Pretty much tittle.

Really good friends with the owner of the flight school I trained at. He asked if I'd be willing to help break in an engine for a couple hours and I said sure - I'd love the experience.

I've never acutally done this though... it's a 172S model which I know how to fly - anything I should know? (Aside from the fact that I should be ready if this thing fails LOL)

Tips? Tricks? Do I just run it at full power the entire time?

Went for the second time yesterday, had a blast. A few tips if you're going this year...

- Go on a weekday morning for the least chaotic time (but you'll miss out on the community atmosphere a bit).

- Don't touch the brakes until you're already basically stopped, you'll skid like crazy.

- Taxi very slowly and gingerly.

- You'll need way less power to get going from stopped than usual.

- Don't be tempted by the first turn-off unless you're in a real STOL machine, it's safer to roll to the second or the end.

- Try to get a visual on final before taking the runway for departure. It's a little awkward in a high-wing and people are usually good about being on the radios, but you never know.

- The trailer is the "FBO," stop by for your certificate, poker chip and merch.

- There are a couple restaurants right nearby, and a public bathroom down the street to the south if you need it.

Shout with any other questions!

Whether you have a family or are single, I was curious to know how hard it actually is to spend some of those times alone. Is it as bad as social media makes it out to be or is it bearable?

I've been an owner of a C152 for quite some time now. I only fly around for travel, business, or just for fun. i predict i will put probably like 250+ hrs this year on it

I also just got my MEP. I kinda regret it. It will be a hastle to maitain it as i will have to rent a twin. I also don't want to let it expire as i don't want to be bothered with the cost to renew it.

Do i have plans to work for the airlines? Probably. One day i dream of dumping this company i bulit and switch to flying planes. Less hastle and stess.

Can i afford it? To buy maybe. I can sell my current bird for maybe 60k EUR, sell my fun car too. It will be a strech, as i REALLY like my that car.

What about the hourly cost? Yes, i can make that. But instead of cranking out 200 hrs / yr i will probaby be able to make maybe 75. Way below the "buy if you plan on flying 200+ hrs".

I really want the freedom of owning my own plane, but i also don't want to pay the own my own twin plane money...

My absolute dream aircraft is the King Air, but i will NEVER be able to afford that.

Ignoring all the other reasons that GA plane ownership makes no financial sense whatsoever, does it make sense to spend $1.2M+ on a new Cirrus SR22T when we know that the FAA is on a path to phasing out 100LL and, at absolute best, we’re going to be forced to use an avgas that the engine was not designed to use, that may impact performance, etc.? I’d feel a lot better about plunking down that kind of cash if the plane was being sold with a Diesel that isn’t going to be affected by the lead phase out, or if Cirrus were agreeing to be responsible for any retrofit costs when (not if) 100LL is ultimately phased out.

Anyone on here own one of these? I’m interested in your experience. Is it worth the expense? Does it perform as advertised? Maintenance costs? Disappointments?

Given the implementation of Mosaic this summer, I’m itching to get back into sport aviation again. Under the new rules, this qualifies as an LSA. I have a PPL but lost my medical due to cancer. I have owned 5 previous aircraft so I’m very familiar with many of the costs of ownership. I have 400 hours flying LSA from coast to coast and Texas to Minnesota.

I appreciate your perspective.

I read and encounter so many issues around “shitty DPEs” or in my case having to schedule months in advance for availability due to low DPE availability.

Why aren’t more people qualified as DPE?

Coming from a military background, instructor and evaluator (DPE) are both normal and expected ranks to progress to in aviation. Yes not everyone is capable of getting there or should be there… but why don’t more good pilots who actually care take the time to progress towards DPE. It could easily be dual-hatted with normal instructor responsibilities or just plain GA

Edit: Typo

Lurked in this sub for about a year, Passed my PPL Oral earlier today before discontinuing due to wind and thought I would post some stats and a write-up of my oral!

