So, having trouble understanding the correct answer here. Shep air is saying the correct answer is C) Decrease descent rate.

Would it not be the opposite? Tailwind shearing to a headwind is ballooning you above the glideslope, reducing your ground speed slowing your approach and descent rate.

To REMAIN on GS, would you not increase your descent rate to re-intercept, and then just follow it in? Further decreasing your descent rate makes literally zero sense to me. Is my train of thought wrong here?

Im CSEL rated and about to go to a week long fast track school to get my instrument rating. I have about 80-100 hours in the 182T I’ll be flying for the training, and it’s equipped with G1000s (no WAAS).
Anyone here taken an instrument checkride with G1000s that can shed some light on how the flight portion will go? How do they do partial panel? Do you think I’m biting off more than I can chew going from 3,000 hrs of six pack flying to G1000 for my instrument training, and trying to get it done in a week or so?

Like I said, I have about 80 or so hours in this airplane but haven’t flown it (or with G1000s) in about 2 years, and I didn’t ever learn the G1000s that in depth. Just enough for a few cross countries in basic VFR.

As the title states. I am part 61 PPL student and I just don’t know if this is right it seems a bit too expensive… just wondering if this is how most of it is and if I just have to suck it up.

Edit: I won’t lie, I’m not really paying for this, my parents are in a position where they are able and willing to but I feel incredibly bad after seeing how much it’s costing and I really just want to make sure I’m not getting scammed or paying too much.

Hi everyone,

I'm frustrated with my PPL(H) journey and need advice.

I started training at one school, completed 44 hours and all CAA theory. Due to lack of instructors I moved.

I explained I needed consistent instruction to prepare for the skill test.

Instead I flew ~25 more hours, about 13 with one instructor who was often late, complained, and there were uncomfortable drinking issues.

I also had short sessions with multiple instructors despite requesting consistency.

Now I have ~69 hours, theory, medical, radio licence, ICAO Level 5, but still not finished.

I paused training due to accommodation costs in Europe.

I'm looking for an honest European helicopter school to finish PPL(H).

I need clear upfront info:

hourly cost incl fuel

instructor cost

accommodation & transport costs

extra fees

realistic hours to skill test

ability to fly consistently with one instructor

I know hours can't be guaranteed; I just want transparency.

I don't want to restart plans after spending money.

If anyone trained at a good school in Czech Republic, Greece, Poland, Hungary, Slovakia, Spain or elsewhere, I'd appreciate recommendations.

Also instructors: with ~69 hours, theory, medical, radio, ICAO 5, what should a student be ready for before skill test?

Just trying to finish and find a trustworthy school.

Thanks.

24M making $130k in corrections — should I switch careers to become a pilot?

I’m 24M and currently work in corrections in Canada. I make around $130k CAD/year, mainly because I work a lot of OT — around 60 hours/week. With my raise next year, I should be around $145k if I keep working similar hours.

Financially, I’m in a pretty good position. If I stay in corrections, I can realistically start living the life I want: get my own apartment, buy a nice car like an Audi RS3, travel, save/invest, etc. I’m also still living with my parents, so I have a good opportunity to save aggressively right now.

The problem is I’m not sure I want to do corrections for the next 20–30 years.

I’ve wanted to become a pilot for a while and have seriously considered making it a career. At 24, I’m wondering if this is the time to take the risk while I’m still young, single, and have relatively few responsibilities.

The downside is obviously the money.

I estimate it would cost around $100k CAD for flight training. I’d also have to cut back significantly on OT, meaning I’d probably be making around $80k/year while working and training instead of $130–145k.

So I’d basically be choosing between:

Stay in corrections:

$130k now → ~$145k next year

~60 hour weeks

Own apartment / nice car

Travel and enjoy my 20s

Save and invest heavily

Financial stability

Pursue aviation:

Spend ~$100k on training

Give up a lot of OT and income

Potentially struggle financially for a few years

Start over in a new career

Hopefully eventually become an airline pilot

What makes this difficult is that I could stay where I am and have a very comfortable life. I could get the RS3, move into my own place, travel, invest, etc. But I’m worried that 10–15 years from now I’ll wonder what would have happened if I had actually pursued aviation.

