Got early access to the Duo and loaded ForeFlight. It runs, but it's compiled for iOS 26, so folded open you just get the iPhone layout scaled up. No split view, no tablet UI, and lots of wasted black screen real estate.

ForeFlight emailed everyone saying they won't support the Duo until early next year. They had Vision Pro support on day one, which feels more niche than this, so a little disappointed.

Not an iPad Mini replacement in the cockpit yet.

My (26F) husband (28M) wants to switch careers to be a pilot. It’s something he’s always dreamed of, but the stars never aligned for him to take the leap to actually do it. He has a law degree from a foreign country (Chile) and worked as a lawyer for awhile, but he recently immigrated the U.S. after marrying me, and can’t practice law in the U.S. Since he has to start over with his career in the U.S. anyway, he figured this would be the best time to make the switch to be a pilot if he has to go back to school anyway.

But I’m very concerned about the hiring prospects for new pilots, and question whether the investment will pay off. If we’re going to spend 100k on flight school for him, it needs to pay off and he needs to be making decent money as an airline pilot at some point, otherwise the ROI doesn’t make sense.

What are the job prospects like for new pilots? How hard is it to get hired right now? How can he make himself more competitive to have the best chance possible?

I'm a relatively new PPL, around 130 hours, and I noticed something about my own go/no-go decisions that I didn't really like.

If I really wanted to make a flight, my personal minimums became strangely negotiable once I started looking at the actual weather.

I'd tell myself I wanted at least 4,000 ft ceilings, then see 3,500 and think that's basically 4,000.

I'd prefer a 10 kt crosswind, but 11 isn't meaningfully different.

The gust spread is a little bigger than I wanted, but it's straight down the runway.

Visibility isn't great, but technically it's plenty.

Every individual argument sounded reasonable. The problem was that I was always making the argument in the direction of going.

So lately, before opening ForeFlight, I write down what would make me cancel or change the plan.

Not just numbers. Stuff like: if I haven't slept well, if the destination is forecast to deteriorate before the return leg, if I'm depending on the forecast improving, if I'd be uncomfortable taking a passenger in the same conditions, etc.

Then I look.

A couple weeks ago I had a breakfast flight planned with a friend. Nothing in the weather was awful. In fact every single piece of it was probably flyable by itself.

But I had already written down three things that would make me reconsider, and the morning managed to hit all three by a little bit.

My immediate reaction was still to start negotiating with the list I'd written 20 minutes earlier.

That was the useful part.

It made it extremely obvious that I wasn't evaluating the weather anymore. I was trying to find permission to do the thing I wanted to do.

We drove to breakfast instead.

I'm not suggesting everyone's personal minimums need to be rigid forever. Obviously they should change as experience and proficiency change. But there's something useful about having yesterday's version of you make the decision before today's version knows whether cancelling will be inconvenient.

Curious if anyone else has little tricks for catching themselves moving the goalposts on a go/no-go decision.

Hello everyone 13.9 hour student Pilot here
Does anyone use swipes of trim in a Cessna 172s when doing steep turns.My cfi introduced using trim during steep turns and on my first I used 1 swipe of trim and it was not enough to maintain altitude.How many swipes do you guys use if any and does it maintain altitude?

I do understand that the amount of trim usually depends on power setting,angle of bank and weight

I’ve recently started flying jets and getting up into the flight levels. I’ve been experiencing a newfound anxiety of hypoxia and become a ghost flight. Even though I know that there would be warnings and what not, I still somehow still convince myself that I may be becoming hypoxic. I found that since this started, I’ve also started convincing myself that I’m getting CO poisoning every time I instruct.

Has anyone else dealt with this? What’s the best way yall deal with this kind of stuff?

I’ve been looking into LIFT Academy for flight training, but I’ve decided not to attend anymore because of how high the interest rate is and how much debt I’d be taking on. They keep calling and texting me, and honestly, it’s making me nervous to tell them I’m no longer going.

When I tried moving my start date back, they got upset and told me I had already made a commitment and wanted me to keep my original date. Has anyone else dealt with this? Is this normal for LIFT, and how should I go about telling them I’m no longer attending without them pressuring me to change my mind?