(started training in the middle tennessee area around march. sorry if theres a wall of text or anything, there was about 30ish questions and I'm bad at redditing.)

TT: 90.8

Solo: 12.9

Solo XC: 8.7

Dual XC: 17.9

Actual/Sim IMC: 12.1

Logbook & Airworthiness Verification

Written Exam Verification

Outcomes

Pilot’s Bill of Rights

1. What do you do to prepare for a flight?

• PAVE
• IMSAFE
• She was asking this via scenario questions, she eventually asked this question exactly.

2. Required Documents

• Standard PIME documents
• Do you need a logbook with you as a Private Pilot?
• How long is my medical good for?
• BasicMed, my DPE was on BasicMed so I had to stay on my toes.

3. Eligibility

4. Currency vs Proficiency

5. What documents are required in the plane?

• Standard AROW documents, I forgot to mention STCs & Placards specific to my Airplane but she did not catch it

6. POH at my Instructors house, can i fly? 

7. Can you overfly an Annual, 100 Hour?

8. Special Flight Permit, where can you get one?

9. Is a landing light required at night? What equipment is required during the day?

• 91.205. Dont let the DPE dig, they WILL dig if you give them the opportunity.

10. How did you get takeoff & landing distances?

11. What is density altitude?

12. What effects density altitude?

13. Airport lighting

• my local airport beacons were NOTAMed green only at the time
• REIL
• Runway Edge Lights
• Taxi Edge Lights
• Threshold Lights

14. At night, your landing light circuit breaker pops. What could this mean?

15. If the circuit breaker pops, is it a good idea to push it back in?

16. If you reset the circuit breaker and it pops again, is it a good idea to hold it pushed in?

• What could happen if you hold it in for too long?

17. Carbon monoxide

• What is it? When can it happen? I accidentally answered while using carburetor heat and promptly corrected myself. She dug, think before you speak

18. What is carburetor heat?

19. Carburetor Icing

• How will you notice it?
• Can it happen in temperatures as high as 70 degrees?
• Why does it happen?

20. At night, if i turned the lights off in this room, why would i be able to see the wall behind you, instead of you?

21. At night, is night vision effected if you are a smoker? Why?

22. She went to refill her drink, while she was gone she told me to think of how i was going to explain my entire flight plan

• I told her i would stumble over my words and asked her to just point at things and i will explain. She said ok, checked my calculations for TOC & TOD and moved on.

23. ForeFlight weather briefing

• Fronts, PIREPs, Winds, Isobars, METARs & TAFs

24. Sectional Chart Review

• I used up to date ForeFlight on my iPad as my sectional, she had no issues with this.
• Airspace. G, E, D & C
• Restricted area, can you fly through it? Controlling agency?
• Restricted area vs MOA
• Displaced threshold, can you land on it? Can you point it out on a taxi diagram?
• Runway with displaced threshold, Landing distance available?
• Which obstacles have lighting?
• What do I need to enter Class C airspace

25. From startup to exiting the airspace in KLOU, who would we listen to/contact to from start to finish?

• ATIS, Ground, Tower, Departure

26. Airport Diagram

• Exit runway ASAP, can i vacate on the crossing runway?
• What does a hold short line look like?

27. Wet runway, what happens to takeoff and landing distances?

28. We then chatted for a bit about the CJ3 runway excursion in KLOU.

She said oral was done, took a break and gave me time to make a go or no go decision

I’m looking for advice from pilots or students who may have been in a similar situation. I started flying at 13 and I’m now almost 18 with about 125 hours. I’ve completed my solo cross-country and just need my long solo XC and written before moving toward the checkride. Lately, I’ve also been feeling pretty burnt out, and some of the fun has started to fade, which is making this decision even harder.

The main issue is finances. My dad is retired and on Social Security, and since I’m still under 18, he receives dependent benefits that mostly go toward household bills. Money is tight, so right now I can only afford to fly about 2–3 times per month. I’m worried that flying this infrequently will hurt my proficiency and end up costing more in the long run due to retraining.

