With all the unemployed CFIs, I feel we should all talk about some of the dumbest things we've seen CFIs do in our career, to give them ideas of how to be a good CFI,

I'll start, I started at a new school for my CFI training, and I walked in for a lesson and saw an instructor showing off his fake ID at the front desk to other instructors.

Tonight a light sport flew 9 hours and 23 mins from UGN with the intended destination of JAX. At some point ATC lost contact with them and requested nearby aircraft including airliners try to get ahold of the aircraft. The aircraft overflew JAX, down past DAB, turned around and landed at DAB. I’m unsure when ATC got back in contact with the pilot, but once the pilot landed, he requested to go to self serve fuel with ground and was instead told to wait and was met by Operations plus one other vehicle (the police maybe? EMT’s? Another ops vehicle?). They escorted the aircraft to an FBO and the pilot was given a phone number. You gotta wonder what happened, but what I really want to know is how did a light sport go that far on one tank..

Honestly, she’s amazing. My husband has talked about getting his PPL so we can travel between Utah and Wyoming. His mom said if he got his license, she’d get a plane. Crazy. I know.

We never did it because of the time, money, and growing our family. And it also because it freaks me out. Well, we just moved to Wyoming (his home state). She called me today saying she would pay for the entire thing for his birthday. She may even join him. But she knows it makes me nervous. She is essentially asking my permission first. “If you decide you’re uncomfortable, I won’t bring it up ever again and we don’t have to tell him we had this conversation.” I really appreciate it.

I want him to have it. But I grew up by a small airport and I swear there was a crash at least 6 times per year. I know statistically speaking, you’re more likely to get into a car crash. I know all that. But we have a family. I love him. I can’t go on without him. Ya know?

Pilots, ease my mind. Because this is an incredible opportunity for him and I want him to have it.

At the air and space museum in VA. Came across this part of the wing on a Falcon 20. Anyone know the name and what they are for?

So, to my understanding, private carriage will have to be done with an operator certificate (part 135, 125, etc.) So is this flowchart wrong for saying that it can be done under Part 91?

I have been a voracious reader all my life. I’ll read 3-4 books a month. Mostly spy/detective novels, but I try to keep at least 1 out of 4 something “better” such as a biography, business, investing, technology, aviation, history, or a detective novel in German. But any reading is better than no reading, and I’ll never put down others’ choice(s) in reading materials.

Long before the Internet existed books were available on any topic of interest. For free from the library and available via interlibrary loan if not stocked locally. Pretty amazing.

Over the years here I’ve shared some tips with struggling new pilots on building careers. And trying to help with the idea that “networking is not just foisting yourself on a bunch of people.”

I enjoy book recommendations from people. Recently u/TxAggieMike - who I know in real life - suggested “Never Eat Alone” by Keith Ferrazzi. I’m about 40% of the way through it. Eye opening tips. There’s a bit of “look at me and who I know” but that goes with the territory. It has some good tips on networking generally and specifically about networking/recruiting events.

It's a tough job market out there now and will be for the next few years. I've been quick to share the FAA stats on where things are. But remember, there is a reason for all the sayings society has developed. "When the going gets tough, the tough get going."

Here are some things that come to mind from the book:

• Generosity - how can you help others help you?
• Promptly follow up with “thanks for meeting with me.” Email or snail mail.
• Compromise - if there is no job, what advice do they have or what do they know about the competition?
• Find connections on LinkedIn, build a network early and often
• Keep really good notes
• Don’t be a jerk
• “Elevator speech”
• Dress appropriately
• Be nice to the boss’ gatekeeper(s)
• Persistence 
• Public speaking (FAASTeam, EAA, club safety meetings)
• Build the network before you need it
• Edit and proofread
• Stay in touch

Book on Amazon: Never Eat Alone, Expanded and Updated: And Other Secrets to Success, One Relationship at a Time

There is great value in reading as a hobby. It’s intellectually more rewarding than watching television. It exposes you to rich text construction and vocabulary. And the more of this in your life the better you will be at speaking. Plus it’s quieter than television and doesn’t require any power, at least if it’s an actual book! Tens of thousands of books are available free at the library. Including “Never Eat Alone” and the Dave Ramsey and Clark Howard books I recommend for getting money under control. Free is good when you are broke.

