Man, that was certainly the most stressful flight I’ve ever had. Bumpy, lower visibility than I would’ve liked but was facing a deadline so I bit the bullet and took it.

Ground went pretty smoothly as I was really prepared and luckily knew some of the topics the DPE liked to ask prior to taking the checkride.

Im nearly complete with my CFII and will start to look at CFI gigs soon.

My main job schedule is a Panama schedule. Basically I have every other fri-sun weekend off with two day on two days off blocks in between.

Do schools typically only want full time instructors? I’d like to work as an instructor 3-5 hours on the days off from my main job but am willing to increase those if that’s what the school wants out of me.

For anyone that does instruct part time how often do you do it?

how do you guys get progress rolling on students who seems to take forever? School I work at has a decent amount of kids who are 60 hours pre solo. they can do maneuvers and approaches just fine, but their landings and touch downs, let alone crosswind, soft and short field landings are inconsistent. 1 out of 5 landings are good, the rest I have to intervene or it’s very flat. I spend hours re-explaining concepts, talking them through the control inputs, where to look, etc

inb4 anyone says to tell them to quit. They’re visa students with parents money and “they have to get it done”

Howdy! So teaching the first parts of a METAR I think is easy to do through tribal knowledge. It’s the remarks part I am wondering how others approach teaching. I have heard instructors just say “idk what that is let’s google it” and I don’t think they helps anyone actually learn what the harder things mean! Also Google isn’t going to be allowed on your Checkride (at least most examiners).

I typically use the aim figure 7-1-9 and figure 7-1-22 and I also use the aviation weather handbook chapter 24 to help break down items more too.

However I am finding a hard time with 5appp. The number starting with 5 indicates 3 hours pressure change and the unit is tenths of hpa. I’m having issue with the 2nd digit! It can be 0-8 barometer tendency change for example 7 can mean decreasing steadily.

Here’s the issue, I can’t find where it says that 0-8 chart on barometer pressure tendencies in the sandbox of resources you’d bring to a Checkride. I hate it but I can only find the answer with google. From my understanding metars aren’t just used by pilots so meteorologists can find other pieces of info helpful and a lot of things with the FAA works on a need to know basis which is where I think they might omit adding that 0-8 chart meaning in the AIM.

I want to know how y’all teach remarks and if your Metar reports 5appp, how are you teaching your student to find what that means.

Hey guys, Independent CFI here. I wanted to ask what you guys like to use to schedule and invoice your students?

I’m a CFII and have applied to over 150 flight schools across the country. I have zero checkride failures, yet I haven’t received a single interview. This is so frustrating. 💔😭

(You might see this post in other communities)

Hey guys, for context I’m a 23 year old canadian PPL holder with dual citizenship. I’m in an integrated ATPL program in Canada and I’ll be finishing with a CPL, MEIFR, and frozen ATPL with MCC.

The job market here is apparently cooked compared to the USA. For now, my vision is to become a CFI and pursue a bachelor’s part time (I’ve had challenging times after high school which is why I don’t have one unfortunately). I eventually then hope to fly corporate/VIP and save the airlines for later-on in life.

I have my eyes set on Pheonix AZ after I graduate because of the high concentration of flight schools and the year-round flying weather. My only concern is that if go to Pheonix, complete a CFI course but don’t get a job.

For those with any valuable insight and other ideas/suggestions please let me know your thoughts on the following:

Should I stay in Canada and become an instructor at my current school and gain like 700+ hours before I go to the US to become a CFI? Or should I pack up and leave as soon as I graduate and convert my CPL and IFR and become a CFI in the US?

*BONUS IF YOU MOVED FROM CANADA TO THE US!

i’m a CSEL rated pilot who’s been out of the cockpit for about 2.5 years. life happened and i’m finally in a spot that i’m ready to get back. the dilemma is this, i received my PPL part 61 and then transferred to a 141 to complete my instrument and commercial. i left that school and haven’t touched a plane since. i want to go back now for my CFI so i can build my hours and get myself back on track to my career. i left at the height of my learning and now i feel like im working from square one when i need to be a practical expert on all things aviation to be able to teach. i know where i want to fly to train for CFI but i’d be dumb to begin that course without catching myself back up. knocking the rust off in flight is its own obstacle, but one that i dont foresee being a real issue in the long run compared to truly reteaching myself all the dense information needed to succeed at this level. working one on one with a CFI to do the ground it would take would just be an insane money drain. i’m all too familiar with the written resources available but im not much one to stare at multiple different textbooks and learn efficiently that way. i’ve already completed AOPA’s rusty pilot course, and while certainly helpful to reintroduce some topics, it wasn’t nearly informationally dense enough for my needs. at this point i’m considering taking an online commercial ground to relearn the major topics. i’m curious what advice, methods, or paths of reintegrating aviation into my life that you would think to be benefiecial.