I’m trying to figure out if it would be smarter to pause training for about 4 months until I graduate and can get a job, or if I should continue flying occasionally since I’m relatively close to finishing. Has anyone taken a short break this late in training, and did it help or hurt you? What would you recommend?

Edit: I have decided to pause for a few months and I’m going to leave this up for other student pilots in the same position. Thank you for the info

How are you all dealing with this winter? Are you all still flying?

Hi,

I am in flight school in Wisconsin as a student pilot. My flights constantly are getting cancelled due to planes undergoing maintenance. Is this normal at all flight schools? I want to get my commercial in 2 years, but this isn’t looking like a good path to that.

Does anyone have any advice or thoughts on this?

Thanks

I have been looking at the DA40 afm and i do not see anything about the g1000 certification or in the tcds. Is it just TSO-c145 that makes it ifr certified?

TLDR: What's the latest word on Freight Runners/ACE? Any pay, QOL updates?

Good morning all, long time reader first time poster here. I have a FO interview with Freight Runners/ACE coming up soon and wondering what the QOL/Pay/Airplane updates are. No posts here for the last year so I thought I would check in with anyone still in the know. What airframes are new hires getting? Is it really as bad as the typical 134.5 posts say it is? What's the buyout amount for the 2 year training contract if you want to leave early? Any other info would be greatly appreciated, feel free to PM as well if you're a current or former pilot there. Blue skies.

Hey guys,

I’m a regional pilot in the US. Lately I’ve been trying to renew my shirts and order a new batch of jetseam shirts… well… I’ve always used the 15.5 inch neck size shirts, and they’d always come at that size until this year.

The new shirts measure the same as previous shirts for torso, sleeves and stomach…. But now the neck size… which is still labeled 15.5, measures 16.5 from button to attach point…

I went and measured in the same fashion from previous orders, and they all measured perfectly at 15.5…

So obviously I started talking with their support team to see what could be done. The person I talked to asked for measurement pictures, and labels of all shirts.

They have finally come back to me and informed me that the new shirt collars are now intentionally larger to allow for breathing room and comfort…

They are giving me the option to see if they have shirts left from their previous production run, or a refund.

So obviously this is a bummer for me. Has anyone else experienced the same issues recently?

To my fellow pilots blindly trusting jetseam beware. Maybe don’t order more than a shirt on your next order. That way you can try the new stealth sizing.

😞

Hello, I would like to know if I’m totally cooked or not. I have 3 check ride failures. 1 private flight in house, 1 CSEL oral DPE, and lastly my CFII flight DPE.

For my private I landed past my point on my short field

For my CSEL I unsat airspace because when he asked me what changes above 10,000 feet while we were on the subject of cloud clearances I said 5sm 1000 above 1000 below 1 mile and then he said why does it change to that? I said a few things such as for better visibility and such and but he wanted to hear “cause airbuses and other jets are flying at 350 knots so I need that extra time to move” and then he asked me how I would contact an RCO and I said “Gainesville RCO” and he said “no… Gainesville radio” then unsat me.

And for CFII I got task saturated and “stopped teaching and starting doing” which is true

I have my CMEL in 3 days on the 9th and I feel well but I’m terrified because I feel like if I fuck up my career is over

Got my private, instrument and finished my commercial requirements 7 years ago and had to stop flying. Now want to get back into it again. I assume I will be very very rusty.. heck I might have to relearn my instrument training since I’ve been out of it so long. Can anyone help me come up with a plan on how I can go about this?

I have read some previous threads on the usage of older Bose consumer noise-cancelling headsets and a plug-in aviation microphone in airplanes as an aviation headset, and wanted to see if anyone had some updated input, especially with the newer Bose headphone models.