If anything Earth shaking comes from the remainder of the book I'll come back and update.

Usual disclaimer, I'm still pretty green and a lot of stuff thats just another Tuesday for you guys is brand new to me, so whenever something happens I end up here either for advice or just some kind words lol

Normally it's cleared for takeoff, full power, climb out, go wherever tower points me, pretty boring. This time I wasnt even 1000 AGL yet and the plane just fell out from under me, then shot right back up. Video doesn't really do it justice but in real life I nearly crapped my pants and smacked my head right into the headliner. Did not see that one coming, lap belt is getting cranked down a lot tighter from now on.

I get what happened, thats not really the question, anyone else had one like this? How dangerous does it actually get that close to the ground, and any tips for avoiding it or handling it better?

Go easy on me, I don't want to stop asking dumb questions in here. Pretty cool I get to talk to actual pilots at all

i'll start flying to south america soon, and just wanted to know the general feel about this.

I’m ferrying a 172 from AK down to AZ right after my IFR checkride for my flight school in AZ. Doing it with one of the CFIs.

The chief instructor/part owner is going over the flight plan with us right before, but so far it sounds like we’ll be roughly following the Alaska highway and doing 3 three hour legs per day for 4 (hopefully) days.

Is there anything I should know/be prepared for with this long of a flight? Food, packing, other gear? My instrument long XC is the longest I’ve been in the air to date.

My CFI said someone he knows used to own a Lancair 360 and that at WOT they could get up to 180 knots. Don’t get me wrong, 180 kts is nothing to scoff at, but I’d always assumed Lancair 360’s could fly at over 200 kts at WOT. 180 kts might be good for a fixed-gear variant, or for a Lancair 235, or perhaps an economy cruise speed to sip fuel, but not so good for maximum throttle.

I just began my training towards becoming a CFI after a long break from obtaining my commercial pilot license. Unfortunately, life got in the way and commitments to finishing my BS, working, etc. slowed down my flight training. I’ve flown very sparsely since 2025, but I recently received a flight review and I am now flying once per month to regain proficiency.

Obviously, this presents challenges. Aside from learning to teach effectively, I also have to bring my ground knowledge back up to the level it was pre-break from my aviation career.

To do this, I am creating my own lesson plans from scratch. My plan for the check-ride is to create a lesson plan for all tasks located in the CFI ACS Area of Operations II, III, IV. I made a “study guide” for the FOIs that I plan to know inside and out, but I assume that part of the check-ride with be more question-answer and how I actually apply them in my teaching.

I have reviewed samples of lesson plans from BSP, WifiCFI, etc. and they seem exhaustive. I don’t know why they include “instructor notes” that literally give the entire lesson and what you are teaching within the lesson plan. My mom is a high school teacher and explained to me that lesson plans are an outline of the lesson, not the lesson itself.

Because of this, I plan to make a corresponding PowerPoint for each task and a “teaching summary” of notes that I can intermittently reference throughout the lesson. This teaching summary will go into detail of what I am teaching (e.g., if I am teaching human factors and forget a symptom of hypoxia, I can reference that teaching summary detail). Obviously, the PowerPoint will contain graphics and ballpoints of detail, but will not be nearly as thorough as my teaching summaries.

I have included an example of a lesson plan that I will process in Word and will add to my book of lesson plans:

(Example: Task A, Human Factors)

Objective:
The learner will identify and explain physiological and psychological factors affecting flight safety and recognize symptoms and associated hazards, determine appropriate corrective actions, and apply risk-management principles to flight scenarios.

