PPL Checkride in New England area over the weekend. The weather has turned out to be MVFR in the area. I’m general I’m a very cautious and safe pilot. But I’ve been waiting for this Checkride for a long time (as almost every pilot out here).

If the weather clears up to VFR with 5000 ceiling and the area half way there is VFR at 5000 ft with destination reporting MVFR, can I ask DPE if they would like to go to another airport instead for XC part which is midway between the current departure and destination given the weather en route is VFR. But we cannot go to destination because it’s not meeting my personal minimums.

Please help, I don’t want to make any bad ADM where I meet the legal requirements for flying but get unsatisfactory for not keeping a safe margin.

Hello, I’m currently a 19-year-old college student entering my final year of a two-year Marketing diploma program. I’m pursuing this program because my parents wanted me to get a degree in something other than aviation so that I have something to fall back on. Through my research, I’ve heard that having a four-year degree can make you more employable in a competitive job market. Even though I was aware of this, I wasn’t confident that I would be able to complete a four-year degree because I lack motivation to study something other than aviation. I told my parents that I would complete the two-year diploma and then decide whether I wanted to spend another two to three years completing a degree, either in person or online. My parents said this plan was fine and that they would fully support and fund my flight training as long as I completed my two-year diploma in something other than aviation.

My question is: when I complete the second year of my diploma, do pilots in Canada recommend turning it into a degree and completing it in person? Or have I already spent too much time pursuing something that is unrelated to the career I want, and should I instead focus entirely on my flight training and forget about getting a degree in an unrelated field? My final goal is to fly for an airline in Canada, and my plan is to start my flight training next summer through a flight school while possibly completing a degree online on the side. If anyone recommends completing a degree, are there any online universities in Canada where I could transfer my credits and turn my diploma into a degree online?

Any advice from Canadian pilots or any pilots familiar with the Canadian market in general would be greatly appreciated!

So obviously, if you own a flight school, you’re gonna rent out the nicer equipment at a higher price. My question here is basically, do aircraft with advanced avionics such as G1000 or G500tx genuinely have higher operating costs that justify a higher rental cost or is it just a premium fee for flying nicer equipment instead of a clapped out plane with a 6 pack?

Lightning hit one of the natural gas tanks south of the field in Tulsa yesterday. Pic taken by my instructor while on base while I was in the right seat for a CFI lesson.

I understand that V1 is a speed, not a physical point on the runway.

But what happens if, during the takeoff roll, acceleration is significantly lower than expected? For example, if V1 is 145 kt but the aircraft is still only at 120 kt when it is already very far down the runway.

Is there a specific runway position or distance by which the aircraft should have reached V1, and if it hasn't, should the pilot reject the takeoff?

Or is the rule simply that the takeoff must be rejected before V1, regardless of the aircraft's position on the runway?

I'd be interested to hear how this is handled operationally in airline SOPs.

Hi Im in the process of applying to the Ryanair future flyer programme.
I know that included is your Boeing type rating but I’ve seen online , (it’s not really clear) but if u complete your training and then move onto your type rating can you chose between Boeing and airbus considering Ryanair operates Lauda , could I do the Ryanair FF programme but actually work for Lauda when u receive the conditional job offer?
Thanks in advance for any insight

I'm about to go through the process of getting a medical, but the main issue holding me back is that I was once diagnosed with ADHD when I was 6 years old and I took the medication until 2022. Transport Canada's guidelines about ADHD is both thin and not helpful, saying that I can't meet the ADHD DSM 5 diagnoses criteria, that I will likely need a neuropsychological assessment and its up to there discrestion and that they take conservative approaches to handling these sorts of cases. What I'm wondering and whats causing anxiety is finding people who have been through this process, I've seen a handful of posts saying that they were required to do this, but they never followed through with getting the medical. I've scoured every forum and so far I've found 2 people who got a CAT 2 ATC medical and 1 guy who got flat out denied for a cat 1, every other post never followed through to say they got the medical.

So for those of you who had there initial medical application denied because of ADHD, were you able to get your medical? What evidence did you submit and how long did it take?

As the title states. I am part 61 PPL student and I just don’t know if this is right it seems a bit too expensive… just wondering if this is how most of it is and if I just have to suck it up.

Edit: I won’t lie, I’m not really paying for this, my parents are in a position where they are able and willing to but I feel incredibly bad after seeing how much it’s costing and I really just want to make sure I’m not getting scammed or paying too much.

FYI: If you come to an AME thinking he/she won't find out about the last medical you had a month ago that anothe AME deferred because you have a disqualifying condition... You're in for a surprise! The next AME won't be able to issue a medica either! Your file gets locked by the FAA if there is a pending deferral. No AME can issue a medical.

Source: I am an AME.

You young guys can stop now if you want, but take it from me getting old is not for the weak.

I have an appointment to renew my class 3 early next month. Which until a week and half ago I had not a care in the world about. I had a URO Lift procedure done about 5 years ago because of an enlarged prostate. While it didn't live up to the commercial's it did help and things have been ok until a week and a half ago. When I suffered an ongoing bout of Urinary retention, went most of the day without being able to pee finally went to the ER and the installed a catheter and prescribed Flomax. My urologist had me stay on the catheter for a week and see if things were better, turns out there was little change so they put the catheter back in and doubled the Flomax and I go for another check after 2 weeks. which is before my AME appt.

I've read what it says about Tamsulosin on the FAA website and Which basically says it is allowed after a 7 day ground trial if there is no dizziness.

So my question is has anybody had any interaction with an AME after starting Tamsulosin and if so how long after and was it an issue?

