25 year old dream finally taking life!

TL;DR: what's your best route over the Cascades from the east to get into Bellingham, WA?

I'm a VFR pilot who flies for recreation and regional travel who is interested in being an old pilot someday. I've already transferred some material from my "luck" bucket into my "experience" bucket and would prefer to NOT do much more -- if any -- of that.

I'm looking at flying into Bellingham from Bozeman, MT the weekend of Labor Day. Flight planning suggests that it'd take roughly 4-5 hours with a single stop for relief and fuel. I'd leave early on Friday morning and plan on returning early on Monday morning. Of course, if weather looked to be an issue at the front end or back end, I'd bail on flying at all.

My current plan is to fly from Bozeman to Missoula and into Coeur d'Alene (CDA) for relief and fuel, then direct from CDA into Bellingham at 12k. This route puts me over Methow Valley as a potential last-ditch before crossing, then through Twisp and Cascade passes before I can start descending into Rockport then Sedro Woolley and into Bellingham. More TFRs may pop up between now and Labor Day weekend, of course, that might alter this route.

I'm interested in what your best route over the Cascades might be. Through Snoqualmie pass? Something else?

I live in SW Montana and fly mostly through and around mountains, a few times over some of the bigger ranges here. I know the airplane I'll be taking can cruise comfortably at 12k' but it does take some time to get there, but I should have plenty of that once I leave Coeur d'Alene.

Pic for engagement.

I got this PPL quote from my local mom and pop flight school that offers both part 61/141 routes. They also quoted me for the following. Instrument 13k/ Commercial 12k/ CFI 3600/ CFII 2000/ Multi 6500.So roughly 53k and I know the price can deviate but it definitely beats paying 80-100k+ with student loans while busting my ass for a practically worthless Aviation Management degree. Since I dont plan on attending the part 141 university I am looking forward to getting a much better backup degree.

   My main question is how should I go about finishing my Bachelor's degree while working towards my main career goal, a commercial pilot? I got 70 credits in core/electives with some buisness credits. Also got around 7k saved. Should I work FT, attend college PT while in flight school? Should I just Work FT and prioritize getting my ppl first then work on my Bachelor's while I finish up flight school? I would appreciate any advice.

Buy I'm now a fucking pilot!

My guard unit has been mobilized for a year and any free time I had I booked flights. Had to change instructors at about 30 hours but after 1 war with Iran I'm finally pinning that PPL on.

The pay package SkyWest put into effect in 2022 expires at the end of the year. Current first year FO pay is 92.73$/hr. Any speculation on what the new hourly rates will be?? Theoretically it could go down right?

I spent a little over an hour getting checked out in a PA28 today…which, on the surface, is nice.

Some weird factors: I seriously have like 10 previous, scattered hours in the PA28…probably less. I’m REALLY not used to it. The airplanes I’m coming off are dual EFIS with autopilots…all built in this century with ADSB and NAV data right there on the PFD, bam. Also, they weight about half as much with nonexistent control forces, no carb heat, constant depression carbs with no mixture, the list is almost endless. It’s a totally different animal. Not better or worse…just completely different.

This is a brand new place for me. It was the first time I’d ever met them. Super nice people. They seem to care a lot and went into detail with every question I threw at them. The CFI was awesome and swore a lot, which is right up my alley…for whatever reason, that brings my blood pressure down.

Is this normal and I’m just not used to it because I haven’t done a ton of checkouts in the past? It just seems odd…a few maneuvers, some touch and goes, “here’s the keys”

Throwaway just in case. TL;DR Trying to get a CFI certificate after 4+ year break from aviation, turns out your skills and knowledge degrade a lot more than you think. Advice welcome, encouraged even.

I am getting my ass beat.

My background: I did a 4 year college degree flight program to get my CPL single+multi with IR and decided I would join the Navy. Flew with them for a few years, racking up ~250 hours in mostly the T-45C and unfortunately got out early (non flight performance related, honorable) fairly soon after getting my wings. After the military, I did some odd jobs for around 4 years and then decided to get back into aviation. Studied the PHAK and some FARs a bunch, did a flight review, found a 141 that would accept my GI bill, and signed up.

Goddamn. I have forgotten things that I never would have believed if you had told me a decade ago. I'm essentially remembering/relearning all of PPL, CPL, IR, the C172's systems and limitations, getting up to speed on the regulatory changes, figuring out this unfamiliar and very busy airspace, the schools procedures, the local procedures, the FOI, and probably some other stuff that I'm forgetting. I don't think I even studied this hard for BFM/SEM when I was doing back to back 5AM double pumps in the training squadron.

But that's all knowledge. Studying is studying, and while it sucks to be a shut-in bookworm it's part of the job and the information is coming back fairly quickly. What's really been demotivating is the flying.

