First time doing anything like this and I was thinking like $500 for the day + expenses would be fair? The guy is gonna be an independent student of mine once we’ve transported the aircraft too.
hi all!
I'm 16 and just starting flight training for my private pilot's license and hoping to get my 3rd class med cert. In the process of submitting the MedXpress form, I was going through my medical history and found out that I was diagnosed with Generalized Anxiety Disorder?
I had no idea. I don't know where or when I got diagnosed, just that it is listed under my conditions on my physician's portal.
I didn't think much of it and just included it on the MedXpress form but now I'm worried. I can qualify for the FastTrack but do I need a current Clinical Progress note? I haven't see a physician in the last 90 days so I assume I would need to get an appointment to get a note. If I find whatever appointment I was diagnosed with this, could I just bring the after-visit summary? Thanks!
So I attended atp flight school when I was 18. Got my private,instrument,commercial and commercial multi all passed first try but when I went for the instructor cert I failed the oral twice and atp decided to kick me from the program. It’s now been 5 months since I finished. I’ve been taking a break because I’ve never experienced failure like that before in my life. Being told that I wasn’t trust worthy to be a pilot and getting dropped from the program was hard. But after some time alone I’ve learned a lot about my self and I am going to do what ever it takes to get my cfi. I’ve been told only having 2 failures on cfi arnt career ending but it’s easy to tell your self that it is. What are your guys opinions? Thanks
Mine would either be the metro or EMB120. The 120's systems were a bitch but learning to fly the metro made me grow a third nutsack and lose all my hair.
Hello Aviators!
Recently a student stated that all RNAV approaches were GPS approaches, so why use the RNAV designation. I corrected him that there are also RNP approaches that fall under the RNAV designation, but I couldn’t quickly pull up a plate as an example.
That got me thinking that I should keep a binder of good examples of “unusual” approach plates. My hope is to provide teaching moments by showing students they can’t just phone in their approach briefs.
So to the CFII’s & instrument pilots out there: share some examples of unique, unusual and downright goofy instrument approach plates you’ve seen!
Give me backcourses, circling approaches with a course lined up to a runway, oddball missed approach instructions, multiple turns in the approach course, or any other “gotcha” plates I can use to get my students thinking outside of “normal”.
EDIT: thanks, no report needed
Would a hangar rash incident be something to file a NASA report for?
I was asked how to activate an ELT for checkride prep, but I have no idea what actually happens when an ELT is activated.
Edit: Thank you for everyone who responded that it goes “beep beep beep and people start meowing” I’m very familiar with that living near several large airports. I’m more curious what is the flow once an ELT is activated. Who is alerted and what is the response?
I am a CFI, and I am going for an interview pretty soon. I know that CFI interviews vary widely from school to school, but I would still like to know what some, if not all, of the questions you were asked in your interview were. These can be technical or FOI/scenario-based questions related to CFI-Student dynamics, etc.
Thanks in advance!
I’m 32 and looking at starting flight training. Through family/friends I connected with a very experienced ATP/CFI who offered to train me, and the plane would likely be a Baron 58P instead of the typical 172 route.
I know that’s unconventional, which is why I’m asking here before I jump into it.
Would starting in a twin like that actually hurt my development as a pilot? Or does it mostly come down to the quality of instruction and how the training is approached?
I’m planning on doing a local discovery flight and starting ground school either way. Just curious what people with real experience think about this path.
EDIT - This training will not cost me anything and I plan to fly this airplane almost exclusively and later on a Tecnam P2012 with this family friend/instructor.
Hey guys probably a dumb question but I have yet to find a good answer, what exactly does the shaded blue around the class B, C, and D airports represent? My initial thought was controlled airspace but that would just start after departing a normal class G airport going into class E. And this is all assumed under flying IFR obviously
Hey guys I’m an A&P IA training for their instrument at this time. I’m usually on my field all the time and see a lot of meet ups but generally do not go to any of them due to not knowing anyone. Is it acceptable to walk into (I.E. an EAA meeting of some kind) an fbo or, to walk along the hangars to get to know people? I’m used to working out of a big hangar but recently have been looking at starting my own shop. For you aircraft owners, is it cool to just introduce myself? Maybe I’m overthinking this haha. It just seems weird, considering I have my badge, and myself just walking up and down an airport.
So today I had my CAMEL ride, passed the ground, DPE said my walk around was flawless, and even knocked out some line items for the flight. I knew the morning prior to this I had started my period, and I’ve definitely had some pretty brutal cycles in the past, but as soon as we hopped in and started the engines, it got about 1000x worse than when I started. I spoke through all my procedures perfectly (DPE’s words) but the pain was so bad, it was interfering with my execution, and I ended up busting on maintaining heading during OEI.
