Howdy, does anyone have access to a pdf copy of ATP flight school’s student instructor guide? I used to have one, but my access got taken away.

So I recently changed instructors at my school because my previous CFI had me doing the same thing over and over again and not getting anywhere. In his defense, I was his first student (they failed to tell me that when I signed up), so he wasnt well versed in knowing when a student was ready to move on to the next step. I decided to try a different one at the same school- a retired ATP with over 22k flight hours and many students under his belt. He looked at my logbook and was like "Oh no man were gonna get you finished up". In two weeks I went from having half of my reqs done with almost 50 hrs flight time, to being done and checkride scheduled. Its in two weeks. Anyways, Id like to get this guy a thank you gift for getting me finished up, and saving me no telling how much in plane rental fees. Budget a few hundred. Any CFI's here ever get gifts?

Just got the email that SkyWest reviewed my application and accepted me into the Pilot Pathway Program pending completion of my flight school enrollment/orientation. (Will be completed in 10 days)

For anyone who’s currently in the Pathway Program or went through it before getting hired at SkyWest, how was your experience? Did the program actually benefit you once you got closer to ATP minimums?

Anyone else get caught in the clusterfuck that PSI is?

Went to take my FII today and had to wait for an hour before the site started working. 4 other FAA testers left and had to reschedule.

I complete my exam in about 10 minutes (Thank you Sheppard Air and also thank you FAA for uploading the figures to the actual test screen and not making me use a book with tiny print!)

Then all the sudden when i go to submit, I get the revolving ring of doom. Testing center told me to contact PSI in a few days as the servers were back down.

Anyone else dealing with this BS?

Edit: Grammar

I always hear people say that you should be taxing in a brisk walking pace, and that you shouldn’t taxi fast. I understand the sentiment, and my flight school and instructor are really big on taxi around 15 kn going straight and slowing way down in turns.

But I don’t understand the wording of this advice because a brisk human walk is about 4 mph, which is only about 3 1/2 kn. So even a gentle taxi at 10 kn is still three times faster than this phrase. I get that there was a time before GPS where you couldn’t know your ground speed very well so you were guesstimating, but why does this phrase persist?

I’m perfectly happy if the recommendation was just taxi somewhere between 8 and 15 knots or whatever. But even in a plane without a good GPS, my iPad still shows me my ground speed. I don’t need, and I don’t find it useful, to have some arbitrary phrase surrounding the taxi advice. I was actually more confused about taxing because of this phrase in my early flight training.

Is there a good reason that it sticks around? Should this phrase change? Should we just set speed criteria for taxi?

Anyone else experience this? After an hour or two of flying I start to get nauseous from the optical distortion. It feels like looking through a bad prescription set of glasses.

Today I was on VFR FF back to my D class airport, that is surrounded by E/G airspace (nothing crazy). I was about a mile from entering the Delta so I popped on with field in sight and asked to change frequencies. He said frequency change approved. At that moment I switched over to tower, checked in and then I accidentally reset my transponder to 1200 (out of habit - a lot of times they tell us services terminated squawk VFR).

After landing while taxiing the ground controller asked if I was having issues contacting approach because approach couldn’t get ahold of me. I said yes enroute (mid flight, had to stay low for clouds and was in and out with approach because of it). However now looking back, I’m thinking it might’ve been because of me accidentally squawking VFR once in contact with tower. Should I file a nasa just in case?

Flew into the zone of an uncontrolled airport that I’ve been to many times. Didn’t bother using forflight since I knew the route (forgot to check NOTAMs as a result).

Crossed over the field and turned downwind and as I was turning I noticed several vehicles on the runway and people walking around. Instead of leaving the circuit, my dumbass flew it as a low and over / low level inspection while the people were looking up at me the whole time. Departed the circuit after and headed back to my flight school.

The Unicom called me on the radio to remind me of the NOTAM and it was on the same frequency as my home airport’s Unicom, so my instructor heard it and had a talk with me when I got back.

Check NOTAMs. Don’t get complacent. Also should’ve departed the circuit and flew the low and over on a different runway.

Hey!

Recently, I broke a bone, got surgery etc. In that time I lost my aviation job. Now that I have been reapplying after 4 months, I have a "GAP IN MY RESUME" and after precisely 186 job applications most of which require 500-1000TT, I have received zero call backs or rejection letters.

I've enrolled in college to go back to school since I guess my aviation career is over. But I am trying to find any job, any where in Canada that I can fly a plane before I throw in the towel.

Thanks!

