Trying to schedule my written but apparently I had a MFA when I first signed up for my PPL. I don’t have access to the MFA app (whichever I even used) anymore and have no idea how to reset it. Anyone else experience this and how did you resolve it?

Say you had a credit with CAE or FS redeemable for a type rating course, what a/c would you get typed in? And what would the considerations be when choosing? (If you didn't want to be on the road a lot you'd stay away from l/r Gulfstreams, Globals and 7X/8X) Show your work.

Anyone here a CFI in Los Angeles? I’m about to take my commercial checkride and if I pass I will start CFI/II training right after. I currently live in Pennsylvania but am originally from Los Angeles and have a will to move back but at the pay rates of CFIs these days it may not be worth it. At least from what I can tell on paper. Any advice on cost of living and apartment options? I’m totally fine with having roommates seeing how dramatically more expensive it is to rent compared to Pa.

After a month of ground-school, I passed my Turbojet Flight Engineer check-ride. This was simultaneously the hardest and easiest rating I’ve done. The ground school was a challenge for me as well as the simulator, but the checkride went extremely smoothly. It’s not the route the vast majority of people will go in this day and age, but I’m glad I’m doing it

I've been looking into how I can eventually make my way into Delta now that I've been making steady progress on my hours. Obviously the way to do this is to fly for a regional first to build even more flight hours to make yourself a more suitable candidate, but I've hit a crossroad. Should I apply for regionals associated with delta, like Endeavor, Republic, and SkyWest, and do their flow-through program, or should I apply for regionals associated with American and United, like Envoy, Piedmont, PSA, Air Wisconsin, Commut, GoJet, and Mesa, and cross-transfer into a FO position at delta?

Either way I'm pretty sure I'll have to make my way into the left seat before I can either flow-through or cross transfer, but I've heard positives and negatives for both.

Flow-Through is a more streamlined experience, but there's a limit to the amount of pilots that are let in per year/quarter, so it can take a very long time.

Cross transfer is much less streamlined but there's no limit to the amount of cross transfers per year/quarter, so technically the only limiting factor is how good of a candidate you make yourself.

Which should I go for? I think what's going to end up happening is that I'll apply for all of them and see how many emails I get back, but let's just say I have good interviews for both Envoy and Endeavor and I can choose between the two. Seeing that my end goal is the be a captain at Delta, which should I pick?

I reside in Manhattan and am seeking the best flight school to obtain a private pilot license and eventually transition into a major airline. Could you please provide some recommendations? I’ve heard that ATP is not a good option, and I only had the opportunity to visit Heritage Flight School. I would greatly appreciate any other suggestions you may have. Additionally, I am open to the possibility of forming a flight school in Florida if there are any recommendations in that area.

Hello,

I have my PPL check ride in about two weeks. I feel pretty prepared, but I'm really trying to polish up on everything now & make sure everything is good to go so I don't have to worry about it in the days leading up to my check ride. I have a few questions.

1. I fly a 50-year-old Piper Archer. In the POH & Placarded in the cockpit it very clearly states that the aircraft can only perform Chandelles, Lazy eights, & Steep Turns while the aircraft is in the Utility Category. The problem with this, is that when two adult Men are in this Plane it is always outside of the Utility Category (Useful Load is 430 LBS for Utility Category). So Me being 210 lbs, and my DPE, who is at least 200 lbs, would only be able to bring ~20 pounds of fuel? That's still not including our backpacks.

This Placard/statement in the POH does not make a whole lot of sense to me since it also states that the max Positive G force we can sustain in the normal category is 3.8, and 4.4 for Utility. During a 45 degree turn we really shouldn't even be coming close to 2 G's.

No one at my flight school has really noticed this and they just said that the DPE will probably be cool with it but it just worried me. Has anyone experienced something like this before? I'm not worried about the safety of the plane, but I would be worried about a DPE bringing it up.

2. Our Airworthy certificate is not on "Display". It is in a pocket next to the left seat. It is easily accessible, but it's certainly not on display, as you would have to reach into the pocket to pull it out. Would this be an issue?

I'm not super worried as this plane has been through many check rides with multiple DPE's over its 50 year life, but I can't help but worry a little bit.

Just what the title says. I'm working towards my PPL and its been 4 semesters of getting at this but I feel like I'm still not good enough. Its always a rollercoaster on how I feel; at the start I felt optimistic and excited to be flying, which turned to "I don't know what I'm doing", to "I can pass my checkride right now", to now "why did I choose to be a pilot as a career goal".

