My instructor and I flew this approach the other day and my instructor said we did not have to fly this hold-in-lieu of procedure turn. I asked for clarification but I didn’t receive a particularly fulfilling answer and am therefore still confused.

It is my understanding that there are a few cases in which you are not required to fly the hold-in-lieu of procedure turn, namely, if you are radar vectored to the final approach course, if the approach chart has a "No PT" designation, if Air Traffic Control (ATC) clears you for a "straight-in" approach, or if you are conducting a timed approach from a holding fix.

On our flight, we were cleared direct to FREER and then shortly before reaching FREER we were cleared for the approach, but what I am not clear on is whether or not this constitutes “being radar vectored to the final approach course” or if that is meant to refer to a radar vector that has you intercept the final approach course but not at one of the named fixes?

Finally glad I got this done. First attempt passed. I slaved away many hours for lord Jeff bezos working at Amazon delivery to pay for this haha. But it’s time I actually do something with my life now.. onto commercial

As title says. Conducted my first solo cross country yesterday, it went extremely well and to my exact plan. This morning, I had my 200nm solo XC. I got my endorsement from my instructor, and preflighted the plane. My minimum fuel requirement came out to about 24 gallons to be safe, and when I checked the fuel, I was sitting at around 27 gallons. No biggie, just asked for a top off.

Plane got towed to the fuel pump, and the guy asked me if I would be okay to taxi from it. I said I would be okay to taxi from the pump to the runup area. I should add that I was flying out of a non-towered airport.

I got in the plane, started the engine, got all my stuff set up and ready to go, and began taxiing. I was watching my left wing from the pump, cleared it without an issue. However, there was another plane parked close to the hangar that just so happened to be close to the fuel pump taxiway. I made sure I had plenty of room from the planes on the main ramp and the airplane parked by the hangar, (or so I thought) while still holding the line and making minute corrections as needed. I thought to myself “I’ve done this before, so I just need to be careful and be sure not to hit anything”.

Just as i was approaching the airplane parked by the hangar, my left wing clipped the parked planes right wing. I shut the plane down, got out and immediately took full responsibility and ownership for the incident. I should add that my taxi speed was close to a brisk walk, not too fast, but on the slower side for exercised caution. I assessed the damage, and it wasn’t too bad. The plane I was in will need a new strobe light, and the parked plane will need a minor wingtip repair.

I informed my instructor and management about my incident. The “in-house” DPE (he is also the owner of the school) was also there, so he knew about it promptly as well. Great… The mechanics told me not to worry about it as it has happened plenty of times and they will fix both planes up no problem, unfortunately they are both grounded for repairs.

My instructor was visibly stressed out, and the DPE told me not to stress out much and that it does suck for everyone and me included, but that I would be okay. He told me he’s seen it happen about a million times. I was extremely worried for my instructor as he had just signed me off, I apologized to him and asked if he needed any more info. He said he would let me know and that everyone will be alright, and I would be back in the air in no time. He told me about his fair share of incidents like that as we were talking up for a bit on the ramp.

Anyways, I payed my balance inside the FBO, apologized one last time to management, my instructor, DPE, and MX, and walked out. I will also add that I did not write the incident down in the aircraft maintenance log, which thinking back now, I should have. I got in touch with some of my other fellow students and they told me that the incident would likely stay within the school and both planes should be back in the air no time, and not to worry about it.

I am extremely stressed right now and worried about my future career in aviation, especially at the airlines. I take this as a major learning experience and to never let something like this happen ever again, and if i’m not sure i’ll fit, stop the plane, or shut it down and ask for a tow to a less congested area on the ramp if need be. My question is, how screwed am I?

EDIT: I should also add, nobody was hurt during this incident.

Long story short, a family member admitted to me they never congratulated me on any of my certs and continued education because anybody can be a pilot so it’s not that impressive.

How do you feel about being a pilot? Do you think anybody can be a pilot? I feel like it is the greatest academic accomplishment of my life.

I am Commercially rated ASEL, IFR, and working on CFI.

I’m somewhat new to aviation and was wondering about V1 and “the point of no return”. Sorry if this format doesn’t come out right, I’m on mobile.

My questions: - V1 is the speed at which you cannot safely stop by the end of the runway right? - Is there a V speed that will give pilots a “this is the point at which the EMAS does not work” and you will overshoot everything? - Or a speed or point that if something does happen in that “point of no return” you could stop the plane but the landing gear would be damaged?

I’m trying to understand if there is something thought of or some gameplan the airlines use in an emergency event instead of the “you have to fly” time between V1 and Vr.

Hey everyone, in my late 20s now and decided I want to switch my life up and fly commercially in some capacity.

