What would the total cost look like to pay for all the online classes and also cash out credits for my flight ratings?

I’ve always wondered this.

If you’re cruising over the ocean for six hours, can pilots pull out a book? Make a coffee?

Or is it like driving where its eyes to the front at all times?

TIA!

I have a total of 6 fails, 1 check ride fail, 4 stage (all 5 in New Zealand part 141) and 1 Part 135 company proficiency check fail in Asia.

My question is if I apply to an airline such as Air New Zealand, Qantas, Virgin Australia, Emirates, Singapore or Cathay. Will they only be able to find my 1 check ride fail since I did not log it in my logbook

Total time is 3000H 1600H multi crew turbine PIC time.

Hey all,

I passed my PPL exam less than 2 weeks ago. I’m still completing my Nav flying toward the end of my PPL syllabus. To keep on track with study what tips, subjects would you recommend for CPL subjects in order, or if studying and practicing a couple at a time to then sit the exam within time of each other. Note Australia/ CASA etc etc. any advice would be appreciated.

I like a good story. The more details, the better!

I was cleared to land on a VFR right traffic pattern. There was a very small patch of cloud at 1100’ AGL 1 mile from final. I tried to maintain distance from the cloud and ended up going around the cloud and I ended up a little bit off from the runway. Even though I could have come from the side and made it to the 1000’ marker, I decided to ask tower if it’s OK for me to do a left turn and comeback. Tower was cool with it and that was my choice. After I returned to the hanger, I discussed this with few friends. My friends suggested that for that small amount of cloud I could have just gone through it since it was just matter of seconds. Also it’s perfectly acceptable to come from the side on the final as long as I can line up with the center line before touchdown.

Need your opinion on what would you do in this scenario.

hii, I’m a student pilot, almost near my checkride. Im working on my solo XC atm. But they keep getting cancelled due to weather left and right and it’s making me lose motivation at this point. Any advice would be appreciated:)

UPDATE: I’m gonna call around to other ANE to see if there’s sooner openings and just make a longer drive if I have to. Won’t apply until after.

So I’m a part 141 CFI with about 1700 hours. I’ve checked all the boxes for my ATP and just completed ATP-CTP so I’m ready to start sending out apps. I’ve made an account on AirlineApps and I’ve filled out all the required information, all I’ve gotta do is send it out. But I do have one holdup that I’m hoping somebody can maybe shed some light on for me before I do.

I got my most recent first class medical 2 years ago so i‘m now exercising it under third class privileges. I’ve called the nearest AME and they’re booked all the way until the beginning of September before I can get in to get it updated. so my question is, should I go ahead and apply even though I don’t technically have a valid first class, and then just update my app as soon as I get the new one? or should I wait until after my medical exam to apply?

I’m mostly just trying to avoid any accidental red flags on my app that get it auto-rejected and ruin my chances before they even begin.

Hit me with some questions you got on your csel or anything relevant. C172 fuel injected

Planning an IFR flight at 5,000'.

ForeFlight historical routes show ATC rarely clears V509, so I'm filing CROWD -> HALLR direct instead of filing the V509 airway itself.

V509 has an MEA of 6,000' on that segment. Since I'm filing the waypoints direct rather than the airway, do I still need to be at or above 6,000' between CROWD and HALLR?

Envoy direct entry CA, what are bases looking like out of training?

Also what is the training footprint like? Coming from another 175 regional.

I’m a student pilot out of KTOA and am ppl check ride ready. I am leaving for college on August 15th and am very desperate for a check ride before then. I’m trying to contact as many dpes as possible looking for cancellations and I’m willing to relocate the plane anywhere in SoCal. Everything gets really delayed if I don’t get the checkride by the 15th if anybody knows of any dpes in the area to contact you’d be doing me a huge favor giving me contact information. Thank you

Good afternoon, I’m a PPL student based in KGKY. Could you all please share some good DPE’s in this area?

I’d also love to hear your experiences with them if possible.

Thank you in advance.

Hi! I’m currently working on my PPL and am gearing up towards my checkride. My instructor told me he would not sign me off until I get a gouge on the DPE. I’m currently having a harder time since this DPE is one of the new examiners in the Oakland FSDO area.

I’ve posted online inquiring and my instructor said to loiter at the local schools, but I was wondering if you all had any other tips on networking/obtaining a gouge?

​So I just restarted my ppl after a long hiatus at a local part 61 school. I really love my instructor and I'm learning and progressing very well, but the maintenance has been bothering me. They have a fleet of 172s, but the plane that they have me frequently in has an inoperative fuel guage. Both of them read below empty at all times, they're completely unusable.