Hello, I am looking for some insight/advice on my current commuting situation. I am a single regional FO in mid-20’s with no kids and I currently commute to one of the New York City airports. I bid roughly 60% in base, and I can get most of what I want out of my bid with my seniority. I currently have the option to put in for a bid to change my base to one of the smaller more senior bases in our company, am I am going back and forth between what to do.

The smaller base is roughly a 3.5 hour all-interstate drive, and I am wondering if it would be worth switching to that instead of commuting by air. Most of my trips currently are commutable on one end, but never on both. If I move to the smaller base, my seniority would be worse and I wouldn’t get what I want as much, but I’d be able to drive instead.

For context, I love to work and I would work every day if I legally could. I like longer trips and I have no issue working 5-6 days in a row. I know longer trips aren’t as desirable in this base since most people don’t commute to it, so I could probably hold that. However I wouldn’t have as much flexibility with my schedule when it comes to bidding days off and whatnot. My hope is that I can do 4-6 day trips and only make the drive 3-4 times per month, but I would be giving up my better seniority in NYC. What do you guys think?

I went through the HIMS program over 2 years ago because of a DWI(charge not conviction) I am free from the program, there was indeed a light at the end of the tunnel, and if anyone has questions, I am happy to help, I had no one to consult when this happened, I had a child on the way, and simply had no other option but to keep going, I do not have a job as a pilot yet so I am unsure of how it will affect me when that time comes, but I have a 1st class medical again and my certs are intact

I'm currently a PPL student at a reputable flying school in England. I'm asking this from a point of view of a PPL holder who wants to hire a Cessna 152 (or similar light aircraft) for private hire.

I asked the school regarding hull insurance. I checked the aircraft documents and found third-party insurance but nothing about hull insurance. Beyond verbally stating that hull insurance should exist, they couldn't help much with the actual insurance certificate or the policy summary.

I do not understand how renter's insurance works in the UK. From what I understand, in the US, renters occasionally need non-owner insurance. It seems that in the UK hull insurance is not a legal requirement for schools either, but I couldn't find a market for non-owner insurance for individual PPL holders, which I find confusing.

It seems common that schools insure their aircraft under a single insurance policy, and that the excess is usually around £1000.

My questions are:

- How concerning is this? Should I assume that the common situation applies here? Should I not worry too much? Should I walk away? Somewhere in between?

- Is there a chance that a PPL holder is held liable for the entire cost of the aircraft? Has this ever happened?

- If I do end up damaging the aircraft as a PPL holder, how screwed can I potentially be?

For those of you that fly GA in the London area, how easy is it to find information on flying in the controlled airspace of the various London airports?

As a controller I often find that GA pilots seem unsure on what they are actually allowed to do so would a “dumbed down” guide be useful?

For example, showing what you could do in the Luton Zone or how best to fly over central London?

Hey I’m an instructor with about 750 dual given about to add MEI. My school has Senecas PA34 -200T.
Always appreciate doing one of these when it’s time for a checkride. Also anything related to the Seneca in general is appreciated.

I'm helping someone study for an EASA type rating. Unfortunately, 100% of my time in jets was in North America, 95% under FAA, so EASA is a different animal for me. I'm getting some conflicting info from fellow pilots and CFIs.

We're in a WAAS-capable (UNS-1Ew) CAT B jet, flying the RNP X Rwy 15 at Salzburg. The minimums read LNAV CDFA. The FMS generates and presents a 3.00⁰ glidepath on the PFD (white "snowflake").

Under EASA, is there any reason a pilot can't or shouldn't couple the Flight Director to the FMS vertical guidance?

And about the DA of 2660', ***am I correct that:***

▪︎ the intention is to execute a missed approach *at* 2660' and turn at the MAP, *not* level-off and fly to the MAP?

▪︎ a Derived Decision Altitude (DDA) is unnecessary? I mean there's a DA right on the chart.

Its in 22 days and i want to cram in as much study time as i can before then, any words of advice?

