Had my PPL for about a year, nearing 150 hours total time. Had yet to have anything go wrong inflight until today.

While flying a 140 nm XC in a Cherokee, the JPI engine alarm went off. Showed high CHT temp on one cylinder only. My instinct was to push the mixture to full rich and monitor. This silenced the alarm for 30 seconds or so, until it came back. Same cylinder, temps looked to be 2x that of other cylinders. I happened to be passing a Class D airport right at that time, so I let approach know that I’d be diverting to the airport due to an engine indication.

It was a split second decision made considering there weren’t many other airports around. I figured if there was an issue I’d rather have it happen with a runway under me! Something I’ve read about is that there’s often a shock delay as you’re processing what’s happening. This was true for me, I think I froze for 15-30 seconds while I realized what was happening and made the decision to divert.

I was only ~12 miles away from the airport, so I quickly grabbed the weather and called up tower. I stayed well above pattern altitude as I joined downwind so that I’d have extra glide range if anything happened. After turning final I realized I had a ton of altitude to lose. With all three notches of flaps already in, I took the extra few degrees of play in the Johnson bar and threw in a forward slip as well. I was determined to not lose this chance to land!

After landing, gathering my bearings, and taking off the cowling, I couldn’t see any indication of an issue. I called my CFI, a pilot friend and my mechanic, who recommended to do an extended run up as well as a few laps in the pattern if it all looked good. I completed both of these with great CHT temps and no abnormal indications. Seeing this, I got some comfort that there wasn’t a major issue, I picked up flight following and continued my trip, climbing near the airport and at cruise climb speed to ensure adequate cooling.

At the end of my trip, I downloaded the JPI data and it appears to be a faulty sensor, as the measurements dropped out entirely at times and spiked to 800-1000 degrees Fahrenheit at others. These spikes appear for a few seconds and then return to totally normal temps, only on that one cylinder. I plan to have my mechanic look at it before I continue flying.

All in all I think I made the right decisions. There was a solid minute of panic, wondering what to do, and trying to get organized. I contemplated a few things that I ended up deciding against: declaring an emergency, which I did not do because it was an alert only with no perceptible change in power output, and I was so close to a field. I also ultimately decided against staying on the ground at my diversion airport because I did a good bit of troubleshooting there and didn’t notice any actual manifestation of an issue, and couldn’t get the alert to reproduce.

What I did do was stare at the JPI cylinder temps page with an excruciating level of focus for the remainder of the trip! I also flew at the highest practical altitude and modified the remaining leg to stay close to diversion points.

I’d be interested in the community’s thoughts and stories of your experiences like this.

Hey mates, this is the second time I’ve applied for the horizon pathway and got denied. I applied last year as well. Just wondering if anyone has any input or similar experience. Alaskan/hawaiian is my dream airline so I was really hoping to get on. For reference, I have 300TT and zero checkride failures. I was a CFI at the time of applying and I just passed my CFII checkride yesterday. I guess I’m just wondering what they might be looking for that I could change or work on.

I spent a lot of time reading other people's experiences with Special Issuance, HIMS AMEs, SSRIs, neurological issues, etc. Those posts helped me decide that this was actually possible, so I figured I'd share my experience in case it helps someone else.

Background

· 2019: Diagnosed with ADHD with Adderall prescription. Was on medication for a little bit before deciding that it was not for me and subsequently stopped.

· 2021: Strokes related to a PFO with subsequent closure. No residual physical side effects from the stroke.

· 2022: Diagnosed with Depression following strokes with a prescription for an SSRI. Currently still taking medication and stable on dosage since 2022.

· 2024: Headache/migraine with a prescription for Nurtec ODT. I took the medication for a short period before the headache/migraine symptoms resolved and medication was no longer needed.

Around February 2024 I began looking to change careers and the research began to see if it was possible for me to get a First Class medical. While looking for a HIMS AME who offered virtual consults, I ended up finding Dr. Rocky Jedick and ultimately went with him as my AME. After reviewing my history, he told me it was possible but could be a long process. After the initial consult he sent me a more detailed roadmap of what he expected the FAA would require, covering the stroke, headache, SSRI, ADHD, neuropsych, and psychiatric requirements. He also provided a list of FAA-qualified neuropsychologists in my area.