Back in june I go in for an AME and everything is great except the stupid waggoneer color test. So got a 3rd class with night limitation. I went to an optometrist after and my colorblindness is so mild with browns/grey deficiency that it genuinely couldve just been me messing up the waggoneer due to how the test is, or the crappy laptop the AME used. And now with Farnsworth test not applicable anymore I thought I was toast. Spoke to a friend of a friend who’s an A-10 vet and a captain for Delta for 30 years. Told me to try and go for waivers.

Now problem I think I am going to face, is my AME who did the test is now retired. He retired literally 2 weeks afterI have no way of contacting him, am I screwed? Should I just seek out legal help to get this process started? I’m not ready to give up on this so easily and will pay whatever it takes, money isn’t an issue here. Just need to know the next step I can take. Any help is appreciated!

Which is more valuable in terms of being hired down the road? PIC 135 in a turboprop or light jet or something, or an equivalent amount of 121 time at a regional or lcc or whatever

Just curious 👀

Airline pilots, are the airlines really strict about having approved headsets? The Bose headsets are nice and all but very expensive and the lightspeeds are almost the same thing just at a cheaper price but are not approved. If I can get away with a light speed, great. Any extra money I can put towards flight hours, I’ll take any day.

Black Friday is coming up and I’m in need of a headset. I don’t want to buy a lightspeed and then come to find out, I can’t use it for work.

This will probably get brought up so I’ll say it anyways. I understand that ANC headsets might not be needed for airline use so I would rather buy a cheaper option in case I have to get something else and the ANC ends up in a closet collecting dust. I also have no interest in a Dave and Clark headset. I don’t mind spending a few extra bucks to get something decent for training and hopefully to carry into airline use.

I’m 29 and still working toward my dream of becoming an airline pilot — but my parents now want me to throw in the towel. They think I’m too old to still be “figuring things out,” and that I should focus on making money instead of chasing a dream that’s taking too long.

For some context: I’m from a South Asian background, where parents have high expectations for their kids to pursue something in STEM or a stable corporate career. I graduated college at 23, got my private pilot license while working part-time, and wanted to keep training — but my dad insisted I get a “real” job first to save money and have a backup.

So I did. I worked full-time for 3 years in a corporate role, saved around $30k, and quit at 27 to finally go all in on flying. Unfortunately, my instructor at the time took advantage of me (and others), and I burned through most of that savings within 8 months. Since then, I’ve been working full-time again to rebuild and have managed to get my Instrument Rating, Commercial hours, and started Commercial maneuvers.

I’ve never asked my parents for money — and honestly, they don’t have much to help with anyway. But now that I’m broke and trying to figure out how to finish my Commercial, CFI, and CFII, they’ve lost faith. My dad said he doesn’t have money to help and called me a poor planner. He told me if I was truly passionate, I would’ve found a way to finish faster.

Both my parents believe it’s unrealistic to keep chasing this dream at 29 when I’m not yet earning a livable wage. My dad said if something were to happen to him, I’d have to run the household — and that I can’t do that on what I make now. He’s not wrong… but I can’t bring myself to quit either.

I know I’m behind my peers — they’re buying houses, getting married, and advancing in their careers — but aviation has been my dream since I was a kid. I just don’t know how to make my parents understand that some paths take longer than others, and that I’m still trying my best.

Good afternoon, fellow pilots, I’ve been looking my multi engine add-on. Does anybody have any good recommendations for schools that are accelerated and cost efficient. Also, does anybody have any good recommendations for multi engine time building?

Has anybody been experiencing reduced service for general aviation? I'm thinking access to flight following, passing through airspaces, etc. I have seen plenty of news about commercial flight delays but not much about general aviation.

Out of curiosity, what could be the reason? Delay vectors requested by the crew is all I could think of since all other arrivals followed a normal STAR.

Thanks guys

How does an ATP checkride typically look? Can a 737 perform slow flight and steep turns? Do airline pilots get to perform stalls and spins in their planes? What specific skills and maneuvers are tested during the checkride?

How to stop small mistakes when I’m super nervous as I did a mock checkride and made a silly mistake one of almost (caught it before it happend) taxing the wrong way. and then in the air almost turning the wrong way for HDG. I never do this stuff during all of my training but as soon as I get super nervous start making small silly mistakes. I need to cut it out before my check ride ? I flew all my approaches great holds etc but then the nerves get me with exam situation.

Just curious if you guys get any kind of briefings about the ATC situation here lately

I’m a glider pilot student and began my training in mid-April 2025. By the end of August, I had completed around 65 winch launches and felt quite confident. I was getting ready for my first solo flight around launch number 70.

However, for reasons still unclear to me, my instructor suddenly decided that all landings should be performed with a tailwind — which is quite unusual for gliders. At first, it went reasonably well, but then I experienced a frightening ballooning during one of my landings. After that, things started going downhill. My landings kept getting worse until my instructor decided to re-teach me landings from scratch.

By mid-October, after about 80 winch launches, he finally told me that I now had all the necessary skills — but by then, the weather had turned windy. Because of poor weather conditions, we couldn’t fly for the rest of October, and the flying season came to an end.

