Member fee". What. The. F***. These places should be illegal.

To any young kids looking at flight school loans. Don't. Seriously just don't. You need to build your credit and do it the right way via a signature loan thru your bank or pay in full or put your time in and build your hours as you have the money. I cannot imagine what they'd charge a young kid who needs the full amount or close to it. Literally you'd have a mortgage sized loan on a house in California for a career that could go kaput in the blink of an eye. This is predatory behavior from a financial company if I've ever seen it. I used to laugh when young kids would bitch about school loans then I realize how absolutely right they are. This new generation is in serious trouble if they can't get get these banks under control. This is seriously sad.

I am being contacted by some potential clients who want to earn Private Pilot, but start in October.

I’d like to get them going learning the initial topics all new pilots should be taking on board by suggesting reading material.

In addition to the following books, what others would be worth obtaining to fan the flames of interest and learning?

• Pilot’s Handbook of Aeronautical Knowledge
• Airplane Flying Handbook
• Aviation Weather Handbook
• Stick and Rudder

Maybe The Complete Pilot? Say Again Please?

What else?

So far, I’ve only seen some Asian and European carriers allow this even though many aircraft have a tiller on both the left and right side.

Pretty much a choice between 2 things, I'm a Canadian with a CPL and have taken 40 hours of ag training but can't find a job, should I keep at this or join the army for a pilot position?

What are some things you froze up on during your oral portion? Or even during the practical portion? What do you wish you would have studied more? Has anyone ever felt as if they should have failed? If you’ve failed your check ride, what was the cause of your failure?

hi, I know NOTHING about flying but have been fascinated in planes and flying private myself. Can anyone recommend schools in the between palm beach and miami? what's the expected cost and time of obtaining my private pilot license? Thank you.

Just curious what the financial demographics are for aircraft owners. It's always been my dream to own a plane and fly, and I'd like to see what it takes to make that a reality. Thanks in advance!

As the title reads, will not having a PPL before going to college cause a higher chance of rejection for my application towards the program? I’ve applied to a local college because of their flight program (Kent State University) but do not have any experience behind an aircraft, mostly because of money being an issue. I have been in the cockpit of an aircraft before, so I know that it’s something that it’s something I want to do in that regard, but I’m worried that my lack of experience would suggest that I’m uninterested in the field. I’m going into my senior year of high school, and have maintained high grades, taken college level classes and done lots of extracurriculars to hopefully make up for that lack of experience. I would appreciate any advice/opinions on what I should do. (I have already decided on going to a college rather than a mom and pop flight school). Thank you!!

Hi r/flying, any folks from Seattle here? I'm hoping for a recommendation for flying clubs or maybe individual plane shares accepting members for recreational flying. Ideally based in Boeing Field, but Paine or Renton are workable.

I recently got my Private at Galvin flight school out of KBFI, but have been struggling to book time. My primary goal is to be able to have access to a plane for weekend trips with my family, but booking with 1-2 days notice for short flights would be nice too. As a new dad, my schedule is less predictable than it used to be!

No-goes: I found the Boeing flying club, but I don't work for Boeing. I've heard a couple of FBOs on the radio at BFI, but do they do plane rentals? And I've found Alternate Air's website but haven't gotten a response via email and can't find the building at the airport.

Thanks!

Hi folks, I'm converting my UK CAA licence to a SACAA licence. I have to pass MET, air law and flight planning for the conversion. I'm using a SACAA online question bank, I'm starting to notice alot of the questions are ones I recognise from my UK exams 2 years ago. Is SA using the same question bank? thanks

I’m a CFI and i fly out of a small ish municipal airport. In our area there is a lot of crop dusters, some use the radios, some do not, a few have ADSB most do not. Out of the airport i fly out of there is a hand full of crop dusters, overall they do a good job working with traffic and talking on the radio. Yesterday as i entered the downwind a ag aircraft from a different airport flew at traffic pattern altitude right through the downwind less than 1/4 mile in front of me, he was ferrying to a different field, i took controls and maneuvered around them. I have seen this particular aircraft over fly right at midfield downwind multiple times and even watched them do it again as we re fueled at the end of our lesson.

