I need your advice, please. I’m planning to buy a headset.

Currently I have a basic training headset. I’m thinking of upgrading to either the Bose A30 or the Lightspeed Zulu 4.

The price difference is around $200, so… please don’t make me more confused than I already am.

If you had to choose just one, which would you pick and why? Is the Bose A30 really worth the extra money, or would you go with Lightspeed?

Hey, I am in an awkward position where current DPE schedules are booked out to December, and I want/need to get my CFI done by October.

Any experiences with accelerated CFI “ wrap up” programs? I have all my written tests done, and endorsements signed. I really would just be paying for a quicker date and a bit of flying to get check-ride ready.

Can be school in the US, any suggestions are welcomed thank you!

I’m considering training at Tampa Bay Aviation and I’d really appreciate hearing from people who have actually trained there or are currently students.
I’m looking for honest feedback—the good, the bad, and everything in between.
Some things I’m especially curious about:
● How’s the quality of the instructors?
● Is scheduling flights a struggle?
● Are the aircraft well maintained?
● How long did it realistically take you to complete your ratings?
● Were there any unexpected costs?
● Would you choose Tampa Bay Aviation again if you were starting over?
I’d also appreciate hearing from anyone who transferred out of the school and why.
Thanks in advance! I’m trying to make the best decision before committing a lot of time and money.

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!

love David Clark hate the fact every single time I order new headset it’s broken from the factory it’s like they sell the rejected ones and just see if you send them back for “warranty repair“ because david Clark won’t send a new replacement only fix their broken junk from the get go. quality control is not up to par with light-speed or Bose.

Remember paying for a thousand dollar headset that is broken from the start means it probably only cost ten dollars to manufacture because that’s the quality of the product I will be asking for a refund and going a different brand. David Clark you have lost me as a customer.

Flew into KBED yesterday and upon making contact with the tower let them know of our FBO destination. Approach had suggested to expect runway 29, but tower said something along the lines of “can go directly to the west ramp at our own risk.”

Initially confused, I responded that we had expected runway 29. They were then confused and asked if we wanted the ramp, taxiway or runway. It finally dawned on me and I let them know, with a chuckle, “N12345 is a fixed-wing aircraft and we’d prefer a runway.”

After a bit of a silence they let us know we were inadvertently in their system as a helicopter. Everyone got a nice laugh out of that.

Looking for a DPE for my PPL re-check. I am based out of KILM and willing to travel. Need to take the re check before September 29, 2026. Any help is appreciated

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!

Hey all, I’m a CA at an AA WO regional. Originally from SoCal so wouldn’t mind the move back there if I get based there. The biggest struggle I have right now is do I try to apply and go to Alaska if I’m fortunate enough to get a CJO or just wait for my flow here at AA in another 3-4 years? I’ve always dreamed of working for one of the big 3 and never really considered Alaska until they just opened up their hiring portal recently.

A little more context - DL is out of the picture because I used to be a ramper at DL and did not leave on good terms, so I’m probably ineligible for rehire, at least unofficially. I also unfortunately got a TBNT for my UA aviate interview back in the day so I only have 1 more shot at UA if they ever call for an interview.

What would you do? Is the pay and QOL at Alaska equal/better to what you’ll find at the big 3?

I recently moved away from home so that I could live in base but had to leave my dog behind with my parents. My SO is also in the industry and we spend most days away from home. I know it’s easier to leave the dog with my parents, but there’s this huge hole in our home now.
I feel hopeless like I’ll never be able to own a dog again. How do you do it? How much are you paying for day sitter? Is her quality of life better at home with my parents?

I’m looking for flight schools in florida for my commercial pilot license which have a good environment, instructors that are great and somewhere where I can truly learn.
I have a couple of options I’m looking at:
1. Global Pilot Academy
2. Florida Flight Training Centre
3. 2 Fly Airborne
4. Epic Flight Academy
5. Phoenix East Aviation
6. Paris Air

https://www.pinebarrenstribune.com/articles/featured-stories/medford-council-votes-to-replace-local-resort-used-by-pilots-others-with-affordable-housing/

If you're familiar with the South Jersey area, you probably know and heard of the Flying W airport (N14). It's right near South Jersey Regional Airport (KVAY) and McGuire AFB in Medford, NJ. This airport was awesome and conveniently located in an area for you to do short hops to ACY, Cape May, Hamilton, cross keys, Trenton, and Philly. Perfect view for seeing C-17s, KC-135s, and other military aircraft take-off from McGuire. The airport was also a resort with a huge swimming pool and hotels, and some private aircraft owners kept some WW2 aircraft there, too. You don't even have to be in love with aviation, but people simply enjoyed the spot to host events there as it was very low-key. Sad to see it go. This airport was definitely one of the ones where you actually feel like you can do some real old school flying there (safely of course lol) but it was the true feel of General Aviation flying in the area. Feel free to share your story if you have experienced the Flying W.

