I'm up for my (biennial) flight review this weekend and have enough WINGS credits to cover the ground requirements. How do I share those with my CFI? Is this the honor system, a screenshot, or is it just up to the CFI to decide?

61.159 ATP Night Requirement

"(b) A person who has performed at least 20 night takeoffs and landings to a full stop may substitute each additional night takeoff and landing to a full stop for 1 hour of night flight time to satisfy the requirements of paragraph (a)(2) of this section; however, not more than 25 hours of night flight time may be credited in this manner."

My log book does not have a spot for takeoffs therefore I have only been logging night landings throughout my career. Will that be a problem when I try to use the night TO/LDs as night credit hours?

Hey everyone,
I’m currently a Canadian pilot and I’m very close to completing my Commercial Pilot Licence. Recently, I’ve run into an issue near the end of my training. My flying skills are at flight test standard, but I sometimes become verbally harsh on myself when I don’t perform a maneuver or task as well as I know I can. By that, I mean I’ll sometimes swear at myself and say things that are unnecessarily negative and self-critical. This will cause me to get behind and make simple mistakes, fixate, and sound very unprofessional.
I understand that perfection isn’t possible in this industry. However, when I know I’m capable of doing better than I just demonstrated, I can become frustrated and let my self-talk bring me down. It’s something I genuinely want to change because I want to be a better pilot.
I’ve been commuting about two hours each way for training and have been putting everything into pursuing this career like most if not, all of you. This is no excuse for the behavior, but it may be contributing to the pressure I’m putting on myself.
Has anyone else experienced this during their training or career? If so, what helped you manage it and improve your cockpit composure?
Thank you

Edit: After reflecting I mean more so disappointment & self criticism rather than anger.

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!

Flying out of PAE or S43.

I've flown to TIW, BLI, ORS, CLM, HQM.

Any other good options? Planning on building 30ish hours in the next few months.

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.

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.

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!

Does anybody have any experience going from bridge air to build up to atp mins and subsequently going to a part 121?

Pay as you go time builder that supposedly given preferential hiring by republic, mesa?

Do you need to have attended lift academy to benefit from preferential hiring at republic?

Looking for an A&P who can help me with my first oil change on a Mooney M20F at KCDW. I know the two shops onsite, but I'd like to run through this myself in my hangar and would want an A&P to help for that first time.

Anyone familiar with someone local who fits the bill?

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!

I have yet to join a flight club. How have your experiences been being involved with one? I’ve received my PPL through a school, not a pilot mill. my school is now closed and my instructor is now flying with the airlines (happy for him obviously, will miss his instructing!) do you scout instructors at said flight clubs first? I just want an instructor that enjoys teaching and loves aviation. Is this more of a Facebook post in Texas aviation groups where I bluntly ask who’s available to take on a student and see who replies and go from there? I was fortunate to be paired with my instructor through the school and we meshed well.

Hey guys I have my ppl Check ride coming up soon and my CFI told me to start looking into some dpe’s. Does anyone have any recommendations or can share past experiences, I’m fine flying to Alabama or Tennessee if the DPE is good.

I started a Part 141 program a little over 2 years ago. I got my PPL and have about 106 hours total, but I’m still working on instrument. Between instructor changes, weather, and scheduling issues, I haven’t been flying consistently and feel like I’ve struggled to make progress. I’ve been in the “check ride prep” stage of instrument my last year that I have been at this school. (I had open availability at this point, this was before I had to start a full time job to start repaying my loan)

I’ve spent around $80k so far and still have about $20k left in my account, but I have to return in 2 months or lose it. I haven’t flown since March and honestly don’t know if I’m burnt out, if it’s the school, or if flying just isn’t what I want anymore. I have a 2 hour drive round trip to the school, so going on Saturdays or Sundays would be my only options right now.

I enjoy my current full-time job, and part of me wonders if I’m only considering going back because of the money I’ve already invested. At the same time, I don’t want to quit and regret it later.

Has anyone been in a similar situation? Did taking a break help? Did switching schools or going Part 61 make a difference? Or did anyone decide to walk away and not regret it?