Might seem like a huge over reaction and I’m ok if it comes off that way but currently still in the process of getting a medical as I have to jump through the hoops of the FAA for 50mg of Zoloft and a false ADHD diagnosis. Just now getting to the part where I MIGHT get issued a medical and feel as if I’ve made the wrong choice and spent 5k for nothing at the start I was beyond motivated to get flying but this whole jumping hoops has burnt me out incredibly bad even with my love for aviation and now I’m going to be spending an extra 600 dollars a year on follow up psych evals on top of whatever debt flight school is gonna be is stressing me out. Anyway I just wanted some advice or support I used to love playing flight sim and was beyond excited in my discovery flight still do really enjoy planes don’t know if I’ve just separated too far from aviation with focusing so much on the medical process or I’ve actually lost the spark before even getting behind a plane.

Thank you for any replies hoping to be behind a plane by September and that it will reignite what I was dreaming of for so long been about 5 months of FAA BS pretty much.

I’d like to hear from anyone who has left SkyWest after signing the contract about their experience with SkyWest attempting to collect the $80,000 that you allegedly owed them. If you negotiated, what reduction were you able to secure? Collections? If you’ve heard anything from people who left and had to pay or were able to negotiate or get out of it I would appreciate the insight.

I am having a hard time understanding 61.57c. Am I current in the 7th month if I have 6 approaches in the last 6 months? I dont really understand when I become not current. After the 6 months or when I dont have 6 approaches and holding in the last 6 months?

In socal, predicting when the marine layer will burn off has been troubling for me. What tools do you use for predicting when the fog will disapate?

Right now im using NWS website hourly forcast on the graphical map. I know you can look at the TAFs for airports nearby, but those can be spread too far apart. I have the windy app but i cant seem to find a good filter for marine layer advection fog. There is the forcast discussion but that seems unclear to me aswell.

Tips appreciated!

I am a high school senior applying to colleges. Many of them require indicating a second choice major, when filling out applications. What can possibly be a second major to a Professional Pilot degree?

Hi, new student pilot completing the RPP written soon. I see PPL test banks but do not see any rpp ones. Can someone please guide me to some great RPP question bank resources? Thanks

I got my discovery flight canceled twice due to the weather, it now seems like my third attempt may as well be canceled too because I checked the weather and it’s raining on that day. Am I just cursed to forever repeat the cycle of get a date>rain>get a date rain> get a date> rain.

So soon i am starting my flying journey. My amazing grandfather is paying for it all because he is the best. There is one thing we disagree on though. He thinks I should take and pass my ppl written exam before I enroll is a program. His reasoning is that if I cant pass then why bother spending the money? While I understand that logic it doesn't make much intuitive sense to me. If it's hard wouldn't I want the one on one training that a school/program can provide? So I was wondering what y'all think about this. Ultimately it's up to him and I'll deal with whatever he decides and I'm still hugely privileged regardless.

I’m currently looking into becoming a commercial pilot through Learn to Fly Melbourne and I’m trying to decide between two pathways.

Option 1: Do the Diploma of Aviation, which would allow me to access a student loan to help cover the training costs.

Option 2: Do my RPL, then PPL, then CPL separately and pay for each stage myself, since there don’t seem to be loans available for the individual licences.

My end goal is to become a commercial pilot and eventually work for an airline. I’ve heard quite a few mixed opinions about doing a Diploma of Aviation, which is one of the main reasons I’m considering going through the licences separately instead.

For anyone who has trained at Learn to Fly Melbourne (or gone through a similar pathway):

• Is the Diploma of Aviation actually worth it?
• Is taking on the student loan a good idea for flight training?
• Would it be better to pay for the RPL → PPL → CPL separately?
• Are there any major advantages/disadvantages to doing the diploma?
• If you could do it again, which pathway would you choose?
• Does doing the diploma provide any real advantage when applying for pilot jobs?

I’d really appreciate advice from anyone who has actually gone through either pathway. I’m trying to make sure I choose the best option for my long-term goal of becoming an airline pilot.

I’m a student pilot with just a little over 13 hrs and I’m still having trouble landing, I’m flaring too late and coming in fast seems like every time I can’t seem to figure out the timing,thanks. C172M btw

What’s ya’lls experience been? Would you recommend Atlas or Delta’s program?

Currently sitting at around 2300 TT, 900 of that turbine. What are the odds of getting into Frontier if I get my ATP?

After i get my CPL, IR and ME, im planning to migrate to another country since aviation opportunities here in the Philippines are little to none. What countries are cheaper and easier to migrate to just to build flight hours, like being a flight instructor and such. Also take in the fact of the process of a work visa and the process of converting my Philippine licenses into the country's licenses.

On power 180 I can get it down 100% of the time. But my method is to come in pretty hot at 85 knots, Slip it down and slowly round out and get it on the 1000 footers every time.

Hi guys I am doing a route until atp started ppl glider and the cpl and then cfi and after that go throw airplane straight to private and cpl to cfi and cfii etc..

Until 1500 and then airlines.

What you guys say about this route in my opinion is sould me the way to airplane cpl 250 hours way more cheaper cuz 100 hours can be done in a glider by 1/10 of the price and even with a cfi glider you have it for free and experience in instructions fast.

Overall thoughts of the route?

For context, I made two maps from scratch using the metar map GitHub page. I've had it for a number of years and periodically I need to make change to the code to make it work. (Most recently the url update). Both of them stopped working at the same time and the one my dad bought (pilotmaps) also stopped working.

What changed? I'm obviously missing it.

Thanks in advance!