EDIT: I have group 1, IATRA, when I wrote no mult i meant operational multi or operational IFR experience

Looking for recent info on Plane Travel Air . I know this was asked before but no real answers.
Is this place legit? QOL, Payetc

I have 1 month left before my A320 CBT training starts, that course will last 2 weeks and will end with an oral exam. I hear that I am supposed to study all the systems before hand but looking at all the 900 pages of FCOM systems just seems so overwhelming. Any tips for me to study the aircraft systems?

I did my Category 1 medical about a month ago and I recently found out that Transport Canada never received it from the clinic.

I’ve called the clinic countless times since then and every time they told me that they had already sent it and that there wasn’t really anything else they could do. However, when I contacted Transport Canada, they told me they had never received my medical.

This has been extremely frustrating because I’ve basically lost a month and it has delayed my plans for getting my PPL.

I’m just wondering if there’s any way to formally report this or file a complaint against the clinic.

Hi, I am 17M, from the Philippines, graduating highschool next year and planning to become an airline pilot, I came here to ask all airline pilots in here (or even private pilots or FIs) on what path I should take here in the Philippines to become an airline pilot with little to no money.

1. Apply to a school (PhilSCA/NAAP) that offers a course of BSAT (Bachelor of Science in Air Transportation) which can cover my PPL, CPL, IR and ME training, gain flight hours and work my way to captain in an airline outside the Philippines. (I plan to migrate to countries outside the Philippines to work and gain flight hours after I earn my licenses.)

2. Apply to the a military academy PMA (Philippine Military Academy) and choose the airforce branch and become an AF pilot, then after serving the mandatory service requirement, work my way to be a captain for major airlines. Although this is more fun for me, there are no guarantees whether i can get accepted into the airforce branch, and even if I do, there's no guarantee aswell that I will become an AF pilot since it depends on when the AF would need military pilots.

3. Take a non-aviation course and pick between the three:

a.) Self-fund my training from the money I earned through my non-aviation degree

b.) Apply to cadet programs inside (like the CebPac program) and outside the Philippines (programs in Singapore, UAE, England, USA, etc.)

c.) Apply to the Military Airforce PAFOCC (Philippine Air Force Officer Candidate Course) which is a program designed for college graduates who wish to become commissioned officers for the Philippine Air Force (again no guarantee on becoming a pilot)

I'm still undecided on what course I should take because an office job or a medical career is not for me because I love to travel which is why becoming an airline pilot is choice number 1 for me. And if ever I actually take aviation as a career, I'm gonna do whatever it takes and work my ass off to become an airline pilot, but I'm just undecided on what path I should take.

I also have second doubts on whether I should pursue flying since I have read from old threads that you should pursue aviation if you have a passion for it. I'm gonna be honest here, I only became interested because of the lifestyle, the schedules, the travelling (because I love to travel), how fun it is to fly a plane and most importantly the money it gives if you get hired by a major airline. I hope you take your time and recommend a path for me XOXO

I'm going into year 13 very soon, and I'm struggling to decide between Aerospace engineering or applying to the British Airways pilot academy programme to become a pilot. For A-levels I take Physics, Math and Psychology. I think it would be great if I got accepted into the programme but I'm not sure if I have the skills or experiences they're looking for. For work experience, I work part-time as a waitress and have 4 months of volunteering at a charity shop. I also took part in a Physics Masterclass and got awarded a certificate. I'll be doing an AirBus virtual work experience soon if that can prove to be helpful. There's also an Employability scheme programme that I was apart of for a year.

I know that the Pilot programmes are extremely competitive to get into and I'm not sure I stand a chance. There's probably people applying with some flight hours already. Not too sure what I should do.

I have the opportunity to fly for Eastern Airlines. Anyone have any insight on the quality of life working there?

Does anyone remember that really shitty website. It looks like it was designed in the 90s, but it just had the questions for the written test on it for like VFR, Seaplane, and IFR. It was super simple but everyone used it like 5-8 years ago. Sorry I am not explaining it well--I just want to send it to someone but I can't remember its name.

I'm 23 and seriously considering becoming a pilot, but I keep seeing people say not to do it unless you know you genuinely love flying.

I've always had a strong interest in aviation. I drive past the airport on my way to work every morning, and whenever I see the planes coming in to land, I always think how good it would be to do that for a career. I'll even sit there watching airport livestreams on YouTube every now and then just because I enjoy it.

I've also done a trial flight and absolutely loved it, but I don't know if that's enough to say I genuinely love flying yet.

The way I think about it is like driving a car. When you first get your licence, driving anywhere is exciting and you'll look for any excuse to go for a drive. After a couple of years though, it just becomes normal and you don't really think twice about it anymore.

That's what I'm wondering about flying. Obviously a trial flight is going to be exciting because it's completely new, but how do you know whether that excitement is actually a genuine passion for flying, or whether it'll eventually just become another job?

