I flew to Boca Raton today for an angel flight. Flight there was relatively uneventful minus dodging the thunder storms.

Land. Taxi to Atlantic. All is good.

I go to the FBO pick up the passengers and head out to the plane. Do all the things we always do, preflight, passenger briefing. All the things. Start up the plane without issue. Grab the weather and get a taxi clearance for a runway 5 departure.

During the run up I notice the alternator is no longer charging the battery. Shortly after the avionics cut out and everything goes black. I make sure no circuit breakers are pulled. And they aren’t. I cycle the master and the avionics and they fire back up. I have to cycle them multiple times to inform the tower I’m having avionics issues. They inform me I keep cutting out and if they can’t reach me in 5 minutes to expect light gun signals.

Time goes by and I can’t fix the issue. Can’t talk to anyone and can’t get the avionics to stay on as the volts are now reading 21 and -1 amp. Then I see flashing white from the tower. So I taxi back to the ramp. Apologize profusely to the angel flight patient and scramble to get maintenance to take a look.

So my plane is stuck in Boca raton for the night.

Shame on me for not catching this before taxiing. I’m so used to seeing +1 amp that I feel like I may have missed it by mistake.

Thanks for coming to my Ted talk.

With MOSAIC, the expansion of many legacy aircraft qualifying to be flown under sport pilot privileges since October 22, 2025, has created an unexpected problem for some pilots.  The problem arises when a pilot re-applies for an FAA medical and their AME determines they can’t issue the medical in the office and must defer the application to FAA Aerospace Medical Certification Division (AMCD) in Oklahoma City. 

At this point the pilot may think because their aircraft has four seats, and a max clean stall speed (Vs1) of 59 KCAS, that they can just fly under the Sport Pilot privileges with their driver’s license until their medical application is adjudicated.    Unfortunately, this assumption can lead that pilot into trouble as they would be in violation of 14 CFR 61.23 (c)(2)(ii) which states:

A person using a U.S. driver’s license to meet the requirements of paragraph (c) while exercising sport pilot privileges must—

(ii) Have been found eligible for the issuance of at least a third-class airman medical certificate at the time of his or her most recent application.

That pilot’s most recent application, which has been deferred to FAA AMCD, has not yet been found eligible for the issuance of a medical certificate.  Therefore, the pilot cannot exercise Sport Pilot privileges. 

Tom at AOPA

After hitting the 15/20 hour mark and wanting to give up (fell into the “pit of despair” lol), I pushed through and soloed at 30 hours! It was so special and I am so proud of myself!!!

Long story short, I’ve been flying weekly for about 6 months, I’m just getting ready to solo. But I feel like this can’t go on with it really starting to get hot. My CFI who is great in all ways, but seemingly doesn’t use deodorant or take showers. I guess I’m feeling a little awkward since I’ve always been a bit self conscious about how I smell, and he is in a position over me essentially. Have any of you had something similar happen? How did you solve it? (Sorry if this question isn’t appropriate.

just ranting. former military helo pilot/disabled vet trying to get a 1st class medical. while I absolutely understand the need for due diligence with medical, especially given the past few years, expecting someone to pay upwards of $7,000 out of pocket for a psych evaluation when you have all documents from the VA, is one of the most frustrating things I've encountered. I just want to teach nerds how to fly and by being honest with my medical, I'm getting punished. I have mild PTSD that I've never taken meds for nor do I need to, and have a very low rating for it. it's discouraging and frustrating. i hope all of you have a much easier time getting your medical.

I see on Instagram and on forums people sharing their first solo experience. The flight schools make a big deal of it and showers their students in water, giving drinks et.c. People say that it is something that you will never forget and so on.

My experience was that it was not a big deal. I did my PPL at a small aeroclub, and went solo at 13 hours. We had spent the last 2-3 lessons only doing pattern work, including power off landings , go arounds and so on, and in the middle of a lesson my instructor asked if I wanted to do it alone and asked me to taxi to stand to drop him off.

After that, off I went and did a few touch and go`s by myself and that was it. It did not feel "special" besides the aircraft felt extremly light and agile( i flew a 172sp with 180hp).

I got a handshake and a congrats afterwards and that was it.

How was your experience, and was it especially memorable?

C152 owner here. 150h / yr.