The area i fly in has a large flight school that is very close by and the satellite airports traffic patterns are always occupied with multiple aircraft.

I know they have a job to do, they know the area well and are good pilots. They have likely been flying for longer than I have been alive. With that being said, on a beautiful friday afternoon, flying right through the pattern of an airport that you know has multiple aircraft in it does not sound like a good idea. I know they may not have radios and nor are they required to, but i would really like if they would avoid overflight of the airport like this.

Should I call the operator and express my concerns? I want to approach this professionally and i’m not here to get anyone in trouble, i just don’t want to get hit.

This is my first year of aviation and I’m in aviation regulation, but I noticed that there are too many terms in the book for me to remember. I don’t know what to do. Any advice on passing the class will help.

Hello! Student pilot here. The old Cessna 150 that I’m training in does not have a time, fuel, distance chart in it. All it has is a maximum rate of climb chart, which requires a TON of interpolating. It has “at sea level, 5,000 feet, and 10,000 feet”.

For example, let’s say I take off from an airport with a field elevation of 700 feet and plan on climbing to 4,500. Do I interpolating between the 700 and 4500? And it says nothing about pressure altitude. Picture for reference.

Consistency in names question- any CFIs know the answer?

I got my medical this week and the doctor said pick either using your middle or none to use from this point on. So on my medical exam it’s only first and last name.

When I went to do my student pilot application, I also did first and last name for this consistency.

Then another senior CFI (not mine) said I should put the name shown on passport and license which has my middle name.

My CFI and I went to my IACRA application and it was not submitted yet because we couldn’t figure out how to go back to add my middle name before he submitted it. So currently that’s incomplete and no one has a direct answer.

So right now we have an incomplete IACRA and my medical certificate without my middle name.

Has anyone figured out how to edit the IACRA since it’s not letting me edit the application anymore, but also how much does the middle name matter later?

Should I ask my AME to change my medical to include my last name?

I’ve got a friend that’s been riding/flying with a guy in his TBM. The owner has his CFI and has been signing his logbook as dual given - but he’s not a CFI-I and all of the flights are in the flight levels.

Not trying to start a discussion on “sole manipulator” - just trying to see if this is legit to log this as dual received.

So should the instructor be signing this off and both of them logging PIC?

Hey everyone, I recently got a paper type in the LR-60 and I was wondering what the possibility of me getting on with a part 91 operation would be? my total time is just below 350.

Hello!

What does it take to becoame an aircraft incident&accident investigator in Europe? It sounds nice and I really went to see if I am eligible.

Started the journey on career number 3 in June, after passing my stage check yesterday I got to solo today!

Many thanks to the contributors in this subreddit. I’ve been reading past Reddits religiously and it’s helped tremendously!

On the way back we got to see 4 biplanes flying in formation (and sharing one sqwuak)

When I started training my intention was to get a sport pilot certificate. My CFI suggested I go for PPL. I thought, yeah that would be cool. Then I could go on for instrument rating, commercial, then CFI. He asked if I would pass a medical and I’m in good health so I thought sure, why not. But, I had a dark period in my life 25 years ago when I had severe depression and had a drinking problem resulting in two DWI arrests with one conviction. High BAC (0.18). I now drink very responsibly with no more than one drink if driving, and never at a rate of more than one drink per 1.5 hrs. I enjoy beer. Full stop. So nothing but Sport Pilot for me. I’m wondering why people who had issues yet turned their life around are so limited by FAA regulations. Can anyone help me understand?

I am diabetic and want to be a Airline Pilot but idk if I should risk it because I heard some people with T1D don't pass there Medical Certificate. So should I get my medical before signing up for an aviation college or will they give me a medical before?

I don't know if this question is really relevant for this sub, but posting it anyway.

