This happens weeks ago, but wanted to share my story about this flight. I’m a 17 year old avgeek, and I want to be a pilot. I’m hellbent on it. I asked to visit the flight deck after we landed on DL630 (how could i resist, lol), and this FO, whose name unfortunately escapes me, showed me around the flight deck, aircraft systems, and what it’s like flying both the 757/767. It was an absolute joy, I felt like a kid in a candy store. It made my vacation!

Pilots have quite a lot to do during and between every flight, and it’s a regular occurrence or even inconvenience for pilots to show people around the flight deck, but for avgeeks like me, we cherish these memories, and that moment gave me newfound motivation in my aviation journey.

Whoever that FO is, on the off chance that you see this, THANK YOU 1000 times for further fueling my love for aviation. Thank you for giving me a glimpse into the dream that many of us in this community share. Also, thank you for the trading cards!

Do you just take walk/take the crew car to the nearest gas station near the airport to get fuel? And carry 5 gallon empty Jerry cans in the back of the airplane when you do X/Cs?

Had my first solo today in a Vans Rv-12 iS I built with my father. I took off, did some steep turns, and did 3 patterns upon returning. All greasers. I have just over 490.0 hours now!

Currently training for my private here in the US while working a full-time 9–5 to pay for it. My routine is rough — flying from 6–9 AM, then straight into the office for 8 hours, Monday through Friday. I’m passionate about aviation, but I’m starting to feel the burnout creeping in.

Here’s the deal: I’m a dual citizen (US and Philippines), born in the Philippines. My dad’s an airline captain back home and has strong connections that could help me get into flying ATRs or A320s once I get my commercial license. If I moved back, I could live rent-free, have a car, and actually start flying commercially and building hours. I’d finally be doing what I love instead of burning out at a desk job just trying to fund training.

In the Philippines, I can potentially start flying with ~250 hours. But I know that if I ever want to come back and apply to regionals in the US, I’ll need to hit that 1500-hour mark. So I’m wondering:

Would it be smart to move to the Philippines for 1–2 years after getting my commercial license, fly there, build hours, and then return to the US to hit 1500 and apply at regionals? Or should I stay in the US, thug it out, go the traditional route (CFI/CFII/multi), and keep grinding here?

Would love to hear from anyone who’s taken either route—or knows someone who has. Pros/cons, any surprises to expect, and what regional recruiters care about would really help me make this decision.

Hi All

I have a turbo normalized A36 with an IO550B. I climb out at 2500 rpm. At lower altitudes 6-7k, after leveling off, I pull the prop back to 2300. Then find lean of peak. However at higher altitudes, 12k or more. After leveling off, pulling the prop back I cannot get it come down to 2300. Is this normal? Or am I missing something?

I’m a student pilot and went flying today, this would’ve been my 3rd time soloing. The winds weren’t bad at the start but about 10 minutes of flying, they became pretty bad. I was handling it fine but it shook me a little bit. It was the most turbulent air I’ve flown in ever so after 2 touch and goes, steep turns, and s turns, I was done. I’m happy with my decision but my instructor wanted me flying a little over a hour and I only got 0.8. Was I being a puss or did I make the right choice? I think it was smart to end when I did.

The winds were variable, gusting 15. I’ve flown in higher winds it was just super turbulent and not consistent winds

Edit: Thank you all for the support. It means a lot and made me feel even better about my decision!

II ride coming up. Going in a c172 G1000. Thanks Again!

Does my CFI need to have a high-performance endorsement in order to provide my training and endorse me to fly high-performance aircraft?

I’ve seen this thread before but it hasn’t been mentioned in awhile. I’m considering Flight Uniform and Acutabove. I’m 6’ 165 lbs and am relatively fit. I like a tighter cut and plan to wear an undershirt. I like Flight Uniform for being machine washable and dry able, although it seems people really think they’re thin. Any experience with both would be appreciated. Or if you have a brand you love, I’d highly appreciate it! Thanks!

Ok group go easy on me lol…. I’ve wanted to get my pilot license (ppl) for years but unfortunately have not been able to afford it. I was recently let go from a job but have found another, I’m thinking of using my 401k from the last job to pay for pilot training this winter. Any advice or thoughts? I’m 36 and have another 401k form a previous job many years ago that’s about 5x more than the one I’m thinking of using so I still have a nest egg.

Hello,

I am a PPL low time pilot (about 80hours) and made a really stupid mistake during my traffic patterns today. I will try to keep it as short as possible. I was flying at my current home airport (uncontrolled) and had some good winds today. I think it was about 020@15 and some weather reports said 028@11G24 (there is no weather station at the airport). There were some windshears on final and the wind changed rapidly at some points, so I was quite busy focusing on doing some good landings, holding altitude correctly and monitoring for other traffic, performing go-arounds two times etc. I did about 12 touch and go´s and they went quite well so I was quite happy and was about to finish my flight. When I was on downwind for my final landing flight service told me Riga tower (nearby international airport) said I entered the CTR and a report will be filled. Honestly it was a shocking moment for me because everything till now went quite well during my flights and now I entered a CTR without even seeing it. I then changed to Tower frequency and asked to confirm and they confirmed it stating I entered the CTR at 900 feet 2 times during my touch and go´s .