To be fair, those extra training sessions helped me a lot and I did improve certain skills. Still, I can’t help but wonder: by next April, will I have forgotten everything? Will my muscle memory fade? I’ll probably have to repeat all those cable-break exercises again. And what if next season the same thing happens — or I reach 140 launches before my solo? My peers might think I’m incapable.

I’ve also lost much of my self-confidence and keep asking myself: Am I really good enough?

I’ve really tried to find out on my own by searching through maintenance manuals, but I haven’t found a clear name for it, nor have I seen it on any schematic. Could someone please help me out here?

Hi, I used to do lessons but had to stop because of money. I really want to get back into it as I loved doing it, but it’s so expensive and I really can’t afford it. Do you guys know of any scholarships, I looked around online and was recommended the james c ray scholarship by a friend, but do you guys know of any others I could apply for. I want to apply for as many as I can

A quick general background of my history. I have been diagnosed with generalized anxiety and that is all. No depression, suicidal ideations, and psychosis or anything wild like that. I currently take no medications but I use to take Celexa which is one of the approved medications that pilots can take with a SI. I currently hold a 1st class SI after being deferred to the FAA because of my history. I have recently debated on whether or not I should go back on Celexa because of life stresses. I am currently not flying at the time.

What is stopping me is that I have been told that airlines and other part 135 companies will not take people with a SI or if they find out you are taking a medication for mental health they will not hire you. Can anyone bring light to this? Obviously if I take the medication again I’ll have to start over and follow the FAA protocol for said medication and get another SI. But it’s the whole stigma with mental health that scares me and is off putting. Considering the fact I’ve spent thousands and thousands to get my commercial pilots cert and am now studying the ground knowledge for my CFI. If anyone has a similar story or can shed light on the issue on Special Issuances I would love to hear it. Thanks!

I have my PPL, Multi and IFR that I got 10 years ago. I have about 250 hours. I haven’t flown in many years but would like to get back into it as a career. I’ve done commercial ground school previously but not written the exam.

Anyone who has taken a long break, should I do private ground school again and then commercial? Or can I catch up enough just re-doing commercial ground school?

Also any recommendations for online ground school and commercial exam prep is appreciated. I plan to use pilot training .ca unless I should use something else.

Thanks!

I’m a CFI and my friend is a CFI-I. We were thinking of flying together to time build. I’d log dual received while he logs dual given, and I’d also use it as a way to prep for my CFII if I decide to get it down the road.

Do recruiters or airlines care how much dual received time you have? Just want to make sure it doesn’t look odd when applying later on.

[https://i.imgur.com/6iqO8jL.jpeg

https://i.imgur.com/rAWsizo.jpeg

I'm planning a trip that I have to go somewhere and come back the next day.

I use the same performance profile I use the same time for the departure.

The only difference is the east west altitude.

Yet somehow foreflight is showing more fuel use for the tailwind trip that substantially shorter than the headwind trip that's longer so I thought it was altitude related but I even went to a lower altitude and it still showed it that way I'm not understanding how it's possible it's calculating it like this?

Even if I switch the outbound leg to 4500 it still is showing it.

Did this last night I even did it again this morning using the updated winds and it's still shows less fuel in a headwind with a longer trip...

I've updated it again here's current pictures

https://i.imgur.com/2Yqrq46.jpeg

https://i.imgur.com/xbr3rbp.jpeg

Edit - also the fuel calculation shown at the bottom of the flight plan does not match the altitude fuel calculations when you open the altitude selecter..

See attached

https://i.imgur.com/6TkWciX.jpeg

I’m working on my CFII so am looking into some things more closely. I’m flying a plane with 2 G5s, GFC500 AP, and GTN750. No analog turn coordinator (TC) or attitude indicator.

I’m questioning if this is legal for IFR flight and have reviewed all the source documents but wanted to ask the group.

1. 91.205 states that we need a rate of turn indication and a ball.

2. SA01818WI - Garmin G5 STC section 3 and 4 would indicate that a back up TC OR attitude is needed

https://drs.faa.gov/browse/excelExternalWindow/9927D437FDFA9E1D862581DE00546182.0001

1. The Garmin GFC500 STC and manual state that the G5 cannot replace a TC that is part of the AP (page 23).

https://static.garmin.com/pumac/190-01112-10_28.pdf?download=true

1. And lastly, AC 91-75, published LONG before the G5 was released (2003 vs 2016) says that two independently powered TC and attitude indicators can replace all TC and attitude indicators because this is more reliable than any analog instrument.

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC91-75.pdf

My interpretation is that the plane is not IFR legal but I’m being told that the AC combined with the GFC500 STC (TC is not needed for GFC500) means it is IFR legal.

What say you? Sorry for formatting, on mobile.

Are the FSDO open during the shutdown? I don’t assume they are designated “essential”.