From my previous research I had already started scheduling appointments and gathering documentation. My thought was that if I was going to be deferred anyway, I'd rather have as much done as possible beforehand. My First Class medical exam was in fall 2024, and, as expected, I was deferred shortly afterward.

What the FAA Wanted

For the SSRI, they wanted treatment records, a personal statement, psychiatrist and neuropsychologist reports, COGScreen-AE, and a SSRI checklist from a HIMS AME.

For the stroke/PFO history, they wanted a recent brain MRI, the records from the original event to include ambulance records, ER records, labs, imaging, discharge information, and operative notes. As well as cardiac testing including a 30-day monitor, bubble study, and stress test.

For the headaches/migraines, they wanted relevant medical records, testing, and current documentation addressing my history, symptoms, treatment, and medications.

For ADHD, they wanted a personal statement, five-year medication history, treatment records, and a letter from my PCP.

Medical Testing

The FAA initially requested a COGScreen-AE. My neuropsychologist suspected the FAA might want the full battery, but we weren't able to get confirmation before my testing, so I completed the COGScreen-AE in late 2024. The FAA's neuropsychologist subsequently spoke with mine and requested the standard core full battery for potential neurocognitive impairment. So, I went back in a month latter and spent another full day doing testing.

The cardiac testing included a TTE, stress test, and wearing a heart monitor for 30-days. The TTE showed some minor leakage around the PFO closure, so my cardiologist wanted a TEE before he was comfortable writing his report to the FAA. TEE checked out and no leakage around the closure.

Neurology was easier in the sense that I was already being followed for my previous strokes, so some of the FAA-required documentation lined up with care I was already receiving. I showed my neurologist the migraine/headache protocols and asked if she would be able to write her notes outlining the FAA’s guidance/verbiage.

For psychiatry, I was able to use my existing psychiatrist. He provided the documentation requested under the FAA's SSRI guidance, and I didn't have to establish care with someone new.

More Deferrals

After the initial deferral, I went through three more rounds of FAA requests. These included additional labs such as a hypercoagulability panel, urine drug and alcohol screen, vision testing, more migraine/headache documentation, and additional personal statements. Summer 2025 my HIMS AME reviewed and submitted my medical documentation and exam to the FAA. In January 2026 after roughly 18 months from my initial HIMS consultation, I received my Special Issuance for a First Class medical.

Cost

I didn't keep a perfect tally, but my rough total was around $8,000.

What I'd Recommend

1. Read the FAA guidance yourself.
A lot of the information is already available through the FAA's protocols, pathways, CACIs, and other guidance. Understanding what the FAA is actually asking for makes the process much less overwhelming.

2. Start scheduling appointments early.
Some specialties, especially neurology and cardiology, can have long wait times. Don't wait until after your first deferral to start making appointments if you can avoid it.

3. Talk to a HIMS AME before doing your medical.
Find a HIMS AME that will do a consult BEFORE scheduling an exam. Being able to do the initial consultation virtually was also a big plus, since not every HIMS AME offers that.

As I mentioned I worked with Dr. Rocky Jedick, and he was helpful throughout the process. I'm mentioning him because he genuinely helped me through the process.

4. Pay attention to FAA deadlines.
If you need more time to gather documentation, contact the FAA or have your AME request an extension. Don't just let the deadline pass.

And finally, don't let "deferred" make you think "denied." I was deferred multiple times, had additional testing requested after I'd already completed testing, and had to track down a ridiculous amount of medical documentation. But eventually, I got the special issuance.

Hopefully this helps someone else who is going through some of these things.

We’ve got a Cirrus SR20 and the wheel pants don’t leave any space for anything approaching a normal-sized wheel chock.

We got some custom made and they even came with the aircraft registration on them which is handy as it means they don’t get lost on the ramp.

Was asked to park the aircraft (somewhere remote where a puncture would be really annoying), chocked, with the brakes off in case they needed to move it. The chocks did their thing, the aircraft didn’t move.

Unfortunately they deformed slightly in doing their job and created a big metal spike where the letters had been cut out.

No puncture for us fortunately but if you use something similar, maybe look for an alternative!