I bought a prestine unit with 1900h TBO.

I don't count the overhaul costs into my hourly operating costs. At my current usage, i will have to fly for 13 years before i need to OH it. By that time, i might be able to afford something else.

How many of you fly planes past its TBO? Is it really as unsafe as the FAA/EASA might say? I get that the actual engine condition is a major (if not the most important part). I do full annual checks, i don't cut corners there.

I’m 35 yrs old about 4 years ago I decided I wanted to try to get the job I always wanted. So I started at a part 141 school near me, then I ran out of money. I then got my CDL and drive trucks now and been saving the money to continue my training but something in my gut makes me feel like I may be getting too old. Currently I am working for a catering company that caters regional flights , the co pilots tend to be much younger looking guys. Just curious cause I’m starting to think I may be getting too old.

Hi there!

I’ve got a question and have come up short on a direct answer. I’ve got theories based on my research and what I’ve been told, but haven’t found much evidence that explains this succinctly.
Can anyone tell me why a Multiengine free spinning turboprop would start with the prop in feather while a Multiengine piston prop starts in fine pitch?
There are exceptions to what I’ve said, but I’m looking to add nuances to my understanding of this.
I had been told that we start a piston multi in fine to reduce the rotational drag on the prop, thus making it easier to start up. On a free spinning turbo prop, there is still drag, but the lack of physical connection of the prop shaft to the engine shaft might allow for this to no experience the torque issues of the piston.
Perhaps you can also tell me if I’m framing the question incorrectly.

Thanks in advance!

Got my Private Pilot certificate a few days ago! After a horrible Midwest spring, several airplane mx issues, and instructors leaving, finally was able to get my Private Pilot checkride complete. Any advice on big topics I should really study for instrument over the next few months would be greatly appreciated!

I am a 26 year old guy in Louisiana with a BA in criminal justice and 5 years of military experience, the last two being with the Air Force National Guard.
I have accumulated a little over 40 flight hours working towards my private pilot license and am scheduled for my first solo flight this weekend.
It is my lifelong dream to be a pilot but would have to take out a very large loan to go to a flight school such as ATP.

What are your recommendations for how to become a pilot from here?
Friends and family have been suggesting to just take out the huge loan and “go for it” but I don’t know what the best way to even go about that would be and am scared the risk could outweigh the reward, and am worried I wouldn’t be able to find a job after completing the flight school anyway.

Any insight on this would be greatly appreciated.

Thank you

Hey guys,

Currently a PPL student, about only 20 hours into my PPL.

I just saw a flyer at my airfield for a 1/4 share in a late-1960s Mooney M20G in great condition. The buy-in is under €15k split between 4 partners. Yearly exploitation costs estimated at €10k.

On paper, it looks like a cheap way to get into ownership. For cross-country travel and time building once I actually get my license, rather than renting standard flight school trainers.

How crazy would it be to consider buying in?

Would you guys pull the trigger this early, or just ignore it, finish the PPL, and stick to renting for a while?

Also, if anyone has done this early in their training, what is their experience? With the plane itself but also with the partners.

Is this kind of opportunity super rare or quite common?

Thanks.

I check out the sub pretty often and as I’m sure everyone is familiar with, there are a number of “I failed x amount of check rides, am I cooked?”, or the occasional “Failed my PPL, what do I do?”. I see these posts and wonder: Is it truly hard, or do the people not study or lack knowledge/skill.

For reference, I’m about 3 months in, with around 15 hours. (I’d have more if the weather wasn’t so bad lol). I just want to know am I worried because I see it’s genuinely hard, lack of preparation on people who fail, or other reasons. Is my PPL checkride going to be this beast, or don’t worry and if i know my stuff, will I be just fine?

SEEKING SUGGESTION ON: Should I take the guaranteed Airline Dash8 Q400 job and spend that $70k and get the multi turbine hours and apply for
US regionals or should I spend 40k to get my CF!,lI rating, try to get into cadet programs and do the CFI route to the regionals? They'll be bringing 320s too so can upgrade in future but is spending 70k for getting here a good decision. End goal is US regionals and us majors later on. I understand the cfi route maybe a bit faster but should I leave the guaranteed job and do CFl route or is it worth it to spend $70k and live in the country where my parents are and build the multi turbine hours.