So at this airport the traffic pattern altitude was 1000feet but the upwind+ crosswind section for 32 is at 600feet (I don't completely understand why). I would always fly at 900feet altitude at the traffic pattern to not fly into CTR accidentally (starts at 1001feet) at the section where the traffic pattern altitude would be 1000feet. I climed to high to early, probably around the red markings on the picture (on crosswind) I was already established around 900 feet. I know that most of the times in the US (because I did my ppl in the us and now got an EASA one) you get a number to call but I was not given any number. I was directly told that a report will be filled. I was also told that they will contact me.

It took me quite some overcoming to share this because I am quite ashamed and upset about myself especially because I had multiple flights at this airport before and knew about the altitude but it went out of my focus. I think it is important to share stories like that and learn from mistakes.

By chance does anybody know what steps/consequences will be most likely to happened next ?

Thanks for your time reading the post and answering.

Have a nice Sunday.

​

I recently talked to a DPE, who stated KingAir 350s don’t require recurrent per the FAA because they are part 23 aircraft. I cannot find the reg on this. Is that true?

Full send I guess

Was wondering if anyone has experience at either school, looking for somewhere to do CFI training and have been looking at both schools among some others any input is appreciated

Hello all,

I am planning for an event in the NJ/NYC area in late May, and there will be a lot of people and hopefully a lot of interest in aviation (DM me for details on the event if you are in the area an interested in flying). I would like to have a bulk stock of expired VFR sectionals, AF/Ds, IFR enroute charts, TACs, etc. to give out to kids and people with interest in flying, and i know that there are tons of these expired items around the country that are not in use.

If anybody could provide information on how to obtain many of them, please share!

If anybody has tons of them they would like to send over to get rid of, please DM me.

If anybody is around the NJ/NYC area and is interested in whatever this event is or is interested in flying, please DM me (It is in late May)

I’m looking forward to hearing from y’all, thank you!

I'm 54. The airlines are probably not realistic so what are some other options if there are any?

Might have to get a tetanus shot and can’t find any FAA info on flying afterwards. Any have any info?

CFI here. Personally I have 6 figures and over 3 years of my life invested into this so I am very diligent about complying with the rules.

Every now and then I will go on timebuilding trips at my own expense and have found it surprising how many self funded timebuilders will want to hand jam their logbook. Such as having a third person in the back logging time too.

I am just curious how often these guys get caught? And yes we all know the urban legend of the guy that pencil whipped a flight in an examiners plane

I’ve been talking with other students in my program. What they’re saying has not been encouraging. One has applied what seems like everywhere in the US to no avail.

I’ve been hoping to get a position as a part-time instructor with the University. Though with another fellow student not being able to get a position with a flight school outside of the University, even with CFII which I don’t have, I don’t know what my chances are.

So the question becomes, is what I’m hearing the truth of the situation? Or is it just a slew of bad anecdotes that doesn’t represent reality?

as the title says he showed me how to do the walk around once, ofc I did my part and ended up having to do some research and studying on a proper walk around so I don't forget anything, but this makes me very nervous as I've only started flying last week so I am bound to forget something or maybe not tighten the gas cap properly or check fuel properly that stuff scares me and puts more pressure on me, I also find dents sometimes on the aircraft and I don't know what does and doesn't look serious. Everytime we fly he doesn't even bother to do a quick 30 seconds look on anything. idk what to do and I'm slightly scared to speak up and to who. Because of this I'm not focusing properly and end up spending 300-400 per session but not with full focus of incase i may have made a mistake. Very frustrating scenario!

EDIT: for those who say "my instructor probably checked before our flight or flew earlier in the day" ummm no. I get there at 7am way before he does, check fuel levels, oil levels, do a walk around (without a checklist I didn't even know there was one, I'll check the POH from now on for that) and then do the weight and balance calculations then he arrives briefs me and we go fly.

Hello,

I can’t find any scheduled maintenance for it, but every time I try to access eCFR I get a 403 Forbidden error. Trying to show my students some regs and it won’t pull up.

I am waiting out the window for the ADHD fast track (four years) and would like to learn something useful in the interim aviation related. I am looking at earning either my Private Glider Certificate or my Light Sport Certificate.

I have a little knowledge on the hour transfer towards PPL but am torn between the two. Glider is, obviously, cheaper and it seems like you can learn some valuable skills chasing thermals but LSA involves flying a powered aircraft. Definitely transferable skills there.

If you were me, which would you choose? Thanks for any input.

Just passed my PPL and now starting instrument. I bought both Sheppard Air and Kings since shep air is mainly for the written and to actually learn the material use a separate ground school. Should I be starting off with Sheppard Air and take the test then study with Kings or learn the material first on Kings then supplement with shep air? I read in their essential info that it might be difficult to study sheppard air without first doing a ground school, but it seems like a lot of people do it anyway and it works out.

Title. Just feeling a bit silly waiting around for the multi IFR rating. Not in the best situation to travel for it due to financial concerns, but if I must I’m not opposed. Renting the 172 by myself just seems like a waste of money at this point because I don’t need single engine VFR pic right now. In the meantime I have a full time job saving for said rating, wondering if there’s anything else I could be doing on the side. Instructor worth it? Or maybe I should just take the 172 for some laps here and there?

91.205 requires a red or white aviation anti collision light. I always assumed that was the strobes but the Letts interpretation says that if you have both strobes and a beacon then they are considered one anticision light system and if any light in that system is inoperative then you are unairworthy. Why then does the KOEL for a C172S say that strobes are required for all ops but the beacon isn’t required for any. Does the KOEL or the letts interpretation have more pull over what is actually required?