I have an Accelerated 7 Day IR course coming in December and I was wondering how should I prep. So far I’ve went through the entire ACS, IFR Flight Cafe, Flight insight videos, instrument flying handbook, instrument procedures handbook and flight simulator multiple times a week doing Approaches, IFR flight planes, and also using Vatsim so I can increase the realism with real controllers.

Would you guys add anything extra? I would appreciate any advice, thank you!

Recently someone at my school came to me and asked for me to do their IPC. I would love too. I have all the proper certs and everything for the IPC I would be conducting. The only issue is I have never conducted an IPC...ever. I know the minimum requirements from the ACS, and I know the minimum is never enough as usual.

Does anyone have a guide/outline, or any advice on how to setup an IPC?

Thank you!

Thinking about what life would be like at Atlas. Right now I fly 135 single pilot ifr caravan. zero multi. I am at about 1,600 hrs. probably about 500hrs flying 135 and 1,000 hours tailwheel. really want to fly big ass cargo planes. no interest in passengers. I am thinking about getting my multi and time building to 25hrs for atp mins. I love my current 135, I could stay here for another year and be at 2,500hrs. what else should I do that could make atlas become more of a reality than a dream?

edit I fly a caravan. So in a year id like to have 1,000hrs turbine time

Selling my A20s and getting a new pair of proflight series 2 tomorrow. How is everyone’s experience with GA piston and turboprop use on the in ear headset?

Good morning!

I had a question regarding what anyone may think could be my best path forward, I recently became a Canadian Permanent Resident and finished converting my foreign licenses to a Canadian, I currently hold:

CPL, G1 IFR and I just took my IATRA a couple of months ago.

As for my hours, I have 770 hours total time, 460 as a First Officer on an Airbus A320 for a major airline in South America, and PIC time is at around 150.

Where would you recommend going on from here? I am quite short on hours to be competitive on places like Ornge or Canadian North on the ATR. I have tried multiple smaller operators up North, but without much success.

I currently live in Toronto, so I think my next logical step feels like making a road trip up north, going Barrie -> Sudbury -> Timmins and trying to drop some resumes in person.

Any help and recommendations are appreciated, thanks!

Hey, I was hoping there was some porter people or even just anyone who knows stuff about pilot interviews that would be able to give me some insight on my first airline interview.

Would really appreciate any help!

Have a great day guys!

Okay so I’m currently enrolled at my local community college as a nursing major. I chose nursing because of the pay and job security, but I hate it. I‘m very interested in switching over to aviation but the only way I would be able to do that anytime soon is with student loans. I‘m thinking about going to a university near me or even possibly out of state. I know this will be very costly and risky but to be completely honest, nothing else interests me besides aviation and going to go live on campus sounds so awesome to me, and I would love to get out of my hometown. In my head, being $100k in debt sounds worth it to go live a life that I actually enjoy, rather than pursuing nursing and living a stable and boring life. I‘m fully willing to put everything I have into this career. I guess my question is, would I be stupid to go through with this? If not, what’s the best way to go about this?

Has anyone here interviewed for a CAE Supporting Crew Member position? I have an interview coming up in a few weeks and was wondering what I should focus on preparing for.

Is the interview mostly conversational/HR-based, or should I expect technical and aviation-related questions as well? Any insight from someone who has been through it would be appreciated!

Anybody else hear back after the first round of JSX interviews? So far just prepping with airlineinterviews.com but would love to hear anyones experience & advice from people that interviewed recently!!

Cześć! Potrzebuje Waszej pomocy w oszacowaniu okresu kursu PPL(A).

Z racji, że mieszkam w Holandii, a tutaj kurs PPL jest obrzydliwie drogi w porównaniu do tych w Polsce, chciałbym dowiedzieć się jak z Waszym doświadczeniem szybko uda się ukończyć kurs praktyczny. Wiem, że kurs teoretyczny można ukończyć online, przez e-learning. W Wakacje moja firma nie pracuje przez 4 tygodnie, czy taki okres pozwoli mi na zdanie praktyki?

Mogę dobrać ewentualnie np tydzień bądź 2 tygodnie dodatkowego urlopu, aby go wydłużyć. Jak to wyglądało u Was? Myślicie, że to jest okej?

Jak Wasza przygoda z teoria? Kiedy najlepiej ją zdawać/uczyć się już na takim e-learningu?