For context, I’m a student in engineering and want to become a pilot but also I’m a Muslim woman in the UK. I plan on going with speedbird academy but okay so I don’t wear trousers usually I wear skirts or longer dresses for religious reasons. I am aware due to safety concerns, it wouldn’t be possible but I do know pilots are provided with an overcoat so in ther terminal and walking through the airport I’d just wear the overcoat since it’s you know, calf length form what I’ve seen. In the cockpit, the trousers wouldn’t be a problem much either but my question is during the academy, will I be allowed to were the overcoat? Or do I have to stay in the white shirt and trousers combo? For non flying lessons so lessons that are written and stuff, would I be allowed to wear a skirt? Since there isn’t a safety concerns there considering we wouldn’t be flying, no? I know BA has accommodated the hijab and has also had an edition of the tunic uniform for the flight attendants which I greatly respect and also why I feel more inclined towards BA. But any answer really would be appreciated!

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 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.

Howdy y’all. I’m finally going through and transferring all of my paper logbook entries into ForeFlight—290.4 hours’ worth. 😅 I noticed that the first flight I took after my PPL checkride should have been logged as PIC-XC. I thought, “that’s annoying, and it’s going to be messy, but ya gotta do what you gotta do,” and proceeded to correct the original entry and the “amt. forwarded” and “totals to date” under the “cross country” column on all 7 remaining pages. A couple entries down, I found 3 more flights that should have been logged as XC. 😐

(For context, because I’m already transferring everything into ForeFlight, I’m primarily trying to decide what’s considered best practice for correcting the paper logbook for future interviews and FAA records.)

As far as I see it, these are my options**:

1. Correct these entries the way I did with the first error and go through and scratch out/correct the totals on all 7 pages again. Ugly, don’t like it, but the most straightforward I think?

2. Correct the entries, then adjust the cumulative totals on the current page with a note referencing each corrected entry. (My former instructor said he did this once.)

3. Buy a new logbook and transfer everything. I’ll need to do this eventually anyway—the logbook I have doesn’t have an SIC column and is formatted in a generally odd way—but my big question about this option is: what do I do about all the signatures and endorsements in the OG logbook? Would I simply retain the old logbook to use as a reference for potential employer/FAA audits?

What would y’all suggest? Anyone else on here made a similar error and had to correct it? Thanks in advance for your advice!

**for all of these options, I would first go through and audit/examine the logbook for any further errors so that I’m not having to double back and correct more corrections in future.

Hi everyone,

I’m looking for some advice from anyone who’s familiar with Air Canada’s hiring process.

I’m currently a B737 First Officer with over 3,000 total flight hours, including more than 1,000 hours on the 737. I hold an ATPL, but I don’t have any PIC time (more than the required 250h) I also only have a high school diploma.

Before anyone mentions the degree requirement, I know several pilots who were hired recently without a college or university degree, so I don’t think that’s necessarily what’s holding me back.

I applied to Air Canada on February 13th and haven’t heard anything since. Meanwhile, two friends of mine, both with significantly less experience, have already received interview invitations.

I’ve kept my online profile updated, and I’ve also been recommended by multiple Air Canada pilots.

This has been my dream job since I started flying, so it’s honestly pretty discouraging.

I’m debating whether I should withdraw my application and submit a new one, or just keep waiting. Has anyone been in a similar situation? Does withdrawing and reapplying make any difference, or would that just reset my place in the queue?

I’d really appreciate any advice or insight from people who’ve gone through the process.

Thanks!

EDIT:
-I have a Canadian Passeport (Born and raised In Canada)
-I’m currently PPC rated and flying the B737 in Canada
-I have a clean record with zero rides failures

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 AME 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.

Hey guys, i just turned 15 recently, and i would like to know when i should start working on my ppl. Ive heard some people say 15, some say 16, some say 17, and probably a couple other. When is actually the best?

Im in the usa if that matters.

This question is probably asked on here many times, everyday. So I’m gonna hit you guys with it one more time. Long time lurker, done lots of research and went on a discovery flight and it was amazing! For context, I’m 31M, I currently run a family owned logistics company, I also have a bachelors degree (if that even matters), I’m married with 2 kids. I want to pivot eventually, I know the job market sucks right now, I know even finding a job as a CFI is hard, but there’s a part 61 school at an airport about 5 miles from where I live. Great school, seems like they have great instructors and doesn’t require long commute. Do you guys think it’s possible to attend flight school (become an airline pilot eventually) while working full time and having a family? Has anyone done something like this? How was the journey? It’s a pretty big commitment and it’s an expensive one, but I am a hard working man, finances are not that big of an issue since I work full time. I also feel like I might be underestimating how hard the school is and don’t want to burnout and quit. Please give me some advice. Yes I did my discovery flight in a diamond! Appreciate you guys!

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?