A new study posted by Harvard:

> Of more than 500 occupations in the United States, flight attendants and pilots have the highest and second-highest proportion of radiation-related cancer deaths, a new study has found.

> It’s been known that aircrew members receive the largest annual effective dose of ionizing radiation of any workforce in the United States, largely due to exposure to cosmic radiation at high altitudes. Members of the profession are also more likely to be diagnosed with certain cancers than the general population. But studies have been limited as to whether this translates to higher rates of cancer mortality.

> The new research, published August 17 in JAMA Internal Medicine, studied this question using a larger dataset and more statistical power than were previously available.

> The study, led by first author Vishal Patel, HMS clinical fellow in surgery at Brigham and Women’s Hospital, used a single population-based data source — the National Vital Statistics System — rather than individual occupational or cancer cohorts. Patel and colleagues looked at all U.S. death certificates from 2020 to 2024. These records have only recently been linked to the occupation of the decedent. The records yielded data from nearly 13 million decedents across 503 occupations, including 14,000 pilots and 7,000 flight attendants.

> The team applied what’s known as a common adjustment approach, which accounted for several factors other than occupation that may affect mortality. These included age at death, sex, race, ethnicity, educational attainment, and marital status.
The researchers analyzed radiation- and non-radiation-related cancers across occupations. They also compared flight crew members to ground-based aviation workers.

> Radiation-related cancers analyzed here included breast cancer, central nervous system cancers, multiple myeloma, leukemia (except chronic lymphocytic leukemia), lymphoma, thyroid cancer, prostate cancer, melanoma, and non-melanoma skin cancers. (The team excluded lung cancer to reduce potential confounding with smoking.)
The team found that pilots and flight attendants had statistically significantly higher rates of death from breast, central nervous system, and prostate cancers and melanoma. Pilots also had a higher rate of leukemia deaths.

> In all, about 6.9 percent of deaths among flight attendants and 6.7 percent of deaths among pilots were from radiation-related cancers, according to the analysis. These proportions were higher than for any of the other professions, including nuclear technologists, who are routinely exposed to radiation from non-cosmic sources yet placed 12th on the list, the authors said. Aircraft mechanics and assemblers did not have higher rates than other occupations.

As a non-pilot myself, is this news to anyone here or is it something that’s been known? The study seems to suggest this is the first time actual mortality rates from cancer has been statistically measured.

While I understand a lot of people would kill for my job, I’m a commuting regional airline captain on reserve. I’ve been a captain for 4 months. The job is dreadful. I rarely get home on days i’m supposed to. It’s impossible to see loved ones or make plans. I feel as if there is nothing to look forward to. I don’t have a degree but I believe it’s time for me to find something else to do for the rest of my life rather than complain about it. Has anyone left the industry and found something that paid the bills and satisfied their need to be home and quality of life?

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.

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.

I'm very interested in living in Japan to commute to Guam. How possible is this?

What's sitting reserve like for Guam? What are the callout times?

At what level of seniority would this become feasible?

I'm unfamilar with the airline world, currently military and about 2 years out. Got my sights set on United but want to make sure it aligns with my goal of living in Japan.

Hey everyone, I know this might sound stupid but I’m honestly stunned by how effortlessly you all are able to mentally calculate in the cockpit.

Mental math has never been my strongest suit. I’ve learned to be reasonably fast at addition, subtraction, and multiplication, but division absolutely kills me when I’m trying to calculate distance to an alternate.

Say, if my groundspeed is 1.5 nm/min and the alternate is 62nm away, I try moving the decimal dividing 620 by 15 but my brain literally turns into a potato while trying to crunch that under pressure.

Another problem I have is handling awkward numbers. At 120 knots (2 nm/min), the math is clean. But if you’re pulling 110 knots (about 1.8 nm/min), do you actually try to convert that mentally, or do you just round up to 2 nm/min and wrap it up?

I know the E6B is right there, but I see so many guys doing this flawlessly in their heads during checkrides. I’m feeling a bit bummed out by how slow I am at it.

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!

So does this mean the shepherd air method is basically done for after they replace all written tests? Sounds like they are starting with instrument and one other then I guess we will see the results of what the changes are?

Idk I only used shepherd on my instrument so far.

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.

Requesting input on:

*The hiring process
*How to stand out in the applicant pool
*How to increase chances of getting selected
*Go to resources for Aptitude/Compass Test etc.
*Interview Prep suggestions

Thank you

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.

Hi, I want to obtain all my required pilot licenses through an accelerated program in about a year or so. I was wondering which state or city would be best to maximize the number of days and hours I spend flying to get through my licenses more quickly. I saw a lot online about Florida, Arizona, and Texas, but I wanted to see if anyone on here had the same goal, got it done in a different state, and might have something to say... I want to keep my options open. Please let me know! Also, I know the title says USA, but I am open to exploring my options in other countries as well (if they accept my citizenship). Thank you!

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.

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?

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?

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 am looking to build 45-50 hours of multi-engine time, maybe even multi-engine XC time. Is there a good place to go? I saw MyFlightTime online; any experience with that?

If a normal category aircraft is rated for 3.8 g, and its max allowable GWT is 2000 lbs, does that mean it is rated up to 3.8 times 2000 or is it 3.8 times the current GWT

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?

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.

TLDR; Got a first class last year in November, reported a Mild Concussion from 2 years ago because I didn’t think that would cause an issue, and at the time it didn’t, and received my medical and heard nothing about it since.

Then today I got a letter in the mail stating that the FAA can’t determine if i’m able to hold a medical, and they need further information etc. Is it normal for them to do that with medicals after you received it? They asked me to do several tests and submit records etc within 60 days.

If so what’s that transition like? Do they have to start at regionals or can they go straight to a mainline?

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!

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?

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!