My previous instructor told me I should do fine on my check ride, but I couldn't take it as I had a couple of hours of flying left so I got bumped into the next semester to complete everything. I paid for more flight time with my new instructor to complete my training, but I feel like my new instructor is really detailed orientated compared to the other instructors I've had and nitpicks on everything, which I appreciate, but at the same time its been making me feel like a real dumbass.

I took my mock check-ride today and I "failed" on my power-off stall (not enough right rudder I think he said), s-turns (which is my weakest ground reference maneuver, my downwind turns are fine but my upwind turns are too narrow), and both my short and soft field takeoffs as I landed a little left of centerline and was a bit too firm on the landing. I also have a hard time maintaining a stable altitude and tend to climb when I'm distracted with other stuff and I'm pretty sure its not within ACS standards.

What do I do? Of course, more practice helps but that's also very expensive. Is this a common feeling that other people have? Is it the constant negative self-talk that's holding me back?

I'm trying to do more solo flying on weekends, but man weather can be a pain. What tools do you guys use for planning your flights around weather to avoid disruptions or having to waste a whole day? Is there anything reliable around there? How often/when do you look before flying?

Any suggestions or tips on the best way to practice your air traffic control radio skills when you’re not in a plane?

I am a newer cfi and one of my students has to do his 300nm flight for the commercial rating. I know that per 61.129 I can’t give him any instruction throughout the flight. I was curious, however, if I log that time as TT, XC, PIC, or any combination of the three. Anyone have any practice with this?

Just passed my commercial checkride a couple months ago. Funny enough, I still sometimes think to myself if I can really do this, especially getting to the airlines, which is my goal. I feel like I am so close yet so far still. When did you guys start feeling like “I can do this all the way.” Or did you just feel the same the whole journey?(feeling like reaching the airlines is too good to be true). Lol. Anyways I just wanted to share my thoughts and feelings.

Will the Army COOL credentialing assistance work with Part 61 schools or only 141? Also does anyone know of any flight schools in Oklahoma, besides Riverside Flight Academy, that will take Army credentialing assistance? Any info about this would be greatly appreciated

My iPad overheated during a checkride in the SoCal summer so I decided to design a cooling case. Here's a project for DIY-ers who want to keep their iPad cool for “cheap”!

https://preview.redd.it/9k5veqm5dkyd1.png?width=1053&format=png&auto=webp&s=d5e8769bac8f533e435338a362a61e6b34892ac4

Models, BOM, wiring diagram

Description:

• Cost of critical components: $133 (3D prints, battery, fans, switch, usb cables).
  • Add'l bulk-order for bolts and connectors: +$50 (but you could decide to glue/tape/solder everything together if you want)
• Fans 9.2 CFM/ea, 27.6 CFM total, more than any other cooling case out there. Killing a fly with the sledgehammer here.
• Rocker switch for battery power or external USB power
• 10000mAH battery and USB-C battery charge port
• DIY required: Sanding (if necessary) to get components to fit, connecting wires to fans

other posts:

1. MyGoFlight Cases
2. Other 3D printed cooling case in TX
3. XNaut Review
4. Other Cooling Cases: XNaut cooling case ($250); Wombat Ware ($185); MyGoFlight ($200-$300+)

Dm me and ill send you spare components!

I had a discovery flight in a plane today. I grew up around helicopters but was only in a small plane once or twice, when I was a kid, and wanted to see how I liked them. I learned a lot.

#1- I don't think I like low wing planes. I was spoiled I guess by the giant bubble windshield of a helicopter and the engine up behind me. Today I flew in a Piper and I felt like I was sitting in a bucket. Are Cessna's any different?

#2 - I'd like to find a local guy with a Cub and see if I can get a ride for an hour. That kind of flying and plane gets my interest more. Id like to see what it's like for myself.

#3 - Say I fly in a Cub or a different plane and love it and am ready to move forward. I'm 40. I'm almost double the age of the instructors in there. I have no problem at all with learning from a younger person, I'm sure I just would have to find the right instructor. Having said that, is there such a thing as an older instructor. Retired guy that just does it because he enjoys teaching? If so, I wonder how I go about finding one of those?

I'm just collecting my thoughts right now and thinking out loud I guess. Id really love to get my helicopter license, but airplane rating and airplanes in general seem much more realistic, cost wise, to me right now. That's why I wanted to take a flight or 2 and see where my heart is at.