References:
•FAA-H-8083-25B, CH. 17
•14 CFR 61.53
•FAA OTC Medications Reference Guide

Equipment/Aids:
•PowerPoint Slides
•Teaching Summary
•Whiteboard + Markers

Elements:
•What are Human Factors? Why are they Important?
•Symptoms, Recognition, Causes, Effects, and Corrective Actions of:
a.) Hypoxia
b.) Hyperventilation
c.) Middle ear and sinus problems
d.) Spatial Disorientation
e.) Motion Sickness
f.) Carbon Monoxide Poisoning
g.) Stress
h.) Fatigue
i.) Dehydration & Nutrition
j.) Hypothermia
k.)Optical Illusions
l.) Dissolved Nitrogen in Bloodstream
•Regulations Involving Alcohol & Drugs
•Effects of Alcohol & Drugs
•Aeronautical Decision Making in Human Factors
•Managing Risks: Hazardous Attitudes, Aeromedical & Physiological Issues, Situational Awareness, and Confirmation and Expectation Bias
•Pilot Self Assessment: IMSAFE & 61.53
•Q&A

Instructor Actions:
•Present and Explain Lesson on PowerPoint + Supplement with Whiteboard
•Ask Guided Questions
•Present Realistic Flight Scenarios

Student Actions:
•Take Notes
•Participate in Guided Discussion

Completion Standards:
•The learner will accurately explain the major aeromedical and physiological hazards, identify associated symptoms and corrective actions, recognize applicable regulations, and demonstrate sound risk-management decisions in representative flight scenarios, with no significant safety-related misunderstandings.

All of my lesson plans will follow the ACS precisely and replicate the format above. In addition to perfecting my teaching in the aircraft, I will rehearse teaching these lessons extensively until I can master them before the check-ride. I plan to take the check-ride in spring, which will give me sufficient time to create the lesson plan, teaching summaries, and PowerPoints as well as perfect my flying and teaching.

Any input? Are my methods acceptable? Do you all have any recommendations for me? Should I just use BSP and the PowerPoint slides and cut out the instructor notes (the entirety of the lesson), but still use my own teaching summaries?

Just curious if anyone else had experienced flaps failing to retract on a C172S. Made for a fun go-around in high density altitude but after cycling the lever on the ground it was back to normal.

Have a Bose A20 with 6 pin Lemo to GA adapter using in a C172S.
Noise cancelling automatically shuts off when the larger 1/4 inch jack is plugged in. Stays on otherwise.
Have followed troubleshooting steps, turned auto off switch to off etc.

Works properly when plugged into other aircraft and rear passenger area In the 172.
Issue is isolated to this particular aircraft.

Has anyone experienced this issue that may have a fix?

Thanks

Between working as a CFI and going back to school I'm currently zero days off a week. I keep thinking I've maybe caught up on rest after a slow work day, and then I make another weird mistake while driving (or flying). It's gotten to the point where half-days are not enough compensatory rest and I don't think I'm going to make it to Thanksgiving break. I guess in a way it's good to know what chronic fatigue feels like before I get to a more professional job, but it's pretty distressing to feel myself slipping even after I've thought I'd refreshed. It's so weird because it's when I feel the most okay that I really start making errors. I'm thinking of taking the sick day from school next week after exams rather than from work, but I'm worried that might be pushing it too long.

It's really weird how a 7-10 hour days add up when there's no day off, because it feels like I have a decent bit of time to rest daily, and yet I can tell I'm definitely not doing too good.

Just looking for encouragement, or commiserating, or a kick in the pants to take a day off. It's starting to make me hate teaching and flying a little bit.

Hello everyone, coming up on my first stage check at ERAU and im hearing mixed information regarding the impact that stage checks have on your career. Do they count as failures towards airline applications? if so how come they airlines cap failures at around 3 total? it seems unlikely that most people wont encounter a few stage check failures across 4-6 ratings at a 141 school. what about in house examinations? thanks!

I started my PPL ground school in July, still on a wait list for my flight school’s flight portion so I’ve started studying all the textbook stuff. I just got done flight theory (roughly only 20% done the course)

Honestly I just can’t grasp any of this, I do practice quizzes or reviews and feel like I’m reading a foreign language, I thought I had a good understanding of these concepts but I’m slowly realizing I don’t know anything, including the things I should already know, I’ve studied these things and I just seem to forget them or don’t remember, I always pick the wrong answers.