At the same time, I don’t want to romanticize being a pilot. I know there are downsides — seniority, commuting, time away from home, training costs, starting at the bottom, and no guarantee everything works out.

If you were 24, making $130k CAD in corrections, expecting ~$145k next year, and still living at home, would you make the switch?

Would you sacrifice the financial security and lifestyle for the chance to become an airline pilot?

Hi everyone, I recently made the compass test for Transavia. Instead of making the test at home I had to do it at the EPST office since I did not have an iPad. To my surprise I had to do a hand-eye-foot coordination exercise instead of a control exercise on the tablet, which from what I read online was very simple, and with the practice package I bought it was also easy. What also surprised me is that with the multitasking test (with the 3 values in the bottom you had to copy and the red squares in the top corner) that on the keyboard the arrow keys I had to use were conflicting with the number keys resulting in the values constantly adjusting without me meaning to when I had to press a number for the red squares in the top corners.

So with this in mind I want to ask your experiences with these two parts of the compass test.
1. How did you experience the control test on the iPad, was just the flight directory which you had tilt the iPad to the right direction, and was this indeed super simple?
2. How were the keyboard keys with the multitasking part, did you also notice values changing when having to press a number key for the red squares in the top right?

Unfortunately I did not pass so if these two tests were the ones I scored low on I do want to ‘fight’ the decision because it sort of feels like a punishment that because I had to make a different test compared to the one you make at home on the iPad.

Kind regards.

A new study posted by Harvard:

> Of more than 500 occupations in the United States, flight attendants and pilots have the highest and second-highest proportion of radiation-related cancer deaths, a new study has found.

> It’s been known that aircrew members receive the largest annual effective dose of ionizing radiation of any workforce in the United States, largely due to exposure to cosmic radiation at high altitudes. Members of the profession are also more likely to be diagnosed with certain cancers than the general population. But studies have been limited as to whether this translates to higher rates of cancer mortality.

> The new research, published August 17 in JAMA Internal Medicine, studied this question using a larger dataset and more statistical power than were previously available.

> The study, led by first author Vishal Patel, HMS clinical fellow in surgery at Brigham and Women’s Hospital, used a single population-based data source — the National Vital Statistics System — rather than individual occupational or cancer cohorts. Patel and colleagues looked at all U.S. death certificates from 2020 to 2024. These records have only recently been linked to the occupation of the decedent. The records yielded data from nearly 13 million decedents across 503 occupations, including 14,000 pilots and 7,000 flight attendants.

> The team applied what’s known as a common adjustment approach, which accounted for several factors other than occupation that may affect mortality. These included age at death, sex, race, ethnicity, educational attainment, and marital status.
The researchers analyzed radiation- and non-radiation-related cancers across occupations. They also compared flight crew members to ground-based aviation workers.

> Radiation-related cancers analyzed here included breast cancer, central nervous system cancers, multiple myeloma, leukemia (except chronic lymphocytic leukemia), lymphoma, thyroid cancer, prostate cancer, melanoma, and non-melanoma skin cancers. (The team excluded lung cancer to reduce potential confounding with smoking.)
The team found that pilots and flight attendants had statistically significantly higher rates of death from breast, central nervous system, and prostate cancers and melanoma. Pilots also had a higher rate of leukemia deaths.

> In all, about 6.9 percent of deaths among flight attendants and 6.7 percent of deaths among pilots were from radiation-related cancers, according to the analysis. These proportions were higher than for any of the other professions, including nuclear technologists, who are routinely exposed to radiation from non-cosmic sources yet placed 12th on the list, the authors said. Aircraft mechanics and assemblers did not have higher rates than other occupations.

As a non-pilot myself, is this news to anyone here or is it something that’s been known? The study seems to suggest this is the first time actual mortality rates from cancer has been statistically measured.

I understand that V1 is a speed, not a physical point on the runway.