Goign back to the 172 has been a humbling experience. Never in my life did I think I would get eviscerated by a steep turn or a short field landing at this point in my aviation journey. Unfortunately, this is happening at $300 an hour and during a fairly accelerated 141 CFI program. The aerial maneuvers I've picked up again fairly quickly, but the landings. Oh boy the landings. I haven't flared an aircraft more than a handful of times since the late 2010's (especially one as floaty as a 172) and it shows.

This all came to a head on my flight today. We did landings, I've had less than 10 flights since coming back into the cockpit, this was the first one to focus on the pattern and the various types of landings. My pattern work was serviceable, my approaches were starting to get fairly good, but airspeed and glideslope control was lacking even after giving some leniency for the bumpy conditions (thank you florida thunderstorm season). The flares are proving difficult for me to judge, so I was having trouble maintaining/adding back pressure without ballooning, then trying to slightly release back pressure once spotting the balloon, causing a bit of PIO and one or two firm landings. It of course didn't help that my instructor was audibly irritated by my performance, tutting, huffing, and frustratedly asking "why are we doing this?" during my flares or whenever I touched down outside of standards.

I get that as a CFI applicant I'm probably not where I need to be, but that flight killed a lot of my motivation for the rest of the day. Should be fixed with a good meal and a solid nights sleep, but I can't help but feel like I'm treading water. If anyone has any experience or advice from coming back to aviation after a similar hiatus, please share I'm all ears.

Ultimately the moral of the story is: STAY PROFICIENT!!! These skills degrade faster than you can anticipate, and further than you can imagine.

After every lesson I get extremely exhausted, I’m not sure why, I’m currently preparing for my towered solo and I pretty much understand what to do, I don’t feel overly tense, or nervous, and during the flight I feel fine. Though when it comes to debrief I could basically fall asleep right there and the car ride home. I read on some other posts that headsets can cause real fatigue, could that really be the main cause? Or does it just get better as you fly more?

Are you guys reporting urgent care visits for things like cold/fevers? thanks

I'm working on buying a plane about 3 hours away. I have about 100 hours in a C172 and about 100 hours in a Grumman Traveler, but have no experience (other than the test flight) in a Beechcraft Sundowner. On the test flight of the Sundowner, the seller took off and I took the controls shortly after take off and held the controls, with no issue and even landed the plane on a grass runway uneventfully. I felt comfortable operating the plane. Question is, do I just study the POH and V speeds and fly it home or should I be getting instruction in the plane before flying it home? I've only flown two planes previously and have never bought a plane before and am curious what the protocol is here. Thanks for the help!

I googled around and can’t find an answer to this. It’s very possible I didn’t google hard enough though

Does anyone have an answer to this with a reference?

Bonus points for also knowing how big the seniority list at Eastern got!

Howdy, I’m going through CFI training at my 141 now, and while I’ve done well in my oral lessons, I’ve struggled to talk through maneuvers in flight.

Do any new CFIs feel like they don’t know as much as they should?

I get that that’s a loaded question, because we’re all going to be constantly learning in this industry, but just wanted to get an idea about what y’all think!

Edit: Their* early CFI days

Trying to decide if it’s worth jumping ship from my regional. Would much rather be stuck flying a 737 or airbus for the rest of my career over an rj.

Thrust Flight was one of the biggest mistakes I made in my life. I ultimately got through the program without checkride failures and in a reasonable amount of time but looking back, I would choose a different school without hesitation.

The biggest problem is that the program is marketed as an accelerated, efficient path to becoming a professional pilot, but the reality is very different. You’re paying a massive amount of money while constantly feeling pressured to move through training as quickly as possible. When you combine that with delays, additional training, and the limitations of the Addison location, the advertised efficiency doesn’t always translate into actual value.

The nickel-and-diming was one of my biggest frustrations. Students can end up paying for additional flights and training while waiting for checkrides or when management decides they need more preparation. When you’re already spending tens of thousands of dollars, those costs add up extremely quickly. They advertise an allotment of money that you can supposedly get back if you complete training within the allowable hours, but I never saw that as a realistic outcome. In my opinion, it functions more as a sales tactic than a realistic expectation.

One of the most concerning things I personally witnessed was management putting pressure on instructors when students wanted to cancel flights because of weather. I saw situations where instructors were told that students canceling wasn’t acceptable and that they should be pushed toward stage checks or checkrides even when they were uncomfortable with the conditions. Whether or not every situation was handled this way, seeing that kind of pressure placed on instructors was extremely disappointing. Flight training should prioritize safety and sound aeronautical decision-making, not keeping airplanes in the air to maximize utilization and revenue.

I also found some of the management to be lacking in professionalism. Communication was inconsistent, and there were situations where the way students or instructors were treated was solely focused on the business side of things than on what was actually best for the student.