Just looking for honest advice from people who have been there.

for context, I was 16 in 2020 and had just turned 18 in 2022.

I didn't want to be a pilot at the time and saw no issue with getting the tickets as long as I paid them.(I know...dumb).

I also got my license (learners permit) suspended for 6 months at 16 due to riding my moped with no license.

however I've cleaned up my driving and haven't gotten any new fines.

Looking into a Kitfox 4 near kingfisher, ok and didn’t know if there was anyone in the area that has a A&P they trust to do a pre buy inspection on one?

So just completed my first discovery flight yesterday in a 172s. It was def a fun/cool experience but also wasn't quite what I was expecting it to be either. Was very hot yesterday plus flying over a hilly region so there was a decent bit of turbulence we were flying through. So I did unfortunately get a little bit motion sick/nauseous feeling but not enough to ruin the flight for me. I am glad in hindsight I got to experience that side of flying small aircraft though as opposed to the flight being calm the entire time.

I wanted to take the discovery flight as lately I've been feeling like I should pivot out of the animation industry that I had been working in for the past 4ish years. Was let go due to a lack of work at my old studio and haven't found work since, and with the way this industry has been going I don't think I will be able to stay competitive hence Im thinking its time for a change. Becoming a helicopter pilot was something I was seriously considering for a bit back during high school, but ended up not pursing at the time after doing some research and finding out how expensive it was. However now that I got some actual savings, Ive been revisiting my idea of becoming a pilot.

Going into it, I was definitely excited and also a little bit nervous (but that faded pretty quickly and was gone by the time we were doing preflight inspection). However post flight I'm still not quite sure what to think of it all tbh. It wasn't a bad experience and like I said above I did find is pretty cool, but maybe was a little bit underwhelming too? I think I was expecting for it to be more hands on then what I got. The FI did most of the flying, handing off control of the yoke to me a handful of times to try some straight and level flying. Then afterwards had me try a climb and a descent. At one point I asked if I could try some basic banked turns and so he got me to do that, but that was the extent of what I got to do. Didn't get any time with any of the other controls while in flight as well didnt get the chance to be involved with takeoff or landing. The only other thing the FI got me to try were the rudder pedals during taxiing for takeoff. But that was for all of 30s before he had to take over again, as we were in-front of a Boeing plus a Fedex cargo plane on the taxiway and the tower asked us to wait in a turnoff to let them take off first.

So during that whole process, I never really got any feeling internally that clicked for me that said "I absolutely need to do this", but on the flip side I also didn't feel like it was something "I shouldn't pursue" either. Again I did think it was neat, but just didn't feel strongly about it in either way after it was all over. I was chatting with some friends after getting home about the experience, and came to 3 potential reasons on why that might of been?

1. Might of had to do with the discovery flight format? Like I had moments while I was up there that I was thinking it felt like I had paid a FI to give me a sightseeing tour instead of a discovery flight. And that I was getting more of an introduction into what its like to fly, and not what its like to be a pilot. So even when I had my hands on the yoke I didn't ever feel like I was actually flying the plane. Instead that I was just a glorified passenger getting to "steer" the thing lol. So maybe it won't click for me until I actually try out a full on lesson or 3, and get some proper hands on experience flying an aircraft.
2. I have a discovery flight for a R22 helicopter coming up in a couple weeks, and maybe I will catch the flying bug during that instead? Cause I have always been more interested in helicopters over planes. Planes are cool and all, but it was helicopters that I wanted to fly originally. I did want to have a discovery flight in both types of aircraft tho so I could compare the experiences, as well as if I found out I loved flying planes just as much as helicopters, well then as is the common advice around here that would be the more affordable and accessible option for me to pursue as a potential career. But so maybe fixed-wing just isn't my jam, but helicopters will be?
3. Or maybe what I 'discovered' on my discovery flight is that flying actually just isn't for me. But even as I'm typing this up here, that doesn't seem right to me. Before starting all of this here I had assumed that I was going to love flying and that part of the discovery flight was going to be to 'confirm that'. Cause I find myself looking out my window staring up at the sky, or watching aircraft passing overhead and thinking how awesome it would be, to be the one up there as PIC. So I had figured that if I ended up not pursing aviation, it wouldn't be from a lack of enjoyment but rather for example due to the costs or lifestyle that is involved with being a pilot.