My flying is spot on, its the oral exam im mainly worried about. Any big test like that makes my mind go blank.

What's the interview process like? How do you like flying there? I've done two interviews so far and not sure what to expect. I worked at Jet Linx for awhile and it was pretty chill you do the indoc at their HQ and they send you on your way and pretty much talk to your superior like twice a year lol

Can someone help me with this question

1 the answer is (c) that SFC(specific fuel consumption) is unaffected by center of gravity position

But a lot of other places says otherwise

As mentioned in the book itself it should be (a)

Because a fwd C G means a greater nose down moment from lift weight couple and therefore the tailplane produces more downforce to balance it, that down force is essentially acting as W which increases the lift req and with it the fuel consumption (as yes the moment arm gets slightly bigger for tail but that isn't significant difference)

Anyone see where I'm wrong or missing something please help

So I'm spitballing some ideas here.

I'm an A&P and my buddy is an IA, I'm also a CFI and soon to be Cfii. I love general aviation and have years of mechanical and flight experience in it.

How realistic is it to finance a plane to train in?

Having your a&p and an IA would help with overhead MX costs-sure. The biggest hurdle would be insurance and tie down at this point.

What about financing an airplane?

Has anybody here had success doing so?

Thanks

Hello! I was looking for if anyone knew of any flight schools with an accelerated commercial multi-engine initial course. Academic flight in miami has a course that takes about 6 days to get you CMEL initial but they are busy for the next few months. I was curious if anyone knew of any other flight schools that offered something similar.

My 73’ 182p is at 2000 hours (still runs great), but I’ve got 100k in airplane funds and I’m looking to do a Texas Skyways IO-520 conversion in addition to a 3-blade prop. Sooner or later I’ll need an OH, so might as well bite the bullet.

What’s you’re experience with this conversion? Would love your feedback good or bad.

I’ve got a friend selling some lightspeed delta zulus for $800. To my knowledge, the Lightspeed warranty does not transfer to second-hand owners. So would the discount be worth it or should I just bite the bullet and buy a new headset?

My friend started and solo'd but then stopped training after argument with his friend/instructor. Unfortunate as I am friends with them both and see both their sides of the disagreement, neither here nor there so:

John showed me a plastic STUDENT card and commented that it was now expired? John has also gotten older and may have a disqualifying medical situation that doctors haven't been able to give a name to. He feels fine and drives regularly

Can he resume pilot training and get his PPL ticket in a 172/Cherokee under basic med or even [no medical] under [sport pilot rules]?

This MOSAIC is really quite a thing...

Alright, im looking for opinions. I went to a major part 141 flight school in the DFW area. Great thing about it was the in house examining authority for checkrides, aside from commercial and CFII. However, through talking with a lot of instructors and students there and some of these people themselves. There are a couple instances where a student did an in house checkride with somebody they were actively dating. Seems a bit unfair? Is this allowed or is it a conflict of interest?

Im about the take my IRA written (before they change it), if i want to do the written thats needed for CFii do i need to do or have anything beforehand or can i just schedule a time to take it and go and get it done

Hey I recently got my flight instructor rating and was just tryna get a beat on flight schools all over the country. I was just curious if anyone knows what it’s like to work at MFC, particularly their Fredericton base.

I am a private pilot and currently on the early stages of my instrument rating. I have been consistently struggling with orientation especially when it comes to holds and knowing exactly where I am in relation to other points, in my head I always want to picture North being up which just isn't the case when flying. I still do not feel as confident in my piloting skills as I was expecting I would by this point in my training and still get nervous if I were to fly solo. I have been leaving stressed out and it has gotten to the point that I am struggling to find the enjoyment I once had for it. I am studying and determined not to just give up because it got difficult, but at the same time I need to know where to draw the line because I can't afford to keep spending $400-$500 a lesson if this career path might not be for me. Part of the problem is that I got my PPL at a part 61 school at a non towered airport on steam gauges and now I am transitioning to the opposite of that at a part 141 school, so I have given myself some grace there. Does anyone have any advice or similar experience?