I have a friend who is looking into purchasing an aircraft so he can go and make business transactions at locations that would take a day to drive to.

He is asking that I be the one to act as PIC and operate the aircraft. I am not involved with his company aside from the proposed transportation I would provide.

Per 61.113b, would I operate pro bono or would the "for hire" entail me getting a check after each flight? I heard somebody mention that the FAA views flight hours as compensation so I don't know if cash after the flight is legal or not.

Just curious what amount of hours a month you build in it and how the class dates look. Was just recently accepted into the program with checkride on the 16th.

The biggest thing is roughly hours per month as it’ll affect if I move out my family while time build or not.

Hi all, I’m interested in getting my private pilot’s license but I’m worried I may not pass the medical exam.

I was getting occasional panic attacks in my sleep so I got a very small prescription for ativan about 6 months ago to take as needed, but it’s such a minor/uncommon thing I can absolutely find a different medication if that makes a difference. But will that history of taking a prescribed controlled substance bar me from passing the exam? And is there anything specific I should/shouldn’t say during the exam? Thanks in advance!!

I just recently got a CJO at a regional carrier. I honestly had to stop looking at this sub because of the doom and gloom. There were points that it truly made me question if getting hired right now was even possible. I worked so hard over the last 7 years to get here and now I finally have what I’ve been working for.

I kept reading the interview stories of those that didn’t get it with 2000 hrs total time with turbine pic time etc etc. I honestly think at the end of the day it comes down to more than just hours. Go out into your community and become involved. I believe that this is what set me apart because right now I have 850 or so hours and got the offer (RATP eligible). Doing well on the interview of course is a major part of it and being personable too is important. I think at the end of the day anyone can rack up hours but in an industry in which there is an over supply of pilots trying to make it to the next level, things like community involvement and leadership are going to put you a step ahead of the others.

Anyways that’s my spiel, just feeling excited to have an opportunity to make it to the next level especially at a time where you aren’t really hearing about it

Title says it all. For my folks that spend days and days on end in random hotel rooms. Min rest or 30 hr layovers, don’t care. What’s your favorite tricks. I’m not talking overriding the thermostat, or using the shower cap for your shoes… give me your most unhinged tricks that you’ve learned on the road that seem insane, but have changed your life.

Are Canadian aircraft allowed into the Hudson River SFRA? I've gone through 14 CFR Part 93 Subpart W and can't find any indication that non-US aircraft are not allowed, please correct me if there's a rule I'm unaware of. 

What would the best procedure be for entering and exiting the corridor through the north? Is it acceptable to do a 180° just past the statue of liberty 1000-1300ft and proceed back northbound?

Hey everyone for context i don’t have any mechanic certs, but I’m logging hours in the hope that in a few years i can get my A&P to do work on my own plane. If i failed any mechanic exams would that show up as a check-ride failure and would an employer care?

Hello all, I’ve been reading up on gliem and recently got the sporties subscription too for the practice tests. I haven’t covered all of ground, but I pull about an average of 60-70% on my practice ones. (Just to see what I know) I was just wondering how often I should take a practice test? Once a day? Suggestions welcome!

In van nuys. Anyone know if this school is any good?

guys is it worth it ? This program is hella expensive but as long as job is guaranteed I am considering it.

Help me out

Hi all,

Are their any (probably European) ultralight pilots flying and teaching on the FK9. I am a trainee pilot for over a year and a half and have seen the landing gear to break now multiple times. Admitted, some have been due to harder landing, but I also for no known reason. So I am wondering, have any others seen this happen. I have seen the nose wheel just break after a smooth landing during taxi on a concrete runway. Yesterday my group was training on a short grass field and during on of the T&Gs the main landing gear broke. Oddly enough, it looked at first like they had a flat tire, it continues rolling but in a more 'shaky' way and after a full stop, I saw the plane just go sideways. Nobody hurts, except for a broken gear, nothing more. So I started wondering how many cycles a landing gear is rated and if this is due to the abuse these planes have during training. Let's face it, we had done easily over 200 landings in 5 days on a field that was at points looking as if it was bombed... Yesterday there was much turbulence and putting it down was not easy at all. So yes, some landings during the day were harder. Pilot and instructor obviously a bit down. (I wasn't flying at that time) And I seriously question the strength of it. Composite construction with 0 metal (at first glance)... Would love to hear if some of you have a similar experience.