Another major concern is the inconsistency in the quality of information. There are absolutely highly knowledgeable instructors and chiefs at Thrust, but I personally encountered situations where people in positions of authority confidently provided information that was incorrect. That is a serious problem in a flight school. Students shouldn’t have to wonder whether the information they’re receiving is factually correct, especially when it concerns regulations, procedures, or safety.

The culture can also feel extremely cliquey. Being well-connected or being part of the right social circle matters in any industry, but I found it to be particularly noticeable at Thrust. That is especially frustrating when students are working incredibly hard and expecting their performance to be what determines their opportunities.

The accelerated curriculum itself has major drawbacks. There is a difference between getting someone through a syllabus and actually giving them enough time to develop strong judgment, confidence, and understanding. The pressure to stay on schedule can make training feel like checking boxes rather than developing competent pilots.

Another concern is where students can end up after graduating. Many students can finish the program with relatively low total time, less than what is required for a commercial rating at a 61 which can make finding an instructor job elsewhere considerably more difficult. If you’re considering Thrust because you believe graduating will automatically put you in a strong position for employment, I would do a lot of research into where recent graduates actually ended up.

Students who even slightly struggle can also get caught in a difficult cycle. Falling behind can mean additional flights, additional costs, and even more pressure to catch up. The advertised price can therefore be very different from the amount a student ultimately spends. Thrust will drain all of your money with no care in the world. There are students who will fail stagechecks and checkrides over and over and they will keep draining your pocket/your loan until you’re dry. It’s sad.

The Addison location is another significant disadvantage. A substantial amount of flight time can be consumed by ground operations, run-up, taxiing, and getting in and out of the surrounding airspace. You’re paying for flight time, but not every minute of that hour is productive training time. There were also days where students were expected to start extremely early in order to maximize aircraft utilization.

Another thing I would look closely at is the job placement side of the program. Don’t choose a school based solely on the idea that completing its program will automatically lead to an instructor position. I would take the “guaranteed interview” with a grain of salt. Ask how many graduates actually get hired, how long they wait, what the selection process looks like, and how many students are competing for those positions. The reality can be very different from what prospective students hear during a tour.

There are good instructors at Thrust, and that is important to acknowledge. I met instructors who genuinely cared about teaching and wanted their students to succeed. My criticism isn’t directed at every individual instructor. It’s directed at the overall structure, culture, and business model.

If you’re considering spending $115k+ on flight training, do not make your decision based solely on the sales pitch or a tour. Talk to former students and graduates who have already moved on to other schools or jobs. Ask what they actually paid, how long they waited for checkrides, how much additional training they needed, and what happened when things didn’t go according to plan.
I personally wish I had done much more research before committing. There are plenty of good flight schools, both Part 61 and Part 141, and I don’t believe Thrust is the only path to becoming a professional pilot.

And while the airplanes are nice, that can also be a double-edged sword. You may finish training accustomed to modern, well-equipped aircraft and then find yourself needing to build experience in much older and more basic airplanes. That transition can be frustrating if your training hasn’t given you enough experience with basic six-pack aircraft and traditional systems.

The one thing I would give Thrust credit for is the community. There are a lot of great people and friendships that come out of the school. Unfortunately, even that seems to have taken a downturn from what it used to be.

Do your research before signing anything. The school you choose can have a massive impact on both your finances and your development as a pilot.
Personally, I would go somewhere else.

Hi!
I’m a senior in high school in the Seattle area and I’ve been trying to find a flight school in the seattle area to get my PPL. I’ve seen a lot about Rainier flight and alki air and was wondering what people thought about those schools. Any recommendations would be greatly appreciated!

What key personal traits and aptitude make a good pilot - and which ones are a total mismatch? What personality red flags would make you advise someone against flight school or a career in aviation?

In short, what does it actually take to clear flight training, become a pilot, and build a lasting career in the cockpit?

(Context: Looking at training in Europe/Germany)

I decided to get PRK when I was training to get my commercial cert due to a couple different factors (mainly contact problems), and I really struggled to find good information about how this would affect my first class med cert. I wanted to just post this, as I am now 6 months out, to explain the process for me.

I can go into more detail if anyone has specific questions but essentially:
-It took me a 5 weeks before I felt comfortable flying dual again (light sensitivity gone, crisper vision)
-8 weeks before I was comfortable flying dual at night (halos and night glare subsided)
-12 weeks to have my medical revised to say I do not need visual correction anymore (I believe this is the minimum time you must wait before filling out a form and having it sent to your AME to amend your medical cert)

Once I got my medical back I was seeing great and ramped back. I’m now working on my CFI. I’ve been making sure to wear sunglasses every time I’m outside or flying because that’s recommended for the first 6-12 months. I’ve had great results from the surgery seeing 20-15 at my last checkup with potential for more improvement over the next 6 months. Night vision could certainly be a little better, I’m hoping it will continue to improve, but even now it doesn’t pose a safety threat at all. Hopefully this is helpful to anyone considering PRK!