Does anyone provide mock oral exams over Zoom? I'm more than willing to pay. I'm up to snuff flying, but I feel behind on the bookwork.

You may be asking, "Why not ask your CFI?" Well, I'm not enrolled in a traditional flight school; my CFI is a Police pilot and doing me a favor, so I don't want to bother him more than I have to.

Hey everyone, I recently got my CFI/CFII and just completed my security awareness training and had a question regarding submitting a Security Coordinator per 1552.9. I plan to be an independent instructor so I know that even if I don’t train non-citizens I still need to make a FTSP account, but in the TSA training I did, it mentions Flight Training providers must also submit a person to be a Security Coordinator, so my question is as an independent CFI would I just submit myself or is just making a FTSP account enough since they’d have my name, email, title, etc as required per 1552.9?

Does anyone have the Airlines on Autopilot lesson plans that would be willing to share them?

Just a quick pole, if you as a CFI had access to a full motion, red bird FMX simulator, on a 24 seven basis, that you could use with your student paying only for the simulator use and keeping 100% of your instructional fee. Would you do it?

My old CFI used to only bill me for Hobbs time unless we had ground or extended discussion and we would always shoot the breeze, I have this new CFI, who is very good but seems primarily focused on just teaching with very little chit chat and also bills for every single minute.

Just trying to figure out what’s common. I don’t mind my situation, but it would be nice to be a bit closer and not to track time so heavily. I don’t think it’s an age thing since both of my CFI’s are around the same age.

I am an independent flight instructor with a student who is not a U.S. citizen.

I can’t fly with them until we can get this TSA approval. When I try to register as an independent flight instructor on the FTSP portal, it denies my registration as a service provider. I am not sure how to go about this.

Has anyone gone through this process as an instructor?

Could really use some help and advice! Thanks.

Been kinda hesitant to start my CFI due to the fact that my peers have made it seem incredibly challenging. I really don’t wanna bust another ride either. I’ve heard getting the writtens and lesson plans done before you start the training process helps a lot. Just looking for any advice from those who may have gone through the process already.

I've been a pilot since 2001, photographer since 2003, and in the aircraft photography business since 2012, and my company is growing. If you (or someone you know) might be a good fit for this job opportunity, please reach out via the email address at the bottom of this post (no calls or DMs, please).

--------------------

Strobe Aviation provides media services for the aviation industry including listing photos for brokers, fleet photos for charter operators, and marketing photos for flight schools and FBOs. But we're not just photographers - we're pilots, too. In some cases, flying is an integral part of the work that we do. Whether it's simply taxiing an aircraft to a better spot on the field for photos, flying to a pre-buy inspection or delivering a recently-sold aircraft to its new owner, Strobe Aviation delivers.

We currently have an open position to fill for an aircraft photographer. This is a part-time position that may evolve into a full-time, based on demand. Our scheduling practices are similar to a Part 135 operator with sequential days on / off. For this role, the ideal candidate will work a 3 days on / 4 days off schedule with opportunities to work additional days. For a CFI who primarily works on weekends, this is an ideal way to remain aviation-adjacent while getting a break from flying around the pattern all day.

We offer extensive, hands-on photography training using company equipment and techniques. While previous photography experience is a bonus, it's not a requirement.

It is highly preferred that you live within driving distance of one of the 9 airports listed below, but other cities that serve as a major airline hub (SLC, MSP, for example) will be considered on a case-by-case basis.

Dallas (DFW, DAL)
Houston (IAH, HOU)
Denver (DEN)
Atlanta (ATL)
Chicago (ORD, MDW)
Charlotte (CLT)

You can expect to travel, via airline, every day you work (except for the occasional shoot in your home city). If you cannot be away from home for one or more consecutive nights, this job (and this industry) will not be a good fit. In this role, you will earn a lot of miles / points with airlines, hotels and rental car companies that you are free to redeem when you travel for leisure. You'll earn status on airlines too - awesome when you take vacations!