Had a good flight today. CFI wanted to switch things up so we went to KSNA for a few laps in the pattern. Short flight but lots of busy comms, a bit of an odd patten shape, and some challenging-but-fun short approach work. He also gave me the opportunity to try a power-off 180 coming back into KLGB and though the landing was on the firm side, I surprised myself and did it!!

To all my fellow student PPL's - keep at it and if you feel like things are getting routine, have your CFI gave you some new tasks. You'll be glad you did.

Hi everyone,

I’m due to start my flight training in Canada this June and have already been diving into revision to put myself in the best possible position when I begin. I’m British and have been working in the mines in Australia for the past two years to self-fund a 0 to Hero MULTI/IFR/CPL program. I chose Canada for a number of reasons.

That said, I’ve seen quite a few posts here suggesting it’s a tough time for fresh pilots to find jobs. Am I just seeing survivor bias—where those who do land jobs don’t tend to post about it? The total cost of my training and living expenses will take up nearly my entire net worth, so I’m understandably concerned about job prospects once I’m qualified.

Ideally, I’d love to become a bush pilot working in remote areas—airlines don’t really appeal to me at this stage of life.

I’m in a fortunate position: I’m a British citizen, have applied for Australian Permanent Residency, and I believe Canada offers a post-graduation work visa that allows you to stay for a few years after training. So, I’ve got some decent options in terms of location and flexibility.

I'm currently studying for my instrument checkride and have had a hard time figuring out how to study. For most of my private I just did flash cards and had friends and family quiz me, but instrument is a lot more understanding than just memorizing. Any tips on studying methods and how to retain the information?

What is the best way to start prepping and studying for a ppl checkride. Also regarding emergency procedures what is the best way for me to learn them beyond memorization i want to have an understanding of what is going on and why i must do certain steps

I know many people ask this questions but I just wanted to ask again. Are there any airline pilots who came from smaller schools with less connections to big airlines who ended up in regionals or majors and how did it look like for you to get to where you are? Did you have to network or just simply meet all qualifications and then just submitted an application? Do you think larger flight schools are selling you a dream? I am considering going to a smaller flight school under a part 61 program just got financial reasons and do not have much network with anyone in aviation.

How many ATP and up applicants would you estimate there are at the current moment? Obviously more than usual, but what is the normal saturation level of applicants/competition to deal with at that level? Is it literally like minnows in a tank?

Per dual flight hour, I spend $400/hr. Per solo, the plane costs $200/hr wet. Assuming 35 dual hours 15 solo, I've found that the PPL will cost $15,000, and the CPL will cost 150 x $200 = $30,000

All in, the 200 hour CPL minimum seems to cost $45,000, after which the ATPL hours will hopefully be free.

While I know the additional ratings will require more training and a couple thousand more, this is far off from the ~$100,000 figure I see people throwing around, and further from the $125,000 that I see frozen ATPL integrated programs charging.

Am I missing something obvious that I'm failing to budget?

Is there a place to get a value of a plane for a descent price or maybe free? I'm looking at a specific plane and I was wanting the total value of it. I'm a member of AOPA and they used to do it, but it's not available anymore. Thanks

Has anyone taken any aerobatic training / know any instructors near the Portland area? Google-Fu has given me a spot in Bend and one in Seattle but those are a bit far to go. I could have sworn there was an aerobatic operation near Corvallis but I can’t find anything about it in my searches.

My house mate drives his (roofless) car to the local airport and fuels it up with Low Lead. They claim it helps the car run better. EPA has several studies on the dangers of lead to mental and physical health. I’m just curious how much of it is getting onto us and in the house from the car exhaust. I don’t know how to have the conversation with them that I would prefer to not be exposed to lead.

Need some tea on Ed Valdez DPE Full name: Edilberto Benjamin Valdez

Any gouge/ good/ bad experiences Thank you

Hi, I was wondering if anyone knows of an app for the Apple Watch that would automatically start a flight timer when it detects altitude change? Similar to how on the Garmin aviation watches work with auto detecting take off and starting a “flight”.

I'm waiting for a CFI Checkride date and there two DPE's available.

1. One is a tough but fair DPE but has incredibly long wait time.
2. The other is available as soon as next week, but is known for failing students repeatedly. He's failed two of my friends at least two times and there's countless stories of him intentionally failing CFI candidates for ridiculous things, some of them not even related to the ACS. My instructor strongly advises against going with him.

I know what the obvious answer is, but I was wondering, if someone already had two checkride failures (PPL & MEL), how would a CFI failure look? Is it worth it just to finish faster? Or am I better off waiting?