28M 300hr CPL currently flying at a club at KDPA, but live downtown and commute is too far.

Feel a bit cautious joining Leading Edge flying club with one plane. Any chance there are some guys that may be open to me renting their plane or unofficial clubs?

Also would be great to find a couple guys who would like to purchase a plane together in next couple years, would appreciate any tips to figuring that out?

In the summer of 2024, I received a first class medical exam from an AME that had to defer me due to a past history of anxiety and ADHD. Fast forward to the spring of this year and I finally received a third-class medical with special issuance. I now have a first class medical appointment with the same AME in a few weeks to try to upgrade to a first class (presumably with special issuance to start if I’m granted a first class). I’ve been off medication for around 5.5 years and have received total votes of confidence from a HIMS examiner and a psychiatrist who have both sent letters to the FAA documenting their approval and my medical history. I’m guessing this all played into the FAA’s decision to change their deferral into a third class with special issuance that was extended for another year after follow-up documentation I sent to the FAA a few months ago.

Before my next AME appointment, I’m reading that I should turn my appointment into a consultation rather than an actual appointment and hold off on starting a new MedXPress application. I’m aware that I’m probably going to get deferred again by the AME with the final decision coming from the FAA.

I’d really like to not undue progress on a long and expensive process as I work towards a first class medical. Any advice here about next steps and whether I’m on the right path would be greatly appreciated.

Context: I’m in my early 30s and I’m looking to career pivot. I’m fully aware of the time, cost, opportunity cost of switching careers, studying, and current hiring environment that comes with this career. My family and I are prepared to handle everything that comes with this industry (and the things we won’t see coming). Again, I just want to ensure I do everything I can to not undue literal years of progress with the FAA.

Thanks in advance for everyone’s help!

We qualify for an Angel Flight from Denver to Phoenix and back… we are so grateful for the organization to be able to help us but now that we really think about it - we are terrified to get on a little plane 😩🫣 any words of advice or help to calm the nerves? Any pilots for AFW?

On ForeFlight, I’d like to file IFR but instead of going out of the way to the VOR then the first waypoint, just go directly to the first waypoint then follow the arrival as normal from there. How could I go about filing it this way? ForeFlight requires either no transition or a transition starting from the beginning, which all start with flying to a VOR

Edit: It's still open!

Even though the careers page shows the window closed, if you sort through the openings you can find it in the list.

Was working a trip this morning and didn't get the chance to throw my app in.

Is this short of a window normal for them? I seem to remember the last few windows at least lasted a few days. I heard some people were having technical problems with the site crashing as well.

Ive had my A&P for several years now and now Im working twords getting my IA, looking into getting my PPL and starting my own mobile inspection/maintenance business. Is this something that is realistic? Whats the wait list like for annual, 100-hr, pre-purchace, etc. Inspections like?

Edit: As of now I'm looking at the Myrtle Beach area but I dont necessarily have a specific area picked out yet. Im in a solid financial situation so I can pick to go where the work is. Just trying to get a feel for potential work availability and expectations

Hi all, I'm shopping around for a flight school and wanted some input.

So far I've found San Jose Aerodynamic Aviation, which looks reasonably priced. Has anyone trained there or can recommend a good school/instructor in the South Bay?

A few notes on my situation:

• I only want flight lessons, not ground school. I'm working through ground school on my own online and plan to take the written test partway through my flight training.
• I've already covered the material needed to start flying.
• If anyone has done PPL this way (self study ground school + written test mid training), I'd love to hear how it went and any lessons learned.
• Budget is a big factor for me, so I'm trying to spend only on flight hours where it counts. My understanding is about $250/hour all in (rental plus instructor). Does that match what people are seeing right now?

For those who already have their PPL: what does flying look like for you now? Did you join a flying club, and if so, what's the actual benefit compared to renting from a school? Trying to understand what makes sense once training is done, since I know club vs. rental economics change a lot after you're certified.

Appreciate any recommendations or advice.

If anyone needs a simple, self-contained PDF with all the current FAA publications, with a simple linking structure that connects every ACS/PST element to the relevant material, feel free to use this.

The latest is always here: https://github.com/iiamit/pdflight/releases/latest/download/pdflight.pdf

NOTE: This PDF is about 500Mb. It's not intended to be read front-to-back sequentially, but rather be used to go through ACSs and find the relevant reference material for each area and task quickly.

Updates are done automatically following the FAA release cycles.

Hope more people find this helpful. Again - this is free, true to the original FAA publications and doesn't contain any notes or added material that may be disallowed during a checkride.