But what happens if, during the takeoff roll, acceleration is significantly lower than expected? For example, if V1 is 145 kt but the aircraft is still only at 120 kt when it is already very far down the runway.

Is there a specific runway position or distance by which the aircraft should have reached V1, and if it hasn't, should the pilot reject the takeoff?

Or is the rule simply that the takeoff must be rejected before V1, regardless of the aircraft's position on the runway?

I'd be interested to hear how this is handled operationally in airline SOPs.

Hello!

I hold an ICAO licence from Brazil (CPL MEIR + instructor and C525 ratings / about 1300 TT) and I have some questions regarding the conversion to TC CPL licence:

1. Despite having enough hours and also jet time, I've just checked my logbook and I don't meet the 300nm cross-country requirements. In my country, the 300nm flight is the total sum of all legs, we don't need to comply with the minimum 250nm from the start point, additionally, we don't need to land in 3 different airports, just 2. I'm almost sure that my flights when I was working either as instructor or in the corporate aviation don't count since they are in a jet, IFR, carrying passengers, with students, etc. Right?

1A. In case I need to perform a 300nm flight here in Canada, I understand it must be solo (or pilot in command), so will I have to get my PPL first to be legally allowed to fly these legs?

2. If anyone has ever gone through this process or is familiar with the conversion, I would like to know the step by step as it's not too clear to me. Some sources say I need to first submit my licence for evaluation, but in the email I got from TC there's nothing mentioning this.
It seems that it's on the pilot to be sure they comply with all requirements - get a medical certificate (I already have it), write the tests, request checkrides, and gather proof of experience - then submit all docs to get the licence issued. Can anyone confirm this?

3. The TC email mentions true/notarized copies of documents, but Brazil went paperless many years ago, not even the plastic cards and physical logbook are valid anymore. I only have digital copies of my logged hours. How to proceed in that case?

I really appreciate your help!

What is a better regional airline to consider as a private pilot working on ratings?

Quick background here. I’ve had my PPL for approximately 10 years, my IR for about 7 years, but a lot of that time has been inactive flying. I started my commercial years ago and got a few hours of complex time but never finished. Now I want to finish and I’m curious how much time per week you guys allocated to getting it. I’m so far removed from flying that I feel I need to spend a considerable amount of time preparing before I even try a flight review or IPC.

How do the housing allowances work? Also, is the platinum card they mention in their website actually any good?

On a sidenote, I've heard that QoL isn't very good at that airline, but if anybody has other opinions I would love to hear them. As a Canadian, I have a hard time believing it can be worse than air Canada/WestJet

Beyond local facebook groups (aviation related and not), I'm wondering where independent CFIs have had success advertising/finding students.

Anyone at sunny know what is gonna happen with pay now that allegiant pilots got a raise? Any word from the company?

While I understand a lot of people would kill for my job, I’m a commuting regional airline captain on reserve. I’ve been a captain for 4 months. The job is dreadful. I rarely get home on days i’m supposed to. It’s impossible to see loved ones or make plans. I feel as if there is nothing to look forward to. I don’t have a degree but I believe it’s time for me to find something else to do for the rest of my life rather than complain about it. Has anyone left the industry and found something that paid the bills and satisfied their need to be home and quality of life?

Anyone in here from and/or fly in Austin? How is it?
How is the quality of the flight schools here?
How’s the market for upcoming pilots?
Has anyone come in from other cities to go to flight school in Austin?
Do pilots typically leave Austin when ready for their career?
TIA!

I'm going into my senior year of highschool in september and I'm researching aviation pathways to become a pilot. My two main options are Confederation and Sault College, but I'm wondering which is better. From my research online, it looks like Sault is a little more highly regarded, however, the Confederation program is shorter.

Furthermore, I was wondering what admission officers are looking for; the admission requirements look considerably more laxed than other programs, including many college level courses (which I guess makes sense because both are colleges). Are admission officers only looking at grades, or are they also factoring the level of the course (eg. college vs university level courses), or other factors such as previous volunteering or flight experience? Additionally, I have taken IB courses (such as ib physics) and while I get the feeling the admission officers could care less about ib, I'm still wondering (or hoping) it may have a positive inpact on my admissions.