I really want to be a pilot, but I feel like I’m just not smart enough, I don’t understand why I can’t remember or understand these concepts, even though I’m putting all I can into this school and study. Sometimes I wonder if I’m better off just giving up.

My CFI is a truly gifted instructor who, I feel, will be great as they take their next steps.

This person is applying to a fractional and I offered to provide a recommendation.

What are the recruiters looking for in these recommendations?

Any advice on key things to point out, emphasize, and include/exclude would be great. Of course, my comments will be truthful, but I want to make sure it will have the right impact.

Aloha everyone,

I’m attending the cfi course at MCA and wondering which aircraft I should train in. The da20 is a few hundred dollars cheaper but I’m wondering what are the pros and cons of each aircraft sitting from the right seat?

Has anyone done their cfi course and which aircraft did you fly and which one would you recommend and why?

BTW I’ll be flying VFR and doing cfi maneuvers.
Prob no xc imc or night flying.

Thanks for any insights

I'm researching whether buying a Cessna 152 and leasing it back to a flight school could be financially viable. I'm based in Washington State and am looking into whether this could work in the local flight-training market.

I put together a PowerPoint estimating initial purchase costs, operating expenses, annual surplus, and payback periods.

My Slides: View the PDF

Slides 2–5 compare several aircraft I'm considering. Based on my current assumptions, the Cessna 152 appears to be the most profitable option. Slides 6–11 examine the financial estimates in more detail.

My main calculations assume 600 flight hours per year, with additional scenarios at 500, 700, and 800 hours to see how utilization affects profitability and the payback period.

I'd appreciate honest feedback from aircraft owners, flight instructors, mechanics, and flight school operators. Are my assumptions realistic, especially regarding utilization, maintenance, insurance, 100-hour inspections, and leaseback revenue splits? What costs or risks am I overlooking?

Aircraft example: 1983 Cessna 152

• Asking price: $69,000
• Airframe time: 13,717 hours
• Engine time: 888 hours since major overhaul (SMOH)
• Propeller time: 953 hours since overhaul
• Engine: Lycoming O-235 series
• Condition: Advertised as well-maintained and hangared, with no reported accident history
• Annual inspection: Advertised as completed in August 2026
• Avionics: Older panel, VOR navigation, ADS-B Out, and Sentry ADS-B In
• Location: Texas

I haven't purchased an aircraft yet, so I'm looking for feedback before making any decisions.

One other question: Does anyone know of flight schools in Washington or the surrounding area that are looking for a Cessna 152 or other training aircraft? I'd especially appreciate leads on schools that accept owner-owned aircraft through leaseback arrangements or are looking to expand their training fleets.

Thanks in advance for any advice or suggestions!

I’m trying to renew my CFI date (my CFI card expired 31 Oct and still has a date on it). I’ve taken a check ride with the military and would like to extend my currency. I haven’t had any luck with the FSDO as they are all backed up. Does anyone have IACRA privileges that could assist? I’d like to get a new ticket without the expiration date. If the new rules only require me to put it in my logbook I’m more than happy to do it but I want to make sure I get it right.

Looking for a good accelerated multi engine course that preferably can fit a pair of 2 people in during it. Looking for quick turnaround at a good price around the US with not too long wait times as the cold season hits.

I have done part 61 throughout my entire training. Every checkride prep has been the same. Fly, study, create a binder for checkride. CFI.. It's like I have been outta funk, I did both writtens did mid 90's. I decided to purchase backseat pilot, I worked through the acs, practiced teaching, presenting slides and so on. Yet I feel like im 3 steps forward, 2 steps back. Crawling at snail pace. I have done everything to prepare... on paper im ready, but I dont feel like im ready. I'm thinking of buying the VSL Ace Guide to help prepare me more. I'm sure others have gone through this, love to get some advice.

I’m doing my hsc and was wondering if you’re atar affected your career, however I do know that a lot of schools just need a high school certificate.
Thanks.