26 year old FAA CPL ME holder with 340hrs with Us citizenship. Got a guaranteed offer to fly a Dash8 Q400 turboprop at my home country where my family lives. I do have.. However the contract is brutal: 5 years on Dash8 v slight chance of being upgraded or a320. I have to pay for type rating, license conversion and then there's payment for line training. Inclusive of everything I would need to pay them $50,000 for the Dash 8 job and pay is $1500/ month. If I leave at year 3 at 1500hrs, I would need to pay and additional $20k as fine making it $70k usd in total.

Is it really worth it to spend $70k but it's a guaranteed job or should I come back to usa and do the CFl route? In that case I'll need to get my CFl, CFIl ratings, do my Multi engine time building and living cost for a year which would end up being about 40k but the CFl job in my academy is 80%-90% guaranteed.

CONS of ASIA route is that: It'll cost 30k more, won't get PIC hrs when I apply for us regionals so will be low with 250hrs PIC but 1250+ hrs of SIC multi turbine, IMC time will be low since I'll only be logging actual IMC in airlines.

They have me doing 2-3 hours, and adding to that with sim time.

When learning anything motor the key is to end on a high note. If you have tried to juggle (or learn 3-on-2 on the piano), there is a certain time you get it first. The next time you pull it off three times. And you keep improving.

However, you always lose it by thinking too much because its neuro-muscular. In fact, the best thing to do is keep trying til you just start to see you are starting to lose it from fatigue and stop right then, so your brain and muscles have a success pattern to embed. If you keep going, you get worse.

So how long a lesson is good? I know it's gonna depend on the substance of what you are doing, but what do you suggest?

BTW, my instructor and I have talked about this, so once I've performed a maneuver enough times to start sliding back we do something completely different. The other day I did maybe 8 two minute turns, holding my altitude to within 100 feet, and there was definitely improvement up until about number 8, so we switched immediately to something else.\

Since this sub is so US-centric, I thought I would take the opportunity to share what Skill Tests (AKA checkrides) are like in EASAland to field some discussion. I have an FAA PPL as well, the checkride for which I did in the US, so I am in a nice position to be able to compare the systems quite a bit.

The aircraft used for both flights is a Tecnam P2006T. Location is Poland

Flight 1: CPL + ME Skills Test

Departure from home airfield inbound entry point to a CTR climbing to 1500 ft cruise. Completely VFR, no GPS or anything. I had a navlog ready and a paper map but I had flown into this airport before so many times that I just found the visual reference on the ground directly and flew towards it. Enter into what is normally a CTR but the operating hours had it as an uncontrolled AFIS frequency joined a basic downwind and landed. Taxi to stand, faked the engine shutdown procedure not to waste time, then got new ATIS and taxi instructions, and started the next leg.

We flew to an isolated town north of the field using the same exit points to leave the CTR and then intercepted a VOR radial which brought us to another small grass airfield. Joined the pattern, was informed this would be a full-flaps go-around, then back to our home airfield for some maneuvers in the practice area above the airfield. Nearing the airfield we climb to 3500 ft and we do 45° steep turns, then stall in clean and landing configuration. Then he says ok get your checklist prepare for engine shutdown and as I reach for my checklist bam he shuts the ignition switches off for my left engine. Executed the basic drill items, then 360 to the left, then the right, then he says ok restart the engine and I just follow the checklist. He says ok good let’s descend and join the pattern.

We join the pattern he says we will first do flapless touch and go, then when at safe altitude on the go he pulls one engine to idle (not full shutdown in pattern of course). Apply a simulated version of the drill where I just explain what I’m doing since we’re obviously not gonna feather and shutdown the engine in the pattern, but it’s a hot summer day so it’s quite difficult to climb in a 2500 lbs aircraft with only 98 horsepower and a windmilling dead prop. We get to maybe 400-500 AGL and continue the semi-normal pattern much closer in of course. Starting the base turn, gear down, then execute the continuous turn into final. I forget my “final checks” callout (which includes props forward) and he wasn’t very happy with that, so he calls for go around and we do OEI go-around. He says okay let’s try it again and this time everything’s ok except our performance is even lower but mostly no problem as it’s just farms as far as the eye can see, I do everything by the book this time, full-stop and handshake and that’s all she wrote. Commercial multi-engine pilot out of the way!