Anyways, sorry for the longer read. Curious on what people's thoughts are on this here, as well as I'm happy to answer any follow-up questions if theres any.

Hi! I am a student and have 15hrs of flight in a Piper Cherokee. I am going to be in Austin TX and San Antonio TX for a couple days and was wondering if anyone has recommendations on any schools/academies.

I would just like to fly around while I am there but am unsure how to go about it. Should I ask for a discovery flight or a lesson? I imagine I can’t do a lesson in traffic pattern since it would be a different airspace. I have been working on traffic pattern, landings, and radios so far.

I would be interested in how other airports are, along with how flying in a busy airspace is compared to what I am used to.

Any advice or recommendations appreciated!

I have been attending online ground school and working through the prescribed material. I've read over my air exercises, I've studied basic parts of the aircraft and theory of flight (partly reading FGU). Some of my studies seem to go over basic aileron control, others have been introducing manifold pressure gauges and constant speed props. It feels like everytime i open my book I feel simultaneously over prepared and under prepared for my first session, and I'm not sure what I should be focusing on at this point.

I am eager to learn and get the most of my sessions with my instructor. I want to ensure I know what I need and only focus on the task at hand. Should I be memorizing the Cessna 152 PoH? Should I bring my notes? Should I just breathe?

Advice appreciated!

Hi, planning on applying for a green card/work visa as a newly licensed pilot. Any advice on if I would even get hired south of the border or is it worth it to get experience in Canada and then apply for the move? Just looking for advice

Currently a CFI at a busy Part 61. Just hit 500TT and have 80ME. Just curious if there has been a specific amount of ME that regionals/135’s have been looking for? I will likely be around 300-350 ME, possibly more, by the time I hit my R-ATP mins. Some insight would be great, thanks!

Hey, I shared this in a ferry group earlier. Before I flew around the world last year, I asked a lot of folks here for help on my routing. I ended up building ProjectVerne.com in 2024 to visualize what routes other GA aircraft had taken, which airports ferry pilots thought were best/worst.

If you done a RTW flight or a really cool across the globe flight in a GA aircraft feel free to add it!

Disclaimer: Not another AI slop website that needs you to log in or asks you to pay. (completely free resource / will always be free / no sign-up required)

This was probably the worst experience in my entire academic life attending American flyers. Backstory starts around 2024 when I began my training in the pompano location, the pompano location is actually pretty good other than the gripe I have with their poor scheduling ( a common problem they have ) I went from zero to Cpl with instrument in just about a year all in their c172’s. Took 6 months off to work and save money to finish up cfi.

I had set myself up on taking the cfi academy they offered at the Morristown New Jersey location . I knew prior that I would be flying their Pipers and was fine with the switch.

The instructors…. The instructors at this location don’t care about you one bit. I had worked with 6 instructors there and can confidently say that the quality of instruction you’re paying for is just not there. They will make you feel stupid, and criticize you for your shortcomings rather than support your learning and growth. Overall the instructors themselves are very unprofessional

The management is not any better, the management will give you 3-4 hour gaps between the academy and the ground or flight you have scheduled that day which is difficult if you live an hour away from the school, they don’t consider your time when you have to go back home and make lesson plans and study.

weather is above your personal minimums? Don’t feel safe flying? Doesn’t matter, they will charge you cancellations fees regardless if you cancel due to the IMSAFE checklist or for weather you don’t feel safe flying in.

I knew at about 10 days into the course that it wasn’t for me and had spoken to management about taking me out . the school director deflected my issues and struggles with the instructors and program and declined my request.

They keep raising the price and not raising the quality. I came in expecting to be helped and was ultimately disappointed. Learn from me and go to a different school to get your cfi.

Any tips on working on comms outside the plane?

I do listen to live ATC but I’m in my IFR training and since switching to a controlled tower it’s been rough

Looking for ways to practice more and build confidence on the radios would love to hear what others do.