We have a second home in Colombia where we split our time, and we enjoy travelling. We would like to explore more Caribbean destinations during our time here, but they are often a pain to get to.

If I wanted to charter a small airplane to say Aruba or the Cayman Islands, how would I best do this? I'm thinking a small Cessna would do, but perhaps I'm a bit naive here. 😅 I actually often see little Cessna planes at our regional airport where we leave from using Latam or Avianca, hence the question.

It's just a pain to fly to Bogota, then to Miami, to then fly to the Caymans. That often takes more than a day when a direct flight would be a few hours door to door.

Hi! Student pilot here. I went to KPAO with my CFI for the first time and some pattern work there. I had never flown in a busy area like this before, so it was exciting and scary at the same time, and question inspiring.

There’s an adjacent class D KNUQ on the south east side of KPAO and the boundary is only about 1 mile from KPAO. When doing pattern work at KPAO it’s very easy to get into the KNUQ. Sometime the KPAO tower instructs to extend downwind going almost over KNUQ.

So here are my questions:

1. Does this require talking to KNUQ and establish two-way communication or is talking to KPAO alone enough?

2. How do KPAO and KNUQ ATCs work together to ensure separation? It seems impossible to prevent traffic entering the adjacent airspace during take off and landing depending on direction, especially for the busier airport KPAO. Do both towers communicate in other forms to ensure safety?

Thanks!

I’m currently flight training at an accelerated school, working on my private and it’s been the bumpiest ride thus far. I joined the school with a lot of hours and I’m wondering how long should I keep going at it? I’ve wanted to become a pilot for years but I’m continuously facing obstacles. Every week I feel like something comes up and the finish line for my private gets further and further away. At what point do I call it? I don’t want to quit but I’m struggling to push through the nonsense. Does accelerated school get easier after the 1st cert? Do people feel more secure in their training after private? I’m just trying to figure out where I should go from here. If anyone’s had any success stories from accelerated programs, please share your experience (Especially if you came into the program with already some hours)! I’m getting in my head about all this.

——————————————

More details:

In my time at the school, my checkride has been rescheduled 3x

• First was because I switched instructors and needed a little extra time for the new instructor and I to find our rhythm (I made the call to reschedule checkride date.) • Second ride was rescheduled because DPE was suspended. • Third was rescheduled because I have built up fluid in both ears and now am waiting to recover. • I also was informed by the school that I’m indefinitely uncleared to solo after having solo’d for over 15 hrs because I asked my cfi for a 2nd opinion on something during startup. I was just practicing good ADM and they counted that against me.

So I just got my commercial rating and I'd like to start getting my resume out there. I've seen some sample resumes that are really aimed at someone who is looking to fly as their first real job. I have 20 years in the software industry including 15+ at one of the big 5 as well as a bunch of time as a mechanic, not aircraft related but I can easily do maintenance work.

Can anyone point me to some appropriate resume samples for low time hour jobs like Southern Airways Express and others?

500 hours, ASEL, Instrument, Complex, Hi Perf, Tailwheel endorsements

Thanks!

Hi everybody. Strange problem I am trying to overcome. Student pilot with around 30 hours. Flying a cherokee. Been soloing for the last 10 or so. My biggest hurdle to date (since figuring out my landings) has been trying to figure out what to do with my foot placement on the rudder pedals. I am almost 6'6" with size 13 or 14 feet. My instructor is constantly on me about inadvertently pressing on the toe brakes. The problem really became evident to me when we had to abort a short field takeoff due to less than expected acceleration very likely due to my feet touching the toe brakes. Since then I have been trying everything to adjust my positioning. Problem I am having is that I almost need to keep my feet flat on the floor with just my toes on the rudder pedals and this feels very off and makes me feel as though I have less control over the aircraft. It also makes the transition from flying to landing very awkward. Prior to this I would have my heels on the floor sliding my heels as I would make rudder inputs while curling my toes back. Is this a size problem or just a common student pilot issue? I'm going up Monday morning and overcoming this issue is going to be my main objective...just looking for any advice.