I am having a very hard time estimating the descent rate I need for the distance I need to fly for my next “step down” and I am at my wits end. I’m either not descending quickly enough, or I’m descending too quickly and busting my altitude. I understand I need to be better about incorporating trim.

A few weeks ago I was flying these perfectly and now it’s trash. That’s messing with my head. I used to be terrible at flying ILS but now that’s cake and now I can’t get it together for the RNAV.

I get GSx5 is my estimated descent rate. But how do I know it’s fast enough for the distance I need to fly? Surely I don’t need to break out my E6B while I’m on final approach? I’m having a tough time figuring out my RPM settings and how they relate to my VSI/descent rate while trying to keep my airspeed about 90.

My FPM descent rate to fly between “step downs” will be different for a 6 mile leg on final approach than it will be for a 3 mile step down right? For reference I’m flying a C-172L.

I want to make a reference table so I know the distance I can travel given my ground speed and descent rate until it’s second nature but I’m not sure if it will even help.

Does anyone have any tips or tricks? I feel like an idiot. I’ve gone over it with my instructor on the ground but he has said I’m “doing fine” but it sure doesn’t feel that way and I’m absolutely punting the basics.

A year into this flying journey, 320 hours later and 4 Checkrides. I passed my Comm-multi today. Met so many good aviation folks along the way!

Is anyone currently going at this school? I have a couple questions I would like to ask.

Taking my CFI checkride in a couple days. What is the rule on teaching out of complex aircraft/ high performance? I thought I saw something about having 5 hours or something, and I can't remember exactly. If you get your CFI and have a HP and complex endorsement from before CFI, are you certified to teach others in those planes?

Anyone in here a flight instructor at Florida Flyers? If so how is it? I got a job offer there and wondering if it’s worth it or go L3.

I’m currently looking for this hat, I’ve searched every website with absolutely no luck. If anyone knows where I could find it or has one they’re willing to give up.

Hi, I have an interview coming with a pilot recruiter. I know others had mentioned there will be TMAAT questions but was wondering if anyone had any updates and could shed lights on how the interview structure is going to be like.

In a perfect world you could choose between the 3 airlines, but had to commute which would you pick and why.

Hi, everyone - I have recently met some fine individuals selling their 140s. I've done some research on co-ownerships/clubs, and think starting one to acquire of these planes is the right way to go for the type of flying I want to do. I started putting feelers out there and ran into more than a couple aircraft for sale, but haven't quite figured out how to find someone to go into a partnership with since a vintage tailwheel Cessna isn't exactly everyone's cup of tea.

Is anyone around NC (specifically around JQF, RUQ, AFP, etc. area) interested in this sort of deal? If not, anyone have any good ways to find reasonably trustworthy people to partner up with? I'm thinking of putting some more feelers in the CAN group and maybe seeing if anyone from the type club would have any pointers.

Otherwise, I've been reading AOPA's flight club resources and have been discussing the specifics of LLC/non-profit Corp. structure, bylaws, etc.

How difficult is the transition from a military rotary pilot to an airline? Also what does this transition entail? Will they hire you to the legacy airlines or will you be limited to smaller airlines coming from helicopters?

I am interested in the USCG flying SAR and wanted to gauge employment after retirement.

Edit* I know I am not even in yet, I know things will be different. I would just like an idea!

Hey guys, i am doing my first vfr navigation on monday with my instructor. We have been asked to prepare an approach/arrival briefing by using the chart of the destination airport. I never did such a thing and need your help to build a nice scheme to brief the procedure clearly and correctly. Can you help me please ? Thank you in advance !

Buddy just bought a plane and it was advertised with an overhauled engine. Had an IA do the pre-buy and said it was overhauled according to the logs. Another IA after the purchase was completed stated this was not an overhaul… anybody have a clue as to what this is overhaul or not? Thanks!

I'm about 20 hours into ground school and while I have a gist of things, there's no way I could actually pass an oral quiz. I might be able to pass a multiple choice for the written test, but that's it.

There's just so much to memorize, from what side is port/starboard and what colors, to what clouds produce thunderstorms, to how to read a METAR or understand a NOTAM, or getting into the weeds about how lift specifically works, etc.

Are you expected to know everything by heart? Does actual flying help put that knowledge into practice and make it make sense?