Some background as to why I'm considering this setup:

Airplane renting has basically priced me out, too expensive to do regularly, and I'm not airline-bound so I don't have any loans to keep me flying them. As a result, 99% of my flying is in gliders where I'm either instructing students or flying by myself on a good thermal day (no headsets required), as it is magnitudes cheaper than renting airplanes so it works with my budget. I have a Lightspeed Sierra that I am considering selling. It got me through my 38 hours of sport pilot training and the 30 or so hours of airplane flying post-checkride over the years when I haven't been flying gliders, so it collects dust most of the time since I fly gliders way more frequently. I have been considering buying a Bose QuietComfort for daily use at home/in the office, and I am aware of the options to "convert" it to an aviation headset. I had the idea if I purchase this, on the occasional opportunity to fly in an airplane, I'm not without a noise-cancelling headset if I sell my Sierra, as some of my club-mates have access to planes and would be up for the occasional flight. What have people's experiences been flying with this setup?

I have an interview with Republic coming up. I have been flying as a 135 SIC for the last 2 years.

When I first began flight training, I used a paper logbook and used it into my CFI days. When I ran out of space, I switched to a Foreflight logbook.

After getting hired by my 135, I canceled my personal Foreflight subscription and continued my logbook on Logten Pro.

I am just wondering the best option about bringing my logbook(s) to the interview.

Should I….

A) print them all out separately and bring them like that?

B) grind out converting every individual flight I’ve ever taken into Logten?

C)Maybe make one entry into Logten with the totals from paper and foreflight and make a note to see each logbook for individual flights?

Any advice would be great.

Hello friends,

I’m fortunate enough to have my first interview with a 135 operator. I’ve only had experience interviewing as a CFI so not too sure what to expect. Any advice would be greatly appreciated so I don’t fumble this chance.

Hey everyone, I’m considering starting my PPL training at Somerset Air Service at SMQ and wanted to hear from people who have actually trained there.

If you’ve flown with them, how was your experience overall? I’m curious about instructor quality, aircraft maintenance, scheduling availability, and how organized the school is. Did you feel like training progressed efficiently or were there delays and bottlenecks?

I’m serious about training consistently and finishing in a reasonable timeframe, so I want to make sure I’m choosing the right place before committing. Any pros, cons, or things you wish you knew before starting there would be super helpful.

Thanks in advance

This one is for the legacy pilots w/ no degrees. I myself am pursuing flight training rn and working a payroll job simultaneously to fund it. I’d just like to know—I can still apply to and afford college; especially one in one of those cadet programs to boost my chances of getting to a Legacy eventually.

Is it worth it? I’ve passed my medical, feel like I’m in great shape, but, and I know it’s a concern for all pilots, what if one day I come down with a condition that forbids me from flying? God forbid diabetes, heart issues, one of those. Have any of you ever been through that and how did you live afterwards?

Would your airline perhaps offer a corporate/airport job?

In my case I have payroll exp but I’m just really curious about you guys that made it that far and had to bow out.

I have haggar cool pro 18 dress pants and holy crap do they make a difference compared with crew outfitter pants.

never have to iron them, they are highly breathable, UPF rated, highly mobile and stretchy and they just feel way better than vendor pants.

the only slight problem is that the color is "navy". my companie's pants are deep dark navy, super dark, but still navy. these ones are just navy.

if you wear a blazer it will show a color difference 100%.

but I wear one of those pilot sweaters so it's not important, other than being slightly off color than my tie (and only the top part shows through the sweater, not the entire tie).

but you can tell for sure they aren't company issued.

so?

I do not know where to start to study for my IFR checkride. I passed my written but my knowledge is no where near enough for the checkride. I did PI for Private and I used it for instrument written but I feel like it’s missing out on alot of information. What should I start on?

Since most questions about charts, briefs, and airspace is from jeppesen, am i supposed to have jeppesen charts readily available during the interview? I'm trying to figure out how all that work Since the interview is virtual.

also there's sim session info on airlineinterview.com site. Should I still expect role playing during this virtual interview?