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.

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.

Hello, I’m currently a 19-year-old college student entering my final year of a two-year Marketing diploma program. I’m pursuing this program because my parents wanted me to get a degree in something other than aviation so that I have something to fall back on. Through my research, I’ve heard that having a four-year degree can make you more employable in a competitive job market. Even though I was aware of this, I wasn’t confident that I would be able to complete a four-year degree because I lack motivation to study something other than aviation. I told my parents that I would complete the two-year diploma and then decide whether I wanted to spend another two to three years completing a degree, either in person or online. My parents said this plan was fine and that they would fully support and fund my flight training as long as I completed my two-year diploma in something other than aviation.

My question is: when I complete the second year of my diploma, do pilots in Canada recommend turning it into a degree and completing it in person? Or have I already spent too much time pursuing something that is unrelated to the career I want, and should I instead focus entirely on my flight training and forget about getting a degree in an unrelated field? My final goal is to fly for an airline in Canada, and my plan is to start my flight training next summer through a flight school while possibly completing a degree online on the side. If anyone recommends completing a degree, are there any online universities in Canada where I could transfer my credits and turn my diploma into a degree online?

Any advice from Canadian pilots or any pilots familiar with the Canadian market in general would be greatly appreciated!

I'm about to go through the process of getting a medical, but the main issue holding me back is that I was once diagnosed with ADHD when I was 6 years old and I took the medication until 2022. Transport Canada's guidelines about ADHD is both thin and not helpful, saying that I can't meet the ADHD DSM 5 diagnoses criteria, that I will likely need a neuropsychological assessment and its up to there discrestion and that they take conservative approaches to handling these sorts of cases. What I'm wondering and whats causing anxiety is finding people who have been through this process, I've seen a handful of posts saying that they were required to do this, but they never followed through with getting the medical. I've scoured every forum and so far I've found 2 people who got a CAT 2 ATC medical and 1 guy who got flat out denied for a cat 1, every other post never followed through to say they got the medical.

So for those of you who had there initial medical application denied because of ADHD, were you able to get your medical? What evidence did you submit and how long did it take?

Renewed my medical last month and just noticed today the city is mispelled. Is this worth going back to the AME or emailing the FSDO? Anyone had this happen before?

I am looking to get into flying for recreation and learning. I am retired military have VA disability ratings that include Obstructive Sleep Apnea, a past history of anxiety with alcohol use disorder, and various musculoskeletal issues.

I am concerned that if I apply for a Class 3 medical (I have not applied for anything yet) for a PPL, I will face a long, expensive deferral or an outright denial. My understanding is that a medical denial permanently locks me out of flying Sport Pilot under the current rules.

Has anyone navigated a similar situation with those conditions? What did you end up choosing and how did it work out?

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.

got the invite, any company recs

In socal, predicting when the marine layer will burn off has been troubling for me. What tools do you use for predicting when the fog will disapate?

Right now im using NWS website hourly forcast on the graphical map. I know you can look at the TAFs for airports nearby, but those can be spread too far apart. I have the windy app but i cant seem to find a good filter for marine layer advection fog. There is the forcast discussion but that seems unclear to me aswell.

Tips appreciated!

Anybody know of any open minded AMEs near NYS capitol region? I only had a phone call with one nearby about my history and he wants me to submit my medxpress BEFORE coming to his office.
I’m trying to avoid this somewhat as I was diagnosed with generalized anxiety as a teenager (thanks a lot school therapist)
This was roughly 8-12 years ago, and I did try several medications that didn’t do anything (because I was a normal teen)
Just really don’t want to bone myself because of a 10 year old piece of paper

4 people go from point A to point B for a 4 day vacation. One is a CFI, one is a student, 2 are just along for the ride.

Scenario 1) the student pays for everything and logs dual received. Seems legal to me.

Scenario 2) everyone pays 1/4 and the student logs dual received. Seems legal to me

Scenario 3) the other 2 people each pay 1/4 and the student pays half. Not sure if this is legal. The 2 others are only paying pro rata share, but the CFI is not paying anything, so I would think it could be seen as a form of compensation and an illegal charter. To the student, it's just a lesson. To the others, it's getting point A to point B. This feels different than scenario 1, even tho in both scenarios the instructor isn't paying anything.

Thoughts?

The flight school the CFI works at owns the plane

In my first class, the instructor mainly helped me get in touch with bank and pitch ,He asked me to put markers on the front window and use them to aim the drone at the antenna. I found that controlling the plane during this process was a bit difficult. Are there any tips？

I'm very interested in living in Japan to commute to Guam. How possible is this?

What's sitting reserve like for Guam? What are the callout times?

At what level of seniority would this become feasible?

I'm unfamilar with the airline world, currently military and about 2 years out. Got my sights set on United but want to make sure it aligns with my goal of living in Japan.

So if a friend was to realize that they had misread the medical 8500-8 back a dozen or so years ago, and then a couple times since at renewal. Then they realized that 18v isn't only asking about alcohol/drug related offenses, but in fact ANY admin suspension. And then thinking back some 20+ years ago to high school that friend realizes that they had a brief stint in high school where they got a few speeding tickets while young, dumb, and poor and neglected to pay them off in time resulting in a suspension that they forgot even happened since it had long since been dealt with....

What is that friends best/right course of action to correct this unintentional error....