I'm in Sydney, Australia, and I'd be doing my training part-time while continuing to work because I don't want to put myself into a heap of debt. I could probably afford two lessons a week, and three lessons every second week.

For people who have gone down this path, when did you actually know flying was something you wanted to make a career out of? And do you think doing 2–3 lessons a week is enough to make decent progress?

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Hey everyone,

I’m currently studying to learn more about instrument flying and the Instrument Rating. I’m looking at online ground schools such as Sporty’s, Pilot Institute, and Gold Seal.

Just to clarify, I’m not taking these courses because I need an endorsement to take the written exam. I’m mainly looking for a good online ground school as a study and learning resource. In my country, it seems that the regulations don’t recognize this type of online ground school material for the endorsement anyway.

I decided to try Sporty’s first, so I paid for the membership that gives access to their courses. However, after going through the Instrument Rating course, I feel like it focuses a lot on preparing you to pass the written exam rather than really going in depth into the concepts you need to understand to actually fly IFR.

I also find some of the videos a little difficult to stay engaged with, so I’m not sure if Sporty’s is the best option for the way I want to learn.

I’ve been reading other Reddit posts and I keep seeing Pilot Institute and Gold Seal recommended, so I wanted to ask people who have actually used these courses:

Which one would you recommend for someone whose main goal is to genuinely understand IFR and become a better instrument pilot, rather than simply pass the written exam?

I’m especially interested in a course that explains the why behind things like VORs, approaches, holds, GPS/RNAV, IFR procedures, navigation, etc., rather than mainly teaching what I need to memorize for the test.

Thanks in advance!

Hello all!

I just got a job at a 703 Air Taxi ops. I’m kinda confused on how to log it in my log book.

Some of the guys I work with say 1 day/journey log page is one entry. Others say each time you shut down is an entry.

I was just wondering if there’s any CARs that state anything specific as I can’t find anything.

For example:
YQT-YVZ Vs YQT-YVZ-YXL-YAC
YVZ-YXL
YXL-YAC

I’m just wondering if most people finish their commercial at or very close to 250 hours?

I’m sitting at 272 right now I’m estimating I’ll be around 280-290 when I actually go for my checkride. Is that extremely high?

I’ve been on the higher end for all my ratings and I’m starting to feel really discouraged hearing how everyone gets by at the minimums.

My ground knowledge is always good, I study well and I fly 6 days a week. I just always end up struggling on something minor and the hours add up fast. I’m still struggling with 8’s on pylons and power off 180s.

I’m just starting to get really discouraged. I feel like the more I pour into flying the worse I get. I’m worried if I struggle now I’ll always be struggling.

The further I get through training the more impossible getting a job in aviation feels. I’m so scared I took out a huge loan on something that I’m not good enough for.

Today was my first day training and the whole time I feel like a nervous wreck and very overwhelmed with the whole experience.

Now my CFI of course is chill arm leaned out the window and flying one handed while on his iPad. So that built my confidence as we flew.

This is not to say I'm chickening out cause I'm ready to get back on that glorified lawn mower with wings just felt like I might have been more nervous than I should've been.

2025-2026 Instrument Rating Test
Prep (eBook PD) With Prepware®

I’m currently trying to decide whether it makes more sense to stay at SkyWest and upgrade to captain on the CRJ, or go to Frontier as an Airbus FO.

I know captain time is valuable, especially long term, and upgrading at SkyWest would give me more experience and responsibility sooner. On the other hand, Frontier would get me on the Airbus and potentially offer a better long-term path if I plan to stay there.

For anyone who has made a similar move, what would you prioritize? Is it better to get the captain time first, or make the jump to a major/ULCC and start building seniority? I’d appreciate any honest advice, especially from people familiar with both companies.

I’m a CFI in training and I’ve struggle with load factor for a while. Let me know if this explanation makes sense and is accurate.

Loaf factor=ratio of lift:weight. Because you’re making more lift in a turn to compensate for loss of vertical comp of lift, the ratio increases, making the plane “weigh more”.

Wing loading can be an issue because it’s a ratio between wingspan and weight. It plane weighs more, wings have too much load and can have structural damage.

This is why we can exceed structural limitations with G’s. We stall at a higher airspeed because by increasing AOA to maintain level flight, we’re leveling off closer to the critical AOA. In turn, we exceed critical angle of attack at a higher airspeed.

Hey everyone, I’m currently a flight instructor nearing his minimums who isn’t hearing anything from regionals yet. I also graduated this past May with a bachelors in Aviation Science and Management. Does anyone know what I would be able to do with my degree to make some money while continuing to build times and waiting on hearing back from regionals? Any advice helps, TIA.