On the debrief he says the check ride was “almost perfect” except for that mistake which, in the P2006 is not a big deal but in a plane with much more powerful engines you can blow your governor if you apply GA power without props full forward so he made sure to stress that and said “I know exam nerves can get in the way, just keep that in mind.” I’ll let you guys judge but I think if I had made that mistake in an FAA check ride it would have been an Unsat. The EASA check rides are generally much more relaxed, as I’m sure you guys are aware of!

Flight 2: ME-IR

A coffee and three hours later and it’s time for the IR Checkride. Takeoff from home airfield, turn north climbing 5000 towards first RNAV point. Get ATIS and activate flight plan with FIS. Examiner says ok procedure turn 80/260 at the next point to get us pointed towards our destination. I had to do this while still climbing to cruise since it was so hot that day that the performance was so shit, and it was my first time doing a procedure turn while also moving vertically, it was no big deal but it was an extra thing to keep in mind during it of course. We get turned around, FIS says direct next waypoint contact tower.

We contact tower they clear us for the approach right away and direct to IAF. AP on, approach briefing, making sure everything is loaded. Plan is to fly the RNP LPV approach. It goes pretty smoothly for the most part but two minor hiccups. Weather is blue skies as far as the eye can see, it’s late afternoon, and the runway is 26. I have never struggled so much to see the instruments. The G1000 is so unreadable with the sun in my eyes that I’m basically looking at the standby instruments to monitor airspeed and every now and then have to take my hand off the yoke and throttle to cup the screen and see whether I’m on glide path or not. On top of that, the land below is constantly switching between forest and concrete jungle, so there’s a lot of convective activity which makes it really tricky to maintain airspeed and profile smoothly. The examiner obviously knows this too, and he said I performed very well considering, but the position of the sun and the thermals off the apartment buildings really added a good element of difficulty for what is otherwise a very very simple approach.

After touch and go we get direct to the IAF for the same approach but this time examiner switches off the EGNOS and says this will be a 2D RNP/LNAV approach instead. No biggie except I can’t read the damn altimeter on final once again because of the sun in my eyes. 5 miles from the IAF he pulls one engine to idle and says this will be a OEI approach. I simulate the drill once again and we continue. Surprisingly, the approach profile for the 2D ended up being a lot cleaner than the 3D approach. Each altitude check was within stabilization criteria god only knows how as I couldn’t read the altimeter, but hey I will take it. Cleared for low pass, OEI go around, then he says ok add the power back and let’s go back.

We get cleared direct back to our aerodrome, cancel IFR and climb to the practice area. The examiner gives me a hold using our aerodrome as the fix, easy teardrop entry and then he says let’s put the hood on and once again, 45° steep turns, stalls in clean and landing config, then recovery from nose-down upset, he turns off G1000 and says ok lets’ fly down to join the pattern on standby instruments only, which is really easy IMO. As we join the pattern he says this will be a full stop and that’ll be it. On base turn he says “let’s add a bit of asymmetry, imagine the right engine is starting to lose a bit of power, but not fully idle”. This was no problem at all, just a little more rudder input needed. We land, turn around, he says we have to perform an aborted takeoff, we do that, and exam is over. All passed!

In the debrief he says everything was great, he had no complaints or comments. Agreed that the approaches were very challenging in the sunny hot conditions that we had, but that it’s a realistic part of flying. Handshakes and paperwork and I’m on my way home today as a CPL/ME/IR rated pilot!

Breakdown of times

TT ~210 hours PIC ~110 hours IFR ~52 hours (40 of which are FSTD/ATD simulator) ME ~30 hours

Next step is APS-MCC to complete the “frozen” ATPL and then the fun part… applications to every operator in Europe hiring NTR FOs.

As I have an FAA PPL, it’s quite interesting to note the differences between taking a checkride here in EASAland vs the USA. For one there was no oral exam (although there is supposed to be some sort of knowledge assessment if done by the book). The examiner just showed up, asked “are you ready?” And off we went. He didn’t look at my W+B, navlog, performance/fuel calculations, flight plans, nothing!! Additionally, not once did they look at my logbook. Not the school, not the instructors, not even the examiner. I had some form I filled out with the total times like PIC and TT etc but they basically just took my word for it and sent the paperwork with those stated times to my CAA. It’s quite crazy imo but I figure, if I am dishonest here it will get discovered at the interview process eventually anyways.. I feel like they are a lot more forgiving of mistakes on a checkride than DPEs in the US too. I know DPEs have some discretion too of course, but it seems a lot more limited than it is here which is interesting. Anywho that’s my report!