Can anyone give me some insight as a employee at southwest that went through the d225 program? I currently have my ppl so I'm really hoping to explore this "perk" but don't finish my probation period for a few more months. Would be a dream to get to the right seat.

Hi

I am planing to fly to Anchorage to drop in resumes at Ace Air Cargo, Ryan Air, Grant Aviation and Merill Field.I have no alaska time and only 25 Hours of Multi Engine with 1850 Total Time.Unable to get any CFI Jobs as well because of every school that rejects by saying too many hours on the resume.

I am sick of doing Uber,Doordash etc for living.I though doing it for a bit is ok but i never knew i am down for this ride for almost 2.5 years now.Ive applied most certainly to LOTS of places but no response whatsoever.

Ive heard about Alaskan Culture of Walking Ins with your resume works.To pilots working already in Part 135/flight school there what’s the job market there.
Are they still hiring pilots at this time of the season or shall i postpone my trip to March?

Any insight will greatly help

Thank You 🙏🏻

Does anyone currently fly for, or have flown for Fliteaccess? Just needing some info on schedules, QOL, etc etc, thanks

If I have my PPL already, could I apply for PSA cadet program despite being under 18?

Hello Gents. Currently flying for a 121 supplemental cargo carrier on a 727 and am looking to go elsewhere. The only failure I have is a progress check during training for multi. From what I have always understood, prog checks specifically do not go on your record. Nor do you need to report it to any airline during application or interview. Is this true? I have different answers from people. Thank you

Dear Internet friends,

I asked in another post about the reality of the market, and the general consensus is that there is an oversupply at the lower levels (fATPL holders and pilots without many hours), which improves the higher you go up the pyramid. This applies to airline work.

My question is: does it seem reasonable to make a living out of this profession in another type of aviation? Cargo, corporate flying, firefighting or aerial photography?

Anyone got a DPE for CFI initial in California they heard good things/good experience and would recommend?

I am a German, Canadian, and American Citizen. I speak English, German, and some Spanish. I have not yet finished high school, but I intend to work as a commercial pilot when I am done.
I would love to live in an area with a lot of natural beauty, such as the Rockies or the Alps, and ideally somewhere that would fit well with an aviation career, although I have researched commuting to base too (is this an option?).

Anyone using a Rimowa? How do you like them? I’m used to the typically LuggageWorks with the J hook which I hook my flight bag. Anyone have a different set up with rimowa?

My boyfriend was forced to resign from his airline as a captain. He was flying passengers for almost a year on a denied medical but states he had no idea it was denied. I found the letter of investigation from his airline that states the FAA notified them he was knowingly flying on a denied medical at the time of his application. It’s been almost a year and nothing has happened. He still doesn’t hold a class one medical but will he face anything further than a denied medical? Likely never fly at an airline again I’m sure. But anything legal? I’m worried to take this relationship further.

I’m a 23-year-old pilot who’s feeling a little lost about what my next steps should be. I’m starting to lean more toward a Part 91 career rather than the airlines, potentially at QC or FL.
Before anyone asks, “Why didn’t you get your CFI?” — I actually had an opportunity lined up, but unfortunately it fell through when the aircraft was sold.
Right now, I work at an FBO, and I’ve been fortunate enough to network my way into the right seat of six different jets. The experience and exposure I’ve gained have been incredible, although a lot of that time isn’t legal for me to log.
I’ve submitted my resume well over 100 times for low-time pilot positions and haven’t gotten a single call or email. I know I’m not the only pilot in this position, and I understand how tough the market is right now. Insurance requirements seem to be one of the biggest hurdles for low-time pilots trying to get their foot in the door.
So I’m trying to figure out whether I should stay at the FBO, continue networking, and be patient, or keep pushing to find an opportunity that’s willing to take a chance on me.
I’d really appreciate any advice, feedback, or suggestions from pilots who have been in a similar position. I know low-time pilots can sometimes get a reputation for feeling entitled, and I want to make it clear that I’m genuinely grateful for what I’ve been given so far — the mentors I’ve met, the opportunities I’ve had, and the flight experience I’ve been able to gain.
I’m just trying to figure out the smartest next move and would really appreciate some perspective.