Got home, turns out I had passed a decidual cast. I’d NEVER had this before, but my god it was terrible. Any lady pilots who’ve maybe been in a similar situation or have some insight, how exactly should I explain that shortcoming on an interview? I know 100% I should’ve turned the engines right off and communicated I was having a health issue (but I always struggled with communicating THIS specific health issue to male superiors).
I would also like to note: I’ve been searching for a doctor in order to have my uterus removed, as it continues to interfere with my progress and I don’t want kids anyways, so any misogyny about how this is why women shouldn’t fly (because yes, I’ve heard it to my face) will not be tolerated.
It took me a little over 3 hours to plan my x/c flight. The flight is 3 legs so about an hour per leg. Am I doing something wrong that it’s taking me that long to plan out all of the fuel/headings/VORs… It feels very monotonous.
Today I completed my second dual with my instructor and I must say, it was a much different experience than my familiarization flight. We briefed for half an hour prior to the lesson and discussed attitudes and movements. I performed the AROWJIL checks, signed the plane out at dispatch, and completed all the pre-flight checks under direction. My taxi skills to the runway vastly improved (I applied equal pressure to the rudders and looked further down the taxiway). Performed the checks prior to take-off under direction. The instructor asked me to perform the take-off, which I did. This was absolutely exhilarating.
We climbed to 1500ft where we hit some turbulence and I asked the instructor to take over. A flash of fear came over me and I briefly froze, which I immediately communicated to my instructor. He took control of the aircraft. I need my brain to understand that not all flight is smooth - but the yawing and rolling threw me off even though I thought I was prepared. I flew to the practice area where we worked on some light manoeuvres. I was comfortable and scanning visually, lightly on the controls and noticing more things that were happening (when to pull carb heat, hearing the radio calls, applying rudder without thinking).
We debriefed after the flight and the instructor mentioned that I had confused throttle up vs down a few times and that I needed to apply more rudder when exiting a turn.
Overall a more enjoyable experience. My first setback was freezing when we hit turbulence. My reaction had rattled me and it took me a good 5 minutes to get my bearings again.
For those just starting or thinking about getting their PPL, my costs are at about $3000 after two in-flight lessons. ($1000 = headset, books, flight bag, maps, etc; $1000 = PPL dual [2.2 hrs in the air, 2 hours lesson time]; $500 = medicals & paperwork; $500 registration and ground school). I have booked 29 more hours of flight time over the next 30 days.
Waitlist for my school was 2 years and the school has currently suspended all new registrations. This isn't just due to demand, but the practice area is sandwiched between 3 Class C airspaces with a skydiving club and glider club mixed in.
Hey Reddit, work is slow and I’m left daydreaming. Highlight daydreaming, this is a beyond my current means and informational gathering for a hopeful someday purchase. This is a question I’ve been able to find piece meal information on from many sources, but not one concise spot. I would like to address that through your input on this post.
That being said, thoughts/input/opinion on the above 2 in a head to head? I would love to hear it.
Anybody been hired off the street at Envoy lately? I got dismissed with a quickness at 1950TT and a clean record. Wondering why it was such a quick no.
Hey all, I have an opportunity to fly a Cessna P210N with a Turbonormalized IO550 modification. Besides me reading up on the POH, I was curious if anyone has good tips based their experiences flying a P210N that I might find helpful. For reference I’m a CFI/II with 1400+ hours. Thanks!
Airplane model doesn’t matter as this pertains to avionics only.
The market is still charging a slight premium but I’ve seen it come down lately.
My concern is a rugpull by big G to decide to end G1000 support as they have done with the 430/530. Then what? You’re stuck with a very expensive paperweight. Common sense tells me to go the slide in route.
Anyone have experience here?
Hello all ya flyers! This question is for those mainly who were training for their Instrument Ticket and probably encountered this situation!
Say you were doing practice approaches, on an IFR flight plan, this next approach you asked the approach controller you'd like to stay in the VFR pattern, they tell you something like "climb out is remain VFR with the tower". You check in with tower, they clear you for the option. You're on the go requesting closed, they grant it.
In this scenario, do you assume you are now VFR without the words "IFR cancelation received" being said?
Assume above scenario, except you are full stop. Tower was passed information you are full stop. No climb out instructions given. You come in, funky approach or your instructor says "coyote on runway gogogo". You're going around now. Tower asks intentions and you say "want to stay in the pattern", tower gives you closed traffic (they probably call approach saying you are not full stop and remaining with them).
In that scenario, are you still IFR? Or because tower granted you pattern entry, you assume you are VFR now, even without "verify IFR cancelation" being said?
I'm a controller fully on board for one way rather than the other, but I won't bias the opinions of you lovely folk.
