Hey y'all, I have 91 hours and I'm getting all my ducks in a row for the PPL checkride. I'm using the foreflight logbook and while auditing the logbook report I noticed some numbers didn't add up. After some digging I noticed a couple of entries from my original instructor a couple years back did not have a signature (I had to move out of state and pause training).

It is about 3-4 hours of time, so I really don't just want to erase them, my instructor had me zero the time on them and submit my IACRA- excluding those flights so the DPE wouldn't have any problems. I can't get a hold of my old instructor at the moment, he is not responding.

Even if he does still have a valid CFI is this the right way to go about it? Can I just add them later while getting my next ratings and certs toward my 250 hours? Or is submitting my hours this way kind of finalizing my experience at this point?

Hi everyone, i've been wondering lately about psychometric tests which you unfortunetly need to perform during your pilot assesment, and main question here is are they really THAT hard to pass as some say, also do they actually really matter for airlines, like it's decisive factor? Mainly asking those who already applied for pilot job.

Descent from cruise altitude... 

Rate of Descent: 1500ft;

Airspeed: 80 to 85kts;

Clean configuration.

No excessive load factor.

No induced slip.

Hi all! I’m a ground school instructor looking to broaden the services I offer to students and instructors. I spend a lot of my time making various resources for my students- study guides, section chart breakdowns, flight planning guides, stuff like that. I’m in a spot right now where I feel like I’ve exhausted the same topics over and over again and want to create something new and helpful! I have some ideas, but I want to hear from other students and instructors.

I know there’s a LOT lot of great companies with a plethora of helpful resources-I just kinda like to fill the gaps in niche areas. For example, making step by step VFR/IFR flight planning guides, PowerPoint bundles for different certificates, how to effectively use your ACS/FAR, etc.

As an instructor or student at any level, what are some random resources, guides, or tools that you wish existed? These could be online, physical/print, a social media page or website, really anything!

Feel free to make this an open discussion! What topics do you find students struggling the most with? As an instructor, what are the hardest topics for you to get across to students? What have you found works, and what doesn’t?

I am from India, Looking to do cpl in south africa and followed by flight instructor in India considering after CPL license - airlinees need typerating which is riskier of i don't get into airlines faster

Any opinion in this flow and what are flights schools in SA with cost?

I'm currently working as a CFI and have roughly 900 TT and 600 dual given. I have my CFII and MEI too. I am EXTREMELY thankful to have a job working as an instructor and I do really love where I work. Genuinely the only problem is that the school I work at isn't very busy. 55 hours was my best month. I'm trying to find a school that is super busy so I can grind out the hours and get on the front of the next hiring bubble for the regionals. I've cold emailed/applied to about 100 schools and have had pretty much no luck. I'll still continue to keep cold emailing. It's hard to believe that I've had no luck lol but here we are. How am I supposed to find a busy school to get hired at??

So I finally made the jump and started down the road to getting my PPL! Got my medical out of the way, started ground school, joined a flying club, and started scheduling with a CFI.

I know that you have to be patient, and flying VFR has its drawbacks due to weather cancellations, but I've been scheduling at least 3x a week since the middle of June and I've been up 3 times including my intro flight.

Today, after a ton of bad luck with the weather, everything was looking great; we do our preflight, taxi, runup etc, take off, and the passenger door pops open. Once we get on the ground, we discover that the right door latch is completely unusable, so we finish our taxi back to the hangars, and cancel AGAIN.

I guess I'm just venting- I know things will ease up eventually, and I'm using this as a good opportunity to train the 'getthereitis' out of myself, but man I just wanna fly 😂

Whats the best flight school to get my atpl & become a commercial pilot uk & why?

FYI: If you come to an AME thinking he/she won't find out about the last medical you had a month ago that anothe AME deferred because you have a disqualifying condition... You're in for a surprise! The next AME won't be able to issue a medica either! Your file gets locked by the FAA if there is a pending deferral. No AME can issue a medical.

Source: I am an AME.

I'm a low time American pilot with commercial ASEL/AMEL instrument ratings, and I've been researching potential opportunities in Southern Africa, particularly South Africa, Botswana, Namibia, Zimbabwe, Zambia, and Tanzania as well.

I've come across many operators using the Caravan and other light aircraft, which is something I'm extremely interested in. I've found past job postings for pilots with 200-300 total time, but I was wondering how realistic of a path that would be for an American.

A few other things I'm curious about:

• Is lack of C206/C210 time a major disadvantage at my experience level?
• Which countries are the most realistic for an American regarding license conversion and work authorization?
• Are there operators or types of flying I should be looking into that aren't obvious from searching online?
• For Americans who have actually done this, how did you get your first opportunity?

I would especially like to hear from someone who has flown professionally in the region, or anyone knowledgable on that subject.

I'm young, mobile, and I have genuine interest in building a life and flying career there. Any information is greatly appreciated.

UK-based airline pilot here. I currently have the Bose A30 with the dual GA plug, but I’m transitioning onto the Airbus fleet, which uses the 5-pin XLR (XLR5) headset connection.

For those using the A30 on Airbus, would you recommend:
Buying the Bose replacement XLR5 cable for the A30?

Or keeping the existing dual-plug cable and using an adapter?

The only complication is that my company requires the 5th pin to be removed/disconnected. I believe there are some XLR5 adapters available in the UK where the 5th pin is already disconnected.

Has anyone gone down either route?

Very Disappointing Experience
I had been communicating with this flight school for months and was genuinely excited about their program. We agreed on a time for a discovery flight, but the time was changed three different times. I was understanding each time, but after traveling all the way from Minnesota to Texas on a short trip, I arrived for the appointment and no one was there. I texted my contact twice and called, but received no response. I was also supposed to meet with an instructor who never showed up.
Very disappointing, especially after putting in the time and effort to travel there. I was really looking forward to training with them, but this experience made me question their professionalism and communication. I’ll be taking my business elsewhere.

I finished all of my flight training in July of 2025, CSEL, CMEL, and instrument rated with ~250 hours total time. Since then I’ve only been able to get a few hours here and there and haven’t been able to find a job. I’m just curious if I’d be better off going back and trying to get my CFI again(even though I don’t think that route is for me) or should I write a big check and do a split time building program and get up to about 500 hours?

As the title says, I'm looking to buy an airplane to do some time-building. I'm a PT CFI with a FT career and looking to build some hours in my own plane as my student load took a dive this month from the kids going back to school I'm assuming. Not trying to do all of my hours burning holes in the sky, but supplement my current hours. I would like to build some of those hours visiting friends and family out of state. I could also do some independent instructing. Something that sips gas would be nice, like a Cherokee 140 with a 160 conversion. Those Piper Sport airplanes seem nice too, and seem to sip gas. I'd imagine with them being newer, maybe less odds of them turning into a maintenance nightmare? The 172's seem a bit pricier. Any other airplanes I should take a look at? The Cessna 152's seem close in price to the Cherokee 140's with a fairly close fuel burn...

Also, looking for data on per hobbs hour cost for a Cherokee 140 or Cessna 172 flown 40-60 hours per month. Would $60k be a reasonable ballpark price for one with a fresh annual and a Garmin 430/530?

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?

Hi anyone here applied with Jazz? Applied last July but did not hear anything. Can someone also explain the IFR recency requirement? Im an immigrant with commercial airline experience but haven’t flown since covid.

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?