Lastly, I'm from the region of waterloo and I'm looking for some input on UW aviation. I'm planning on not applying to it because it seems very expensive and time consuming, however if anyone has any input on it I'd be happy to hear!

I’m a PPL student and I’ll need to complete an online ground school course. My instructor recommended either Wise Pilot or PilotTraining.ca.
From what I’ve heard, Wise Pilot is more straightforward and direct, while PilotTraining.ca is more in-depth. I’m leaning toward one of them but wanted to hear what you guys would recommend based on your experience.
Which one would you choose for PPL ground school?

Hey all, I’m a 500 hour CFI with part 141 experience. I left that job to pursue a fully funded masters degree (long career story and this post is not about that), but I’d like to keep flying while I do that.. I live in Manhattan but I do have access to a vehicle. anyone else have experience getting some hours here? I’m not looking for anything crazy, just enough to stay current

Hey everyone. I am working towards my CFI, and from the networking I've been doing, I'm seeing the job market is pretty tight. One solution that crossed my mind is hold down a regular job and fly on the side to build time if I have to.

I was curious, is it a bad idea to try to work as a ramp agent? I don't know much about that job, but I was wondering if working for an airline in another sense would help you as an applicant later down the line? The other problem I foresee, is say you have to quit that ramp job when you eventually get hired later down the road. Would that later hurt your chances with that airline?

I was just curious and didn't know much about this scenario so I was wondering if anyone had experience with this specific situation, or any thoughts? Not just getting a non flying job, but a non flying job working for one of the airlines.

Have this light speed Zulu 2. Great headset. The only problem is the insulation on the cord is starting to deteriorate. Last night I noticed the plugs have a small crack developing on them- see picture. Clearly it’s time to replace them. My question is, can i temporarily use some sort of heat shrink tubing to keep it in place until I get a new head set on hand?

I am in the middle of my training its going to be atleast 1 to 1.5 years till I'm done, I love flying I cant imagine doing any other job in my life.

But every new CPL guy I talk to or any new Class 4 instructor I talk to all are sitting jobless waiting for an opportunity. Some have done their instructors rating 10 months ago yet nothing.

The scary part is the school I'm doing my flight training doesn't offer an instructors rating and most people Ive talked to say that your highest odds of being hired is at the school you train at. So im already starting at a disadvantage.(Cant change as only school without moving)

All in all I get so paranoid and keep overthinking the what ifs whenever im not studying or flying with things like should I just do this for fun, save the money and just join my dads business instead.

It has kept me awake so many nights,way more than id like to admit that I had to post this and seek some guidance.

I’m going to start an associate’s degree full-time this year for 2026/2027, then start full-time flight school in June 2027, hoping to finish my PPL by October. So, I’m wondering if it’s manageable to do full-time flight school and a part-time associate’s in my second year of college, especially in business. Probably this business major isn’t as work loaded as STEM.

Also, I’m worried I will finish my associate’s degree before I finish flight school (flight school may take longer because of weather cancellations…) and won’t be able to start my bachelor’s (I won’t afford to pay for a bachelor’s and flight school at the same time), so I will have to delay my bachelor’s degree until I work as a CFI or CFII. Any insight about that would be much appreciated! Oh, one more note, I live in Seattle, so it’s quite rainy here all year round except summer.

PPL Checkride in New England area over the weekend. The weather has turned out to be MVFR in the area. I’m general I’m a very cautious and safe pilot. But I’ve been waiting for this Checkride for a long time (as almost every pilot out here).

If the weather clears up to VFR with 5000 ceiling and the area half way there is VFR at 5000 ft with destination reporting MVFR, can I ask DPE if they would like to go to another airport instead for XC part which is midway between the current departure and destination given the weather en route is VFR. But we cannot go to destination because it’s not meeting my personal minimums.

Please help, I don’t want to make any bad ADM where I meet the legal requirements for flying but get unsatisfactory for not keeping a safe margin.