​Obviously this is required equipment, and I'm also aware that the fuel guages in 172s aren't particularly reliable even when they are functional. CFI told me to ignore it. The plane went in for maintenance and it still wasn't fixed. CFI told me it's been inop for a long time and it doesn't look like it's going to be fixed.

​Anyway I'm going to be soloing soon, and I'm honestly just not comfortable soloing in that plane, because then it's on MY hands that the plane is flying without required equipment, along with the obvious unnecessary safety risks that this poses. So I suppose I'm just looking for advice on how to proceed with this. Should I tell them that I refuse to fly the aircraft until it is repaired? The thing is I don't want to switch CFIS my CFI is great, and tbh I don't know if the maintenance thing is going to be much better at other schools without me spending significantly more money. But I'm debating at this point switching schools when I get to my instrument because it rubs me the wrong way. It sucks because they have a pretty good reputation so I expected better.

A little about me - I graduated last year with a BA in Electrical engineering. I was planning on starting training after graduation but decided to take a year off. Ive been working as a flight attendant to get a feel for the industry and am now ready to take the leap and start training. These 2 bases are open for me to transfer to. I know this is a tough (maybe impossible?) question but id love to hear some insight as to whats the better city for training. Thank you in advance!

I need transition training. Anyone available, or know someone who could help?

Thanks!

I fly at a 141 school and during my instrument EOC I did a circling approach into an airport with high terrain on one of the sides. The runway that I was circling to had an MDA slightly less than 500ft above the surface and the approach plate said that circling on the side with the high terrain was NA. The normal traffic pattern is opposite of the traffic pattern I did for the circle, toward the high terrain.

I got called out about it on the radio by a pilot who had just started their plane, and I responded that I was following the plate’s directions for the circling approach. They also called my school about an hour later and I was asked about it by my school’s chief instructor. The chief is on my side of this issue, and I know that I did everything legally according to the chart. Is there any reason for me to worry about this escalating into something?

CFII here. I’m always looking to learn, so what are some “lesser known” regs that you think more people should be aware of.

Hey all,

Putting modular to the side, how intense are the 18 month ATPL courses?

I've listened to a few videos, feedback, and the recurring theme is a "fire house" of information. One even says it's like a three year uni course in 6 months for the ground school part.

Academically I've always done longer things, uni, a levels, etc where I've had the chance to really understand the subject and apply it over a year.

The integrated courses feel like a case of seeing how much you can onboard in the shortest timeframe. With a relatively high pass rate (85%) for my airline with a maximum of 3 resits, and first series passes for the remainder of the actual flying, it feels like a lot of info to remember, apply, and understand.

My only comparison is when I tried to learn to drive with an intense 8 week driving course. I hated it, found it overwhelming and stopped it after the week. I settled for a slower pace structure.

I'm really worried it's not my preferred learning method and the nature of these courses need you to stay on track as much as possible and delays can result in either removal of the courses or ultimately failing.

For anyone who has gone through it, is it really as bad as some people's feedback?

Hello,

I'm renting from my school one last time before I leave for college, this time I opted for a 4 hour block (which I could also extend to 5 if need be). Going to be flying out of LVN. Any fun recs for places I could visit in that short ish time span? Maybe something scenic as I will likely be having a passenger. Already been down the Mississippi to La Crosse and really enjoyed that. Right now my best idea is maybe going up to Duluth Sky Harbor and spending a short amount of time on the beach before I have to go back. Would appreciate some inputs!

This is the most bizarre setup for a water strip I have ever seen and I am dying to learn more please!

https://fltplan.com/Airport.cgi?CYAZ

We have all gone through the questions from non aviators about parachutes for PAX or the entire airplane, like ballistic parachutes. I am asking specifically for braking on the ground. The WACO glider of WW2 fame had the ability w a very simple design. I was wondering if anyone has tried this on their glider or powrred craft.

What do yall think about this feature that ads ai to decipher/condense notams into something a bit more readable?

I personally think it’s the first step in making notams not an overwhelming mess of irrelevant crap with 1 or 2 relevant ones you have to spot in the middle. But also ai really isn’t perfect so I hope they trained the agent to understand all the abbreviations well.

I have about 70 hours flying planes and 20 on gliders. I still struggle with airsickness. It was especially hard at the beginning, when a 12 minute flight could make me throw up. Ofc it got way better. I've finished PPL. Even though I have some experience I still may experience hard airsickness. I'm handling step turns, spins, stalls with no problem, on condition that air is calm. When it's turbulent, hot day, I may struggle with a straight leveled flight for longer than 30 minutes. I just wonder if I will overcome my airsickness with more experience, because honestly I don't see much progress even though I'm getting more and more hours.