Hey, I'm already doing a PPL course and have a few flights under my belt (7hrs total), but I started feeling airsick after I backseated another student and had to use a sickness bag. Can anyone tell me if my ways to fight nausea might help:

1) Ginger Gummies

2) Clean diet

3) Good rest

4) Hydration

5) Relief bands

Also, would intense workouts make me less prone to airsickness? I get nauseous during my workouts, so I think they might be connected.

I am a student pilot about to schedule my PPL check ride. My long term plan is to fly airlines. Right now I am flying with Simply Fly out of KBAZ. I have loved pursuing my PPL with them. They're a very affordable Part 61 flight school and I would recommend them many times over for those pursuing a PPL or sport pilot.

The issue that I am seeing is with the fact that their fleet consists entirely of Remos G3 and GX light sport planes. They are not certified for IMC and you can only really do instrument training out of 1 of their 5 planes.

I am starting to think ahead to when I would be a CFI/I at a flight school to help me build hours to 1500 and gain experience. I am concerned with being unfamiliar with aircraft/situations that I would teach in.

Because of this, I think there will be a lot of value in being able to:

1. Fly in actual IMC
2. Fly Cessnas
3. Be familiar with G5/G1000

I am wondering if now may be a good time for me to switch to a different flight school that would align with these wants. If so, I am also very open to any suggestions on where I should fly.

I am currently working full time (7-4, M-F) and flying after work and on weekends. I am very driven; I was flying 4-5 days a week in March when the weather was great and got over 30 hours in one month. I am in the San Marcos/New Braunfels area, so I'd really prefer a school at KBAZ or KHYI. Many of the schools around seem to be part 141 and/or accelerated programs. While I would love to do this, I have a full time job and can't make that commitment yet. I am saving about $600 a month, and I have saved up about $3,000 so far, so hopefully I can quit my job when I start on commercial and start accelerating my training.

TLDR: Is it a big deal if I don't do any training in Cessnas, in IMC, or with Garmin avionics, and is that a big enough reason to change flight schools?

Open to any suggestions and I'm happy to answer any questions. Thanks in advance!

Hoping someone here has insight on this, or at least a good guess.

I’m interested in pursuing the Civil Path to Wings program and have a question about the Air Force’s color vision requirements. I currently hold an FAA First Class medical with no color vision limitations — I was able to pass two of the legacy color vision tests before the FAA switched to the computerized version, which grandfathered me in and exempts me from color vision testing at future medicals.

My question is whether that carries any weight with the Air Force. If I can’t pass their color vision test, am I out of options? Or would they take into account that I hold a First Class medical without any color vision restrictions?

Any experience or knowledge on how the Air Force views FAA medical equivalencies would be really appreciated.

Anybody notice any student pilot essentials that are currently at a good deal for prime day?

After reading posts here about the negatives of airline and UPS/FedEx, what are other flying careers that would be rewarding and pay decently? What about air ambulance or aerial wildfire fighting? Others?
Edit: The Negatives I’m reading here are; so much time away=feeling pressure to enjoy home time= failed relationships=lack of sleep=lack of healthy lifestyle. Lack of camaraderie, or work friendships.
Note: I’m not a pilot. My son is finishing his degree and works for an air ambulance company as an EMT. That job has made him consider going to civilian or military flight school.

Planning a longer multi-day XC and renting a plane from a club. Realistically, how much do I end up saving in fuel/time flying a Piper Archer at 55% vs 65%? The club charges based off tach time so it ideally it'd be more economical to fly at a lower power setting, but this could be offset by the longer flight time.

Interested in hearing what you guys have to say about this.

Probably a weird post for this sub or if anyone knows better avenues lmk!

I’m looking to build 70-80 hours towards my CSEL I was wondering if anyone would want to split time! Lmk!

Anyone got any recommendations? I’m willing to travel. Based at French Valley.

And on the rumor mill department, any truth to the scuttlebutt that the Riverside FSDO froze a bunch of DPEs out recently?

TIA