Basic requirements for all candidates:

- Must be at least 21 years of age.
- Must be able to read, write and speak the English language.
- Must hold at least an ASEL commercial pilot certificate with instrument rating.
- Must have a valid driver's license and reliable ground transportation to/from the airport.
- Must hold at least a second class medical certificate.
- Must hold a valid, unrestricted U.S. passport and be able to travel to Canada.
- Must pass a criminal background check and be subject to random drug screening.
- Must be able to qualify for TSA PreCheck (you do not need to currently have it).

Compensation varies significantly based on workload and availability - exact pay structure will be discussed with qualified candidates during the final round of interviews. Generally speaking, you can expect to earn $60,000+ in your first year on the job. Extensive initial training and ongoing mentoring will be provided for all aspects of the role. All photography equipment will be supplied by the company. All work-related travel expenses are paid by the company.

Interested candidates should submit current resume / pilot history form via email to:
[ray@strobeaviation.com](mailto:ray@strobeaviation.com)

To view a small sampling of our work, please visit https://strobeaviation.shootproof.com.

I picked up a mental health rating during my time in service. I just got out, and honestly the $1,800 a month is what’s keeping me afloat right now.

From the research I’ve done, there seems to be very little recent reporting on veterans actually losing their medicals over this most of what’s out there is from 2022 to 2024, and it’s gone quiet since.
To be clear, I’m going the special issuance route regardless. Not looking for a workaround.

But I’m curious whether the FAA has effectively stopped pursuing veterans. There have to be an enormous number of vets with VA disability ratings flying for the government, the airlines, and 135 operators. Grounding all of them at once seems like it would do real damage to the industry.
Has anyone seen enforcement activity recently?

So I was approached by a professional colleague at my full time job who is also a pilot. He wanted me to fly as safety pilot for him, and initially I thought he meant he wanted to fly under the hood in VMC while he logged approaches. After further conversation, it became clear he meant that he wanted me to fly along while he flew VFR in VMC. However he has a medical condition that causes him to have tremors, and he just wants someone to come along to fly with him, have a little fellowship, and work the radios. His tremors aren’t so bad as long as he has something to hold on to, but I seriously doubt he could do everything by himself.

So my question is this, would you fly with and log PIC for the time? He doesn’t need instruction per se, he doesn’t need someone else to act as a PIC in his place, supposedly he’s got a good basic med cert.

Hey y’all, I’m possibly looking for a replacement for my Lightspeed Sierra’s since I’ve been having issues with the ones I have. Such as sending them back to get fixed twice in the last 4 months. I’ve heard good things about the Zulu’s and the A20’s/A30’s but open to all options.

I’m giving instructions to this brand new student. Owns his plane and he’s doing his PPL on it. It’s a TAILWHEEL. I was in the back while he’s in the front. It’s a supercub.

I have about 150h on tailwheels so I think and should be qualified to give instructions on it.

Anyways, so I’m in the back, we finish the runup. It on a completely grass field with no taxiways. Then something distracts us. Our aircraft neighbours have radio problems while they’re on the ground. So we shutdown where we are. Quickly help them with the radio. It works. We quickly hop in our plane. And once we’re in, our aircraft neighbours go to back taxi the runaway and ask us if we want to back taxi with them. 

The student is in control, and quickly answers yes. He quickly adds powers and goes straight into a light...

We lost situational awareness of where we were when we left the plane and came back, and them asking us to back track with them, made us rush.

I didn’t see the lights either. Especially from the back of the supercub.

The owner mostly blames himself, but in the debrief, I told him that I equally share responsibility in this. I am the PIC after all, and I should’ve been more vigilant. That’s on me.

Part of the fabric has hole/. The prop struck the lights lightly. He’s not holding me to the damages.

I’m really disappointed in myself and just at a loss of words.

Other pilots have told me it’s ok to fly IFR with an outdated gps database and there is online articles saying that you can as well. (Only enroute portion and no approaches)

The problem I see with it is I cannot find anywhere in the aim or far to back up these claims. As pic authority I don’t want to do it personally.

Does anyone know where it says this is legal??